How large ships are moored. How ships moor. Ensuring the safety of vessel moorings

Transport vessels in most cases are moored broadside to berth structures. This mooring method is considered the main one, and the other methods are private.

The term “mooring operations” includes:

approach of the vessel to the berth;

turning it to the required position;

securing the vessel at the berth;

ensuring safety when mooring;

departure of a ship from the pier.

Mooring operations can be carried out either independently (the most difficult option) or with the help of one or more tugs.

When performing mooring operations, the vessel is controlled at extremely low speeds, which leads to:

to reduce the efficiency of the steering device.

The main part of the force generated on the rudder when it is shifted is created due to the jet from the propeller thrown onto the rudder. Therefore, regardless of whether the ship is moving forward, or backward, or is standing still, the rudder exerts greatest influence, when the propeller is operating in forward speed and has very little or virtually no effect on the behavior of the vessel when the propeller is operating in reverse;

increasing the relative impact of wind and current on the vessel;

significant impact on propeller controllability, design features ship, its roll and trim.

Therefore, a clear knowledge of the nature of the vessel’s behavior depending on the direction of its movement, the position of the rudder and the operating mode of the propeller is a prerequisite for successful mooring operations.

1. General rules when performing mooring operations

Before mooring operations, the vessel is prepared: the engine is switched to maneuvering mode in advance, the operation of the engine telegraph is checked, clock readings are compared, marks are made on the course chart, and the anchor and mooring devices are prepared for operation.

By the time the vessel begins maneuvering to arrive at the berth, it must have the minimum possible speed.

Any significant change in course, as a rule, is carried out by the operation of the maneuvering-propulsion complex in variable mode or with the release of the anchor.

The first contact of the vessel with the berth should not be made by the entire hull, but by one of the ends of the vessel. As a rule, the first end to be brought to the berth is the one that is less controllable (in the absence of self-propelled guns on the vessel) - the bow.

The ideal condition for safe mooring, which one must strive for, is that the inertia of movement is completely extinguished by the moment of contact with the pier.

Note: The maneuvering schemes discussed below when performing mooring operations refer to a vessel with a fixed-pitch propeller of right rotation.

2. Independent mooring of the vessel

Left side

1. The angle of approach to the berth is 15-20° for medium-tonnage ships, and 10-15° for large-tonnage ships. The direction of approach is to point B, distant from the berth where the bow will be located, approximately 1/3 of the length of the vessel. The machine is given “Stop”.

2. Reverse is performed. The rudder is shifted to the right side. As a result, the ship begins to turn with its lag towards the pier, simultaneously moving closer to it. The distance AB should be slightly greater than the braking distance. It is advisable to structure the maneuver in such a way that the reverse is carried out in small reverse gear.

3. At the first opportunity, the bow spring is supplied, which is taken onto the bollards and poisoned in such a way as to prevent the bow from moving away from the pier. As soon as the ship loses the inertia of forward motion, the car is given “Stop”, the steering wheel is shifted straight.

Starboard side.

1. The angle of approach to the berth should be less than 10°, and the direction should be approximately towards the middle of the berth. The machine is given “Stop”. The rudder is shifted to the left side. The ship approaches the pier, simultaneously turning its lag towards it.

2. Give a short push with the machine forward until the bow of the vessel goes to the left, and immediately after this a reverse is performed. When reversing, the vessel continues to move forward by inertia and at the same time receives a clockwise rotational movement, which creates a threat of the bow collapsing onto the pier. Therefore, the time the machine operates in reverse should be as short as possible so that the vessel does not acquire significant rotational inertia.

3. Mooring lines are supplied as soon as possible. As soon as the ship loses the inertia of forward motion, the car is given “Stop”, the steering wheel is shifted straight.

Mooring a vessel with a log to the pier in the wind

Pressure wind.

1. The vessel moves at its slowest speed in a direction approximately towards the end of the berth.

2. The windward anchor is released. The anchor chain is etched tightly. The rudder is shifted towards the pier.

3. The vessel approaches the berth, regulating the speed of approach by tensioning the anchor chain. The forward operation of the propeller and the rudder shifted towards the pier create a force that holds the stern in the wind.

4. In the immediate vicinity of the pier, the anchor chain is held back, the bow pressure is applied, it is tightened and placed on the bollards. The car is given “Stop”, the steering wheel is straight.

5. By adjusting the pressure, they regulate the speed at which the stern approaches the pier under the influence of the wind.

Squeezing wind.

1. The vessel moves at its slowest speed in a direction approximately towards the end of the berth. The leeward anchor is released. The anchor chain is etched to a length equal to 1.5-2.0 depths, so that when the vessel moves, the anchor is dragged along the ground. The rudder is shifted away from the pier.

3. The nasal spring and longitudinal bollards are fed and placed on the bollards. The machine is given “Stop”. The anchor chain is being damaged.

4. The stern of the vessel is pressed towards the pier by moving the machine forward and moving the rudder away from the pier.

Mooring a vessel with a log to the pier during currents

Counter current.

1. The approach to the berth is planned in such a way that the vessel can move slightly forward from the intended mooring place against the current and completely reduce the speed relative to the ground, being from the berth at a distance approximately equal to 0.5 -1.0 of the width of the vessel. The angle of approach to the berth should be 5-10°; direction - point B, spaced from the end of the berth by approximately the length of the bow longitudinal.

2. The machine is given “Stop”. The rudder is shifted away from the pier. The distance AB should be approximately equal to the free run minus the drift of the vessel by the current.

3. The bow longitudinal is supplied and secured, on which the vessel is lowered to the mooring area.

4. The remaining mooring lines are supplied.

Passing current.

1. The vessel moves at its slowest speed in a direction approximately towards the end of the berth. The approach angle is approximately 5-10°. The anchor is released from the side opposite the mooring side. The anchor chain is etched to a length equal to 1.5-2.0 depths, so that when the vessel moves, the anchor is dragged along the ground. The rudder is shifted away from the pier.

2. The vessel approaches the pier, regulating the speed and direction of approach by operating modes of the machine and shifting the rudder.

3. At the first opportunity, feed the longitudinal feed. The car is given “Stop”. The steering wheel is straight.

4. Having loosened the longitudinal and anchor chain, they descend to the parking area.

1. The ship follows its inertia parallel to the pier. The anchor is released from the side opposite the berth and the anchor chain is released freely.

2. The anchor chain is delayed. The car is given a short push to the lowest speed, the steering wheel is shifted away from the pier. The turning angle of the vessel, in the situation shown in the diagram, must be greater than 90°, because When reversing, the ship's stern will move to the left.

3. The second anchor is given, the car is given the smallest reverse gear. As it approaches the pier, the anchor chain is pulled tight, in small sections, to prevent the stern from falling onto the pier.

4. As soon as possible, mooring lines are applied and with their help the stern is finally pressed towards the pier. After securing the mooring lines, tighten the anchor chains tightly.

Mooring of Ro-Ro vessels

In reverse.

1. The ship is moving as fast as possible. The bow thruster (NPU) is turned on away from the berth.

2. Under the influence of the lateral forces of the propeller and the landing gear, the ship approaches the berth at a certain drift angle.

3. At a distance from the berth equal to approximately 0.1 - 0.25 of the vessel's length, depending on the speed of approach, reverse the forward speed. The position of the rudder depends on the speed at which the stern approaches the pier. To reduce it, the steering wheel is shifted towards the pier.

4. At the first opportunity, feed the longitudinal feed. When the inertia of movement is extinguished, the car is given “Stop”, the steering wheel is straight. After securing the longitudinal NPU, it is turned towards the berth.

5. The ship is approaching the pier. The NPU turns off. The remaining mooring lines are supplied.

In forward motion.

1. The vessel moves at its slowest forward speed, parallel to the berth. The bow thruster (NPU) is turned towards the berth. Under the influence of the lateral forces of the rudder and the landing gear, the ship approaches the berth at a certain drift angle.

2. A little before reaching the mooring place, the car is given “Stop”, and the control point is switched to the side away from the pier. As a result, the ship receives a rotational movement and the stern moves towards the pier.

3. At the first opportunity, the stern longitudinal is applied, the machine is reversed to extinguish the inertia of forward movement. The NPU continues to work in the same direction to prevent the stern from moving away from the pier.

4. When the inertia is extinguished, the machine is given “Stop”. After securing the aft longitudinal NPU, it switches towards the berth.

5. When the bow of the vessel approaches the berth, the remaining mooring lines are supplied. If necessary, the stern is pushed towards the pier by briefly operating the machine in forward gear and moving the steering wheel away from the pier.

Mooring of ships at sea and in roadsteads

Before mooring, reliable radio contact is established between the vessels involved. A moored vessel periodically queries the course and speed of the vessel it is moored to.

1. The smaller vessel is moored to the side of the larger one, which lies with its bow against the wave and reduces the speed to the minimum at which controllability of both vessels is maintained. The mooring vessel comes abeam at a distance of 1.5 - 2 cables, sets a parallel course, equalizes its speed and begins to approach by changing course by 2-3° towards the berth vessel.

2. After supplying the throwing lines, the mooring vessel levels the courses and delivers 2-3 bow longitudinal ones to the berth vessel.

3. After the longitudinal ones are secured, the mooring vessel gradually reduces the speed of the propeller so that the longitudinal ones smoothly tighten and take the load without jerking. When the mooring vessel rests on the fenders, its machine is given “Stop” and the remaining mooring lines are started.

The speed and direction of mutual drift of the vessels is established and the approach is planned taking into account the specified factors. The mooring procedure is practically no different from mooring to the pier.

The maximum deviation of the vessel during yaw is set. The approach course must pass through the point of greatest deviation. The mooring procedure is practically no different from mooring to the pier.

3. Mooring the vessel using tugs

3. Mooring a vessel using tugs

1. Towing using tow ropes.

2. Towing with a log.

3. Towing using the “push-pull” method (on a biting) - tugs are moored to the side in such a way that they can change their position relative to the towed vessel, thereby changing the direction of thrust.

4. Towing using the injection method.

Mooring using one tug

1, 2. The vessel comes abeam the berth, extinguishing the inertia of forward motion.

3. To ensure uniform pressure of the vessel towards the berth, the tug is installed slightly behind the midship of the vessel using the thrust method. The tug's propeller thrust is adjusted so that by the time it contacts the berth the vessel does not acquire significant lateral speed.

Fresh squeezing wind.

1. The tug is moored to the leeward side in the midship area using the push-pull method. When approaching the berth at minimum speed, the anchor is released from the side opposite the mooring side. The anchor chain is etched to a length equal to 1.5-2.0 depths, so that when the vessel moves, the anchor is dragged along the ground.

2. They approach the pier, dragging the anchor along the ground, using a tug and, if necessary, working with a machine.

3. At the first opportunity, the bow longitudinal is applied, after securing which the tug turns perpendicular to the side of the vessel and pushes it towards the berth. The anchor chain is held loosely and loosened if necessary.

Pressure wind.

1. A tow rope is fed from the stern to the tug. The ship comes abeam the pier.

2. The anchor of the windward side is released, which keeps the bow of the vessel from falling onto the pier. The stern is held by a tug.

3. By loosening the anchor chain and reducing the thrust of the tug's propeller, the ship approaches the pier downwind.

Mooring using two tugs

Calm or weak wind.

The tugs bring the ship abeam the berth, the towing ropes are released (one or both, depending on the situation) and the work of the tugs (tug) pushes the ship towards the berth.

Pressure wind.

Towing cables are fed from the bow and stern to the tugs. The vessel is pulled abeam the pier by tugs and held in the wind. By reducing the traction force of the tugs, under the influence of the wind the ship moves closer to the pier. Before contact with the berth, to avoid a sharp pile-up, the tugs' thrust is briefly increased.

Squeezing wind.

1. Towing cables are supplied to the tugs from the bow and stern. The vessel is brought as close as possible to the pier.

2. The vessel is held by tugs until the bow longitudinal is delivered or delivered.

3. After securing the longitudinal one, the bow tug is released, which goes to the stern for work on the injection. Next, a stern tug is given, which moves to the bow of the vessel for thrusting work. The work of two tugs pushes the ship towards the pier.

1. Large-capacity vessels, even at low speeds, have high kinetic energy. That's why main task when mooring, it is necessary to ensure their movement at extremely low speeds in order to prevent the occurrence of large inertial forces. Tugs bring the ship abeam the pier. Tugs 2 and 4 operate in forward gear, and 1 and 3 operate in reverse gear with slightly less thrust.

2. After the vessel stops abeam the berth, tugs 3 and 4 are released and begin working on the thrust, pushing the vessel towards the berth.

3. Tugboats 1 and 2 control the vessel so that it does not get too close to the berth. Before contacting the berth, the thrust force of these tugs must be increased to stop the vessel.

1. Tugboats bring the ship to the berth, bow mooring lines are supplied and secured, and towing ropes are released.

2. One of the tugs, with a jet from the propeller operating in forward motion, washes away the ice between the side of the vessel and the berth, the other, working to push, pushes the stern towards the pier. The ship's propeller moves forward, eroding the ice behind the stern.

3. When there is clear water between the stern of the vessel and the pier, the tug comes out from under the side and the stern is pressed closely to the pier. The stern mooring lines are supplied and secured. The remaining ice between the side and the berth is washed away by moving the ship's propeller into reverse, after which the bow tip is pressed closely to the pier by the tug's thrust action.

Ensuring the safety of vessel moorings

4. Ensuring the safety of vessel moorings

It consists of regular monitoring of the condition of the mooring lines, timely tightening - during unloading, when the vessel's draft decreases and it rises, and timely tightening - during loading, when the draft increases and the vessel goes down.

If the hydrometeorological conditions of the anchorage worsen, additional mooring lines are installed if necessary.

Unmooring the vessel

5. Unmooring the vessel

Self-unmooring

No wind or current.

The main method of unmooring is stern unmooring: the bow spring is left, the steering wheel is shifted towards the pier, the car is given the smallest forward speed. Under the influence of the lateral force of the rudder, the stern moves away from the pier. Reverse gear is given and the spring is selected.
The angle between the center plane of the vessel and the berth at the moment of reversal must be such that during reversal, when the vessel is moored on the left side (under the influence of the lateral forces of the propeller, the stern of the vessel goes to the left), the stern does not fall onto the berth.

If it is impossible to unmoor with the stern, use bow unmooring: the stern spring is left and by briefly operating the machine in reverse, the bow is moved away from the pier by 10-15 °.
Then they give and select the spring, and when it is selected, the car is given forward motion. At the moment of forward motion, the rudder is shifted to a small angle towards the pier to throw the stern, and then gradually shifted away from the pier.

Squeezing wind.

When the wind is close to the beam leave bow and stern longitudinal. By poisoning them, they regulate the speed and direction of the ship's departure from the pier under the influence of the wind. Then they hand over and select the mooring lines. When the aft longitudinal one is selected on board, the machine is set in motion.

With the wind across the nose leave the stern spring and bow longitudinal. By moving the longitudinal bow, the bow of the vessel is moved away from the pier. The further sequence of actions is similar to unmooring with the bow in the absence of wind.

With wind from the stern leave a nasal spring. When the stern moves away from the pier under the influence of the wind, reverse gear and select a spring.

Pressure wind.

In most cases, unmooring yourself is not possible and tugs must be used.

Counter current.

The stern spring and the bow longitudinal spring are left. By moving longitudinally, the bow of the vessel is moved away from the pier. The further sequence of actions is similar to unmooring with the bow in the absence of wind.

Passing current.

The aft longitudinal and bow springs are left. By moving the longitudinal one, the stern is moved away from the pier by 30-40°. They give the longitudinal one and after it is selected on board, they reverse it. As soon as the ship moves back, the bow spring is released and selected.

Unmooring of a Ro-Ro vessel.

The mooring lines are released, the rudder is shifted on board towards the berth, the lowering point is switched on to work from the berth and the smallest forward motion is given. Under the influence of lateral forces from the rudder and landing gear, the ship moves away from the pier almost laggingly.

Unmooring a vessel with its stern facing the pier.

Mooring lines are released and anchor chains are selected.

Unmooring using a tug

Unmooring using tug(s)

When using one tug, a towing cable is supplied to it from the bow. They leave the bow spring, on which the stern is moved away from the berth, then the spring is released and the tug moves the bow away from the pier.

When using two tugs, towing ropes are supplied to them from the bow and stern, mooring lines are released and the tugs move the ship away from the berth and turn it in the desired direction.

The movement and parking of vessels in the port are regulated by the Rules for the navigation of vessels on canals and port waters and the Rules for the technical operation of hydraulic structures and port waters.

The movement of ships through artificial canals is possible only with a sufficient supply of water under the keel and permission from the port captain. The speed of movement on canals and water areas is established by order of the port manager, depending on the technical and natural state of hydraulic structures and soil in the port.

Mooring a ship is a complex and responsible process. On the ship, mooring lines, windlass, winches, throwing lines, fenders, ship communications and other means and devices are prepared in advance. The deck crew is called on deck at an emergency, and each crew member takes his place according to the schedule.

At the port, the berths are also prepared in advance to receive the vessel. The berth is cleared to allow for work related to mooring. There should be no protruding or other parts on the berth that could cause difficulties during mooring and even an accident of the vessel or berth. The berth must have a fender frame and other protective devices. The fenders must be solid along their entire length.

The following mooring lines are supplied from the vessel (Fig. 185, a): longitudinal (bow and stern), clamping springs (bow and stern), coming from the stern, bow or through the side hawse perpendicular to the centerline plane of the vessel.

Rice. 185.

The number of mooring lines required to secure the vessel at the berth depends on the anchorage conditions and hydrometeorological conditions. When the wind increases, additional ends are wound. Fastening the mooring ends to the shore bollard, shown in Fig. 185, b, allows you to remove the ends in any order. The fire of the subsequent end 2 is threaded from the bottom up through the fires of the previous 1 and after that it is thrown onto the pole from above. The mooring line is fed to the shore using a light line with a small heavy “pear” at the end, which serves to throw it ashore. Such a line with a pear is called a throwing end, or lightness.

After mooring is completed, special shields are installed on the mooring ends to prevent rats from running from the shore to the ship and back.

When the vessel's draft (loading, unloading) or water level (high tides, low tides) changes, the tension of the mooring lines changes, so they are picked up or poisoned. Increasing squeezing wind requires the supply of additional ends. If the weather worsens in a poorly protected port, the ship must be ready to go to sea.

When moored at the berth, mooring tests of the vessel related to the operation of the propellers cannot be carried out. Jets of water from propellers can damage hydraulic structures. A tilt towards the sea when approaching pile embankments threatens to damage them or the vessel itself.

Mooring ships to each other on the high seas or in an open roadstead to a ship at anchor is a complex and responsible operation. All protruding parts (booms, ladders, boats, chandeliers, etc.) must be removed; all portholes are battened down, especially on the side on which the ship is moored; shields are hung on the ebb scuppers; fenders (inflatable or made from car tires) are hung along the side - two or three each in the bow and stern parts of the vessel, and especially at the protruding parts.

In offshore conditions and on the open sea, it is better to use synthetic or steel cables with nylon shock absorbers for mooring.

Most often, they are moored to the starboard side of a vessel at anchor, since during the astern move the bow of the moored vessel moves away from the vessel to which they are moored.

When mooring ships to each other on the open sea, fenders are of particular importance. For this purpose, fenders made from packages of tires, inflatable rubber fenders, and additional fenders made of soft wood logs 2 m long, braided with 8-10-inch plant rope, are used.

When mooring tankers to whaling bases and whaling ships to tankers, harvested whales are used as fenders. Three or four fenders along the hull and inflatable rubber fenders in the stern deck and stern area ensure safe mooring in wind force up to 6-7 force and sea state up to force 4. Sometimes a pair arrangement of whale fenders is practiced.

Mooring of whaling ships to a tanker lying in a drift, with a wind force of up to 5 points and a sea state of 2-3 points, is carried out on both sides. Soft fenders are hung on the tanker. A whaling vessel moored on the leeward side must have at least one whale fender, and on the windward side - at least two. A whaling ship approaches a tanker from the stern on a parallel course. Mooring ropes are placed at a distance of 4-5 m, starting from the bow. Departure is carried out in the usual manner. When there is a fresh wind, they move away from the windward side at low speed of the tanker against the wind and swell. On a whaling ship, they leave only one bow end and give it speed, gradually increasing it. When the mooring cable weakens, it is released and the stroke is increased.

Maneuvering when performing mooring is divided into three stages: maneuvering in the harbor (roadstead) to occupy the starting point when moving to the berth; approach to the berth and damping of inertia; supply of mooring lines and securing the ship at the berth. The nature of maneuvering in the harbor depends on the availability of free water area to ensure safe navigation and occupation of the starting point in relation to the berth.

Before entering the harbor, the watch officer, on the orders of the ship's commander, gives the ship the "Emergency" signal and the command "Stand in places, stand on mooring lines (anchor and mooring lines)", hands over the watch to the senior assistant commander and takes his place according to the schedule. After receiving the order about the mooring location and determining the side of the mooring, the senior mate commands: “Make ends and fenders on the right (left).” At this time, the commander of the warhead-1 is obliged to report the following data to the ship’s commander: the direction and strength of the wind and current at the berth, the water level (...hours after low water, high water, ...hours after full of water, low water) to calculate the mooring maneuver.

Forward mooring to an open quay wall (general case). The starting point for entering the mooring course is located on a line located at an angle of 15-20° to the berth plane for large ships and 25-30° for small ships at a distance of 3-4 ship lengths from the mooring site (Fig. 6.2). The course line is oriented towards the stern location after mooring.

After entering the course, the actual drift of the ship is determined and the approach course is adjusted. You should approach the mooring site at the slowest speed possible. Having approached a distance of 1.5-2 hull lengths, they stop the cars and shift the steering wheel to a small angle away from the pier, gradually turning the ship parallel to the pier so that there is a distance of 5-8 m between the side and the wall. At the same moment, as a rule, , the command “Fenders overboard” is given. As soon as the ship turns parallel to the pier, depending on the inertia of the ship, the machines are given a slight reverse motion to stop it.

When the inner side machine works for a long time, the stern is thrown back from the berth by the flow of screw mining, so the inner side machine must be stopped earlier than the outer side machine.

Rice. 6.2. Scheme of mooring side to free wall

When the distance to the pier is reduced to 15-20 m, by order of the commanders of the mooring groups, three or four throwing lines are supplied from the forecastle and poop. When approaching, the distance between the side and the wall should be approximately 5-8 m for large ships and 3-5 m for small ones. A shorter distance when mooring broadside is not recommended, since if there is an error in calculating the turn to a course parallel to the pier, the ship may fall headfirst onto the wall. If, approaching the mooring site, the ship did not have time to turn parallel to the pier, the inertia is extinguished by the outer side machine, and if the stern leans on the wall, then the stern is restored by the inner side machine. On the command from the navigating bridge (GKP) “Bring the bow”, the first one from the forecastle is always the bow rear mooring line, which is brought onto the bollards with one or two lines and freely pulled until the ship is in its place, or delayed if the ship has increased inertia and may overshoot his place. As soon as the first mooring line is placed on the pier, depending on the time of day, the command “Move the flag, raise the jack” or “Turn off the running lights, turn on the anchor lights” or “On the flag” is given. Lower the flag." Stern mooring lines are supplied after the vehicles have stopped and only upon command from the navigation bridge “Apply stern”. Failure to comply with this recommendation may result in the mooring line becoming wrapped around the propeller. If it is necessary to pull the ship to the wall with the help of spiers, the commands “Such and such moorings on the spire” and “Select such and such moorings (tighten, move)” are given, according to which the ship is aligned relative to the wall, the mooring lines are tightened and securely fastened. After the ship has been moored and the gangplank has been moved, the command “Highlights” is given. Move away from places. The watch and duty services should take over from the anchor.” After placing the mooring and tidying accessories in their places at the work sites, at the command of the commanders of the mooring groups, the personnel of the mooring groups disperse.

When mooring in a strong headwind, the cars are stopped at a distance of 0.5-1 ship lengths, and when there is a tailwind - at a distance of 2-3 ship lengths from the mooring site.

When mooring in a downwind, they lie on a course parallel to the pier, and at increased speed (to reduce the amount of drift on approach) they reach the mooring site at a distance from the pier of 10-15 m for large ships and 5-10 m for small ships. The outer side machine (with the rudder shifted to the side of the pier) extinguishes the inertia and drifts towards it at an angle of 5-10° to the berth line.

When the wind is strong, you should approach the pier on a parallel course and as close to it as possible. In this case, it is recommended to enclose the stern mooring line outside the side and move it from the waist or forecastle simultaneously with the bow mooring line. If the power of the capstan to pull the stern to the wall against a strong squeezing wind is not enough, it is recommended to work with “breaking” machines, while the stern mooring line must be constantly tightened.

Mooring to a wall with limited free space (Fig. 6.3). The starting point for entering the mooring course is located on the line of the future course and a safe distance (2-3 ship widths) from standing ships or objects. The movement is carried out on the weak inertia of the forward drive. At a distance of 15-20 m from the pier, it is extinguished by the operation of vehicles in reverse.

The forward rear mooring line is attached to bollards and the stern is knocked against the wall using machines. When there is a downwind, the ship is moved opposite the mooring place at a distance depending on the occupancy of the wall, turns at an angle of 20-30° and, under the influence of the wind, drifts towards the wall. In these mooring conditions, keeping the ship between other objects at the berth is important. In strong winds, mooring side to wall, which has a limited free place, is practically impossible.

Rice. 6.3. Scheme of mooring side to wall with limited free space

Mooring to a pier with a quay wall less than the length of the ship (Fig. 6.4). The starting point for entering the mooring course is the same as when mooring to an open quay wall, but the course is oriented to a point located at a distance of 0.5-1 ship lengths from the far corner of the berth. Mooring is carried out according to general rules, but in such a way as to bring the middle of the ship’s hull to the pier. In strong squeezing winds, mooring to the pier is almost impossible.

Mooring with the second (third) hull to a ship standing on mooring lines is carried out in the same way as to an open quay wall. The anchor on the side of the mooring must be released to the water, the anchor on the opposite side must be ready for immediate release. You can only approach the side of the ship after permission from the ship you are mooring to. The request is made by one of the means of visual communication, and permission is given by it and by raising the “Good” flag from the side permitted for mooring. Despite the permission received, you must approach with caution, carefully observing whether there are any watercraft at the side or ends coming from the side of the mooring of a stationary ship. When supplying mooring lines, the bow rear one is always supplied first, and then all the others.

Rice. 6.4. Scheme of side mooring to a pier whose length is less than the length of the ship

Submarines are moored only sideways. When mooring, it is necessary to take into account that submarines are less susceptible to wind drift, that the power of their electric propulsion motors is less than that of diesel engines, and that submarines have horizontal rudders and stabilizers protruding beyond the hull line. Therefore, submarines stand on a ledge relative to each other, so that the horizontal rudders and stabilizers do not touch the hull of the adjacent boat.

Side mooring of single-screw ships (with a right-handed propeller) has its own characteristics. Mooring on the left side is preferable to mooring on the starboard side, since when reversing, the stern goes to the pier, so you need to approach the mooring place at an angle of about 30°, when mooring on the starboard side - at an acute angle (10-15°), since in this In this case, the feed will move away from the wall. Mooring a ship sideways with anchor release is carried out to ensure safe mooring at the piers in the presence of a strong current, pressure wind or wave surge, as well as when it is necessary to carry out work or use watercraft from the side of the mooring. When mooring side to wall, the anchor is usually placed at a heading angle of 30-45° (the fairlead takes 6-8 depths) to ensure safe mooring in a headwind or current, or at a heading angle of 60-120° (the length of the ship plus 4 is taken for the hawse). -6 depths) to ensure safe anchorage in downwind conditions or to carry out work from the side of the mooring.

When working with an anchor device when mooring with the anchor releasing, it is necessary to observe precautions: the speed of the ship when etching the anchor chain should be minimal; before practicing the forward move, you should tighten the anchor chain, avoiding a sudden load on it by increasing the speed; in the event of a ship turning around at the berth line, the anchor must be released large quantity anchor chain (up to LK plus 6-8 depths); take into account the possibility of the ship yawing under the influence of the released anchor and the anchor chain lying on the ground.

Mooring outboard with anchor release at forward speed (Fig. 6.5). This method can only be recommended if there is sufficient room for maneuvering. The approach to the wall is made from any direction chosen in terms of distance, provided that the approach course passes through the intended point of release of the anchor to the shore pier, onto which the bow forward mooring will be wound.

Having approached the calculated course to the anchor release point, with a slight inertia of the forward motion they release the anchor of the outer side and, without delaying the anchor chain, follow the same course to the wall. When approaching it to the distance of supplying the throwing lines (15-25 m), the anchor chain is delayed, the inertia of the forward drive is dampened using the outer side machine and the rudder is shifted to the outer side. After the bow mooring line has been supplied and secured, the stern is brought up to the wall using “strike” machines, all other mooring lines are brought in and the anchor chain is tightened.

Rice. 6.5. Scheme of side mooring with forward anchor release

Rice. 6.6. Scheme of mooring side to the berth line with anchor release in reverse

Mooring outboard to the berth line with anchor release in astern(Fig. 6.6) The ship is brought to the point of release of the anchor and its stern is directed, working with the “breaking” machines and the rudder, to the pier, to the place where the bow of the ship will be located after mooring. With the inertia of reverse, the anchor is released and the anchor chain is released without delaying. Not reaching the wall by 2-3 times the width of the ship's hull, they shift the rudder to the outer side and give the inner side machine the smallest stroke back. The inertia of the reverse gear is damped when working with the machines “in a scramble”, and the machine on the outer side, as a rule, must operate one step more than the internal one. The ship is aligned parallel to the wall, the throwing lines are supplied, the mooring lines are wound, the ship is pulled up to the wall on the spiers and the anchor chain is tightened.

Filming a ship from its moorings

The actions of the commander after the final preparation of the ship for battle and voyage are the same as before shooting from anchor (§ 5.3). The basis of the maneuver when shooting from moorings is to move the stern away from the pier. In simple conditions, when ready for shooting, all mooring lines are removed, except for the bow and rear. When working with machines "staggered" with the steering wheel on board towards the pier, the stern is thrown at an angle of 20-50° (depending on weather conditions), after which the cars are stopped and the machine on the outer (relative to the berth) side is given a small move back. The ship will go back and at the same time its bow will move away from the pier. If it is impossible for the inner side machine to work near the wall (risk of damage to the propeller), the rudder is shifted onto the side towards the wall and the outer side machine is given a short-term small forward stroke. The ship, leaning against the wall with its bow, will move away from it with its stern, turning around on the bow rear mooring. Having then given both cars a reverse motion, they move away from the pier.

In the case of downwind, if its strength is such that it is impossible to move the stern away from the wall with the help of its own machines, a tug is used. The tug's stern is pulled to the wind at the short towing end (20-30 m); after the tug is released, both machines immediately move back significantly. The use of an auxiliary anchor device to move the stern to the wind, if the anchor can be pre-set, is only advisable if the anchor is selected when the stern crosses the wind line. When the wind is blowing, all the mooring lines, except the bow and rear, are released, and the stern moves away from the wall under the influence of the wind. After the stern moves to the desired angle, both machines move back, and the ship moves away from the wall.

If the ship stood at the side of the wall with the anchor released, then after all the moorings are released by the inner side machine, they give the smallest move back and at the same time select the anchor. The ship will move away from the wall, remaining parallel to it all the time. After pulling out the anchor, the ship lies on the calculated course.

Options for mooring one vessel to the side of another in an open roadstead or at sea are more often made if one of the vessels:

stands at anchor (barrel);
lies in a drift;
has a move.

The execution of the maneuver of mooring one vessel to another in each case has its own characteristics. The successful implementation of a mooring operation in any of these options depends on the experience of the navigators of both vessels and the training of their crews, the degree of preparedness of the vessels for the maneuver, as well as on the choice and execution of the mooring maneuver, taking into account the influence of various external factors on both vessels.

The difficulty of carrying out such mooring operations is that the vessel to which it is required to moor, in most cases MOBILE .

Under the influence of wind and waves, each of the vessels experiences mixed rolling and lateral movement in one direction or another (yaw). A ship at anchor or drifting is especially susceptible to this.

Important factors contributing to the successful mooring of one vessel to another are:

constant controllability of both vessels;
a clear understanding of the intended mooring scheme and clear organization of the work of the navigators and mooring crews of both vessels;
correct use of fenders;
maintaining constant two-way communication;
use of anchors.

Before starting the operation, in order to reduce the consequences of a possible collapse, on both vessels it is necessary:

provide mutual information about the tactical and technical data of vessels, course, speeds, mooring method and maneuvering procedure;
create a slight heel (2 - 3°) on the opposite side of the mooring side (by filling the ballast tanks);
roll all protruding parts inside the vessel (distinctive side lights, gangplanks, spotlights, etc.);
provide a sufficient number of soft and hard fenders along the side;
prepare and distribute mooring ropes (preferably vegetable or synthetic - nylon ropes, combined and with springs);
prepare a sufficient number of throwing ends (throwouts) on the tank and stern.

Mooring operations on board a vessel at anchor

Lag mooring. As previously stated, a ship at anchor yaws in one direction or another from the line of the anchor chain, and the yaw is greater, the shallower the vessel's draft and the stronger the wind and wave. Yaw is reduced by recoil of the second anchor to the ground.

When maneuvering to approach a ship at anchor, it is necessary to strictly take into account the elements of yaw. It is advisable to moor from the windward side. If there is an opportunity to choose the side of the mooring, then you need to approach the side opposite the anchor given.

When approaching a ship at anchor, reduce the speed with the expectation of having it such that the maneuvering ship only obeys the rudder and holds its bow against the wave and wind.

During the approach, it is necessary to carefully monitor the movement of the anchored vessel (Fig. 1, position 1). At the moment this vessel reaches the greatest distance from the released anchor, before changing tack, the maneuvering vessel is given a move and directed to the middle part at an angle of 15 - 20° to the centerline of the stationary vessel (position 2).

As the ships approach each other, they maneuver the machine and the rudder in such a way as to extinguish inertia and take a parallel course as close as possible to the stationary ship; by this time it will be moving away from the maneuvering vessel, which will help ensure safe mooring without pile-up or soften the shock. At the first opportunity, first feed the throwing lines (mutually from both ships) from the bow and stern, and then the mooring cables (position 3), which are immediately taken to the windlass and capstan. When choosing cables, it is necessary to take into account the position of the hulls of both vessels and first select moorings from a more distant part of the vessel. As soon as the vessels are installed parallel, mooring ropes must be selected at the same time. Otherwise, tightening one of them leads to a sharp lag in the opposite end of the body, as a result of which a pileup is inevitable. When fastening mooring ropes on a vessel at anchor, it is necessary to avoid their direct supply in the form of clamping ropes, especially in the central part of the vessels. It is recommended to supply mooring cables in the form of springs and longitudinal ones according to the diagram indicated in (position 4).

Rice. 1 Mooring to a vessel at anchor

The maneuvering vessel departs at the moment when the stationary vessel yaws the greatest distance from the anchor chain line towards the moored vessel and begins to move in reverse side. At this point, the stern of the maneuvering vessel is pulled up with a stern mooring line and all mooring cables are released. As soon as the bow of the vessel moves away a sufficient distance, the remaining stern moorings are released and the boat moves forward, placing the rudder slightly to the side of the vessel to move the stern. Having moved to the required distance, they maneuver according to the situation.

The departure can also be accomplished by moving the ship backwards. In this case, you need to press the bow of the maneuvering vessel with cables and, after its stern moves away, release the bow mooring lines and move back. This maneuver is often used when the maneuvering vessel is moored on the port side with the propeller pitch of a single-rotor vessel being starboard.

Mooring operations to the side of a vessel while underway

When carrying out mooring operations to the side of a vessel while underway, the right to maneuver is granted only to the vessel being moored (Fig. 2). The duty of the other is to create the most favorable conditions possible to ensure high-quality mooring of the maneuvering vessel. Such conditions occur when both vessels are heading in the direction of the wind and wave (tailwind and wave). If it is necessary to move against the wind (wave), the vessel, to the side of which it is supposed to be moored, should move at low speeds, ensuring controllability, positioning courses towards the wave front at an angle of 20 - 30° to the outer side in order to cover the moored vessel (Fig. 3) .

Rice. 2 The process of mooring two ships underway

Rice. 3 Scheme of mooring ships underway

When approaching, the maneuvering vessel must take into account the phenomenon of suction of ships and the influence of propagating waves during movement. It is known that when a ship moves, it creates a pressure zone in the bow, and a rarefaction zone in the stern. When these zones of both vessels interact, when one vessel approaches another closely, the maneuvering vessel may yaw towards the latter at the stern and push off the bows of both vessels when approaching the bow. This phenomenon is dangerous, especially if the moored vessel is small.

During maneuvering, both vessels are not recommended to significantly change the rudder angles or sharply change speed.

Mooring "from abeam"(Fig. 4). Even before the maneuvering vessel approaches, the other vessel takes a certain (the most favorable in the given conditions) course and reduces the speed to a minimum, then maintains a constant movement mode. The maneuvering vessel, having a low speed, approaches a certain distance (~ 1 kb) opposite the mooring side of the moving vessel and strives to establish a similar mode of movement - course and speed. Then, maneuvering the car and the steering wheel, it begins to approach. As soon as the ships come close to the throwing distance, the conductors and then the mooring cable are fed from the bow of the maneuvering vessel so that it looks aft. On the second ship, this cable is selected, secured to the bollards, and on the moored ship, it is taken to the windlass head. If the maneuvering vessel is smaller than the vessel to which it is necessary to moor, then two bow longitudinal nylon moorings are supplied from the bow of the larger vessel.

As the ships approach each other, the slack in the supplied cable is picked up. Then the feed longitudinal is served. At the moment when the ships come together on their sides, both mooring cables are secured and additional mooring cables are fed from the bow and stern. Next, you need to carefully monitor the movement of the vessels and the work of the cables and, if necessary, reduce or increase the speed of one of the vessels.

When feeding cables from the stern, care should be taken to avoid slackening the mooring cables so as not to wind them around the rotating propeller.

If conditions permit, after mooring, only one vessel should work with the machine, and the second one should stop the machine or work at the slowest speed. Mooring will be much safer if the vessel to which they are moored has special floating fenders installed along the side on halyards.

Rice. 4 Mooring from abeam distance

Mooring "in the wake"(Fig. 5). Mooring one vessel to another while moving in the wake practically means taking one vessel to another on a tug while underway. The most favorable wave for following into the wake is a lag wave. In case of a head or following wave, the length of the tug should be equal to the length of the wave.

To supply the towing cable, the front vessel reduces the stroke and makes it so that the vessel only obeys the rudder, and releases a conductor of sufficient length attached to the barrel (usually the barrel is painted in a color clearly visible on the water, and at night it is illuminated) . A tow rope of the appropriate diameter and length is pre-attached to the conductor. The maneuvering vessel approaches from the leeward to the stern of the vessel in front and, maintaining the same speed, lifts the conductor on board, and then, with the help of the conductor, the tow rope. After securing the tug, the vessel gradually reduces its speed and goes out to tow.

Rice. 5 Positioning in the wake of a tanker while underway: 1 - illuminated buoy; 2 - floats; 3 - synthetic conductor; 4 - tow rope in the bay; 5 - tow rope; 6 - cargo hose; 7 - towed vessel

Mooring on bakshtov. If it is necessary to place a maneuvering vessel on a back-to-back position with a vessel at anchor, it is recommended to proceed as follows.

Having extinguished the inertia in advance and having a weak forward movement, they carefully bring the maneuvering vessel to the stern of the anchored vessel at a distance of the length of the throwing end (Fig. 6), then, maneuvering the steering wheel and the machine, taking into account the yaw of the anchored vessel, they hold the maneuvering the vessel in the immediate vicinity of the stern for supplying the throwing end. A reliable guide is attached to the latter and with its help the bakshtov are selected onto the ship.

In fresh weather, it is best to release a barrel (lifebuoy) with a guide from the stern of a stationary vessel. In order to avoid the break of the bakshtov, it is desirable that it be of such a length that both vessels would rise to the crest and fall to the bottom of the wave at the same time.

Rice. 6 Placement of one vessel on bakshtov to another at anchor

Mooring operations to the side of a ship lying adrift

Depending on the location of the superstructure (in the middle of the ship or at the stern) and the state of the ship (loaded or in ballast), the ship in drift is located mainly with the log to the line of wind and wave. The course of a ship lying in a drift changes to the right and left by 20 - 30°. When there is a wave, there is also rolling motion. Approaching the ship's side under these conditions is associated with a high risk of damage due to yaw and pitching. Therefore, it is desirable that when mooring and during the stay of the maneuvering vessel at the side of the ship lying in the drift, the latter should position its course against the direction of the wind and wave. To do this, use a machine and a rudder for a short time or release a sea anchor, but it should be taken into account that it can interfere with the maneuvering vessel when leaving. In cases where it is impossible to position a drifting vessel with its bow against the wind (wave) line, it is preferable for the maneuvering vessel to approach from the windward side. It is necessary to take into account not only drift, but also yaw of the ends of a drifting vessel in the event that they are covered from the wind by a maneuvering vessel during approach. You should also take into account the configuration of the superstructures and the camber of the ships in the forecastle area and the bulbous stem.

One of the methods of mooring to a drifting ship can be done like this: the approach is made from the stern, the inertia is extinguished in advance and, moving forward with pushes, the ship is directed to the middle part of another ship at an angle of 15 - 20° to the diametrical plane.

When using a right pitch propeller, it is advisable to approach the left side. Not reaching 1.5 - 3 kb from the stern of the drifting ship, you should lie on a parallel course, determined by the alignments of its masts, and, staying on it, determine the elements of the drift of the drifting ship. Maneuvering the machine and the steering wheel, they approach the mooring area at a distance that ensures the supply of throwing lines and mooring ropes. The method for selecting mooring cables should be such that the ships come close together with the middle parts of the hull. The latter circumstance is very important for safe mooring and avoiding mutual damage. It should be noted that, if possible, a drifting ship should contribute to the maneuver with its actions or advice.

Mooring to a drifting vessel is sometimes done from the windward side. Then it would be advisable to first move the maneuvering vessel into a position in which the stationary vessel will drift to a position convenient for mooring. But even here, both vessels (drifting and maneuvering) must maneuver their machines and rudder to avoid pile-up.

Departure from the side of a ship lying in a drift is carried out similarly to departure from a ship at anchor. Sometimes it is necessary to create conditions for safe departure by joint maneuvers of the machines (move the stern parts of the ships against the wind, becoming a log from leeward or windward, etc.).