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In all cartoons and movies about the sea, ships, pirates, we hear the captain of a ship or his assistant shouting the command “Give up the mooring lines!” This phrase is clearly associated with works of art, but it is used on real ships to this day, not only on sea, but also on air.
The meaning of the word "mooring lines"
Most of the maritime terminology associated with types of ships and methods of navigation has Arabic roots, including the words “ship”, “galley”, “admiral”. This is not surprising, since Arab sailors were the first to connect the Arabian Peninsula with Madagascar, Ceylon, India and even China by trade routes back in the pre-Islamic period.
And various devices and mechanisms belong to the Dutch and English languages, for example galley, bollard, mast, rigging. The technological development of shipbuilding was carried out by Europeans; it was not for nothing that the future Emperor Peter I studied maritime affairs in Holland and England. He personally created the first “Naval Charter” in Russia " in 1720, where it is mentioned moorings .
There are two versions of the origin of the word “shvartov”:
- Dutch "zwaar touw" means "heavy rope";
- The English words “shore” and “tow” mean shore and tug.
Thus, mooring rope is a device for tying a ship to a pier or another ship during docking.
The word is used not only in maritime affairs, but also in aviation. This is how planes are moored at the parking lot so that they are not blown away by a strong gust of wind.
In Dahl's dictionary, in addition to the already indicated meaning, mooring is a sea pier to which a ship moored. Synonyms: jamb, jamb.
Also in the speech of sailors the word “shvart” is used, which means a spare anchor.
In the structure of a ship there are many ropes, cables, ropes and chains, which all together hold individual parts into a single whole, and are also used to transport goods and control the ship. Collectively they are called rigging
Separately, there are ropes that control the sails - they are called tackle.
Mooring ropes, like other cables on a ship, are made of the following materials:
- Steel chain;
- Hemp;
- Synthetics (polypropylene, terylene);
- Plant fibers;
- Canvas;
- In ancient times - coir, coconut palm fibers;
- Wires.
The following ropes are found on the ship:
- Bakshtov. Used for fastening small vessels to the ship, including boats;
- Slings. Suitable for handling cargo, hanging, tying and moving, both on board and during unloading ashore;
- Buyarep. It is attached to the anchor and, thanks to a special wooden float, determines its location;
- Sorlin. Monitors the operation of the steering wheel and helps in case of its breakdown;
- Springi. One of the types of mooring ropes, supplied in such a way as to hold the ship in a given position when moored at the pier.
What does it mean to give up the mooring lines?
The command “to give up the mooring lines” or “to give up the lines” is heard on the ship at the moment when the ship is preparing to moor. At this moment, at the pier they “take on the mooring lines,” that is, they catch the end of the rope and secure the ship to the shore. At the same time, the sails are lowered and the anchor is dropped.
Types of ends or throws:
- Root;
- Chassis.
The end consists of fire, tench, that is, a plant cable, and ease- a canvas bag filled with sand.
Mooring operations
Mooring to the shore and setting sail from it by a ship are one of the most difficult operations that require coordinated work between the ship's crew and the sailors at the pier. Collectively these are called “mooring operations”.
The mooring process, that is, mooring, occurs as follows:
- Senior members of the crew: captain's mates, mechanic, senior sailor - take their assigned places at the bow and stern.
- At the end of the mooring rope, which is attached to the pier, there is a loop called a fire - from the Dutch “eye”;
- On the deck and pier there are paired pedestals for fastening the cable - bollards;
- The end is passed through special holes in the deck - fairleads, bale strips;
- Having laid the rope with a canvas in places of friction, the ends are thrown on command first from the bow, then the rest;
- After securing the ropes to the marine unit, the attachment points are covered with anti-rat shields.
Between the side of the ship and the pier, fenders are laid - rubber balls or used tires filled with air. They are needed to ensure that the ship's hull is not damaged.
In cases where it is not possible to moor to the shore, the vessel is secured to one or more mooring barrels.
When unmooring, that is, casting off from the shore, the process differs only in that the mooring lines are released from the pier, and they are picked up and retracted on deck.
Marine knots and vessel fastening
Naturally, when securing a vessel to the shore, you cannot do without sea knots. During mooring, the following types are used:
- Tapping knot with loop. It got its name thanks to the rope steps that sailors use to climb up the mast. Used for tying ropes to objects with a smooth surface;
- Half bayonet knot. A safety knot strengthens the main one in case of increased load.
As we can see, mooring is a labor-intensive process associated with navigation and aviation. It demonstrates the teamwork of the crew and the perfection of technological devices on the ship. Despite the fact that the term is at least three hundred years old, in the fleet you can hear the command “Give up the mooring lines!” daily until now.
Video: how a ship is launched
This video will show the most spectacular launchings of giant passenger and cargo ships:
Transport vessels in most cases are moored broadside to berth structures. This mooring method is considered the main one, and the other methods are private.
The term “mooring operations” includes:
approach of the vessel to the berth;
turning it to the required position;
securing the vessel at the berth;
ensuring safety when mooring;
departure of a ship from the pier.
Mooring operations can be carried out either independently (the most complex option) or with the help of one or more tugs.
When performing mooring operations, the vessel is controlled at extremely low speeds, which leads to:
to reduce the efficiency of the steering device.
The main part of the force generated on the rudder when it is shifted is created due to the jet from the propeller thrown onto the rudder. Therefore, regardless of whether the vessel is moving forward, or backward, or standing still, the rudder has the greatest influence when the propeller is operating in forward motion and has very little or virtually no effect on the behavior of the vessel when the propeller is operating in reverse;
increasing the relative impact of wind and current on the vessel;
significant influence on the controllability of the propeller, the design features of the vessel, its roll and trim.
Therefore, a clear knowledge of the nature of the vessel’s behavior depending on the direction of its movement, the position of the rudder and the operating mode of the propeller is a prerequisite for successful mooring operations.
1. General rules when performing mooring operations
1. General rules when performing mooring operations
Before mooring operations, the vessel is prepared: the engine is switched to maneuvering mode in advance, the operation of the engine telegraph is checked, clock readings are compared, marks are made on the course chart, and the anchor and mooring devices are prepared for operation.
By the time the vessel begins maneuvering to arrive at the berth, it must have the minimum possible speed.
Any significant change in course, as a rule, is carried out by the operation of the maneuvering-propulsion complex in variable mode or with the release of the anchor.
The first contact of the vessel with the berth should not be made by the entire hull, but by one of the ends of the vessel. As a rule, the first end to be brought to the berth is the one that is less controllable (in the absence of self-propelled guns on the vessel) - the bow.
The ideal condition for safe mooring, which one must strive for, is that the inertia of movement is completely extinguished by the moment of contact with the pier.
Note: The maneuvering schemes discussed below when performing mooring operations refer to a vessel with a fixed-pitch propeller of right rotation.
2. Independent mooring of the vessel
2. Independent mooring of the vessel
Left side
1. The angle of approach to the berth is 15-20° for medium-tonnage ships, and 10-15° for large-tonnage ships. The direction of approach is to point B, distant from the berth where the bow will be located, approximately 1/3 of the length of the vessel. The machine is given “Stop”.
2. Reverse is performed. The rudder is shifted to the right side. As a result, the ship begins to turn with its lag towards the pier, simultaneously moving closer to it. The distance AB should be slightly greater than the braking distance. It is advisable to structure the maneuver in such a way that the reverse is carried out in small reverse gear.
3. At the first opportunity, the bow spring is supplied, which is taken onto the bollards and poisoned in such a way as to prevent the bow from moving away from the pier. As soon as the ship loses the inertia of forward motion, the car is given “Stop”, the steering wheel is shifted straight.
Starboard side.
1. The angle of approach to the berth should be less than 10°, and the direction should be approximately towards the middle of the berth. The machine is given “Stop”. The rudder is shifted to the left side. The ship approaches the pier, simultaneously turning its lag towards it.
2. Give a short push with the machine forward until the bow of the vessel goes to the left, and immediately after this a reverse is performed. When reversing, the vessel continues to move forward by inertia and at the same time receives a clockwise rotational movement, which creates a threat of the bow collapsing onto the pier. Therefore, the time the machine operates in reverse should be as short as possible so that the vessel does not acquire significant rotational inertia.
3. Mooring lines are supplied as soon as possible. As soon as the ship loses the inertia of forward motion, the car is given “Stop”, the steering wheel is shifted straight.
Mooring a vessel with a log to the pier in the wind
Mooring a vessel with a log to the pier in the wind
Pressure wind.
1. The vessel moves at its slowest speed in a direction approximately towards the end of the berth.
2. The windward anchor is released. The anchor chain is etched tightly. The rudder is shifted towards the pier.
3. The vessel approaches the berth, regulating the speed of approach by tensioning the anchor chain. The forward operation of the propeller and the rudder shifted towards the pier create a force that holds the stern in the wind.
4. In the immediate vicinity of the pier, the anchor chain is held back, the bow pressure is applied, it is tightened and placed on the bollards. The car is given “Stop”, the steering wheel is straight.
5. By adjusting the pressure, they regulate the speed at which the stern approaches the pier under the influence of the wind.
Squeezing wind.
1. The vessel moves at its slowest speed in a direction approximately towards the end of the berth. The leeward anchor is released. The anchor chain is etched to a length equal to 1.5-2.0 depths, so that when the vessel moves, the anchor is dragged along the ground. The rudder is shifted away from the pier.
3. The nasal spring and longitudinal bollards are fed and placed on the bollards. The machine is given “Stop”. The anchor chain is being damaged.
4. The stern of the vessel is pushed towards the pier by moving the machine forward and moving the rudder away from the pier.
Mooring a vessel with a log to the pier during currents
Mooring a vessel with a log to the pier during currents
Countercurrent.
1. The approach to the berth is planned in such a way that the vessel can move slightly forward from the intended mooring place against the current and completely reduce its speed relative to the ground, being from the berth at a distance approximately equal to 0.5 -1.0 of the vessel's width. The angle of approach to the berth should be 5-10°; direction - point B, spaced from the end of the berth by approximately the length of the bow longitudinal.
2. The car is given “Stop”. The rudder is shifted away from the pier. The distance AB should be approximately equal to the free run minus the drift of the vessel by the current.
3. The bow longitudinal is supplied and secured, on which the ship is lowered to the mooring area.
4. The remaining mooring lines are supplied.
Passing current.
1. The vessel moves at its slowest speed in a direction approximately towards the end of the berth. The approach angle is approximately 5-10°. The anchor is released from the side opposite the mooring side. The anchor chain is etched to a length equal to 1.5-2.0 depths, so that when the vessel moves, the anchor is dragged along the ground. The rudder is shifted away from the pier.
2. The vessel approaches the pier, regulating the speed and direction of approach by operating modes of the machine and shifting the rudder.
3. At the first opportunity, feed the longitudinal feed. The car is given “Stop”. The steering wheel is straight.
4. Having loosened the longitudinal and anchor chain, they descend to the parking area.
1. The ship follows its inertia parallel to the pier. The anchor is released from the side opposite the berth and the anchor chain is released freely.
2. The anchor chain is delayed. The car is given a short push to the lowest speed, the steering wheel is shifted away from the pier. The turning angle of the vessel, in the situation shown in the diagram, must be greater than 90°, because When reversing, the ship's stern will move to the left.
3. The second anchor is given, the car is given the smallest reverse gear. As it approaches the pier, the anchor chain is pulled tight, in small sections, to prevent the stern from falling onto the pier.
4. As soon as possible, mooring lines are applied and with their help the stern is finally pressed towards the pier. After securing the mooring lines, tighten the anchor chains tightly.
Mooring of Ro-Ro vessels
Mooring of Ro-Ro vessels
In reverse.
1. The ship is moving as fast as possible. The bow thruster (NPU) is turned on away from the berth.
2. Under the influence of the lateral forces of the propeller and the landing gear, the ship approaches the berth at a certain drift angle.
3. At a distance from the berth equal to approximately 0.1 - 0.25 of the vessel's length, depending on the speed of approach, reverse the forward speed. The position of the rudder depends on the speed at which the stern approaches the pier. To reduce it, the rudder is shifted towards the pier.
4. At the first opportunity, feed the longitudinal feed. When the inertia of movement is extinguished, the car is given “Stop”, the steering wheel is straight. After securing the longitudinal NPU, it turns on towards the berth.
5. The ship is approaching the pier. The NPU turns off. The remaining mooring lines are supplied.
In forward motion.
1. The vessel moves at its slowest forward speed, parallel to the berth. The bow thruster (NPU) is turned towards the berth. Under the influence of the lateral forces of the rudder and the landing gear, the ship approaches the berth at a certain drift angle.
2. A little before reaching the mooring point, the car is given “Stop”, and the control point is switched to the side of the pier. As a result, the ship receives a rotational movement and the stern moves towards the pier.
3. At the first opportunity, the stern longitudinal is applied, the machine is reversed to extinguish the inertia of forward movement. The NPU continues to work in the same direction to prevent the stern from moving away from the pier.
4. When the inertia is extinguished, the machine is given “Stop”. After securing the aft longitudinal NPU, it switches towards the berth.
5. When the bow of the vessel approaches the berth, the remaining mooring lines are supplied. If necessary, the stern is pushed towards the pier by briefly operating the machine in forward gear and moving the steering wheel away from the pier.
Mooring of ships at sea and in roadsteads
Mooring of ships at sea and in roadsteads
Before mooring, reliable radio contact is established between the vessels involved. A moored vessel periodically queries the course and speed of the vessel it is moored to.
1. The smaller vessel is moored to the side of the larger one, which lies with its bow against the wave and reduces the speed to the minimum at which controllability of both vessels is maintained. The mooring vessel comes abeam at a distance of 1.5 - 2 cables, sets a parallel course, equalizes its speed and begins to approach by changing course by 2-3° towards the berth vessel.
2. After supplying the throwing lines, the mooring vessel levels the courses and delivers 2-3 bow longitudinal ones to the berth vessel.
3. After the longitudinal ones are secured, the mooring vessel gradually reduces the speed of the propeller so that the longitudinal ones smoothly tighten and take the load without jerking. When the mooring vessel rests on the fenders, its machine is given “Stop” and the remaining mooring lines are started.
The speed and direction of mutual drift of the vessels are established and the approach is planned taking into account the specified factors. The mooring procedure is practically no different from mooring to the pier.
The maximum deviation of the vessel during yaw is set. The approach course must pass through the point of greatest deviation. The mooring procedure is practically no different from mooring to the pier.
3. Mooring the vessel using tugs
3. Mooring a vessel using tugs
1. Towing using tow ropes.
2. Towing with a log.
3. Towing using the “push-pull” method (on a biting) - tugs are moored to the side in such a way that they can change their position relative to the towed vessel, thereby changing the direction of thrust.
4. Towing using the injection method.
Mooring using one tug
Mooring using one tug
1, 2. The vessel comes abeam the berth, extinguishing the inertia of forward motion.
3. To ensure uniform pressure of the vessel towards the berth, the tug is installed slightly behind the midship of the vessel using the thrust method. The tug's propeller thrust is adjusted so that by the time it contacts the berth the vessel does not acquire significant lateral speed.
Fresh squeezing wind.
1. The tug is moored to the leeward side in the midship area using the push-pull method. When approaching the berth at minimum speed, the anchor is released from the side opposite the mooring side. The anchor chain is etched to a length equal to 1.5-2.0 depths, so that when the vessel moves, the anchor is dragged along the ground.
2. They approach the pier, dragging the anchor along the ground, using a tug and, if necessary, working with a machine.
3. At the first opportunity, the bow longitudinal is applied, after securing which the tug turns perpendicular to the side of the vessel and pushes it towards the berth. The anchor chain is held loosely and loosened if necessary.
Pressure wind.
1. A tow rope is fed from the stern to the tug. The ship comes abeam the pier.
2. The anchor of the windward side is released, which keeps the bow of the vessel from falling onto the pier. The stern is held by a tug.
3. By loosening the anchor chain and reducing the thrust of the tug's propeller, the ship approaches the pier downwind.
Mooring using two tugs
Mooring using two tugs
Calm or weak wind.
The tugs bring the ship abeam the berth, the towing ropes are released (one or both, depending on the situation) and the work of the tugs (tug) pushes the ship towards the berth.
Pressure wind.
Towing cables are supplied to the tugs from the bow and stern. The vessel is pulled abeam the pier by tugs and held in the wind. By reducing the traction force of the tugs, under the influence of the wind the ship moves closer to the pier. Before contact with the berth, to avoid a sharp pile-up, the tugs' thrust is briefly increased.
Squeezing wind.
1. Towing cables are supplied to the tugs from the bow and stern. The vessel is brought as close as possible to the pier.
2. The vessel is held by tugs until the bow longitudinal is delivered or brought in.
3. After securing the longitudinal one, the bow tug is released, which goes to the stern for work on the injection. Next, a stern tug is given, which moves to the bow of the vessel for thrusting work. The work of two tugs pushes the ship towards the pier.
1. Large-capacity vessels, even at low speeds, have high kinetic energy. Therefore, the main task when mooring is to ensure their movement at extremely low speeds in order to prevent the occurrence of large inertial forces. Tugs bring the ship abeam the pier. Tugs 2 and 4 operate in forward gear, and 1 and 3 operate in reverse gear with slightly less thrust.
2. After the vessel stops abeam the berth, tugs 3 and 4 are released and begin working on the thrust, pushing the vessel towards the berth.
3. Tugboats 1 and 2 control the vessel so that it does not get too close to the berth. Before contacting the berth, the thrust force of these tugs must be increased to stop the vessel.
1. Tugboats bring the ship to the berth, bow mooring lines are supplied and secured, and towing ropes are released.
2. One of the tugs, with a jet from the propeller operating in forward motion, washes away the ice between the side of the vessel and the berth, the other, working to push, pushes the stern towards the pier. The ship's propeller moves forward, eroding the ice behind the stern.
3. When there is clear water between the stern of the vessel and the pier, the tug comes out from under the side and the stern is pressed closely to the pier. The stern mooring lines are supplied and secured. The remaining ice between the side and the berth is washed away by moving the ship's propeller into reverse, after which the bow tip is pressed closely to the pier by the tug's thrust action.
Ensuring the safety of vessel moorings
4. Ensuring the safety of vessel moorings
It consists of regular monitoring of the condition of the mooring lines, timely tightening - during unloading, when the vessel's draft decreases and it rises, and timely tightening - during loading, when the draft increases and the vessel goes down.
If the hydrometeorological conditions of the anchorage worsen, additional mooring lines are installed if necessary.
Unmooring the vessel
5. Unmooring the vessel
Self-mooring
No wind or current.
The main method of unmooring is stern unmooring: the bow spring is left, the steering wheel is shifted towards the pier, the car is given the smallest forward speed. Under the influence of the lateral force of the rudder, the stern moves away from the pier. Reverse gear is given and the spring is selected.
The angle between the center plane of the vessel and the berth at the moment of reversal must be such that during reversal, when the vessel is moored on the left side (under the influence of the lateral forces of the propeller, the stern of the vessel goes to the left), the stern does not fall onto the berth.
If it is impossible to unmoor with the stern, use bow unmooring: the stern spring is left and by briefly operating the machine in reverse, the bow is moved away from the pier by 10-15 °.
Then they give and select the spring, and when it is selected, the car is given forward motion. At the moment of forward motion, the rudder is shifted to a small angle towards the pier to throw the stern, and then gradually shifted away from the pier.
Squeezing wind.
When the wind is close to the beam leave bow and stern longitudinal. By poisoning them, they regulate the speed and direction of the ship's departure from the pier under the influence of the wind. Then they hand over and select the mooring lines. When the aft longitudinal one is selected on board, the machine is set in motion.
With the wind across the nose leave the stern spring and bow longitudinal. By moving longitudinally, the bow of the vessel is moved away from the pier. The further sequence of actions is similar to unmooring with the bow in the absence of wind.
With wind from the stern leave a nasal spring. When the stern moves away from the pier under the influence of the wind, reverse gear and select a spring.
Pressure wind.
In most cases, unmooring yourself is not possible and tugs must be used.
Countercurrent.
The stern spring and the bow longitudinal spring are left. By moving longitudinally, the bow of the vessel is moved away from the pier. The further sequence of actions is similar to unmooring with the bow in the absence of wind.
Passing current.
The aft longitudinal and bow springs are left. By moving the longitudinal one, the stern is moved away from the pier by 30-40°. They give the longitudinal one and after it is selected on board, they reverse it. As soon as the ship moves back, the bow spring is released and selected.
Unmooring of a Ro-Ro vessel.
The mooring lines are released, the rudder is shifted on board towards the berth, the lowering point is switched on to work from the berth and the smallest forward motion is given. Under the influence of lateral forces from the rudder and the landing gear, the ship almost moves away from the berth with a lag.
Unmooring a vessel with its stern facing the pier.
Mooring lines are released and anchor chains are selected.
Unmooring using a tug
Unmooring using tug(s)
When using one tug, a towing cable is supplied to it from the bow. They leave the bow spring, on which the stern is moved away from the pier, then the spring is released and the tug moves the bow away from the pier.
When using two tugs, towing ropes are supplied to them from the bow and stern, mooring lines are released and the tugs move the ship away from the berth and turn it in the desired direction.
While underway, to transfer cargo, fuel, water or supplies, the following mooring options can be used: side-to-side mooring (contact method), abeam mooring (without side contact) and wake mooring (back-to-back mooring).
Mooring side to side used in favorable weather conditions when sea waves do not exceed 3 points.
Vessel speed must be the minimum at which both vessels maintain controllability to perform coordinated maneuvers.
The larger tonnage vessel maintains a constant course and speed in the direction of the lag or at an angle to the wave so that the side to which the other vessel will be moored is leeward and protected from the wave (Fig. 16.5).
Rice. 16.5. Maneuvering when mooring while moving
The mooring vessel lies on a parallel course and keeps it at a distance of about a cable length from the course of the berth vessel. By controlling the approach of ships by maintaining a constant bearing to the selected point in the mooring area, the appropriate course and speed are set by small shifts of the rudder and a gradual change in the speed of rotation of the propeller. When the bow of the mooring vessel is abeam of the berth vessel (position I), it, through small successive changes of course towards the berth vessel, approaches at a distance sufficient to provide throws and moorings (position II). The bow mooring lines are attached first (position III) and when, after equalizing the speeds of both vessels, all bow moorings are evenly covered, the stern moorings are supplied.
Further joint movement of vessels, changes in course and speed, or stopping of moored vessels are carried out by coordinated actions of the captains as directed from the berth vessel.
If, due to the operating conditions of the berth vessel, it cannot sail against the wind and waves or on a close-hauled course, mooring is carried out downwind. It should be taken into account that in favorable seas with a smoother longitudinal motion, both vessels obey the rudder less well, and the mooring lines receive additional load during the alternating longitudinal movement of the moored vessel.
During the entire time of joint navigation on both vessels, the vehicle is in maneuvering mode.
Before departure, all ends are released, with the exception of two mooring lines, served as the bow longitudinal and stern springs, the rudder is shifted 5-10° away from the side of the berth vessel and the propeller speed is added. When the mooring lines become slack, they are removed, the propeller rotation speed and the rudder angle are increased.
Mooring abeam allows the transfer of cargo and bunker to one or two vessels simultaneously from two sides. This method is used in weather conditions that do not allow side-to-side contact mooring, and in the presence of special equipment in the form of railing devices, cranes or telescopic shots.
Maneuvering is carried out at low speed, equalizing course and speed, alternately reducing the traverse distance to 30-50 m, and in favorable weather, to a shorter distance. After the line is supplied using a line-throwing installation or ejection, a synthetic cable conductor is supplied, which is used to transmit the remote line, railing device and flexible hoses. The distance line is marked with bright flags to control the distance between vessels. To maintain a constant distance between the sides, mooring ropes attached to the forecastle can be used (Fig. 16.6).
Rice. 16.6. Fastening mooring lines using the traverse method
Medium and small tonnage vessels operating on expeditions in the south-eastern Pacific Ocean use this technique in cases where side-to-side mooring becomes unsafe.
Flexible hoses supplied with a reserve length should not be immersed in water to avoid breakage or damage to the railing device. Therefore, experienced helmsmen are placed at the helm, strictly maintaining the course set by the leading vessel. The bridge watch continuously monitors the position of the remote line or the tension of the mooring cables. At the end of mooring, i.e. after securing all the gear, the stroke is gradually increased to medium for better control of the vessels, carefully observing the relative position of the vessels. If the weather worsens or cargo operations are completed, hoses and all gear of the railing device are taken on board in the reverse order of the start of mooring.
Mooring in the wake used for transferring fuel, water or liquid cargo under unfavorable weather conditions and rough seas, which do not allow lag or traverse mooring while moving.
This method of mooring while moving is sometimes called bakshtov, distorting the concept of the term “bakshtov”, meaning a cable fed to a boat or other vessel from the stern of the vessel at anchor.
Tanker - the leading vessel moves at low speed against the wind and swell. The driven vessel approaches the wake to receive the conductor, which is supplied from the tanker using a line from a line-throwing installation or a synthetic conductor is etched with floats in the form of buoys or small empty barrels (Fig. 16.7). The length of the conductor must be sufficient for safe maneuvering
Rice. 16.7. Positioning in the wake of a tanker while underway:
/ - initial operation; b - hose supply;
/_ luminous buoy; 2 - floats (empty barrels or lifebuoys); 3 - syntheticconductor; 4 - tow rope in the bay; 5 - tow rope; 6 - cargo hose; 7 - bunkermy ship
(100 m or more). Having accepted the conductor on board the slave vessel, a towing cable and conductor are attached to it. The speed is reduced to the smallest possible speed and a tug with a length of 150-200 m is selected on the tanker, after which it is secured on both vessels and the driven vessel is brought into tow. Then, on the tanker, a hose rigged with a steel rope is attached to the conductor supplied from the slave vessel. Make a hose with a length exceeding the length of the towing rope so that in rough seas only the towing rope takes the entire load from towing (see Fig. 16.7,6).
After connecting the end flange of the hose with the receiving flange on the towed vessel and checking all connections, the speed of the caravan is increased by gradually increasing the speed of rotation of the propellers and the transfer of cargo begins, continuously providing radio communication via VHF.
The movement of the caravan against the wind and swell provides better controllability of both vessels than when sailing in a tail sea, but creates frequent jerks in the towing line, which is dangerous for its strength given the relatively short length limited by the length of the hoses. When sailing in gulfwind with a lag to the swell, more favorable conditions are created to ensure the strength of the towing line, but such a course puts both vessels in difficult and unsafe conditions due to roll. In strong winds and significant waves, the captains of both ships must calculate and coordinate the course and speed to avoid getting into the resonance zone of pitching and taking into account the most important criterion of stability - the weather criterion.
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.
When the ship takes a position parallel to the berth and is at a slight distance from it, mooring cables are fed to the berth using throwing ends (position IV).
Usually they try to supply mooring lines from the bow first - spring and longitudinal. The spring does not allow the ship to move forward and makes it possible to push it towards the pier using a machine; longitudinal prevents the ship from moving backward.
Very quickly you need to apply at least one mooring cable from the stern to pull it up. When supplying stern cables to the berth, one should take into account the possibility of the mooring line getting under the propeller.
Then all other necessary mooring lines are fed from the bow and stern.
In ports with tidal currents, to avoid breakage of the rails when the ship is lowered below the berth, all mooring cables must be passed through special eyelets (at the bale plank).
The process of feeding, selecting and securing the mooring rope is carried out as follows. On command from the bridge to supply one or another cable, the sailor delivers the throwing end to the pier. Coastal moorers choose a mooring cable, the end of which is attached to the bollard (gun, rings).
Depending on the movement of the vessel, the distance to the pier and the purpose (type) of the cable (spring, longitudinal), it is either taken onto the windlass drum, or placed directly on the bollard (usually a bow spring is placed on the bollard, which is pulled out as the ship moves forward).
In most cases, the mooring rope brought ashore is taken onto the drum of a windlass or mooring winch. When the ship is pulled close to the pier and in its place, the slack in the cable is picked up with a windlass and then a chain stopper is placed on the cable so that it is on the line of tension of the cable or makes a small angle with it.
Having applied and tightened the stopper, they gradually loosen and then remove the cable hoses from the drums of the mooring mechanisms and attach them to the bollard with five to six hoses (it is recommended to apply a grip to the last two hoses). Then remove the chain stopper. All other cables are placed on the bollards in the same way.
When the vessel approaches the berth, in order to absorb possible impacts of the hull on the pier, it is necessary to lower soft fenders overboard at the points of contact of the hull with the berth, and the ends of the fenders should not be secured, but held in hands to avoid breakage.
When mooring a vessel with a starboard pitch propeller on the starboard side, it is necessary to approach the berth at an acute angle or parallel to it at the very minimum speed, staying as close to the berth as possible. With the help of the rudder, they try to press the stern closer to the pier in such a way that in the future, when the machine is operating in reverse, under the influence of the operation of the propeller, it does not move very far from the pier.
When the ship comes close to the pier, a stream of water from the propeller in reverse pushes the stern. This circumstance often causes the bow of the ship to pile up on shore structures, which is especially dangerous if the ship has a bulbous stem.
When mooring to the side of a vessel standing at the berth, they approach at a sharper angle than when mooring to the pier. In some cases (when the standing vessel is smaller in size than the one approaching it), it is recommended to approach almost parallel to the center line with the obligatory use of an anchor.
For a loaded vessel, the method of mooring to a pier, even in fresh weather, is almost no different from the method of lag mooring in favorable conditions, since the wind has little influence on a vessel with a small windage and significant draft.
Performing a lag mooring maneuver becomes much more difficult when there is a fresh downwind or squeezing wind and if the vessel is in ballast and with a bulb stem.
Mooring in such conditions must be carried out with the release of the anchor(s) and using towing boats (in the absence of boats, mooring should be postponed until more favorable weather).
Mooring operations on a twin-screw vessel are simplified due to its better maneuverability compared to a single-screw vessel.
