How large ships are moored. Methods and dynamics of ship mooring

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

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

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

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

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

Rice. 6.2. Scheme of mooring side to free wall

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Filming a ship from its moorings

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

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

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

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

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

Rice. 1. Mooring the vessel to the pier

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

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

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

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

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

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

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

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

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

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

When mooring a vessel with a starboard pitch propeller on the starboard side, it is necessary to approach the berth at an acute angle or parallel to it at the very minimum speed, staying as close to the berth as possible. With the help of the rudder, they try to press the stern closer to the pier in such a way that in the future, when the machine is operating in reverse, under the influence of the 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 the pier, even in fresh weather, does not differ from the method of lag mooring in favorable conditions, since the wind has little influence on a vessel with a small windage and significant draft. Performing a lag mooring maneuver becomes much more difficult when there is a fresh downwind or squeezing wind and if the vessel is in ballast and with a bulb stem. Mooring in such conditions must be carried out with the release of the anchor(s) and using towing boats (in the absence of boats, mooring should be postponed until more favorable weather).

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

Mooring a vessel with a log to the pier

Mooring sea ​​vessels log (side) to the pier is the most common way. Mooring is carried out on both the left and starboard sides.

Depending on hydrometeorological conditions, water area, propeller pitch, mooring edge and the presence of other vessels, they approach the mooring site at different angles. Sometimes this angle reaches 40-60°.

At a distance sufficient to extinguish the inertia, turn the engine into reverse (Fig. 189, position 1). If the inertia is significant, the stroke is increased to<среднего назад>. With a correctly calculated maneuver, the ship should stop parallel and close to the pier (Fig. 189, position II). Having previously warned with a shout<Берегись>, served from the forecastle and stern by throwing ends.

Basically, the supply of mooring lines is carried out in the following order: bow spring, bow and stern longitudinal, stern spring, bow and stern clamps. Depending on the mooring conditions, other combinations in the supply of mooring lines are possible. After they are delivered, the vessel is pulled to the pier and secured (Fig. 189, position III).

When feeding the mooring lines from the stern, you should be careful not to get the mooring lines under the stern, as they may get wrapped around the propeller. After attaching the main ends, the required number of additional ends is supplied.

The operating procedure during mooring operations is as follows. From the bridge, a command is given to the forecastle or poop to supply one or another mooring line. The assistant captain, having received the command from the bridge, rehearses it, and then instructs the sailor to bring to the pier the throwing end that is (or will be) secured to the light of the supplied mooring rope. Moorers at the pier winch or manually select the throwing end, and then the mooring rope, the end of which is placed on the pedestal. On a ship, the mooring cable is taken to a winch or to the windlass heads and, by picking up its slack or pulling it out, the ship is leveled at the mooring site and pulled to the pier. If the cable only needs to be loosened (given slack), it can be immediately placed on the bollard. Having pulled the ship to the pier, a stopper is applied to the cable. Having applied, secured and tightened the stopper, they loosen the mooring line and place it on a bollard (at least six hoses) or leave it on the drum of an automatic winch. A skimushgar grapple is applied and attached to the upper hose.

Rice. 189 Vessel approaching the berth on the port side in the absence of wind and current

Soft and hard fenders are prepared in advance and carried to places where it may be necessary to lower them overboard when approaching the berth. Most often this is the bow and stern.

If the vessel is moored on the same side with a propeller pitch (starboard side, starboard pitch), then you need to approach the berth at an acute angle with a minimum speed and closer to the berth. The stern of the vessel must be brought closer to the pier, since when working in reverse it will begin to move away from the pier. Be careful when working in reverse because bow a vessel that goes to the berth may damage itself or shore structures.

When mooring with a log to the side of a ship standing at the berth, you should approach it on a parallel course or at an acute angle to its center plane. If necessary, release the anchor from the opposite side of the mooring.

Mooring of a vessel is complicated in fresh winds, if the vessel is in ballast or with a high side and is performed with the help of port tugs.

Mooring the vessel to the pier with the release of the anchor. In cramped port and difficult hydrometeorological conditions, it is recommended to moor to the pier with the anchor released. The released anchor prevents the speed from developing, dampens inertia, improves controllability, helping to hold the bow of the vessel and move it towards the released anchor, ensures safe anchorage in the presence of downwind, draft and current, and ensures the vessel's departure from the pier.

Mooring with anchor release in good weather or strong wind is carried out as follows. The ship moves towards the pier at a certain angle and at a low speed. At a distance of about five hull lengths from the pier, the engine is stopped and movement continues by inertia (Fig. 190, a, position I). Not reaching the pier at a distance equal to approximately one ship's hull, the anchor is released from the side opposite the mooring side (see Fig. 190, a, position II).

At depths in the port of up to 10-12 m, about one link of the anchor chain is etched; if the depth is greater, then the anchor chain is etched by more than one link, depending on the nature of the soil, the current, the direction and strength of the wind. After release, the anchors are maneuvered so that the ship approaches the pier at an acute angle. As soon as the bow of the vessel approaches the pier at a distance of the length of the casting end, the mooring lines begin to feed (see Fig. 190, a, position III). The nasal longitudinal and nasal springs are served first. The bow mooring lines and anchor chain are attached. The rudder is placed on the side opposite the pier, and the smallest stroke is given forward. Under the influence of the rotation of the propeller and the forces acting on the rudder with the bow mooring cables and anchor chain tightly wrapped, the stern will begin to approach the pier. To improve the movement of the stern to the pier, the bow spring is tightly etched. If the anchor chain prevents the vessel from pressing towards the berth, it is pulled out. The throwing ends, and then the stern and longitudinal springs, are supplied as soon as possible. The vessel is leveled at its mooring location at the pier and the mooring lines are secured. The last to be fed and secured are the clamping and additional ends.

Rice. 190. Approach of a vessel to the berth: a - in strong wind; b - on the current

It is recommended to release the anchor from the leeward side under the hull in case of strong downwind. In this case, the anchor chain is extended no more than 3/4 of the length of the vessel in such a way that it does not fall under the propeller. A creeping anchor under the bottom of the hull slows down the movement and improves the controllability of the vessel.

Mooring a vessel with a log to a pier in the current. Small vessels moor along the current in rare cases. If there is a current, the main type of mooring, as the safest, is against the current. If the ship follows the current, then it passes the mooring area, turns around in the current and proceeds to mooring. The turn of the vessel is carried out in the presence of water area with the help of its own power propulsion, both with and without recoil of the anchor. If necessary, if there is not enough water surface for a turn, it is carried out using a tug(s). Mooring operations in the current are carried out both without anchor release and with anchor release. The mooring operations of a vessel in the current are as follows.

At an acute angle of less than 30°, the vessel follows the mooring site, reduces the speed to the smallest in such a way as to come as close as possible to abeam the mooring site and by this moment have a vessel speed equal to the speed of the current (Fig. 190, b, position / ). By shifting the rudder, the ship is slowly brought closer to the pier, holding it against the current (see Fig. 190, b, position II). The bow longitudinal and stern springs are brought to the pier first, then the pressure springs, and the last are the bow spring and stern longitudinal. The ship is leveled at the berth and the mooring ends are tightened (see Fig. 190, b, position III).

Mooring with anchor release is safer and you can approach the pier at a greater angle, especially when there are other vessels moored at the pier in front and behind the anchorage.

Rice. 191. Mooring a vessel to a pier using two tugs

After the anchor is released from the outer side, the rudder is shifted towards the pier. The ship's anchor chain is slightly loosened, and the ship slowly approaches the pier to the mooring site. Mooring is done in the same way as when approaching the pier, without an anchor. When mooring, you should remember that the bow of the vessel tilts towards the rudder. At the end of mooring, the rudder blade is placed in a straight position. Mooring on the current with the starboard side is similar to mooring with the left side. If necessary, in difficult conditions, you should use the help of tugboats.

Mooring to the pier using tugboats. There are ports where mooring without tugs is prohibited. The number of tugs is ordered based on weather conditions, tightness of the water area and the complexity of mooring. Harbor tug captains carry out the commands of the captain of the mooring vessel and the pilot. Towing ropes can be supplied both from the side of the moored vessel and from towing vessels. The dimensions of the towing rope depend both on the size of the transport vessel, the towing vehicles and the mooring conditions. Steel or reliable synthetic cables are used as towing ropes. From the towing vessel, a tug is supplied to the vessel, which is thrown onto the bollard with a fire. The other end of the tug remains on the automatic towing winch. Communication between vessels is carried out using transistor duplex communication and via a VHF radio station on one of the working channels.

The name of the towing vessels, the time of delivery and release of the towing cables are transmitted to the bridge by the captain's assistants located on the forecastle and stern. When supplying (receiving) towing cables, the transport vessel must have a minimum stroke at which the vessel obeys the rudder. Particular care should be taken when feeding the stern towline to avoid getting caught under the propeller. If circumstances permit, then in this case it is better to stop the rotation of the screw. There are many different methods of mooring operations using harbor tugboats. Let's consider the most common method of mooring a vessel using two towing vehicles to position a transport vessel with a log to the pier (Fig. 191).

The captain orders two port tugs in advance, proceeds to the meeting place with them, reducing the speed so that it is minimal when the tugs approach. Towing vessels approach the bow and stern at a certain distance (see Fig. 191, position /), from which towing ropes can be supplied or received. After the towing ropes are supplied and secured according to commands from the bridge, work on mooring operations begins. The bow tug begins to tow the transport vessel, and the stern tug follows the stern in tow or follows a parallel course with a loose towing cable (see Fig. 191, position II). In position III (see Fig. 191), the towing vessels begin to turn the ship. The bow tug turns the bow of the moored vessel to the left, and the stern tug turns the stern to the right. After the vessel turns (see Fig. 191, position IV), the tugs begin to slowly bring it to the berth to the mooring point within the distance of the throwing and mooring lines. From the moment they are brought to the berth, the towing ropes are released, and the towing vessels are released, or they approach the outer side of the moored vessel and the place indicated from the bridge, and help to pull the vessel towards the berth (see Fig. 191, position V). All work and teams to assist in mooring operations are recorded in detail in the logbook of both the mooring vessel and the tugboats from the moment the tugboats approach until the completion of their mooring work.

All maneuvering, which, for example, when entering the port of Antwerp to the northern berth in Havendok number 3 (DerdeHavendok), can last several hours (at least six), includes: preparation for surveying from anchor in the Steenbank roadstead, surveying from anchor, departure from roadstead, approach to the pilot meeting point at Steenbank, receiving the pilot on board, passage to the pilot change place at Vlissingen, departure of the pilot, arrival of another pilot, passage with the pilot along the Scheldt River to the Boudewijnsluis lock, entry into it, exit from the lock already without a port pilot (pilotage in the port of Antwerp is optional, the ship is obliged to take a port pilot only if the captain orders port tugs for mooring). And all this immediately preceded your upcoming mooring, so when you leave the lock without a pilot into the cramped and bustle of the port, you will already be under the pressure of the stress and fatigue you have experienced.

You naively expect that now, after leaving the lock, you will quickly pass Hansadok and Leopolddok, pass under the drawbridges, and here in front of you are Havendok and around the corner to the left is your third dock, mooring on the left side along the way to the north side without moorers, since you trying to save money for the ship owner.

However, after leaving the lock and approaching Leopolddok, you call the bridge dispatcher, and she tells you in such a sweet, sleepy voice (this happens at 02:35 at night) that the bridge is faulty and it is impossible to open it, so you need to go around through Amerikahafen. You answer that you understand everything, quickly turn to the right, slow down and start looking at the map of the port, yeah, the hook turns out to be decent, with sharp turns and another bridge. When you are leading your ship there in cramped conditions and in the dark, it is necessary to note that since everything around you is in the lights of coastal lighting, it is quite inconvenient to navigate, while you naturally remember all the saints to yourself. In the eastern part of Amerikahafen, among other things, you find a working dredger, squeeze between it and the barges standing at the pier, no longer silently, but loudly remembering all the saints and saints, enter Albertdock, pass by Havendock number 2, finally approach your Havendock number 3, turn into it and, ... what is it!? In the dark, against the backdrop of the dim lighting of the warehouses, you discover that there are a couple of barges at your berth and all the other berths are occupied. You move the car back to stop the ship and use the bow thruster to hold the bow of the ship, and it’s good if there is no wind and you can hold the ship near the middle of the harbor while you dial the agent’s number on your mobile phone and briefly, with undisguised irritation, explain the situation to him, and when he is asleep, he will naturally be “stupid” at first. At the same time, call the first mate on the ship’s VHF and ask him to come to the bridge from the forecastle. And at this time, a bunker ship will turn into the harbor from the stern and begin to call you via VHF and find out your intentions and ask you to get out of its way, since your ship is preventing it from approaching the side of the moored bulk carrier opposite you. At this time, your mobile phone rings, and the agent reports that, unfortunately, the barges cannot leave the pier, however, in the neighboring harbor in Havendock number 2, on the north side there is a free berth, but you can only moor to it on the starboard side and free There will be no moorers for the next three hours. You answer him that you understand everything and will move to the neighboring harbor to the indicated pier. Use VHF to inform the bunker operator that you will now be leaving the harbor in reverse. Tell the chief mate that you will be moored on the starboard side and therefore you need to prepare the mooring lines on the starboard side, and at the same time the fenders and the storm ladder for the sailor who will jump onto the pier to receive the mooring lines. Back out of the harbor and continue backing through Albertdock to Havendock number 2, and turn your stern into it to approach the pier starboard without berthing. It’s good if there is no “movement” of others, especially large-tonnage vessels, maneuvering with port tugs and a pilot, who, seeing your “wanderings” around the harbors and hearing negotiations on the VHF with the bunkering operator, with a hundred percent probability, will not miss the opportunity to call you in touch, and so that the traffic operator will ask you not to create “difficulty for the safe maneuvering of his vessel”, you will answer that you understand and will do everything possible so as not to create difficulties for him. Remembering the list of saints, saints, pilot, traffic service operator and their close and distant relatives, depending on the circumstances, you will take even more left or right, and at this time the traffic service operator will also call you and ask what is happening there, and You are in turmoil, you forgot to tell him that the agent gave you another berth and you are just moving towards it. The operator, fortunately for you, was already tired during the night and is counting the minutes until the end of the shift, so he has no desire to take part in the “squabble”, and he graciously forgives you for violating radio communication rules, only asking you not to interfere with the movement of a large-capacity vessel. But you only have two hands, and all this time, during negotiations over VHF communications, you still control the steering wheel, the main engine and the bow thruster. Finally, you bring the ship to the mooring place and find that your berth is free, although the space for your ship is “back to back”, that is, the free space is “slightly” greater than the length of your ship, this “slightly” can be only 5 - 8 meters, This means the margin at the bow and stern will be about 2 - 4 meters. The reserve, frankly speaking, is small and it’s good if there is no strong wind, otherwise you will have to try hard to bring the ship stern close to the pier so that your sailor can safely go down and jump onto the pier in order to accept stern and bow mooring lines from his colleagues .

It is necessary to remind readers that more than an hour has passed since leaving the airlock, and all this time you have been “driving” the bow thruster, albeit intermittently. In all this turmoil, you “forgot” several times and therefore the “steering wheel” (as sailors usually call the bow thruster in their jargon) was turned on 100%, and this, well, in many cases leads to its heating and if overheating does not occur in while its operation is 100%, then from variable operation for more than an hour it can easily overheat.

And at the most inopportune moment, when all that remains is to “squeeze” the boat into the free space at the pier, according to the law of meanness, and as you may have heard, among sailors it sounds like this: “the most likely event is the one that is least desirable,” a bell is heard inside the ship's telephone and the chief mechanic from the central control room (the central control room of the engine room) reports that the overheating protection is turning off the steering wheel. And you, as we have already said, need to squeeze the boat in with minimal gaps, and then there are problems with the steering wheel. Even without wind, mooring on the starboard side, in reverse to the pier with minimal distances forward and aft, without moorers, the task is not the easiest, and here it may still have to be done without a steering wheel.

In an already “settled” voice, you ask the chief mechanic to “be patient” for 10 minutes, tell him that you will work with the steering wheel only at first speed, that there is no other way. It’s good if the “grandfather” is a normal guy, but if not, then what? last years more likely, he will begin to “whine” to you that the steering column will “burn out” and you will be to blame, and rewinding the burnt-out electric motor will require at least 10 days and will cost about 12,000 euros. But the ship is moving and you, by the way, need to control it, and not persuade the chief mechanic to “be patient.”

Having finally “freed yourself” from your grandfather, you, maneuvering, bring the stern of the ship to the pier, the sailor safely disembarks and takes the mooring lines. You bring the ship to the pier, the sailors tighten and fasten the forecastle and stern, and the mooring lines are brought to the pier.

Of course, not all moorings are carried out with such difficulties (there is not a single word of fiction in the above), but there are not so many easy moorings either. The main thing is that not a single mooring is performed in isolation from other operational processes. Conditions and circumstances are almost always different, even in the same ports and at the same berths, and what can we say about new and first-time ports.

On a dry cargo ship we loaded wheat in Trondheim (Norway) to a Norwegian port in the Kristiansund area, there is not even a port there, but a berth in a bay south of Kristiansund. We left Trondheim late in the evening. I did not have permission to sail without a pilot in the Norwegian skerries along the route, but we regularly sailed to various ports in Norway and perhaps that is why the traffic service gave us the go-ahead to go to Kristiansund without a pilot along the skerries. The passage through the skerries is much shorter than with access to the open sea and everything would be fine, but this means that the captain needs to stay on the bridge all night, namely nine hours, and control the ship. Okay, we passed through the skerries, we approached Kristiansund in the morning, I called the traffic service, reported and asked which berth in the bay we should go to, because there are two berths indicated on our map. The operator replies that he will try to find out and will inform us in about thirty minutes. Time passes, he calls us and says that the first berth is a container berth and we don’t go to it, that means to another, but he doesn’t know which side and how to get to the other berth. We reply that we understand it and thank you for the information. We are going, as you already understood, without a pilot and without moorers.

It was an early cloudy autumn morning. We passed by Kristiansund, turned into another fiord, and carefully approached Kristvik Bay, that was the name of the place where we were supposed to go. We see a container pier right at the bow of the ship, but we are not directed towards it, but towards something that is vaguely visible in the depths of the bay. Complete unknown, going ahead, somehow “daunting.” The decision must be made quickly, but after a sleepless night spent on the bridge steering the ship in the skerries, my head is a little slow to think. However, caution takes its toll and a solution comes. I tell the senior mate, now we’ll “hunker down” on one bow spring to the container pier, you will take the radio and go on a “bike” to the pier we need, find out from the workers there how to get there, inform me via VHF and wait for us at the pier, at the same time take the mooring lines . It wasn't far by bike, maybe about two kilometers. The chief was a young guy; he enjoyed riding his bike.

We carefully leaned against the pier, the chief jumped onto it and took the bow spring from the forecastle with a hollow (This method of establishing a spring allows it to be released from the side of the ship, when necessary, without the help of shore moorers or other outside help). The sailors secured the spring and gave the chief a bike. He drove off on it and not twenty minutes later he called and said that you need to moor on the left side, so that the shore crane is in the middle of the length of the ship, but the length of the berth is less than the length of the ship and you need to keep this in mind. I tell him I understand, wait, let’s go.

The sailors gave up the bow spring, moved away from the pier and went into the depths of the bay to the unloading pier. The first mate (chief) accepted our mooring lines and we moored to the pier.

After unloading was completed, for some reason they sent us a pilot to go to sea.

Two weeks have passed, and we are again sailing from Trondheim, also all night without a pilot, to Christvik. We approach Kristiansund, I report to the traffic service, in response they answer that we need to take a pilot, and since we are approaching a little early, we need to slow down and approach the pilot’s meeting place by ten o’clock in the morning. Okay, I say, we are preparing the pilot ladder. Visibility is good, there is no wind, the weather is great, why do we need a pilot when we have already explored all the berths there, not only have we explored them, but we’ve even visited them on a bike. Well, yes to us, then, the pilotage dues are not from our own pockets, but from the account of the shipowner. We approach the pilot meeting place, the pilot climbs onto the bridge, says hello and says that there is one problem. I ask him what kind of problem there could be on such a clear morning. I receive an answer from the pilot: “Captain, the fact is that I have never been to Christwick Bay and therefore I don’t know exactly where the mooring pier is!” I answer that this is not a problem, since I have already been there and tell the circumstances of our visit, stated above. The pilot makes “square” eyes and begins to be indignant at how it is that I was allowed to enter the bay without a pilot.

In turn, I am surprised at his generally negative reaction, and I notice to him that it could have happened that a pilot was sent to the ship who had never been to the bay into which he was to lead the ship, so why couldn’t he It could be that the captain was there without a pilot. I must say6 that he quickly calmed down, and we entered the bay quite safely and amicably and moored the ship to the pier.

I must say that this would be the second time for me when the pilot, going up to the bridge, informed me that he had never been to the place where he was to lead the ship. This second incident happened when I had already worked as a captain for seven years. But the first case occurred less than a year later as a captain and in more difficult conditions, although in that case I had the opportunity to be in the harbor a couple of times as a senior mate several years before the call as a captain.

At mooring The cable must be laid on bollards, cleats and other parts with a sufficient number of hoses (cable turns) so that the cable does not get damaged when tensioned. In this case, the person working with the cable must have enough strength to hold or move the cable with his hands.

Length of each mooring end should not be less than one and a half lengths of the ship's hull. Working with mooring ropes is done without unnecessary fuss, but quickly and correctly. Care must be taken to ensure that hands or feet do not get caught in the loops (pegs) of the cable. You should know the meaning of the terms poison and choose. Loosening the mooring cable means pulling, and tightening the cable means choosing or stuffing.

Whether the cable is being pickled or pulled out, or it is already secured at the end of the mooring, you must always be ready to quickly release or release it, remove the last of the applied hoses or, conversely, throw on a hose to prevent the cable from being released.

During mooring, the sides of the boat must be protected from impacts against the pier or the hull of another vessel, for which fenders are hung from the sides of the boat. Fenders are made from scraps of rubber hoses with a diameter of 50-70 mm and a length of 500-600 mm. Rubber fenders stain the sides, so they are covered with tarpaulin or other dense fabric. There are currently synthetic fenders on sale specifically for small vessels. During movement, fenders must be stowed inside the vessel: they should not hang over the sides. Fenders or ends hanging unnecessarily overboard are a sign of low culture of the boatmaster.

Vessels are moored to the berth side, stern, bow or stern and bow if the vessel is moored in a corner of the berth. When mooring, it is necessary to take into account the depth under the keel and the likelihood of water level fluctuations. When the level drops, the ship may fall on the hull and damage the underwater part. Tight mooring lines may break or a list may occur, creating the risk of capsizing. As the level rises, the mooring lines will sag and there is a risk of collapse on neighboring ships or the pier.

When mooring bow or stern to the pier, first an anchor is placed or a mooring line is placed behind the mooring barrel, then the mooring lines are placed on the pier on each side. There is no need for fenders.

When mooring in the corner of the pier, the mooring lines are wound from the bow and stern onto the pier and stand on this stretch.

When mooring in a box, the mooring lines are supplied from one side and then the fenders are hung out or supplied from both sides - without fenders.

The approach and departure from the pier is not even very timely strong wind are quite complex maneuvers, so we pay special attention to them ( rice. 4.14.).

Rice. 4.14. Approach to the pier in bad winds

When approaching the pier during bad winds, when you have to moor between two already moored ships, you need to be extremely careful. You cannot hit stationary ships and hit the pier yourself. First you need to hang the fenders in the bow, on the bilge and on the side at the stern of the vessel. You must approach at the slowest speed that allows you to control the vessel and be ready to reverse immediately. Before reaching the pier 0.5 m, throw the mooring line onto the bollard and secure it to the ship.

If your vessel has an active rudder (outboard motor, sterndrive or water jet), it must be turned towards the pier and at low speed, turning on reverse, pull up the stern and apply the stern mooring line. If your vessel has a passive rudder, you need to turn it away from the pier and, turning on the forward speed at the lowest speed, pull the vessel towards the pier. At the same time, we must not forget to set the bow mooring line.

It is recommended to do the following exercise: in a free area of ​​water in calm weather, set buoy. A beer bottle half filled with water is suitable as a buoy. Don't forget to pick up the bottle from the water afterwards. Practice approaching the buoy with your nose and stopping as close as possible, then practice the same in rough water. With this exercise you will practice your boat control skills. You will “feel” it. Without this skill, you will constantly bump into the dock or other ships.

When leaving the pier, if there are other ships ahead and stern, during heavy winds, with an active rudder on your vessel, you need to give up the stern mooring line, turn the steering wheel away from the berth and engage low reverse gear. After the stern of the vessel reaches free water, move the vessel forward towards the pier, release the mooring line and then move backwards ( rice. 4.15.).

Rice. 4.15. Departure in heavy wind

If the rudder is passive, you need to give the stern, turn the rudder towards the pier and turn on low speed forward. Supported by the bow mooring line, the vessel will begin to move stern away from the pier. When the ship is almost perpendicular to the pier, put the bow forward and back out at medium speed.

Another way. If the vessel is facing the pier with its starboard side, move the mooring line from the pier around the starboard bollard (cleat) to the port side bollard. Give the bow and start working backwards at a low speed. The stern of the vessel will rest on the mooring line, as a result the bow will begin to fall away from the pier into free water. When you can move away unhindered, you need to move forward.