The mooring process includes three operations (fig. 1):
- The vessel is turned off the main course to enter the port and, in order to absorb inertia, the speed is reduced.
- A secondary course change is made towards the berth, keeping the bow of the vessel at the berth where, after mooring, the middle of the second hold will be located. On this course, the car is reversed, the inertia is damped, and the ship goes to the berth at a speed at which it only obeys the steering wheel, or by jerks.
- The mooring cables are fed and fastened with preliminary full inertia cancellation.
Rice. 1 The main methods of mooring the vessel at the mooring lines: 1 - sideways (log); 2 - board with an anchor released; 3 - side with anchored anchor and a mooring line to the barrel; 4 - stern; 5 - on a barrel with an anchor released; 6 - on two barrels; 7 - on four barrels; 8 - lagom; 9 - on bakshtov
Approach to the pier on the port side without releasing the anchor in calm weather
To perform the maneuver, you need the following:
- go by inertia to the berth at an angle of 20 - 40 ° (approaching the berth at an acute angle is considered the safest, since in the event of a heap, the vessel will only receive a sliding blow;
- at a distance from the berth, sufficient to completely eliminate the inertia, reverse the engine to reverse. In this case, the stern turns to the left and the vessel's progress slows down;
- go to the berth with the bow, extinguish the inertia and at the same time apply and fasten the bow longitudinal spring, put the rudder aside from the berth and give the smallest forward motion, the stern will press against the berth;
- when the stern, under the action of the rudder and the work of the propeller, approaches the berth, machine to stop, feed in the stern and fasten the vessel at the berth.
Port mooring can be done without turning the stern on the bow spring. Then, having brought the bow of the vessel to the berth, the bow longitudinal and pressure mooring lines are fed, to extinguish the inertia, they hold the bow ends weakly, back up; when the stern approaches the distance from which the throwing end can be fed, they stop the machine and feed the stern mooring lines; if the stern of the vessel quickly goes to the side of the berth, then it is necessary to delay the bow hold-down moorings (Fig. 2).
Rice. 2 Mooring to port side in the absence of wind and current Starboard approach to the berth without releasing the anchor in calm weather
When performing this maneuver, it should be remembered that when the car is reversing, the feed will go away from the berth, and the bow towards the berth. Therefore, you need to approach the berth at a sharper angle (10 - 20 °), after giving the bow moorings, put the rudder to the left on the side and give it a forward stroke for a short period so that the stern comes closer to the berth. As soon as the aft ends are given, it is necessary to reverse the course to extinguish the inertia, then the vessel will stop parallel to the line of the berth, after which it is pulled up and fastened. If this maneuver is not feasible, then initially the bow of the vessel is brought in, secured, and then the rudder is shifted to the side of the berth, the forward motion is given and the stern of the vessel is turned on the spring towards the berth (Fig. 3).
Rice. 3 Mooring to starboard in the absence of wind and current Port approach to the berth between standing ships
To perform this maneuver, the following is required (Fig. 4):
- go to the berth at an angle of 30 - 40 ° by slow speed or by inertia;
- drop the anchor from the side of the "sea" side, before reaching the berth 75 - 100 m, continuing to go to it by inertia and releasing the anchor chain;
- go to the berth, hold up the anchor chain, feed and secure the bow longitudinal and spring, put the rudder to the side of the berth and move forward;
- when the stern of the vessel comes to the berth, stop the machine, feed and secure the stern ends.
Rice. 4 Mooring of a vessel between vessels on the port side Starboard mooring under these conditions does not fundamentally differ from that described above.
Approach to the pier by the stern
Mooring by the stern is carried out with the release of one or two anchors when it is impossible or unreliable parking in the roadstead, or there is no sufficient length of the berth (Fig. 5). When mooring with the recoil of two anchors, the following is necessary:
- go to the pier at an angle close to 90 °, slow speed or inertia, keeping the bow to the left of the place mooring;
- before reaching the berth, give up the right anchor in advance (hoping to erase anchor chain at a depth of 10 - 20 m, not less than 12 - 15 depths) and continue to go to the berth, releasing the anchor-chain;
- having etched 2 - 3 bows (with the expectation that the anchor does not crawl), hold and tighten the anchor-chain, shift the steering wheel towards the given anchor and give a forward course;
- when the stern of the vessel turns around at about 1350 and the bow of the vessel is in the line of the given starboard anchor, give up the left anchor, move back and drag the anchor chains, taking into account the movement of the stern of the vessel to the left;
- Approaching the stern to the berth, submit and fasten the mooring lines. Then take out the slack of the anchor chains and equalize the tension of the mooring lines, re-etching them tightly.
If mooring astern is carried out in a crosswind, then the following is necessary to perform the maneuver (Fig. 6):
- go to the place of recoil of the anchor at low speed or by inertia with the backstay of the starboard tack;
- before reaching the mooring line, give up the windward right anchor and continue going forward, releasing the anchor chain;
- after etching 2 - 3 chain bows, hold up the anchor chain of the right anchor and, as soon as the bow of the vessel goes to the wind, give up the leeward left anchor, back up the car, releasing the anchor chain and keeping the stern in the wind;
- when approaching the stern to the berth, be the first to start and fasten the mooring lines from the windward side, then pull up and install the vessel, as when approaching the berth by the stern.
Rice. 6 Mooring aft in a crosswind With a towing vehicle, the maneuver is much easier. In this case, the vessel, having laid two anchors on a line perpendicular to the berth, feeds a towing cable to the tug, which turns and pulls the stern of the vessel to the berth, while anchor chains are pulled from the vessel.
Approach of the vessel to the berth under the influence of wind and current
When maneuvering in difficult hydrometeorological conditions, it is necessary to take into account the action of the propeller in combination with the action of the wind and the general drift of the vessel, therefore, mooring in such conditions is difficult and dangerous, and the positioning of the vessel should be carried out with the help of a towing vehicle. There are several different mooring options depending on the conditions.
Downwind mooring is only permissible for small vessels and with low wind strength (Fig. 7).
Rice. 7 Mooring a vessel in downwind If the free drift of the vessel from a distance of 1 - 1.5 of its length does not cause fear of breakage of the berth or damage to the hull and there is free space for maneuvering, then when mooring the vessel on the port side under these conditions, it is necessary:
- go to the berth at low speed or by inertia at an angle of 20 - 30 ° with the expectation that when approaching the berth, the distance from the ship to it is 1 - 1.5 times the length of the ship's hull;
- having approached the mooring place at the specified distance, turn the bow of the vessel to the wind, for this, put the rudder right on board and for a short time move forward, then back up to absorb the inertia;
- after the inertia is canceled, the vessel drifts to the berth with a large bow drift. To reduce it, the anchor should be given from the "coastal" side and one bow of the anchor chain should be etched out, in this position the anchor-chain goes under the ship's hull, the anchor immediately picks up and reduces the overall drift. By adjusting the tension of the anchor chain, you can smoothly bring the boat with the whole side to the berth.
Starboard mooring under these conditions does not have a significant difference. In both cases, it is necessary to ensure that the vessel drifts towards the berth with its entire side at the lowest speed. To prevent possible damage to the berth, it is necessary that at the moment of heaving the vessel does not have a forward motion.
It is relatively safe to moor in a blow-out wind. The most difficult part of maneuvering is pinning the stern to the dock. Port and starboard maneuvers have no fundamental difference (Fig. 8).
Rice. 8 Mooring of the vessel to the berth in case of a squeezing wind The mooring scheme is the same as without wind (Fig. 9), but the following features must be taken into account:
Therefore, mooring should be carried out with the obligatory release of the anchor and the angle of approach to the berth should be as small as possible.
Rice. 9 Mooring of the vessel to the berth in case of a squeezing wind Mooring a vessel with wind directed along the quay
The mooring scheme is the same as without wind (Fig. 10), but the following features must be taken into account:
- the stopping distance is reduced (especially if the vessel is in ballast);
- the speed of the lateral approach to the berth is higher;
- in the immediate vicinity of the berth, a significant change in wind direction is possible.
Therefore, mooring should be carried out with the obligatory release of the anchor and the angle of approach to the berth should be as small as possible.
Rice. 10 Mooring of the vessel side to the berth in the wind blowing along the berth Mooring of the vessel side to the berth on the current
The safest is to dock with the bow upstream. In this case, it is not necessary to reverse for a long time, and therefore the operation of the propeller does not create a strong deflection effect. To ensure greater safety, ships are moored against the current with anchoring (Fig. 11).
To perform this maneuver, you must:
- turn around with your bow against the current, move along the berth at low speed at a distance of 3/4 - 1 of the vessel's hull length, approaching the berth at an angle of 10 - 15 °;
- equalize your speed with the current speed and approach the berth with small rudder shifts;
- by releasing the anchor chain, working by the machine and the steering wheel, bring the bow of the vessel to the berth, hold up the anchor chain, give the bow longitudinal and spring;
- in order to restrain the movement of the stern towards the berth, shift the rudder towards the berth or, with the rudder position unchanged, holding on to the bow spring, give forward motion.
Rice. 11 Mooring the vessel against the current with the release of the anchor Features of mooring of twin-screw vessels
When performing maneuvers on a twin-propeller vessel, consider the following (Fig. 12):
- the repayment of the inertia of a twin-screw vessel when the machine is not working occurs due to the braking of the propellers faster than that of a single-rotor one;
- the turn of the vessel at the berth should be carried out with the help of machines, since the action of the rudder in the forward and reverse motion is insignificant;
- care is required when working with the internal machine, as the propeller blades protrude vertical plane outer side;
- when mooring to a berth with a solid wall, it is necessary to work with an external machine, since otherwise the water jet from the operation of the inner propeller, hitting the wall of the berth, will throw the stern away from it;
- you need to approach the berth at an angle of 15 - 25 ° at low speed, keeping the bow of the vessel in the place on the berth where the middle of the second hold will be located;
- to compensate for the inertia and turn the vessel away from the berth, reverse the outer machine, to slow down the turn, reverse the inner machine, to increase the turn to the berth, stop the outer machine or give it a forward speed;
- when turning on the spring, first give the forward travel with the external machine, and to reduce the stress on the spring, give a small backward travel with the internal machine. At the same time, a stream of water, hitting the wall of the berth, helps to throw the stern. When the stern of the ship turns to the desired angle, the external machine should be backed up and, having loosened, give up the spring and increase the reverse speed of both machines to full;
- when leaving the berth with the anchor released after the stern of the vessel has been retracted to the required angle, the vessel, choosing the anchor-chain, continues to work with the external machine, a small forward speed, and the internal one - a small speed backward, while the whole vessel moves away from the berth in parallel ...
Rice. 12 Mooring a twin-screw vessel forward Mooring a vessel using tugs
There are the following ways of using tugs (fig. 13):
- towing with towing ropes (fig. 14);
- log towing;
- push-pull towing - 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 (Fig. 15, 16);
- thrust towing.
The management of tugs during mooring operations is carried out by the captain of the mooring vessel or a pilot. The pilot is only an advisor to the captain, his presence on the bridge does not relieve the captain of the responsibility for the performance of mooring operations.
The captain and the pilot agree on the plan of the mooring operation, determine the types of the main and additional communication with the tugs.
Depending on the size of the moored vessel, the specifics of the location of the berth, weather and other factors that determine the degree of complexity of maneuvering, the required number can be assigned.
At the bow and stern, the mooring team prepares reliable lines for use as tugs in the towing or pushing options.
Rice. 13 Mooring of vessels: a) - when the wind blows out, tugs operate "push-pull"; b) - in case of downwind, tugs operate by towing on ropes and "push-pull"; c) - in a squeezing wind with the help of a tug; d) - with the help of a push-pull tug and an anchor 
Rice. 14 Towing a vessel using towing lines 
Rice. 15 Work of tugs using the "push-pull" method 
Rice. 16 Work of push-pool tugs (for biteng) Suggested reading:
Mooring operations at sea.
General Provisions. The method of mooring is jointly chosen by the captains of the receiving and mooring vessels, depending on specific conditions. In case of disagreement, the final word rests with the captain of the mooring vessel. Mooring vessels while drifting or on the move is safer than mooring at anchor. In the latter case, when the receiving vessel yawns, heaps with serious consequences are possible.
The master of the receiving vessel shall provide the moored with the necessary assistance by all means (including maneuvering his vessel). However, assistance using the main engine and rudder must be agreed in advance or during mooring.
In the event of an error in approach maneuver that could lead to further difficulties, the master of the mooring vessel (if circumstances permit) should steer his vessel to a safe distance and repeat the mooring from the beginning.
In all cases, the mooring lines must be attached to the moored vessel from the bow and stern. The feeding of the ends when mooring and the kickback when leaving are carried out on command from the bridge of the receiving vessel. The mooring operation is considered completed if the ends are secured and ensure a safe anchorage of the vessel.
The master of the receiving vessel from the moment of the end of the mooring operations until the release of all mooring lines is responsible for ensuring the safety of cargo operations and anchorage of the moored vessel. All his instructions regarding the safety of joint mooring are mandatory for a vessel moored at the side.
When moored vessels are moored together at sea, the main engines and steering gear must be in constant readiness. Their exit from the working state can be allowed only in exceptional cases with the permission of the master of the receiving vessel. If the weather worsens, the captains should take urgent measures in a timely manner for the ship to leave the side.
Prior to the commencement of unmooring, the captain must obtain permission to depart from the captain of the receiving vessel and coordinate his actions with him.
Preparation for mooring operations. The captains of the ships establish contact by radio, get acquainted with the type, size and design features of the ships, their condition, landing, the presence of a roll. The chosen mooring option and the sequence of actions of each of the vessels are agreed upon, the place and time of the mooring start are appointed. Get acquainted with the state of the weather and the sea and the nearest forecast.
Both vessels are preparing fenders. They give the vessels a roll of 1-2 0 to the side opposite to the mooring side, remove and fill in all the parts protruding overboard from the mooring side. The captains familiarize the commanding staff participating in the emergency response with the mooring scheme and the procedure for mooring operations. The crew is assigned to the mooring facilities and instructed at the places of the forthcoming work.
Having approached, they specify the course and speed of the receiving vessel, the nature and amplitude of its roll, the direction and magnitude of the drift. For a ship at anchor, the character and amplitude of yaw are assessed. Once again, they clarify the order of interaction by radio and take a position convenient for approaching with a direct course to the place of the upcoming mooring.
Mooring to the ship,lying in the drift. It is usually performed under favorable weather conditions and waves of no more than 3 points. Vessels with a right pitch of the propeller (FPP) in calm conditions, it is easier to moor on the left side. The minimum speed is approached at an angle of 15-20 ° to a stationary vessel so as to extinguish the inertia in the planned position at the mooring point. When the traverse distance in the bow is about 20-30 m, the engine is vigorously worked back, the movement of the vessel is stopped and the throwing ends are fed. Under the action of the backward propeller, the stern moves to the left and the vessels are in a parallel position. Bow, then stern longitudinal and springs are fed from the receiving vessel. Then additional mooring lines are supplied and fastened.
In the case of starboard mooring, the course is positioned 20-30 m parallel to the drifting vessel. Take into account that when working in reverse, the bow may go towards the receiving vessel. The nasal longitudinal and springs are renewed, and the short longitudinal springs are fed from the stern. The stern ends are suspended in order to be able to operate the machine. Then take the stern spring and additional mooring lines. It is more convenient for ships with a controllable pitch propeller to moor on the starboard side, approaching the mooring site at an angle of 15-20 °.
Mooring can also be performed on a countercourse with the bow to the stern of another vessel ("jack"). It can be caused by design features, for example, in the case of the stern arrangement of superstructures on both ships (to avoid damage during rolling), or the convenience of providing reloading operations. However, mooring and joint parking "jack" is recommended only under favorable weather conditions, since the joint drift of vessels in this position and their maneuvers during unmooring are more difficult and dangerous compared to the usual positioning of vessels with bow to one side.
If the mooring is carried out in the wind, then the direction and speed of the drift of both vessels is determined first. In the case when the receiving vessel has a greater drift, they moor from the leeward side at a traverse distance of about 50 m and stop parallel to the drifting vessel. Under the influence of the wind, the ships approach each other. At a distance sufficient to feed the throwing end, from the receiving vessel, first the bow and then the aft mooring lines are fed. With their help, the position of the vessels is adjusted so that the touch occurs with parallel sides.
When departing, the receiving vessel turns the departing vessel forward into the wind. All mooring lines are given, except for the aft spring. If necessary, squeeze the stern slightly. When the nose moves away, they are freed from the spring and give a move forward. Backward movement of the departing vessel is dangerous, since in this case it does not obey the steering wheel well and can pile on the drifting vessel. The receiving vessel provides a quick haul of mooring lines to avoid winding them around the propellers of the departing vessel, which should not move until the dropped lines are removed from the water.
Mooring to a vessel under way. It can be performed with sea waves up to 5-6 points. The advantage of such a mooring is that both vessels remain controllable and their speeds can be equalized.
The receiving vessel keeps the course and speed constant, positions the bow against the wave and somewhat covers the side of the mooring from the wind and waves. The speed is kept to a minimum, but sufficient for reliable controllability of both vessels.
A mooring vessel approaches the receiver from the stern. Mooring has two stages. The first is to approach the receiving vessel in parallel at a distance of about 1 kb and equalize the speeds. The second stage is the rapprochement of ships. It is performed by gradually evading the mooring vessel towards the receiving vessel. The rates are changed at angles of no more than 5-10 degrees. When approaching up to 20-50 m, the receiving vessel feeds two bow longitudinal ones to the mooring. The mooring attachment attaches them to the bollards from both sides, reduces the speed and goes to the mooring lines. Then take and fasten the longitudinal at the stern and additional mooring lines at the tank and stern. By agreement between the captains, the moored vessel can stop the engine or earn extra money at a low speed.
Mooring on the move can also be done on a Wave Heading. In this case, the pitching is smoother, the effect of wind and waves is weaker. However, it should be borne in mind that on a passing wave, ships obey the helm worse, it is much more difficult to keep them on a given course, the likelihood of bulkheads and damage to the hull increases.
When unmooring, when ready, give and select all mooring lines from the water, with the exception of the bow lines. Ships head out into the wind and equalize speed. The departing vessel with the help of the rudder keeps the stern from piling up and begins to gradually move away from the side at a distance of 15--20 m.Then it increases speed, gives up bow mooring lines and, moving forward, moves away from the receiver. The receiving vessel, after heading out into the wind, does not change its course and speed until the departing vessel has retired to a safe distance.
Mooring to an anchored vessel. Mooring is always done from the stern against the wind and current. They moor to a calmly anchored ship in the same way as to a drifting ship. If it prowls under the influence of wind and current, then at first, being at a safe distance, they study the nature and amplitudes of deviations from the mean position, determine the yaw sector and choose the most favorable moment for mooring.
They are suitable so as to stop in a position close to the outer limit of the yawing vessel's amplitude and, if possible, parallel to its hull. They accept bow and stern mooring lines, fasten them on bollards. With the help of mooring lines, the receiving vessel adjusts the parallelism when the sides touch, tighten and fasten the mooring lines on the bollards.
If the receiving vessel is stably anchored against a strong current and does not prowl, then mooring is approached from the stern on a course almost parallel to its side. At the same time, the speed is reduced gradually so as not to lose control and stop in the selected position, avoiding the main engine running in reverse. Having taken a position 15-20 m from the side of the vessel at anchor and having equalized the speed of the vessel with the current, the bow longitudinal, then the aft mooring lines are taken and fastened, while maintaining the ability to work with the main engine.
To improve maneuverability when approaching and mooring to the vessel, they sometimes use their own outer side anchor. To do this, they give the anchor with one bow to the ground and drag it along the bottom. Then, after the end of mooring, the anchor is taken back to the hawse.
In case of a projected long mooring of vessels, especially in the open roadstead, a moored vessel can use its outer anchor to increase the safety of the mooring. In this case, they approach a point located at a distance equal to approximately the length of the hull of the vessel in front of the anchored vessel, positioning the course at an angle of 60-70 ° to its diametrical plane. They give up the anchor of the outer side and, releasing the anchor-chain, with a turn go down to the ship at anchor. At the moment of the closest approach, the mooring lines are taken and fastened. If the vessel is yawing heavily at anchor, then it is safer to moor while unanchored, drifting or underway, and then anchor.
They move forward from the anchored vessel. The receiving vessel, preparing for unmooring, if circumstances permit, turns with the help of the main engine so that the departing vessel looks with its bow at the wind, and the current would not be pressing for it. Such a maneuver is performed with great care so that it does not lead to the loss of the anchor.
The departing vessel first gives up aft mooring lines, leaving 1 or 2 bow longitudinal lines. Then it moves forward and, using the rudder, moves away from the side of the ship at anchor, after which it gives up the bow mooring lines and. moving forward, retreats to a safe distance. Moreover, it should not pass near the bow of an anchored vessel. If, under the circumstances, a departure is associated with a great risk, then it is safer to de-anchor and unmoor on the move or while drifting.
Mooring operations in the port.
Side mooring to the berth. If, when approaching the berth, the vessel has a translational movement, then the first touch is safer with the cheekbone, while simultaneously giving a slight rotational movement of the bow to the side of the berth. The sum of the vectors of the velocities of the translational V p and rotational V p of movements forms the resulting velocity vector Vp directed along the berth. The speed Vp is quenched by running the machine in reverse.
When approaching the berth, the vessel must have a minimum forward movement that allows it to stop at the right time with the help of a machine and anchors. In maritime practice, it is accepted that the speed of approach to the berth for large vessels should not exceed 5-10 cm / s (0.1-0.2 knots), for small and medium-sized vessels 30-40 cm / s (0.6-0 , 8 knots).
P
Approach of the vessel to the berth
Side mooring to the berth can be performed both without kickback and with kickback of the anchors. In calm weather, with enough space to approach a straight course and then damp speed, anchors do not need to be used. The recoil of the anchor of the outer side with an anchor-chain of 1.5-2 depths and its dragging along the ground improve the controllability of the vessel, increase its safety in a cramped environment, allow the machine and the rudder to work until it approaches the berth at a distance of throwing ends. Sometimes the anchor and several bows of the anchor-chain are laid on the ground during mooring in order to facilitate the departure from the berth.
Mooring aft to the pier. It is produced with the recoil of one, more often two anchors, depending on the conditions of the anchorage and its duration. Small tonnage vessels in calm weather or with a light downwind (up to 3-4 points) can perform it without the help of tugs. Under the influence of push-off or crosswind, mooring astern without the help of tugs or thrusters is impossible.
Mooring aft to the dock requires careful preparation and a lot of experience. The parking place is preliminarily marked, the control bearings are determined on the map for reaching the anchor recoil points, the number of anchor chains required for laying on the ground and the angle between them are calculated. The approach to the place of release of the anchors can be carried out by movement both along the berth and at right angles to it.
In the first case, the vessel follows the minimum speed at a distance of two hull lengths from the berth. Before reaching the mooring place 50-70 m, they stop the engine and give the anchor to the outer side. Continuing to move by inertia, they poison the anchor-chain. With 3-4 bows in the water, the anchor is delayed, the rudder is shifted to the side of the outer side and the forward movement is given. When the ship turns aft to the berth, give up the second anchor and work the machine backwards. Align both anchor chains so that by the end of the mooring, their length is approximately the same. This contributes to their even work during parking.
The right angle approach is also done at the slowest speed. At a distance of about two lengths of the hull from the berth and 40-60 m away from the mooring place, the engine is stopped and the anchor internal to the mooring place is turned off. Moving by inertia, they poison the chain anchor and turn in the direction of the given anchor. If necessary, help turn the steering wheel and the car. When the vessel turns stern to the shore and 3-4 anchor-chain bows come out into the water, the second anchor is released. Working with the machine backwards, the anchor-chains are pulled and aligned, the ship is brought astern to the berth and the mooring lines are served.
For stable parking, the anchor-chain is placed at an angle of 30-60 °. If there is a strong wind or current, the angle between the chains is increased to 90-120 °. When the berthing site is constrained by other vessels, the forecast does not promise deterioration of the weather, and the berthing is assumed to be short-term, the angle may be less than 30 °, or the vessel is moored astern to the berth with one anchor. In this case, the anchor-chain is laid along the ship's DP. The recoil point of the anchor is marked exactly opposite the parking place at a distance of two hulls from the coast.
Departure from the pier. If the vessel departs from the berth on its own, using the main engine, rudder, mooring and anchoring devices, then when the vessel is lagged to the berth, they first try to divert the stern from it, holding the bow with a spring and helping to turn the bow longitudinal. Then the bow is retracted and maneuvered to exit the port.
When leaving the berth while mooring at it, the anchor-chains are first slightly vented at the stern in order to relieve the tension of the aft mooring lines. Then they give them away and choose. Pick up both anchor chains, then uncouple one windlass sprocket and select each anchor separately. Secondly, the anchor is raised from the side of the resulting external forces (wind and current).
Towing "on the hook". Tractive effort is transmitted by means of a towing cable attached to a towing hook or a winch in the stern of the tugboat. The method is simple in execution, it is used quite often, but it requires a significant free water area and limits the maneuverability of tugboats.
Towing "to the bitteng". From the bow of the tugboat, two cables are fed and fastened to the bollards located along the side. Depending on the operating mode of the tugboat's main engine, it can push the vessel into the side or pull it towards itself. It can also, standing along the side, lead the boat forward or backward, without changing the place of attachment of the cables. This method is convenient for maneuvering in a confined water area, since it does not require turning the tugboat, if necessary, to change the direction of its thrust.
Towing "point-to-point". The tugboat is attached from the bow with one short cable to the towed vessel, positioned to the side of the vessel at an angle close to a straight line. He can push or pull the boat without changing position. Work "on the stop" is possible without attachment to the vessel. In this case, towing is carried out only by pushing.
During work "on stop" the speed of the turned ship should be minimal, not exceeding 2-3 knots. Otherwise, the tugboat will be deployed along the side of the vessel. The higher the speed of the vessel, the smaller the angle to its DP the turner is forced to be and the less is its thrust force.
Tugboats with vane propellers are the most suitable for work "at the stop". They can move in any direction without turning the body. However, even with them, during the forward motion of the ship being turned over, the useful thrust force decreases due to the energy spent on maintaining its speed during joint motion.
The master of the mooring vessel determines the total bollard pull and the number of tugboats, usually using the advice of the harbor pilot.
The number of tugs-tugs, satisfying the required total capacity, is determined based on the availability in the port and the capacity of each of them. It is usually between one and six (eight for very large vessels). With a larger number of tugboats, steering becomes much more difficult.
The towing lines are usually fed in a position where the vessel is not moving. If circumstances do not allow the vessel to be stopped (for example, when moving in a channel), then the cable is fed at the minimum speed, while the speeds of the vessel and the tugboat must be equal.
The success of mooring operations depends on the timeliness of the preparation of the mooring arrangement and the well-coordinated work of the deck crew.
Before mooring, it is necessary to check the mooring mechanisms in operation in advance in the preparation process. All foreign objects interfering with work must be removed. Depending on the specific conditions of the vessel, the mooring cables are either unwound from the views and spread with long slings on the deck, or left on the views after checking the reliability of the latter. Portable stoppers are installed in places where their most convenient use is ensured.
Mooring ropes are transferred to the shore with the help of throwing ends, line throwers, and also brought in by boats or boats. In accordance with the proposed procedure; mooring and preparation should be carried out. When using the throwing ends or shooting with line throwers, the lines (must be fixed to the side of the cable fire. So that you can immediately throw it onto the coastal bar. Without clamping the throwing end.
When attaching the cable to the pallet (bollard), already occupied by the mooring lines of another vessel, you should thread your cable from below through the already laid lights and then throw it over the pallet. With such an attachment, it will be possible to freely remove any mooring cable from the bollard.
On the ship, cables fed through mooring haws or bale bars. are selected using mooring mechanisms. If the cables are selected by automatic winches, then the operation of the winch and the cable layer must be monitored. If the ropes are selected by non-automatic winches, at least four hoses must be applied to their drums, and only when the drums are not rotating. When pulling out, the rope must be kept in tension, being no closer than 2 m to the warping drum.
Before transferring from the mooring drum to the bollard, secure the cable above with a portable cable, chain or special stopper, if any. The fastening of the cable to the bollards must be done quickly so that it remains on the portable stopper for the shortest possible time. The cable is applied to the bollards in four or five eights and its last hoses are jammed.
To avoid the formation of pegs, the cable must be applied to the drums of the mooring mechanisms and to the bollards so that it does not spin, but twists. Usually, ships receive cables of direct descent (right twist), therefore, both when laying in bays and when fastening, they must be applied in the direction of the sun.
The general arrangement of the mooring lines on the ship is only indicative. The location and number of mooring lines will depend on the tonnage of the vessel, its condition and hydrometeorological conditions.
The mooring lines must be monitored continuously during mooring at the berth. During loading operations and in the presence of tidal fluctuations in sea level, longitudinal mooring lines and springs should be placed at sharp angles to the berth line, they should be evenly wrapped. Hold down cables with some slack.
The mooring device must be in good condition at all times. Before each use of the mooring device (when leaving the port and upon arriving at the port), the mechanisms must be inspected, lubricated and tested in operation at idle speed.
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The options for mooring one vessel to the side of another in the open roadstead or at sea are more often performed if one of the vessels:
- is at anchor (barrel);
- lies in the drift;
- has a move.
The execution of the maneuver of mooring one vessel to another in each case has its own characteristics. The successful conduct 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 complexity of such mooring operations is that the vessel, to which it is required to moor, in most cases MOBILE .
Under the influence of wind and excitement, each of the vessels experiences mixed rolling and lateral movement in one direction or another (yaw). Particularly susceptible to this is a ship at anchor or drifting.
Important factors contributing to the successful mooring of one vessel to the side of another are:
- constant controllability of both vessels;
- a clear understanding of the intended mooring scheme and a clear organization of the work of the navigator and mooring teams 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 bulk, on both ships it is necessary:
- to conduct mutual information on the tactical and technical data of ships, course, speeds, on the method of mooring and the order of maneuvering;
- create a slight heel (2 - 3 °) to the opposite side of the mooring side (by filling ballast tanks);
- to fill the inside of the vessel with all protruding parts (distinctive side lights, ladders, searchlights, etc.);
- provide a sufficient number of soft and hard fenders on board;
- prepare and spread the mooring ropes (preferably vegetable or synthetic - nylon ropes, combined and with springs);
- prepare a sufficient number of throwing ends (throws) on the tank and stern.
Mooring operations to the side of an anchored vessel
Lagom mooring... As previously indicated, an anchored vessel yawns in one direction or another from the line of the anchor chain, and the yaw is the greater, the less 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 in choosing a mooring side, then you need to go to the side opposite to the given anchor.
When approaching a ship at anchor, the speed is reduced in order to have it such that the maneuvering ship only obeys the rudder and is held by the bow against the wave and wind.
During the approach, it is necessary to closely monitor the movement of the anchored vessel (Fig. 1, position 1). At the moment this vessel reaches the farthest distance from the anchor being given before the tack change, the maneuvering vessel is set in motion and directed to the middle part at an angle of 15 - 20 ° to the center plane of the standing vessel (position 2).
As the ships approach each other, they maneuver the car and the rudder so as to damp the inertia and enter a parallel course as close as possible to the stationary ship; by this time, it will move away from the maneuvering vessel, which will help to ensure safe mooring without heap or soften the shock. At the first opportunity, first throwing ends (mutually from both ships) are fed from the bow and stern, and then the mooring cables (position 3), which are immediately taken to the windlass and spire. When choosing the ropes, it is necessary to take into account the position of the hulls of both ships and be the first to choose the mooring lines from the more distant part of the ship. As soon as the vessels are set up in parallel, the mooring lines must be picked up at the same time. Otherwise, tightening one of them leads to a sharp lag of the opposite end of the body, as a result of which a bulk is inevitable. When attaching mooring lines to an anchored vessel, it is necessary to avoid their direct feed in the form of clamping lines, especially in the central part of the vessels. It is recommended to feed the mooring lines in the form of springs and longitudinal lines according to the scheme indicated on (position 4).
Rice. 1 Mooring to an anchored vessel
Departure of the maneuvering vessel is made at the moment when the standing vessel yawns the greatest distance from the line of the anchor chain towards the moored vessel and starts moving in the opposite direction. To this moment, pull up the stern mooring stern of the maneuvering vessel and give all the mooring lines. As soon as the bow of the vessel has moved a sufficient distance, give up the remaining aft mooring lines and give a course forward, putting the rudder slightly towards the vessel to divert the stern. Having moved away to the required distance, they maneuver according to the situation.
A retreat can also be carried out by moving the vessel backward. In this case, it is necessary to press the bow of the maneuvering vessel with the cables and, after leaving its stern, give up the bow mooring lines and give a run back. This maneuver is often used when the maneuvering vessel is moored to the port side at the starboard pitch of a single-rotor vessel.
Mooring operations to the side of the ship on the move
When making mooring operations to the side of the vessel on the move, the right to maneuver is granted only to the mooring vessel (Fig. 2). The duty of the other is to create, as possible, the most favorable conditions for ensuring high-quality mooring of the maneuvering vessel. This condition occurs when both vessels are heading in the direction of the wind and wave (tailwind and wave). If it is necessary to follow the wind (wave), the ship, to which the mooring is supposed to be done, should go at low speed, ensuring controllability, placing the courses towards the wave front at an angle of 20 - 30 ° to the outer side to cover the mooring ship (Fig. 3) ...
Rice. 2 The process of mooring two vessels on the move 
Rice. 3 Scheme of mooring vessels on the move A maneuvering vessel, when approaching, should take into account the phenomenon of suction by vessels and the influence of propagating waves during movement. It is known that a ship, when moving, creates a pressure zone in the bow and a rarefaction zone in the stern. When these zones of both vessels interact with a close approach of one vessel to another, it is possible for the maneuvering vessel to yaw towards the latter at the stern and repulse the bows of both vessels when approaching the bow. This is dangerous, especially if the boat is small.
In the process of maneuvering, both vessels are not recommended to significantly change the rudder angles and a sharp change in speed.
Mooring "from the traverse direction"(fig. 4). Even before the approach of the maneuvering vessel, another vessel lays down on a certain (most favorable in the given conditions) course and reduces the speed to the minimum, then maintains a constant mode of movement. A maneuvering vessel, having a low speed, approaches a certain distance (~ 1 kb) against the side of the mooring of a moving vessel and seeks to establish a similar mode of movement - heading and speed. Then, maneuvering the car and the steering wheel, it begins to approach. As soon as the vessels come close to the distance of the throwing end feed, the guides and then the mooring line are fed from the bow of the maneuvering vessel so that it looks aft. On the second ship, this cable is chosen, fastened to the bollards, and on the mooring ship, they take it to the windlass windlass. If the maneuvering vessel is smaller than the vessel to which it is necessary to moor, then two bow longitudinal nylon mooring lines are supplied from the bow of the larger vessel.
As the ships approach each other, the slack of the supplied cable is picked up. Then aft longitudinal is fed. At the moment when the vessels converge on the sides, both mooring lines are fastened and additional mooring lines are supplied from the bow and stern. Further, it is necessary to carefully monitor the movement of ships and the operation of the ropes and, if necessary, reduce and increase the course of one of the ships.
When feeding ropes from the stern, care should be taken to avoid loose mooring ropes so as not to wind them around the rotating propeller.
If conditions permit, after mooring, it is necessary to work with the machine only for one vessel, and the second one should stop the machine or earn extra money at the smallest speed. Mooring will be much safer if the vessel to which they are mooring has special floating fenders installed along the side on halyards.
Rice. 4 Mooring from a "traverse distance" Mooring "in the wake"(fig. 5). Mooring one vessel to another on the way to the wake practically means taking one vessel by another on a beech-sire on the move. The lag wave is most favorable for following to the wake. In case of a headwind or a passing wave, the length of the tug should be equal to the wavelength.
To feed the tow rope, the forward vessel reduces its speed and makes it so that the vessel only obeys the rudder, and releases a conductor of sufficient length, fixed to the barrel (usually the barrel is painted in a color that is clearly visible on the water, and at night it is illuminated) ... A towing rope of the appropriate diameter and length is pre-attached to the guide. The maneuvering vessel approaches from leeward to the stern of the vessel in front and, keeping the same speed, lifts the guide aboard, and then with the help of the guide - the tow rope. After securing the tug, the vessel gradually decreases its speed and goes to the tug.
Rice. 5 Placement in the wake of the tanker on the move: 1 - luminous displacer; 2 - floats; 3 - synthetic conductor; 4 - towing rope in the bay; 5 - towing rope; 6 - cargo hose; 7 - towed vessel Mooring on bakshtov... If it is necessary to place the maneuvering vessel on bakshtov to the 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 standing vessel at a distance of the throwing end length (Fig. 6), then, maneuvering the rudder and the machine, taking into account the yaw of the vessel at anchor, keep the maneuvering a vessel in the immediate vicinity of the stern for feeding the throwing end. A reliable guide is attached to the latter, and with the help of it, bakshts are selected on 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 breaking the backstroke, it is desirable that it be of such a length that both vessels would rise to the crest and descend to the bottom of the wave at the same time.
Rice. 6 Anchorage of one vessel on bakshtov to another at anchor Mooring operations to the side of a drifting vessel
Depending on the location of the superstructure (in the middle of the vessel or at the stern) and the state of the vessel (in cargo or in ballast), the drifting vessel is located mainly with a lag to the wind and wave line. The course of a drifting vessel changes to the right and left by 20 - 30 °. With a wave, there is also rolling. Approaching the side of the ship in these conditions is associated with a high risk of damage due to yaw and roll. Therefore, it is desirable that when mooring and during the stay of the maneuvering vessel at the side of the vessel lying in the drift, the last positioned its course against the direction of the wind and wave. To do this, for a short time, use a car and a rudder or release a floating anchor, but it should be borne in mind that it can interfere with the maneuvering vessel when leaving. In cases where it is impossible to establish a drifting vessel with its bow against the line of the wind (wave), it is preferable for the maneuvering vessel to approach from the windward side. It is necessary to take into account not only the drift, but also the yaw of the extremities of the drifting vessel if they are covered from the wind by the maneuvering vessel when approaching. Consideration should also be given to the configuration of superstructures and ship breakdowns in the forecastle area and bulb stem.
One of the methods of mooring to a drifting vessel can be performed as follows: they call in from the stern, inertia is damped in advance and, moving in jolts, they direct the vessel to the middle part of another vessel at an angle of 15 - 20 ° to the dia-ral plane.
With the right pitch propeller, it is desirable to approach the left side. Before reaching 1.5 - 3 kb to the stern of a drifting vessel, you should lie on a parallel course, determined by the alignments of its masts, and, keeping on it, determine the elements of the drifting vessel's drift. Maneuvering the car and the steering wheel, they approach the mooring area at a distance that provides the supply of the throwing lines and mooring lines. The method of hauling out the mooring lines should be such that the vessels come close to each other by the middle parts of the hull. The latter circumstance is very important for safe mooring and exclusion of mutual damage. It should be noted that a drifting vessel, if possible, should facilitate the maneuver by its actions or advice.
Mooring to a drifting vessel is sometimes carried out from the windward side. Then it will be expedient to preliminarily bring the maneuvering vessel to such a position in which the standing vessel will drift to a position convenient for mooring. But here, too, both vessels (drifting and maneuvering) must maneuver machines and rudders to avoid bulk.
Departure from the side of a drifting vessel is carried out similarly to departure from an anchored vessel. Sometimes it is necessary by joint maneuvers of machines to create conditions for a safe departure (to bring the aft parts of the ships upwind, becoming a lag from leeward or leeward, etc.).
Suggested reading:
As you know, the amount of force on the rudder depends on the relative speed of the water flow. In this regard, the controllability of a vessel traveling at a constant speed relative to the ground will be largely determined by both the speed and the direction of the current. A ship traveling at a speed V relative to the ground against the current, the speed of which vT, the steering wheel will be flown around at a speed v= V+ vT. When the vessel is following the current v= V- vT, that is, the controllability of the vessel in the first case will be better than in the second. If v= vT, then the vessel following the current will generally be uncontrollable. Therefore, if a choice of maneuvering method is possible, upstream mooring is preferable to downstream mooring. The approach of the vessel to the berth must be planned in such a way that the vessel could go slightly forward upstream of the intended mooring place. V and completely extinguish by this time the speed relative to the ground (Fig.13.8), being from the berth at a distance of approximately 0.5-1.0 of the ship's width (position I, II, III). At this moment, the bow longitudinal is fed and immediately fixed, on which the vessel gradually descends to the parking place (position IV). When performing the maneuver, it should be borne in mind that reducing the speed by reversing the engine to reverse is extremely undesirable, since this will lead to the stern being thrown in one direction or the other, as a result of which there will be a real threat of a bow or stern pile on the dock. For a successful and safe execution of the maneuver, it must be planned in such a way that the drop in speed from V 1 at the beginning of the maneuver to V 2 = vT in the end it took place under the influence of the action of the current. If the flow speed is small and does not exceed the speed corresponding to the minimum number of engine revolutions, then at the point A 1 give "Stop" and then the position of the stop point of the engine A 1 .
At a significant flow velocity at the point A 1 the engine speed is reduced from P 1 before n 2 , at which the speed corresponding to this number of revolutions V 2 will be equal vT... In this case, the position of the point A 1 determined by: Fig. 13.8. Mooring a vessel in a counter current If the approach to the berth has to be carried out at a significant angle, then the mooring should be carried out with the release of the anchor, which will help keep the bow of the vessel from piling onto the berth at the moment of approaching the latter. To perform the maneuver, the vessel approaches the berth at a point in front of the mooring point at a distance approximately equal to the length of the longitudinal mooring. An anchor is given to the approach to the berth from the side opposite to the berth, and as soon as the vessel starts to turn at anchor parallel to the berth under the influence of the current, the bow longitudinal is fed. Pulling the anchor chain back down, the vessel at the mooring goes downstream to the anchorage. After fixing all mooring lines, the anchor chain is selected and the anchor is pulled into the hawse.
Downstream mooring is always carried out with the anchor recoil (Fig. 13.9), which allows you to approach the berth at a low speed relative to the ground, while maintaining the ship's controllability due to the flow caused by the propeller. To perform the maneuver (see Fig. 13.9, position I), they give the anchor from the side opposite to the berth and etch the anchor chain for so many bows so that the vessel can move forward, working on the machine and dragging the anchor along the ground. As soon as circumstances permit (position II), the aft longitudinal is fed, the engine is stopped and, releasing the mooring lines and the anchor chain, they go downstream to the parking lot. The calculation of the maneuver is reduced, firstly, to the determination of the rotor speed at which the ship's controllability would be preserved with the least load on the anchor chain; secondly, to the calculation of the number of bows of the etched anchor chain, at which the anchor will drift (drag), but at the same time will not allow the ship to develop a high speed of approach to the berth. The recoil of the anchor in such a way that it takes it completely and does not have a drift is unacceptable due to the danger of breaking the anchor chain due to the significant speed of approach to the place of recoil of the anchor, which, in order to maintain controllability of the vessel at this moment, must be higher than the flow velocity. 13.9. Mooring of a vessel on a passing current: a - maneuvering scheme; b - forces acting on the vessel, and also because the anchor must be released at a considerable distance from the berth to ensure freedom of maneuvering while approaching the berth. The simplest solution to the problem with an accuracy sufficient for practical calculations can be obtained from the following considerations, To maintain controllability, the propeller must have such a rotational speed P, at which the flow rate caused by its operation will be greater than the flow rate, i.e. vsummoning> vT. The value is the smallest speed at which the ship will begin to obey the rudder, and depends on the maneuverability of the ship. Then, with an acceptable approximation, it is possible to determine the smallest rotational speed of the propeller at which the ship will be steerable. P 1 , corresponding evoked speed vsummoning= vT, the ship will remain in equilibrium (Fig. 13.9.6). Then it is possible to determine the required length of the anchor chain, at which the above condition is fulfilled;
Mooring of vessels on board in the absence of wind and current. In an unconstrained environment and favorable weather, small and medium tonnage vessels dock without the assistance of tugs. The vessel approaches the berth on the forward inertia at a certain angle. Then they back up, dampen the inertia and feed the mooring lines. An ideal maneuver is considered when, after stopping the propeller operating in reverse, the inertia will be extinguished and the vessel will take a position parallel to the berth, in the immediate vicinity of it. For single-rotor vessels with a right-hand propeller, the easiest execution is port side mooring; when the propeller rotates to reverse, the stern of the vessel deviates to the left. The deviation of the stern to the left depends on the speed and duration of the propeller. Therefore, in order for the vessel to stop in a position approximately parallel to the berth, the approach angle and the forward speed must be in a certain correspondence. If the approach angle to the berth is small, and the forward speed is too high, then the maneuver will not be performed well enough: the ship will either pass the given berth, or the bow of the ship will deviate from the berth and it will be difficult to complete the mooring.
When mooring on the left side (Fig.5.5), it is recommended to approach the berth at an angle of 20-25 °, following the course towards the middle of the berth. The forward speed should be chosen so that the braking distance is slightly less than the distance from the place where the reverse gear was given to the complete stop test. If the boat does not reach the intended parking spot, it is easy to fix this by jerking the vehicle forward. 
If the maneuver is performed correctly and the vessel has stopped near the anchorage, hold-down lines are supplied from the tank and stern. Then the ship is pulled to the berth, adjusting its movement so that the first contact with it does not occur with the whole hull. If, nevertheless, it was not possible to completely stop the forward movement, the spring is fed first and the movement of the vessel along the berth is delayed.
When mooring on the starboard side (Fig. 5.6), the approach angle should be 10-15 °, and the forward speed should be less than in the case of mooring on the left side. Keep to the near end of the berth. When the ship comes close to the berth by the width of the hull, the rudder is shifted to the left on board and push forward in order to deflect the bow from the berth. The thrust force should be such that, simultaneously with the rotation of the vessel around its own axis, the approach to the berth continues up to about half the width of the hull. Shortly before the vessel takes a position parallel to the berth, a longitudinal spring is fed from the tank and backward. If the inertia of the vessel is too great, the spring is delayed. When the cheekbone touches the dock, they stop the car, shift the rudder to the left on the side and give the smallest forward motion to tighten the stern.
When mooring sideways, circumstances may force you to approach the berth at an angle significantly less or more than the recommended one. Mooring, for example, in the lock chamber, the ship enters it almost parallel to the wall. To prevent the vessel from turning around the lock axis during engine reversal, the speed is reduced even more, and the forward inertia is partially damped with the help of a spring. Mooring on the starboard side is further complicated by the fact that the repulsive force, which occurs when the machine is reversing at a solid wall, is added to the reaction force of the propeller, as a result of which the feed quickly deviates to the left. Therefore, when mooring to starboard, it is necessary to quickly feed a short longitudinal aft in order to delay this movement.
When mooring at more than recommended angles, the danger of a strong bulk on the berth increases. The maneuver requires special care. At approach angles of 30-40 °, it is better to use an anchor. At large angles, the recoil of the armature is required. When releasing the anchor, the length of the etched rope should be adjusted so that the anchor is dragged along the bottom at medium rotor speeds and at the same time the holding force is sufficient to hold the ship in place at lower speeds. When this condition is met, the vessel is provided with practically inertialess motion and it can be stopped without risk at any desired distance from the berth.
| Rice. 5.7. Mooring a medium tonnage vessel with an anchor |
Mooring with an anchor (Fig. 5.7), they approach the berth, maintaining the direction to its middle. At a distance from the berth of one or two lengths of the hull, inertia is extinguished, the anchor is released, and further movement is regulated with the help of the machine, the rudder and the tension force of the anchor chain. Simultaneously with the approach to the berth, the vessel must turn along it. When the bow of the vessel comes close enough to the berth, a longitudinal and spring is fed from the tank and stern is pressed.
In some cases it is necessary to use an anchor to facilitate departure from the pier or to turn around after departure in the desired direction. Then you should approach the berth at an angle of 80-90 °. The recoil point of the anchor and the amount of etched anchor chain are determined based on the condition that the anchor must receive a holding force. After the release of the anchor, the rope is tapped freely. At a distance from the berth equal to the stopping distance, reverse gear. If the ship is moored to starboard, then before the inertia is completely extinguished, the rope is delayed, and then, when the stern rolls to the berth again, slack is given. When the bow of the vessel comes to the berth, the longitudinal and spring are fed. The stern is compressed, working at the smallest forward speed on a spring or anchor chain. After the end of mooring, the rope is laid on the ground so that it does not interfere with passing ships.
Side mooring in wind. In windy conditions, maneuvering to berth the vessel becomes more difficult and tugs should be used to ensure safe mooring. However, in case of emergency, vessels with a powerful machine and a small sail area can moor independently.
When choosing a method of mooring, the boatmaster must take into account how the vessel reacts to the wind, that is, is it self-driving or leaning away. Below are considered the features of the mooring of ships in different wind directions.
1. Wind release. When a vessel with a sail center in front of the center of gravity stops, the hydrodynamic support force disappears and the bearing moment increases. As a result, the bow of the vessel, when approaching the mooring site, tends to evade the berth. If the vessel is moored to the port side, then after the engine reverse this process will accelerate and the crew may not have enough time to secure the bow mooring lines. The ship is in a more advantageous position when it is moored on the starboard side. During braking, the pulling moment is compensated by the reaction moment of the propeller in reverse. The vessel will drift downwind, but the bow evasion from the berth will be significantly slowed down.
In a self-propelled vessel, during starboard mooring, the aerodynamic moment and the moment from the reaction of the propeller will act in one direction - clockwise. Consequently, after reversing the engine, the stern will quickly roll away from the dock. This will not happen when mooring on the port side, since the aerodynamic moments and from the reaction of the propeller will be directed towards each other. It is also obvious that with self-propelled vessels it is more difficult to pull the stern while working on the spring, especially if the vessel is moored to the port side.
From what has been said it follows that in a squeezing wind it is easier to moor with the starboard side than with the left side. If, nevertheless, the vessel is forced to moor on the left side and at the same time the port does not practice the delivery of mooring lines with the help of bots, then it is necessary to drop the anchor and approach the berth at an angle of 40-60 °, dragging it along the bottom.
2 . Wind pressure... In a downwind, the vessel is stopped in front of the mooring place at a distance of two or three hull widths, and then drifts to the berth. On a torn ship, a faster bow drift can be gained with an anchor. If there is a danger of a strong heap and it is necessary for the anchor to pick up quickly, give the anchor to the side of the mooring. If the vessel is self-propelled, the stern will drift faster. You can keep the stern drift by strong jerks of the machine forward and backward, depending on the side of the mooring. In accordance with this, the ship is stopped slightly below or above the berthing place. In a headwind, a self-propelled vessel is moored in the same way as
| Rice. 5.8. Mooring of a medium-tonnage vessel on a current with anchoring |
and in calm weather. To stop the vessel does not require intensive reverse operation of the machine. If the ship is torn away, then at very strong wind it can become unmanageable. To prevent this from happening, it is necessary to give up the anchor and approach the pier, dragging it along the bottom.
3. The wind is fair. A diving vessel should be moored with the anchor released. If the center of the sail of the vessel is displaced far to the stern, then in a strong wind, even with the anchor released, the shear force of the rudder may not be sufficient to counteract the aerodynamic moment. In this case, the vessel will lose control.
Side mooring on the current. It is relatively easy to moor to the berth with a sideboard against the current, since you do not have to work the machine in reverse in order to extinguish the inertia. It is necessary to approach the parking lot in such a way that the vessel does not deviate significantly from the direction of the current. Reduce the speed gradually. If there is a skew-jet in the area of the berth, there may be a danger of a sharp deviation of the bow towards the berth and piling on it. In this case, you should go to the traverse of the far end of the berth, equalize the speed of the vessel and the current, give up the anchor and lean to the berth, deflecting the rope (Fig. 5.8).
It is possible to moor independently, following downstream, only in exceptional cases when the speed of the current is low. In this case, you always need to give up the anchor.
Mooring aft to the berth. In practice, there are cases when a transport vessel has to moor aft to the berth. Depending on the conditions, one or both anchors are given. If two anchors are released, the separation angle between them will be determined by the hydrometeorological factors affecting the vessel during anchorage and by the convenience of shooting from anchors. With cross currents, alternating currents or winds, the separation angle should be greater than in the absence of currents. If there is a need to raise both anchors at the same time during shooting, the separation angle should not exceed 20 °.
In calm weather and in the absence of a current, they usually approach the place of release of the anchor, following the line of the berths (Fig. 5.9). The first one is given the anchor of the sea side and the rope is freely pulled. Having passed the distance that provides the necessary spacing of the anchors, the inertia is damped and at the same time the rope is delayed so that the vessel turns aft to the berth. If the boat turns to the right, then before the stern crosses the line along which the boat will stand, back up and release the second anchor. If the vessel turns to the left, then the turn is continued until the stern crosses this line, and only then they back up and give the second anchor. Then, continuing to work with the machine backwards, the ropes are leveled and approached to the berth. When the stern comes close enough to the dock, the mooring lines are served. It should be borne in mind that as soon as the reverse inertia is canceled under the influence of the rope tension, the vessel will begin to move away from the berth. Therefore, as soon as the boat comes to a stop, the ropes must be slackened.
If during mooring a small wind blows or a weak current acts along the berth, then you need to approach the place of release of the anchor downwind (current), using its influence to turn the vessel. The machine should be driven backward so that the stern approaches the dock even before it passes the parking area. If the ship has to moor, following against the wind or current, then after releasing the first anchor, it is necessary to turn around until the stern comes out to the wind, and only then back up.
In a downwind, mooring to the berth is facilitated, since there is no need to regulate the turn by the operation of the machine.
Only vessels that maintain good controllability in reverse can moor astern in a squeeze wind.
Departure of the vessel from the berth
Departure from the pier by bow. If the stern contours allow, and there are no obstacles ahead, then you can move away from the berth by beating the bow of the vessel (Figure 5.10). The maneuver is applied when the boat is in the exit direction. The order of maneuver is as follows: at the stern they leave a short longitudinal and spring, on the tank they give
| 5.10. Departure of a medium tonnage vessel bow |
all mooring lines. Retaining the spring and choosing the longitudinal one, they take the bow away from the berth. If, with the help of the mooring lines, it is not possible to turn the vessel at a sufficient angle, then the rudder should be shifted on board towards the berth and the smallest possible backward motion should be given. Before starting to work with the machine, it is necessary to make sure that the spring is covered. When the ship turns in the desired direction, they stop the car, give up the mooring lines and give a course forward. If the ship was moored by the port side, then before giving forward speed, the rudder is placed directly or even shifted to the starboard side in order to compensate for the reaction force of the propeller and thereby maintain the intended direction of retreat. If the ship was moored on the starboard side, then there is a danger that, under the influence of the reaction force of the propeller, the stern will heap onto the berth. Therefore, at the very beginning of the machine's forward movement, the steering wheel should be held in the position to the left on board.
In case of downwind, departure from the berth in this way is fraught with loss of control by the vessel and bulk onto the berth or ships in front. Therefore, when planning a departure, it is necessary to take into account that in the first stage of maneuvering, in the first stage of maneuvering, a ship moored to the starboard side, the center of sail of which is located behind the center of gravity, will be in the worst position, and in the second - a vessel, moored on the left side, with the center of sail in front of the center of gravity. Indeed, in the first case, immediately after giving the forward motion, the aerodynamic moment and the moment from the reaction of the propeller will act in the same direction - counterclockwise. To compensate for this total moment, the rudder will have to be shifted right to the side. But shifting the rudder to the side may not be enough, and the feed will slide along the dock, piling on it. In the second case, the aerodynamic moment and the moment from the reaction of the propeller will also act in the same direction. The ship will begin to rapidly roll away into the wind. If by shifting the rudder to the starboard side, it is not possible to compensate for the pulling moment, then the vessel will undergo drift towards the berth. It is possible to estimate roughly the behavior of the vessel after giving forward speed by the diagram of loss of controllability. But in all cases, if it is not possible to turn the vessel in relation to the berth at a sufficiently large angle in a downwind, the maneuver should be abandoned.
With a push-off wind, the maneuver is not difficult, since under the influence of the wind pressure, the vessel itself moves away from the berth. But in order for the maneuver to be performed accurately, the mooring lines should be given in the sequence determined by the position of the ship's sail center. If the center of the sail is located in front of the center of gravity, then it is advisable to leave one hold-down on the stern stern, then release them and, when the vessel departs from the berth by about half the width of the hull, give up all the mooring lines; after the ship has entered clean water, give a move and follow the exit. If the center of sail coincides with the center of gravity or is located behind it, then the mooring lines at the stern should be released last, after the bow of the vessel has rolled away from the berth a sufficient distance. If necessary, the maneuver can be accelerated by beating the bow and stern with the machine.
| Rice. 5.11. Departure of a medium tonnage vessel astern |
The current in the area of the berth can both facilitate and impede the execution of the maneuver. In case of a counter current, it is enough to slightly deviate the bow from the pier. Further break-up of the vessel will occur under the influence of the current jets. The presence of an oblique blade pressing the nose makes it difficult to retreat. It may take a lot of backing up to hit the nose. With a passing current, if it is small, only twin-propeller vessels and vessels with thrusters can independently depart.
Departure from the pier astern. Departure from the berth astern is practiced in cases where the vessel, after unmooring, must turn in the opposite direction or the first method is unacceptable due to the danger of damage to the propeller, unfavorable wind or current. In calm weather, the order of shooting from mooring lines is as follows (Fig. 5.11).
A pressure (or short longitudinal) and spring are left on the tank, the rudder is shifted towards the berth and, choosing the pressure, they beat off the stern. If this turns out to be not enough, then work the machine forward. When the vessel turns to the desired angle, depending on the side of the mooring, the rudder is placed straight or shifted to the starboard side, the bow ends are given back and backward. In the future, the steering wheel and the machine are controlled so as to avoid the stem piling onto the berth. Downwind makes the maneuver much more difficult. If the vessel has a large sail area, then an accident-free departure without the help of tugs is practically impossible.
Departure from the berth of the vessel moored to it by the stern. When there is no wind or current, the departure of a ship moored astern to the berth is not difficult. At the stern, they give all the ends and choose the anchor ropes. If the angle of separation of the ropes is large, then the anchors are raised alternately, depending on the direction of further movement. When the direction of travel is the same as the starting position of the boat, the short rope should be selected first. If, after shooting, the vessel needs to turn sharply, then the anchor opposite to the side of the turn is first raised.
In cases of impact on the vessel of a crosswind or current, the leeward mooring lines are first of all given up, and the mooring ropes from the windward side are ejected, avoiding slack, as long as the stern is reliably held in the wind. Then they give all the ends and give a move. To prevent severe drift of the boat, maneuver should be done quickly, vigorously, steering and machine. When the ship comes out into clear water, you need to let it turn against the wind (current) and choose a leeward anchor. Further maneuvering is carried out as in a normal anchor survey.
