Mooring of a small vessel. Mooring operations of sea vessels Mooring a ship to a pier

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

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

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

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

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

Rice. 185.

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

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

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

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

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

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

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

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

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

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

Or why it is necessary to erect monuments to engineers, designers and inventors.

Tanker "Governor Farkhutdinov" at the pier. Port of Foz, France.

A brief background to the issue. It’s brief, because you can write ten posts on this topic, and even then, the topic will not be fully covered. And the background is just to bring things up to date.

Mooring device, one of the most ancient devices on a ship. This device arose with the ship, and will go away with the ship. It is clear that over the centuries the device has changed, but only in technical terms, the purpose itself has remained unchanged - to keep the ship at the berth. Well, not necessarily at the pier, but to hold it.

Once upon a time, mooring lines were made from plant materials, and I can hardly imagine the nightmare of struggling with these lines. Then they invented nylon, but it didn’t make it any easier. Nylon ends too, that's awesome. The nylon gets wet, absorbs water, and sinks in the water.

There is a slight frost, and the wet nylon end bends with difficulty. And at the same time, it stretches a lot, which also does not make it safe. If it is overstretched, it bursts and flies back, along the tension line, with terrible force. If you fall under such a burst end, you won’t just get away with injury; it’s an almost guaranteed disability, or even death. I personally saw someone killed by such an end, what a spectacle. And it seems that it was after the appearance of nylon in the fleet that this safety rule appeared - do not stand on the tension line of the ends. Moreover, despite all the shortcomings of nylon, it is still found in the navy.
Nylon was replaced by another synthetic - propylene. Propylene is much lighter than nylon, it does not absorb water, does not sink, but floats. Doesn't stretch much. Propylene has made mooring much easier; even in severe frosts it remains flexible. And now most mooring ends are made of propylene.

There is also something exotic – Kevlar. In general, this is a miracle, not the ends - thin, light, not subject to strong stretching. But they also have their drawbacks - they are afraid of oil products getting on them. And the fairleads under Kevlar must be carefully polished. Therefore, Kevlar did not become widespread.

On ships of large tonnage, steel ends are used. A so-called “tail” is attached to the working end of the steel mooring end. The tail is made of synthetic, and one of the purposes of the “tail” is to break when there is excessive load on the mooring end.
In the title photo you can clearly see both the “tails” and the steel ore itself.

Here is “Governor Farkhutdinov” (Farik)) from the stern. The same Fos, France.

Steel ore and “tails” are also visible.

But the tanker is in the same Phos with synthetic ends. Photos are mine, if so, yes.

The mooring lines on a ship have their own names. And the classic diagram of a moored ship looks like this:

There are nuances, for example, in the number of ends, but the classic looks exactly like this.

How does mooring happen?
Tugboats approach the ship and tie themselves to it (usually at the end of the superstructure at the stern, and on the forecastle).

Tugs help the vessel approach the berth, and to work towards the berth. After the tugs move the vessel into the desired position, the ends are brought from the side to the shore. The shore takes the ends, leads them to the shore cannons, after which they begin to stuff (pull) these ends.
If the ship is equipped with mooring winches, then it’s simple - just fill it to the desired tension, put the winch on the brake, and that’s the end of it.

If there are no winches, the bullseye and jig dance begins. The end is tensioned using a capstan or winch head.

Then the end is taken onto the stopper and transferred from the capstan to the bollard - in a figure eight.

That's it, briefly.
Somersaults on the mooring can last an hour, two, or three. Differently. There are enough factors.

And now a device appears that radically changes things.
Ship ends are not used at all.
The suction cup works.
Automoor.

Trelleborg represents, so to speak.
Mooring will now take less than a minute. Tugboats only need to move the vessel to the required position at the berth.
Unmooring will take even less time.

The suction cup is available in two types - with one working area, and with two.
Depends on the berths that serve the tonnage of ships.
The working area of a single suction cup is 5.4 square meters, and a double suction cup is 7.5 square meters.

Mooring complex.
Suction cups and defender.

But while the ship is moored at the berth, unloading or loading occurs, and ebbs and flows occur. Therefore, the watchmen monitor the mooring lines, periodically walk around the ship, and, if necessary, loosen, or vice versa, tighten the ends.
The control of the suction cup is computerized. There the computer already monitors changes in draft and other related phenomena.

In general, the appearance of this suction cup is the SmartPort concept from Trelleborg.

What to say? Excellent stray. Now you don’t have to get cold and wet, strain yourself, dragging the ends. Just throw the ladder and you're done. And then, in some ports, the gangway is already supplied from the shore.

The mooring process includes three operations (Fig. 1):

The ship is turned around from the main course to enter the port and the speed is reduced in order to absorb inertia.
A secondary change of course is made towards the berth, holding the bow of the vessel to the place of the berth where, after mooring, the middle of the second hold will be located. On this course, the car is reversed, inertia is extinguished, and the ship moves to the pier at a speed in which it only obeys the rudder, or with pushes.
The mooring ropes are supplied and secured with preliminary complete damping of inertia.

Rice. 1 The main methods of mooring a vessel on mooring lines: 1 - on board (lag); 2 - on board with the anchor released; 3 - on board with the anchor given and mooring on the barrel; 4 - stern; 5 - on a barrel with an anchor released; 6 - on two barrels; 7 - on four barrels; 8 - lag; 9 - on Bakshtov

Approaching the pier on the port side without releasing the anchor in calm weather

To perform the maneuver, you need the following:

move by inertia towards the pier at an angle of 20 - 40° (approaching the pier at an acute angle is considered the safest, since in the event of a pile-up the ship will only receive a glancing blow;
at a distance from the pier sufficient to completely extinguish the inertia, reverse the engine into reverse. In this case, the stern turns to the left and the ship slows down;
approach the pier with your bow, extinguish the inertia and at the same time apply and secure the bow longitudinal spring, put the rudder away from the pier and give the smallest forward motion, the stern will press against the pier;
when the stern, under the influence of the rudder and the operation of the propeller, approaches the pier, stop the machine, apply the stern and secure the vessel at the berth.

Mooring on the port side can be done without turning the stern on the bow spring. Then, bringing the bow of the vessel to the berth, apply the bow longitudinal and clamping mooring lines, hold the bow ends loosely to dampen the inertia, and reverse; when the stern comes to a distance from which the throwing line can be applied, stop the machine and apply the stern moorings; if the stern of the vessel quickly moves towards the pier, then you need to hold the bow pressure mooring (Fig. 2).

Rice. 2 Mooring on the port side in the absence of wind and current

Approaching the pier on the starboard side without releasing the anchor in calm weather

When performing this maneuver, you should remember that when the car is reversed, the stern will go away from the pier, and the bow will go towards the pier. Therefore, you need to approach the pier at a sharper angle (10 - 20°); after applying the bow moorings, you should put the rudder to the left on the side and give forward motion for a short period so that the stern comes closer to the pier. As soon as the stern ends are given, it is necessary to reverse in order to extinguish the inertia, then the vessel will stop parallel to the berth line, after which it is pulled up and secured. If this maneuver cannot be performed, then first the bow of the vessel is brought in, secured, and then the rudder is shifted away from the pier, the forward speed is given and the stern of the vessel is turned on the spring towards the pier (Fig. 3).

Rice. 3 Starboard mooring in the absence of wind and current

Approach to the berth on the left side between standing ships

To perform this maneuver, you need the following (Fig. 4):

go to the pier at an angle of 30 - 40° at low speed or by inertia;
drop the anchor from the “sea” side, not reaching the berth 75 - 100 m, continuing to move towards it by inertia and dragging the anchor chain;
approach the pier, hold the anchor chain, apply and secure the bow longitudinal and spring, put the rudder away from the pier and give forward motion;
when the stern of the vessel approaches the pier, stop the machine, move in and secure the stern ends.

Rice. 4 Mooring of a vessel between vessels on the port side

Starboard mooring under these conditions is not fundamentally different 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 anchorage in the roadstead is impossible or unreliable, or there is no sufficient length of the berth (Fig. 5). When mooring with the release of two anchors, the following is necessary:

approach the pier at an angle close to 90°, at low speed or by inertia, keeping the bow to the left of the mooring area;
before reaching the pier, release the right anchor in advance (expecting to remove the anchor chain at a depth of 10 - 20 m to at least 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 creep), hold and tighten the anchor-chain, shift the rudder towards the released anchor and give forward motion;
when the stern of the vessel turns approximately 1350 and the bow of the vessel is in the line of the released right anchor, release the left anchor, move back and move the anchor chains, taking into account the movement of the stern of the vessel to the left;
approaching the pier with the stern, submit and fasten the mooring lines. Then take out the slack in the anchor chains and equalize the tension of the moorings, pulling them tightly.

If mooring with the stern is carried out in a crosswind, then the following is necessary to perform the maneuver (Fig. 6):

go to the anchor release point at low speed or by inertia on the starboard tack course;
before reaching the mooring line, release the windward starboard anchor and continue to move forward, dragging the anchor chain;
having etched 2 - 3 links of the chain, hold the anchor chain of the right anchor and, as soon as the bow of the vessel goes to the wind, release the leeward left anchor, reverse the car, releasing the anchor chain and keeping the stern in the wind;
when approaching the berth by the stern, first set and secure the moorings on the windward side, then pull up and set the vessel, as when approaching the pier stern.

Rice. 6 Mooring astern in crosswinds

Having a towing vehicle makes the maneuver much easier. In this case, the vessel, having placed two anchors on a line perpendicular to the berth, feeds the towing cable to the towing vehicle, which turns and pulls the stern of the vessel towards the berth, and at this time the anchor chains are pulled from the vessel.

Vessel approach 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 vessel should be positioned using a towing vehicle. Depending on the conditions, there are several different mooring cases.

Mooring in downwind conditions is only permissible for small vessels and at low wind strength (Fig. 7).

Rice. 7 Mooring a vessel in downwind conditions

If the free drift of the vessel from a distance of 1 - 1.5 times 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 left side in these conditions it is necessary:

go to the berth at a slow 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, to do this, put the rudder to the right and move forward for a short time, then reverse to extinguish the inertia;
after the inertia is extinguished, the ship drifts to the pier with a large drift of the bow. To reduce it, you should release the anchor from the “shore” side and remove one link of the anchor chain; 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 entire side of the vessel to the pier.

Starboard mooring in these conditions does not make any significant difference. In both cases, it is necessary to ensure that the ship drifts towards the pier with its entire side at the lowest speed. To prevent possible damage to the berth, it is necessary that at the time of the collapse the vessel does not have forward motion.

Mooring in squeezing winds is relatively safe. The most difficult part of maneuvering is pushing the stern against the dock. Maneuvering on the left and right sides is not fundamentally different (Fig. 8).

Rice. 8 Mooring a vessel to a pier in strong winds

The mooring scheme is the same as without wind (Fig. 9), but the following features must be taken into account:

Therefore, mooring must 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 a vessel to a pier in strong winds

Mooring a vessel with the wind directed along the pier

The mooring scheme is the same as without wind (Fig. 10), but the following features must be taken into account:

braking distance is reduced (especially if the ship is in ballast);
the speed of lateral approach to the berth is greater;
In the immediate vicinity of the pier, significant changes in wind direction are possible.

Therefore, mooring must be carried out with the mandatory release of the anchor and the angle of approach to the berth should be as small as possible.

Rice. 10 Mooring a vessel side to the pier in the wind blowing along the pier

Mooring a vessel sideways to a pier in a current

The safest way is to moor with the bow against the current. In this case, there is no need to reverse for a long time, and therefore the operation of the propeller does not create a strong deflecting effect. To ensure greater safety, ships are moored against the current with the anchor released (Fig. 11).

To perform this maneuver you must:

turn the bow against the current, move along the pier at a slow speed at a distance of 3/4 - 1 length of the ship's hull, approaching the pier at an angle of 10 - 15°;
equalize your speed with the speed of the current and approach the pier with small shifts of the rudder;
while releasing the anchor chain, working with the engine and the rudder, bring the bow of the vessel to the pier, hold the anchor chain, apply the bow longitudinal and spring;
in order to restrain the movement of the stern towards the pier, move the rudder towards the pier or, with the steering wheel in the same position, while holding on to the bow spring, give forward motion.

Rice. 11 Mooring a vessel against the current with anchor release

Features of mooring twin-screw vessels

When performing maneuvers on a twin-screw vessel, the following must be taken into account (Fig. 12):

The inertia of a twin-screw vessel is absorbed when the engine is not working due to the braking of the propellers faster than that of a single-screw vessel;
turning the vessel at the berth should be done with the help of machines, since the action of the rudder in forward and reverse motion is insignificant;
Caution is required when working with an internal machine, since the propeller blades protrude beyond the vertical plane of the outer side;
when mooring to a pier that has a solid wall, it is necessary to work with an external machine, since otherwise the jet of water from the operation of the internal propeller, hitting the wall of the pier, will throw the stern away from it;
you need to approach the pier at an angle of 15 - 25° at low speed, keeping the bow of the vessel in the place on the pier where the middle of the second hold will be located;
to extinguish inertia and turn the vessel away from the berth, you should reverse the external machine, to slow down the turn - reverse the internal machine, to increase the turn towards the berth - stop the external machine or give it forward speed;
when turning on a spring, first give a forward move with the outer machine, and to reduce the tension on the spring, a small move back with the inner machine. At the same time, a stream of water, hitting the wall of the pier, helps throw the stern. When the stern of the vessel turns to the desired angle, the outer machine should be reversed and, having loosened, release the spring and increase the reverse motion of both machines to full;
when leaving the berth with the anchor released after the stern of the vessel has been pulled to the required angle, the vessel, selecting the anchor-chain, continues to operate the external machine with a small stroke forward, and the internal machine with a small stroke backward, while the entire 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 to use tugs (Fig. 13):

towing using tow ropes (Fig. 14);
lag towing;
towing using the “push-pull” method - 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);
towing using the injection method.

The management of tugboats during mooring operations is carried out by the captain of the moored vessel or the pilot. The pilot is only the captain's advisor; his presence on the bridge does not relieve the captain of responsibility for performing mooring operations.

The captain and pilot agree on the mooring operation plan and determine the types of primary and secondary communications with towing vessels.

Depending on the size of the vessel being moored, the location of the berth, the weather and other factors that determine the degree of difficulty of maneuvering, the required quantity can be assigned.

At the bow and stern, the mooring crew prepares reliable cables for use as tugs in towing or pushing options.

Rice. 13 Mooring of ships: a) - when the wind is strong, the tugs operate “push-pull”; b) - in downwind conditions, tugs operate using the cable towing and push-pull methods; c) - in a push wind using a tug; d) - using a push-pull tug and anchor

Rice. 14 Towing a vessel using tow ropes

Rice. 15 Operation of tugs using the “push-pull” method

Rice. 16 Operation of push-pull tugs (on biteng)

Mooring operations on board a vessel at anchor

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

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

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

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

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

Rice. 1 Mooring to a vessel at anchor

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

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

Mooring operations to the side of a vessel while underway

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

Rice. 2 The process of mooring two ships underway

Rice. 3 Scheme of mooring ships underway

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

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

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

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

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

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

Rice. 4 Mooring from abeam distance

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

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

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

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

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

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

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

Mooring operations to the side of a ship lying adrift

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

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

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

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

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