Every yachtsman, before going out to sea on his own, must master the basics of nautical science. One of the essential skills that any skipper must have is the correct . It is quite clear that you can hone your mooring skills only by personal experience based on individual practice. As you know, practice without theory is blind. Therefore, in order not to be like people who comprehend nautical science by trial and error, one should not neglect theoretical knowledge. Mistakes in this case can be very costly in the literal sense, given the considerable cost of yachts and boats.

Mooring fixtures and accessories

Start studying mooring rules The vessel should be familiarized with the material base - devices and accessories used for this maneuver. Accessories include:

• Anchor of the required weight. For small boats weighing about 1 ton, it should have a minimum weight of 10-15 kg. When choosing an anchor, you should take into account its modification, since different types of anchors have different holding forces.
• The anchor end is a drect or chain. The length of the end is selected so that it is at least 5 times the length of your yacht.
• Pair of mooring painters (for small yachts). The number of mooring lines depends on the size of the vessel. Each of them must have a diameter of at least 1.5-2 cm for the same boat with a curb weight of one ton. When choosing a rope, you should not skimp on thickness; the higher the safety margin, the longer it will serve you, and the less likely it will be torn during a strong storm. Synthetic mooring lines are 2-3 times more durable and stronger than natural (plant) ones, and they require less maintenance.
• Fenders are wooden or soft “shock absorbers” hung along the sides of the vessel, protecting them from impacts against the pier or neighboring yachts when moored to the berth. On small boats, soft fenders should be used, since wooden fenders can damage the sides when struck.

Mooring devices are devices designed for fastening mooring lines. These are the so-called cleats, or bollards, which are installed on an equipped pier and on board the yacht. Today, the concepts of “duck” and “bollard” are often confused, calling bollards large cleats installed on board. Initially, the bollard was the name for special mooring bollards, and the cleat was the name for the fastening bollard. useful thing(from English word"deel", not the Russian "delo") in the broad sense. Actually, the cleat can serve not only for fastening the mooring line, but also for securing any running rigging.

Mooring cleats (bollards) are located at the bow and stern of the boat. On small yachts, one bow cleat is sufficient. At the stern they should be paired, attached to different sides of the hull. When mooring, the required number of hoses (loops) are placed on the bollards in such a way that they can be quickly removed if necessary, to release the mooring lines, or to add additional hoses if it is necessary to select a painter.

Choosing a mooring location

Another important aspect is the correct choice of place where the vessel can be moored. Mooring to the pier is relatively a simple matter. When entering the marina, you should inquire in advance about the berthing location at the harbormaster's office. If the marina does not have a port manager or a harbor master (a special employee who arranges yachts at the pier), then choose any free place. It is advisable to moor away from other ships. If there is no free space at the pier, then the only way out is mooring side by side to another boat.

Marine etiquette in this situation prescribes that before approaching, ask the skipper of the moored vessel for permission to moor next to it. When the crew is not on board, the “permission” for mooring to the board is the fenders hung on it from the sea side. You should only cross from your ship to the shore through someone else's boat after asking permission from the crew, preferably through the bow. According to the same maritime etiquette, looking into someone else's cockpit without an invitation is considered rude bad manners.

A more difficult task is mooring to an unequipped coast. Mooring rules require approaching an unfamiliar shore with maximum caution, at the smallest speed, constantly measuring the depth with a log. Negligence during such a maneuver can result in a big nuisance: from running aground to getting a hole in the pitfalls. To be on the safe side, you should create a slight trim on the bow by moving free crew members or some massive cargo there. In the event of a grounding in this situation, it will be possible to get off by moving the weight of the cargo to the stern.

There is no need to moor under steep banks, devoid of vegetation on top, as there is a possibility of a landslide or collapse, especially in rainy weather. It is better to find some bay protected from wind and waves, ideally with a sandy bottom. The same the best option to land on an unfamiliar, unequipped shore means to stop at a certain distance from it, standing at anchor. This will help you avoid many unforeseen troubles, especially near the coast with high tides. True, this option also has its drawbacks; to go ashore you will need a tug or an inflatable boat.

For reliability, moor the vessel with two mooring lines attached to coastal trees or stakes (pegs driven into the ground), at an angle of at least 30 degrees relative to each other. When anchoring a boat, it is also better to use two anchors set at the same angle.

Preparing for mooring

Before performing the maneuver, you must necessary preparation. Hang the fenders along the sides, and if you are going to dock with the stern, then from the stern to protect the transom from impact. The recommended spacing between fenders is no more than 2 meters. Prepare the mooring lines, laying them in neat coils, and the release hook. Instruct the team by distributing tasks among them. In principle, an experienced skipper can handle the mooring of a small yacht alone, but additional hands in this case will not be superfluous.

When working, you should follow safety precautions . Wear closed-toe shoes and work gloves. Working with bare hands and wearing open “slippers” is strictly not recommended. Prohibit all persons on board, during mooring unless absolutely necessary, from sticking their limbs between the sides/stern of the boat and the pier, or neighboring yachts, even if there are hanging fenders.

In the absence of a receiver at the pier, you should not try to jump from the boat to the shore; throw the mooring lines onto the shore bollard, then tighten the end back using the release hook. A sailor who slips during a jump and falls into the water between the yacht and the pier can significantly complicate the maneuver, even if he does not receive any injuries.

The rotation of the ship's propeller should be taken into account in advance. The cast of the stern when placing the yacht against the quay wall depends on this. When the screw rotates to the right (clockwise), the feed is thrown to the left, and when the screw is turned to the left, it is thrown to the right. This feature of the yacht can be used when approaching the pier in cramped conditions, when it is necessary to make a sharp turn.

Mooring scheme

There are three mooring methods:

• Bow to the pier (shore).
• Lagom (side).
• Stern.

In marinas and ports when choosing mooring schemes you should follow the instructions of the harbor master - the port “parking attendant”, the head of the port or his assistants. In the absence of the listed persons, you will have to choose mooring methods based on the circumstances. The sequence of operation depends on a number of factors: the size and maneuverability of the vessel, the direction and speed of the wind and the current, if any. Let's consider all these options in more detail.

Stern mooring is the most common option when berthing a yacht in marinas and ports. Among the advantages of this mooring scheme is its compactness and ease of moving away from the shore. In marinas with tight passages between berths, you should start moving astern while still in clear water. It is preferable to calculate the maneuver in such a way that the turn is made in the direction of casting the stern. In this situation, you can make a 90-degree turn by turning the steering wheel and briefly sharply increasing the gas. Then move the handle to the neutral position, allowing the vessel to smoothly “move up” to the quay wall.

Mooring the boat sideways (side to the pier) is done less frequently, although this maneuver is simpler than mooring stern. Used in situations where there is enough free space at the pier. When choosing this mooring schemes You should take into account the interests of other yachtsmen so that your boat, stretched along the pier, does not interfere with them when trying to approach the shore. If there is a current near the shore, then you should approach the pier against it. Even when moving downstream, you should pass the pier, then turn around and approach it. This way, you can better regulate the speed of approach to the coast, eliminating the drift of the vessel.

If there is a headwind, you should approach the shore at an angle of about 15-20 degrees. When approaching from the side, you should enter from the leeward side. In case of strong wind, the maneuver should be carefully calculated, taking into account the weight and windage of the vessel. In a strong blowing wind, a light boat with the engine turned off prematurely will simply be blown away from the shore. And with downwind winds, there is a risk of a strong impact on the pier or neighboring ships. Therefore, the skipper must skillfully compensate for wind loads on the yacht using propellers.

The approach with the bow is carried out approximately in the same way as when mooring with the stern. The only difference is that the “nose to shore approach” is much easier to implement. But falling off the quay wall can cause problems in cramped marina conditions. It's all about the design of the vessel; the rudders of the boat are located behind the propellers. Therefore, when moving forward, additional pressure is created on the steering wheel, which improves maneuverability. When moving in reverse, the flow of water is directed towards the bow, as a result of which the controllability of the yacht deteriorates. This is one of the reasons for using a stern mooring scheme in cramped marinas.

You should also approach the shore with your nose in places that are not equipped for parking. This way the steering wheel and propellers of the yacht will be protected from possible damage to the ground. The mooring maneuver is considered completed when the painters are securely fastened to the shore bollards and boat cleats. The choice of mooring knots used for fastening depends on the shape of the bollards and cleats. The simplest and most reliable method of fastening to the eye is a bayonet with two hooks, and it is better to fasten the painter to the hook (hook) with a special hook knot.

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 to the ship’s commander the following data: the direction and strength of the wind and current at the berth, the water level (...hours after low water, high water, ...hours after high water, low water) for calculation 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 pier by the flow of the screw, 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 raised, 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, side mooring to a wall with limited free space 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 occupied in the same way 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 standing 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 line of the hull. 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 mooring 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 case of a ship turning at the berth line with the help of an anchor, it is necessary to release a larger amount of 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 in forward motion (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 point of release of the anchor, 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 by 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, after mooring, the bow of the ship will be located. 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 brought in, 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 the machines “at odds” with the steering wheel shifted on board towards the berth, the stern is thrown at an angle of 20-50° (depending on weather conditions), after which the machines 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.

All components and parts of the mooring device (bollards, bitings, cleats, etc.) must be securely fastened to the hull set. Weakness of fastening (swinging) is not allowed.

In the bulwarks, near the bollards, holes are made - mooring hawse. If there is no bulwark, then instead of fairleads, bale strips, less often staples or cleats, are installed. Fairleads, bale strips, and shackles are used to guide mooring lines in the required directions.

All bollards, cleats, bale strips, etc. must correspond to the diameters of the cables.

Mooring ropes can be vegetable, synthetic and steel. On small vessels it is better to use vegetable and synthetic mooring ropes. Work with mooring ropes should be done without unnecessary fuss, quickly and correctly. Care must be taken to ensure that hands or feet do not get caught in the loops (pegs) of the cable.

You should know the meaning of the terms “poison” and “choose”. Loosening the mooring cable is called pickling it, and tightening the cable or stuffing it is called hauling it out.

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

In this case, the person working with the cable must have enough strength to hold or move the cable with his hands. Whether the cable is being pickled or pulled out or it is already secured at the end of mooring, you must always be ready to instantly release or release the mooring cable, remove the last of the applied hoses or, conversely, throw on the hose to prevent the rope from being released. All this is achieved with practice.

When mooring the boat, its sides must be protected from impacts against the pier or the hull of another vessel, for which fenders are thrown from the sides of the boat.

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

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

During movement, fenders must be retracted inside the vessel: under no circumstances should they hang over the sides. Fenders or ends hanging unnecessarily overboard are a sign of low maritime culture of the navigator.

Softening the blows and protecting the hull from damage can be achieved by tightening the side - from the stem to the stern - with a thick plant cable.

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

Mooring ropes can fray and break due to the rocking of the vessel during waves, the rise and fall of water, ebb and flow of tides, and wave formation from passing ships.

An unreleased cable during a decrease in water can cause the vessel to hang or roll strongly, and when lowering due to a large decrease in water (in the locks), the vessel can capsize. A cable that is not released in a timely manner during the arrival of water causes the boat to touch the protrusions of the pier and damage to the hull from the list and trim.

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

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

It is advisable when approaching unknown place mooring with the bow, make a slight trim on the bow (for example, moving people to the spit). You should avoid mooring and parking near steep, steep banks, especially clayey, sandy and devoid of vegetation, as they are easily deformed and can suddenly collapse into the water.

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

When approaching the mooring, the moment of stopping the propeller operation must be selected depending on the inertia of the vessel so that the vessel approaches the mooring place by inertia.

When approaching the pier on the starboard side with a conventional starboard propeller, you need to wait until you arrive at the place, and then reverse to pull the stern to the pier due to suction. In this case, the bow will move somewhat away from the pier (Fig. 118).

Reverse gear dampens forward movement, the rudder is set straight, the ends are brought in, and the mooring is complete. This maneuver allows you to approach the pier broadside at an angle of up to 25° (the left pitch propeller produces the opposite effect).

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

If the ship stops moving forward by inertia and stops obeying the rudder, it is necessary to resume forward engine operation for a while. If the vessel begins to pass the mooring site or level with it, you need to back up and put the rudder on the starboard side.

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

When the operating mode of the right-pitch propeller changes from forward to reverse and the rudder in the centerline plane of the vessel, the stern sharply deviates to the left (to the right with a left-pitch propeller). Knowledge of this property of the vessel is necessary in the event of an unexpected stop or retreat to avoid collisions.

If the mooring site is located in an area with a strong current, mooring, if possible, should be done by approaching the mooring site against the current.

For example, moving downstream a river, the boat must land on a concave bank (yar) at strong current. The boat must pass by the mooring site, turn back and land, going against the current. Turning back, as a rule, needs to be done from the concave to the convex bank.

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

If there is a headwind, you need to approach at an angle of 10-20° to the pier. Particular care must be taken to maneuver the boat and correctly calculate its inertia during dump and pressure winds (Fig. 119).

If the boat maintains forward motion, then, as a rule, even in a very strong wind, it has the full opportunity to immediately approach the pier and moor. To do this, you need to approach the pier at an acute angle until the ship touches it with the bow. You just need to ensure quick supply and fastening of the moorings. In case of strong wind, premature termination of the propeller operation will cause the wind to blow the vessel away from the mooring site.

In a downwind, it is much more difficult for a slow-moving boat with a shallow draft and high freeboard to dock, especially in rough seas, than in a bad wind. Mooring on such a boat in significant waves and downwind is carried out using an anchor released from the bow or stern of the boat, previously deployed against the wind and waves (see § 56).

The place where the anchor is released must correspond to the place where the vessel is moored, and the length of the main rope being released must allow it to be approached to the pier. After approaching the pier, the boat unmoors if it is not hit by a wave against the wall. Mooring a boat with a superstructure that has a large windage area is especially difficult.

If there is one person on board such a boat, combining work at the helm and the engine, then it is difficult, and sometimes impossible, for him to simultaneously perform mooring and steering the boat. Even a short-term leaving of the steering position by the helmsman in order to apply mooring lines in a strong off-wind wind ends in failure, because the boat is thrown away from the pier by the wind.

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

Motor boats and boats approach the shore with their bows or, as they say, with their bows to the shore (Fig. 120). With this approach, you should turn off the engine in advance, taking into account the inertia of the vessel, so that the vessel easily crashes into sandy soil shores. If the boat approaches the shore in a certain place, then you can create a trim to the stern, then the bow of the vessel will come out of the water onto the shore more.

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

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

When approaching an unknown place, it is necessary to trim the bow. After approaching the shore, you need to secure the mooring line on the shore, and if this is impossible due to the lack of mooring devices - bollards, eyelets or other suitable objects, then you need to take the anchor ashore.

Rice. 121. Vessel mooring

Approaching with the bow to the shore can be practiced in a weak current; in a strong current, the ship will turn parallel to the shore so that the stern is downstream. Approaching the shore during waves is carried out in compliance with special rules (see § 56).

Mooring operations can be very varied and depend on many factors. The ability to moor correctly and quickly depends on the experience of the amateur and characterizes his navigational skills.

However, when mooring, you should not approach the pier at high speed in order to avoid damage to the vessel (in case of engine failure or unexpected delays in changing the operating mode necessary to perform the maneuver). Unnecessary recklessness often leads not only to damage to one's own vessel, but also to damage to the pier, other vessels, injuries and loss of life.

When mooring, the boatmaster requires a lot of attention, ingenuity and experience. Mooring using a template is unacceptable, especially for a boat with great maneuverability. The external conditions in which a ship must be moored are very diverse and it is impossible to foresee all of them in advance.

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

Best position for a vessel during long-term mooring - the generally accepted mooring of small vessels in boxes. If there are no boxes and the shore is flat, then you can lay the vessel with its bow facing the shore at an anchor from the stern, and with the bow painter placed on the shore, walkway or pier.

When moored in this way, the deep-draft parts of the vessel and the propeller are farthest from the shore and the movement of the boat by wind and current is excluded. Vessel the best way plays out on the wave.

Rice. 122. Mooring of ships at anchor near the shore

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

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

The vessel must be moved away from the shore by this forward moving cable to a sufficiently large distance so that its hull or any part does not rub against the pier.

The depth must also be sufficient to guarantee safety when the water horizon fluctuates from drying out and impacts on the ground by the underwater part and, in particular, by the rudder. From the stern of the vessel, mooring lines must be supplied to the pier and secured after securing the bow mooring line, which also goes through the pile to the pier.

For long-term mooring, the boat can be placed in the corner of the pier behind the bow and stern moorings, supplied to the pier (Fig. 121, d).

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

In case of strong wind or waves from the sides motor yachts one or two additional cables are supplied. Methods of fastening the cable on the pier (pier) when setting a log are shown in Fig. 121, a. Parking side by side, especially during rough weather, should be avoided.

When moored at the pier, you must constantly monitor the boat, changes in its draft, fluctuations in water horizons, and accordingly adjust or select mooring lines.

Parking can also be organized in cases where there is no specially equipped berth or a larger number of vessels need to be accommodated in the berth water area. Schemes of such a vessel arrangement are shown in Fig. 122. Position A ensures that the vessel moves on the wave and prevents it from hitting the shore.

Metal ballast on the anchor rope (position b) acts as a shock absorber for the vessel to bounce back on the wave and, in addition, brings the rope into a vertical position, which is necessary in places of large traffic and congestion of ships. To position V the vessel is driven in a manner similar to that shown in Fig. 122,6, those. a moving cable attached not to the pile, but to the anchor.

In Fig. 123 shows methods for supplying and securing mooring lines from the ship to the bollard and eyes. In all cases of securing mooring lines to shore bollards and eyelets, it is imperative to provide for their quick release when necessary.

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

Rice. 123. Fastening mooring ropes on shore

Departure of a boat from the pier, as a rule, does not present any particular difficulty. In any case, leaving the pier is easier than approaching it. When leaving the pier, when ready or when the engine is turned on, the mooring lines are released and the boat moves forward.

The main condition for trouble-free mooring is correctly calculated speeds of the vessel on the approach to the berth line. Typically, excessive speed is only noticed when the ship is close to the pier. Therefore, when driving to the mooring site, it is recommended to slow down or stop the car. Using the machine and the rudder, one must strive to set the ship on a course so that its center plane makes an angle of 10?-35? with the berth line, and the bow of the vessel was directed towards the mooring place (Fig. 1.)

Depending on the size of the vessel, the state of its loading, as well as the engine system, the machine is stopped at a certain distance from the pier, and in the future the vessel must move by inertia, maintaining controllability.

Rice. 1. Mooring the vessel to the pier

If the calculation of the time to stop the machine was made late and the inertial movement continues to remain fast, you should reverse it to reduce it. If the cars are stopped prematurely and the ship stops obeying the rudder, you need to give a push with the smallest forward speed.

In the immediate vicinity of the pier, the car is reversed (position III). Under the influence of the propeller in reverse and the forward movement of the ship by inertia, the ship will perform a complex movement: slowly move forward, the bow will fall away from the pier, and the stern will move closer to it. This provision is valid only if the ship approaches the berth on the left side with a starboard pitch of the propeller and on the starboard side with a left pitch of the propeller.

When the ship takes a position parallel to the pier and is located at a slight distance from it, mooring ropes are fed to the pier using throwing ends (position IV).

Usually they try to supply mooring lines from the bow first - spring and longitudinal. The spring does not allow the ship to move forward and makes it possible to push it towards the pier using a machine; longitudinal prevents the ship from moving backward. Very quickly you need to apply at least one mooring cable from the stern to pull it up. When supplying stern cables to the berth, one should take into account the possibility of the mooring line getting under the propeller. Then all other necessary mooring lines are fed from the bow and stern.

In ports with tidal currents, to avoid breakage of the rails when the ship is lowered below the berth, all mooring cables must be passed through special eyelets (at the bale plank).

The process of feeding, selecting and securing the mooring rope is carried out as follows. On command from the bridge to supply one or another cable, the sailor delivers the throwing end to the pier.

Coastal moorers choose a mooring cable, the end of which is attached to the bollard (gun, rings). Depending on the movement of the vessel, the distance to the pier and the purpose (type) of the cable (spring, longitudinal), it is either taken onto the windlass drum, or placed directly on the bollard (usually a bow spring is placed on the bollard, which is pulled out as the ship moves forward).

In most cases, the mooring rope brought ashore is taken onto the drum of a windlass or mooring winch. When the ship is pulled close to the pier and in its place, the slack in the cable is picked up with a windlass and then a chain stopper is placed on the cable so that it is on the line of tension of the cable or makes a small angle with it.

Having applied and tightened the stopper, they gradually loosen and then remove the cable hoses from the drums of the mooring mechanisms and attach them to the bollard with five to six hoses (it is recommended to apply a grip to the last two hoses). Then remove the chain stopper.

All other cables are placed on the bollards in the same way. The hull on the pier must be lowered overboard with soft fenders in places where the hull touches the pier, and the ends of the fenders must not be secured, but held in hands to avoid breakage.

When mooring a vessel with a starboard pitch propeller on the starboard side, it is necessary to approach the berth at an acute angle or parallel to it at the very minimum speed, staying as close to the berth as possible. With the help of the rudder, they try to press the stern closer to the pier in such a way that in the future, when the machine is operating in reverse, under the influence of the propeller, it does not move too far from the pier.

When the ship comes close to the pier, a stream of water from the propeller in reverse pushes the stern. This circumstance often causes the bow of the ship to pile up on shore structures, which is especially dangerous if the ship has a bulbous stem. When mooring to the side of a vessel standing at the berth, they approach at a sharper angle than when mooring to the pier. In some cases (when the standing vessel is smaller in size than the one approaching it), it is recommended to approach almost parallel to the center line with the obligatory use of an anchor.

For a loaded vessel, the method of mooring to the pier, even in fresh weather, does not differ from the method of lag mooring in favorable conditions, since the wind has little influence on a vessel with a small windage and significant draft. Performing a lag mooring maneuver becomes much more difficult when there is a fresh downwind or squeezing wind and if the vessel is in ballast and with a bulb stem. Mooring in such conditions must be carried out with the release of the anchor(s) and using towing boats (in the absence of boats, mooring should be postponed until more favorable weather).

Mooring operations on a twin-screw vessel are simplified due to its better maneuverability compared to a single-screw vessel.

Controlling a large-capacity vessel while berthing and leaving the berth requires high skill and well-thought-out maneuvering techniques. Mooring maneuver in conditions of limited areas (in most ports), free maneuvering and large inertial forces for large-tonnage vessels is a complex navigation task associated with the risk of an accident, and thus the risk of large material losses. Based on the nature of the maneuvers performed, the mooring process can be divided into two stages: approaching the berth and approaching the berth.

A navigator operating a large-capacity vessel, when approaching a berth, needs to know the speed reduction scheme and have a very good understanding of the possibilities of changing forward motion, taking into account a variety of factors acting on the vessel. To ensure the safe mooring of large-capacity vessels, the use and availability of information on the longitudinal and transverse components of movement speeds is required.

A study of the experience of mooring large-capacity tankers and oil ore carriers in our country and abroad showed that from the point of view of ensuring the safety of mooring maneuvers, the most appropriate is the use of four tugs equipped with wing propulsors or two adjustable pitch propellers and towing winches installed in the bow of the vessel with remote control from the towing cabin. The use of such towing vehicles makes it possible to abandon the more dangerous towing of a large-capacity vessel on a cable both to the berth location and when approaching the berth and to switch to pushing (when working “on the prick” and “under the side”), in which the towing vehicles have direct contact with the hull of the vessel and are able to quickly change the direction and magnitude of the thrust force both in forward and reverse motion. As is known, towing vehicles with winged propulsors or with two engines with adjustable pitch propellers have the highest maneuverability, and when moving in reverse they have the same thrust force as in forward motion.

Container ship Cape Charles

Tugboats with the following characteristics are widely used to provide mooring in the ports of Japan, Canada, Brazil, Italy and other countries:

• gross registered tonnage 200 tons, main measurements;
• L x H x T=27 x 8.6 x 2.6 m;
• main engines 883 kW x 2 with a total forward traction force of 36 tons;
• in reverse 33 t;
• propellers - adjustable pitch propellers.

In our country, tugboats with a power of 1693 kW and 3680 kW are used to ensure mooring of large-tonnage tankers.

In many ports, modern berths specially designed for handling large-tonnage vessels have straight sections of fairway on the approach to them, this facilitates and speeds up the process of mooring large-tonnage vessels.

Scheme of reducing the speed of the vessel when approaching the berth. When maneuvering a vessel at the entrance to the port and when approaching the berth, the navigator, as a rule, is guided by accumulated experience and intuition, however, when maneuvering large-tonnage vessels, it is impossible to ensure safe control of the vessel in this way; it is necessary to make calculations even before maneuvering.

If the fairway on the approach to the berth is straight, then the basis for maneuvering calculations should be the determination of the vessel's speed reduction scheme. During the approach to the berth, the speed usually decreases from 9-10 knots to zero. When reducing speed, the vessel must not lose control and reduce speed in a position where the center plane of the vessel (course line) is parallel to the berth line (wall or pier). The stop is made abeam the pier at a distance from it of about one length of the vessel (200-300 m). When using ship engines, their maneuverable operating modes are as follows: medium forward speed (10 kts), low forward speed, smallest forward speed, stop, and then, when approaching at a distance of (1-1.5) L, to the point where the engine stops reverse gear is given to dampen the inertia of the vessel.

Container ship Celia
Source: www.shipspotting.com

While the vessel is moving at the slowest speed or after stopping the engine, tugboats (edge ​​operators) usually approach the side of the vessel, who at the final stage of the stop provide assistance both in dampening inertia and in ensuring controllability, as well as ensuring the safe approach of the large-tonnage vessel to the berth .

For conditions when there is no current or wind, the equation for the motion of a vessel in forward motion is expressed by the formula (), and the magnitude of the change in speed and distance traveled after reducing the propulsion speed can be determined by the formulas () and (). When navigating inside the port, we will consider the speed at full speed to be 10 knots, at medium speed 8 knots, at low speed 6 knots, at the slowest speed 5 knots.

In Fig. 1 shows graphs for calculating a scheme for reducing the speed of ships with a displacement of 125 thousand tons from a speed of 11 knots to 5 knots by reducing engine speed to low forward speed. When reducing speed in the case under consideration, the command “slowest forward speed” and “stop” should be given after increasing the speed set by the previous command by 0.5 knots:

• in other words, when a speed of 8.5 knots is reached, the “small forward” command is given; at a speed of 6.5 knots, the “slowest forward speed” is given;
• speed 5.5 knots - “stop”.

The graph shows curved lines calculated using formulas () and (), showing the change in speed and travel distance for a vessel with a displacement of 125 thousand tons after the “stop” command.

Rice. 1 Dependences of changes in speed and distance traveled for a vessel with a displacement of 125 thousand tons on a decrease in the speed of the engine shaft: 1, 2—reduction in speed when the number of revolutions decreases from full and average maneuvering speed to the smallest, 1′, 2—corresponding change in the distance traveled , 3′, 4′, 5′ - reduction in speed when stopping the engine 3, 4, 5 - corresponding change in the distance traveled, 6 - reduction in speed when braking in low reverse gear, 6′ - corresponding change in the distance traveled

When the vessel stops before approaching the beam of the berth, the mover is given reverse gear, and the path traversed by the vessel, expressed in vessel length L, can be determined by the formula

s t = 0, 40 v 1. 6, (1)

• where v 0 is the speed at which braking begins, m/s.

Braking time can be determined when driving at low speeds using the approximate formula

t T = s T L 0 , 5 u 0 , (2)

• where t T is braking time, s;
• S T - braking distance in vessel lengths [according to formula (1)]
• v 0 is the speed of the vessel at which braking by the propulsion system begins in low reverse gear, m/s.

To study the actual pattern of speed reduction when approaching the berth of various vessels, operated by different navigators, in-situ measurements were made in various ports of K. Khar, in which the positions of the vessels were determined using a Coastal Radar Station (BRLS) after 1 minute and using video recorders after 15 s. By integrating the expression for the resulting speed, you can determine the distance to pier D.

In 1982, we studied the speeds of ships with a displacement of 125 thousand tons approaching the Sheskharis berth of the port of Novorossiysk. The measurements were made using a ship's radar. It is known that the reduction in speed is influenced by the conditions of the port topography, the class of the vessel, its displacement, and the influence of external forces. Dimensionless speed (v/v e) was taken as comparison criteria - the ratio of the speed of approach to the berth to the operational speed v e and the ratio of the distance to the berth D to the length of the vessel (D/L).

Rice. 2 Graphs for reducing the speed of ships approaching the berths of the ports of Kobe and Novorossiysk (1 - range of v/vе changes during observations)

In Fig. Figure 2 graphically shows a diagram of the speed reduction when approaching the berths in the ports of Kobe and Novorossiysk. The gross tonnage of ships in the port of Kobe ranged from 3 thousand to 12 thousand: reg. t, in the port of Novorossiysk - 125 thousand tons. On average, speed reduction schemes are close to each other.

K. Hara proposed the following mathematical model of reducing speed when approaching the pier:

v / v E = 0.109 ln (D / L) + 0.15. (3)

On the section of the route where D/L = 20, the values ​​of the proposed formula and actual measurements coincide well for ships with a displacement of up to 12 thousand tons. As can be seen from Fig. 2, for ships with a displacement of 125 thousand tons, K. Har’s formula gives significantly overestimated speeds, which at a distance from the 10L berth are about 25%. Therefore, the logarithmic law of speed reduction becomes unacceptable.

In Fig. Figure 3 shows graphs of the speed reduction of a vessel with a displacement of 125 thousand tons when approaching the Sheskharis berth of the port of Novorossiysk without the use of tugs in calm weather. The moments in time of changes in the engine operating mode correspond to the actual ones, and the changes in speed are determined by the formulas (), () and (), i.e., in time, the full-scale process exactly corresponds to the actual one. The speeds at the points where the engine was reversed also coincide.

The motor ship was moving through the port waters at a speed of 9 knots. At a distance of 39 kb from the berth (D/L = 30), the engine speed was reduced to low speed for 5 minutes, and then 4 minutes until the slowest speed (40 min -1), and the vessel traveled a distance of 14 kb. The engine was then stopped when the ship's speed was 6.3 knots and the ship was 21 kb from the pier (D/L=15.8). For 25 minutes, the ship moved with the engine stopped and during this time covered a distance of 22 kb, reducing the speed to 3 knots. Then, at a distance of 3 kb from the pier, the engine was periodically turned on several times at the lowest and slowest speed, and after 9 minutes the ship stopped abeam the pier at a distance of 100 m from it.

Rice. 3 Graphs of speed reduction (1) and distance change (2) when approaching the berths of a vessel with a displacement of 125 thousand tons

The above speed reduction scheme can be used to monitor the progress of the approach maneuver of vessels of this type to the berth, since it allows the planned speed to be determined from the distance to the berth (stopping point) measured using radar and, by comparing it with the actual one, to determine the degree of discrepancy and take measures to eliminate it. In addition, the diagram allows you to set the distance to the berth at which you need to start reducing the engine speed, stopping it or reversing it. For example, the radar determined that the distance to the pier (stopping point) was 28 kb. From the figure 28 kb on the left half of the graph we restore the perpendicular and, by drawing a parallel line from point A to the intersection with the ordinate axis, we establish that the planned speed should be 7.1 knots. Comparing it with the lag indicators, we are convinced that if the engine is running at full speed, then the approach process is going normally and after 3 minutes you need to stop the engine. It should be noted that in a real situation, hydrometeorological conditions and vessel loading, etc., change, so the speed reduction schedules should be considered as indicative. At the same time, it should be noted that in the proposed speed reduction scheme, at any time the navigator has at his disposal a significant reserve of engine power, which can be used to adjust the speed when approaching the stopping place.

To develop a speed reduction scheme, you can use graphs similar to those shown in Fig. 3. As can be seen from the above speed reduction diagram, about 50% of the time when approaching the berth, a large-tonnage tanker is forced to move with the engines stopped. Moreover, it has either very poor or zero agility at the beginning of the period. Therefore, when side winds are 4-5 points or more or in the presence of currents directed at an angle to the axis of the approach fairway, or if the approach fairway at a distance of less than 1.5 miles from the berth has a curved outline that requires a change in the course of the vessel, the approach to the berth It becomes almost impossible to navigate such a vessel without outside help. Therefore, as a rule, the approach to the berth is made with the help of tugboats.

At a distance of 1.5-2 miles from the berth, when the ship’s speed is reduced to the slowest speed (5-6 knots), four similar tugboats 1, 2, 8, 4 approach the side of the ship from the right and left edges of the fairway (Fig. 4 c), which feed the towing cable from the bow towing winch to the bow and stern bollards of a large-tonnage vessel, the engine of which is stopped. Feeding is carried out using the throwing end, which is attached to the tow rope. Thus, little time is spent on feeding and securing the tow rope. Then the tugboats, taking a position along the side and choosing tightly a towing rope, upon command from the bridge, they dampen the inertia of a large-tonnage vessel by moving the thrusters into reverse.

Rice. 4 Mooring scheme for a large-tonnage vessel

At the same time, for the necessary small changes in course, different thrust forces of the towing vehicles are created from one side and the other. During sharper turns, the towing vehicles' propulsors on the side towards which the turn is being made stop. When turning sharply to the left, the propellers of the starboard tugs are given full forward speed, and the left side tugs operate at full rear speed. In addition, the engine of a large-tonnage vessel is also in a state of readiness at any time. If necessary, the towing vehicle can turn perpendicular to the side of the vessel. Thus, until the vessel comes to a complete stop, the agility of a large-tonnage vessel is ensured by towing vehicles.

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