Anchor positions. Sea practice for sailor A
Chapter 12. Anchoring and hauling a vessel 12.1. Choice of anchorage. Preparing the vessel for anchoring
The choice of an anchorage site is determined by its purposes, duration, hydrometeorological conditions and the state of the ship itself.
In the inner roads, anchoring of the vessel is carried out in a strictly defined place at the direction of the pilot or in accordance with the rules of the port, and, therefore, the navigator does not have the opportunity to choose the anchorage place.
Anchorage places in the outer roads of large seaports are usually indicated in sailing directions and on maps. In this case, the duty of the navigator is reduced only to the choice of the place of anchoring at the indicated parking lot, which should be done taking into account the free water area of the road and possible changes in the position of the vessel in the event of a change in the direction and strength of the wind or current.
Significantly broader requirements for the choice of anchorage should be presented in cases where anchoring is carried out for a long stay in large roads or in separate bays.
Such parking should be located in places, if possible, closed from the prevailing winds and currents, and be safe in navigation. Particular attention should be paid to the nature of the soil and the topography of the bottom.
Clay soils have the greatest holding capacity. However, during a long stay, it is possible to “suck in” the anchor and the part of the anchor chain lying on the ground with such soil, which will create significant difficulties when shooting from the anchor. Therefore, silty soils, silt with sand, which have a satisfactory holding capacity and in which anchors are immediately well taken away, are considered the most favorable for anchorage. Sandy soil, gravel hold anchors worse. Anchors in such soils can crawl smoothly, which does not allow you to immediately detect the drift of the vessel.
Anchoring on rocky or shelly ground is extremely undesirable. On such soils, the holding force of the anchor will be equal only to its mass and the mass of the chain lying on the ground. In addition, on rocky ground, the anchor can fall into a crevice, which will either result in the loss of the anchor and part of the anchor chain, or, at best, make anchoring very difficult and time consuming. A flat and even bottom is always better than one with sharply changing depths.
The place of the proposed anchorage should be carefully studied according to the sailing directions, the rules of the port. Using the cards of the largest
large scale, it is necessary to outline the most navigationally convenient ways of approaching it, highlight the existing dangers on the map, remove the bearing and distance enclosing dangers from the map, select the most convenient landmarks that would serve to control the course of the vessel when approaching the anchorage .
When approaching the anchorage place, it is necessary to transfer the main engine to work in a maneuvering mode in advance, check the operation of the engine telegraph and the connection of the engine room with the bridge, check the ship's clocks on the bridge and in the engine room, warn the watch in the engine room about the expected time of the ship's landing on anchor.
15-20 minutes before approaching the anchorage, crew members are called to their places, who, according to the schedule, should take part in anchoring the vessel.
Immediately before setting, the operation of the windlass at idle is checked, the position of the anchor chains in the chain box, the covers (clouses-sacks) of the fairleads leading to the chain box are removed.
After a long sea voyage, it is recommended to first tack the anchor to the water with a windlass. In the future, they act depending on the depth at which the anchor will be given. When anchoring at shallow depths (up to 25-30 m), after checking the operation of the windlass (baiting the anchor), clamp the tape stopper, release all other stoppers and disconnect the anchor chain sprockets from the windlass motor. If the depth at the anchorage exceeds the specified value, the anchor chain sprocket of the anchor chain to be released remains connected to the windlass.
When anchoring in the daytime, a black ball is prepared for lifting, and at night, the anchor lights are turned on.
Anchoring a ship
In the absence of wind and current, the ship's voyage to the anchorage can be made from any direction that is most safe in terms of navigation.
At the moment of anchor release, in order to avoid damage and entanglement of the anchor chain, the vessel must necessarily have a slight forward or backward movement relative to the ground. In this case, the latter is preferable, since in this case the anchor will immediately pick up and subsequently will not be turned over. To do this, the engine is reversed in advance to reverse in such a way that by the time the vessel leaves for the place of anchor release, it has completely extinguished the inertia of forward motion. Then, as soon as the ship moves back, they give up anchor R stop the engine 1 . Initially, the anchor chain is etched without delay so that it lays flat on the ground as the ship moves back. When about two depths are etched, the anchor chain is delayed and then etched in small portions as the vessel enters the rope to the required value. It should be borne in mind that when reversing on ships with a right-handed HF
Left rotation) the stern will be thrown to the left and with this in mind, so that the anchor chain does not go under the hull, it is better to give the left anchor. However, for uniform wear of the anchor chains, it is recommended, if this is not dictated by any other conditions, to stand alternately on the left, then on the right anchor. In order to prevent the bow of the vessel from falling onto the anchor chain when anchoring to starboard, it is necessary to shift the rudder to the left side while the vessel is still moving forward, and when the bow of the vessel moves to the left, back up.
Under favorable weather conditions at shallow depths up to 25-30 m, it is recommended to etch the anchor chain to a length equal to approximately 5-6 depths at the place of anchor release, at medium depths from 25-30 m to 50 m, i.e. 3-4 depths , and at great depths of more than 50 m as much as possible, but not less than 2 depths.
Depending on the depth, the method of anchor release is also determined. So, at shallow depths, the anchor is released from the tape stopper. On the middle ones, the anchor chain is initially etched with a windlass to a length equal to 7g-2 / z of depth, and only then the anchor is released from the tape stopper. At great depths, the anchor is etched with a windlass to the ground.
After releasing the anchor and etching the anchor chain to the required length, it is held only by a tape stopper.
If anchoring is carried out in the presence of wind or current, then maneuvering "must be planned in such a way that, if possible, the vessel approaches the anchorage place with its bow against the current factor.
In this case, the anchor can be released without first reversing, since the ship, after the forward inertia is extinguished, will move backward under the influence of wind or current. In this case, it should be borne in mind that ships in which the center of sail is sharply shifted to the bow, as they lose speed, will roll away to the wind. Therefore, so that the anchor chain does not go under the hull of the vessel, it is necessary before releasing the anchor by shifting the rudder and, if necessary, “pushing” the machine to the forward course, take the bow of the vessel in the right direction.
When the wind and the current act from different directions at the place of anchor release, the ship should go with its bow against a stronger acting factor, and the anchor should be given away in the direction of a weaker one (Fig. 12.1).
The approach to the place of release of the anchor in the wind or current is extremely undesirable, since in order to maintain the controllability of the vessel, it is necessary to work with the machine until the very last moment. As a result, by the time the ship reaches the anchor release point, it will have a significant forward movement, which will lead to large
Rice. 12.1. Anchoring a vessel in the presence of wind and current:
/ - approach of the vessel to the anchorage; //- ship's position at the moment of anchor release; ///-polo ing ship after anchoring
Figure 12.2. Anchoring a vessel while moving downstream:
L // - movement of the vessel to the place of anchor release; /// - position of the vessel at the time of anchor release IV- turn of the vessel on the anchor chain; V- ship's position after anchoring
loads on the anchor chain, and the chain will go under the hull during the etching.
To avoid this, approach the anchorage slightly away from the point at which the anchor will be released (Fig. 12.2), and then use the rudder to turn the vessel in the direction of the anchor release.
As soon as the bow of the ship is level with this place, they give up the windward anchor and immediately work out the machine in reverse. With this method of maneuvering, the ship will be blown away from the anchor by the wind, and the anchor chain will go clean without falling under the hull. The ship will quickly turn with its bow into the wind (current).
Anchor calculation
The calculation of the anchorage is reduced to solving two separate problems:
determination of the minimum length of the anchor chain, which excludes the drift of the vessel in specific conditions of the anchorage;
calculation of the radius of the sector in which the ship will move in case of a change in the direction of the wind (current).
The first task is of practical importance in the case when the anchoring is of a short-term nature and is carried out in favorable conditions, and the subsequent shooting from the anchor must be completed as quickly as possible.
Under these conditions, it can be assumed that the external forces acting on the ship during mooring remain constant in magnitude and direction and, therefore, the ship is not subject to yaw. Taking into account the set restrictions, to ensure that the vessel stays at anchor without drift, it is only necessary that the sum of external forces does not exceed the holding force of the anchor. The external forces acting on the anchored vessel are the force of the wind F and the force of the current F T, if available (Fig. 12.3).
These forces are balanced by the tension of the anchor chain 7 0 , which is transmitted to the anchor by the chain at the point of its attachment to it. In order for the anchor not to twist out of the ground and its holding force is fully used, the tension of the anchor chain at the point of its attachment to the anchor should not have a vertical component. Then TX=T. To do this, the anchor must be at that point on the curve along which the anchor chain sags, where the tangent to it will be directed parallel to the ground.
This curve is called catenary and is described by the following equations:
/ - a sh-; but
y = a-j-h = ach - , ( 12. 1)
where / - the length of the anchor chain from the anchor to the hawse, m;
but - catenary parameter equal to the distance of its vertex from the origin,
a - T/rc, m;
X, at coordinates of the point where the anchor fairlead is located, m; h distance of the hawse from the ground, m
The joint solution of the above system of equations makes it possible to determine /:
" = *]/ -^-+1(12.2)
T
or, given that a =
V-$r+'
where T- horizontal component of the anchor chain tension, N; pb- weight of 1 m anchor chain in water, N
In accordance with the set initial conditions, as can be seen from Fig. 3, the horizontal component of the anchor chain tension will be equal to the total force of the wind and current acting in this moment to the ship
r = F T -(- FK % then
= Y 2 (F ^+ fa) +1 - (12.4)
As indicated in Chap. 1, these forces can be calculated using formulas 4.2.
However, when solving this problem, their approximate value can be taken:
0 1.0 2.0 3.0 Rak t
Rice. 12.4. Graph for determining the anchor holding force coefficient:
JV shh(0.75-5-0.85) S* H; (12.5) FT= zWv* SM H,where w, - wind speed, m/s;
vx- flow velocity, m/s;
5* - frontal sail area of the vessel, and 1 ;
/ - Hall anchor; 2 - Admiralty anchor; 3 - Matrosov's anchor; 4 - anchor of increased holding power AS-14
5 M - the area of the underwater part of the midsection, m 2 .Theoretically, the problem can be posed in a slightly different way, namely: it is necessary to determine the length of the anchor chain, at which the holding force of the anchor will be fully used.
In this case, the horizontal component of the anchor chain tension should be equated to the holding force of the anchor (7=P YaK). Then
tg = h l/-Hza-b 1 = L |/ 2 *DDR yV. -I-I , (12.6)
V RCP V RCP
where Agr is the coefficient of the holding force of the anchor, depending on the soil and the type of anchor (Fig. 12.4);
Rpn- anchor weight, N.
Formulas (12.3-12.4) are based on a static solution of the problem, i.e. based on the assumption that the vessel does not yaw during anchorage.
Calculations made according to these formulas give the smallest value of the length of the anchor chain, which ensures the normal operation of the anchor. To exclude the possibility of reducing the holding force of the anchor due to jerks when the vessel oscillates due to a change in load (gusts of wind, the presence of waves, etc.), the length of the anchor chain should be slightly increased so that part of it lies on the ground at average values of the external force .
A rigorous solution of the problem, taking into account s of all elements of the process dynamics, presents certain difficulties due to the limited initial information necessary for this. It should be noted that, from a practical point of view, this is not necessary, since under adverse anchorage conditions, a different approach to ensuring the safety of the ship is required (see paragraph 12.4).
With limited oscillations made by the vessel in the vertical plane, satisfactory values of the length of the anchor chain, at which dynamic jerks are compensated, can be obtained by introducing the so-called dynamic coefficient & q into formula (3.1):
/=A l/ JZj=E*S.. ! , (12.7)
fRcP
where T with p is the average value of the external force, N;
L d - depending on the type of vessel, parking conditions can be taken equal to 1.4-1.7.
2 *4 Determining the yaw radius
4- " “ " The ship's Tr* is essential when
anchoring a vessel in a cramped . ~ - conditions, so that in the event of a change in ~ a change in the direction of the wind (current)
YZHSHSHSHA "with> ' the bottom was not deployed in
dangerous place.
Rice. 12.5. The yaw radius of the vessel, standing- As can be seen from fig. 12.5, radius
yaw
r \u003d A / c, (12.8)
where L- vessel length, m;
X- projection of the sagging part of the nuclear chain, m;
D / c - the length of the chain lying on the ground, m.
From the equation / = ach~-
jt-urcsh---as oln^f (12.9)
/ ^ri lh (12.10) Q
The length of the section of the anchor chain lying on the ground, D / c is determined
as the difference between the chain length actually etched (/f) and
the length of the chain /, which is on weight with the external forces acting at the moment, i.e.
&1,^1 φ -1 ^1φ~Nu Г ШШШ21+T (12.11)
If the anchor chain is etched without excess (/f=/), then with sufficient accuracy for practical calculations it is possible to take a at small depths х«/.
Ensuring the safety of the anchorage
The safety of the anchorage depends on a combination of a number of factors: the condition of the ship, the nature of the soil, and, first of all, the hydrometeorological situation.
It should always be remembered that even the most favorable anchorage, with a certain change in hydrometeorological conditions, may turn out to be unsafe and immediate anchoring will be required to change the anchorage or exit to an open dope.
In this regard, it is strictly forbidden to carry out any work in the engine room during the anchorage of the vessel related to the disabling of the main engine, steering and anchor gear. The machine must be in readiness, the period of which is set by the captain of the ship, depending on the specific situation. During the entire anchorage of the ship, navigation watches are established both on the bridge and in the engine room.
The watch service must continuously monitor both the state of weather conditions and the environment, the behavior of other ships anchored nearby. Great attention-
Other considerations should be given to timely detection of vessel drift, for which all means available in this case should be used.
Currently, the control of the ship's drift is most often carried out by navigational methods by taking control bearings or distances.
To achieve the greatest efficiency of control, as reference points when taking bearings or measuring distance, one should choose objects for which changes in bearings (distance) in the event of a drift will be most noticeable. When choosing landmarks, it is necessary to keep in mind that it is absolutely not necessary that they be plotted on the map, since drift detection can be established by the nature of the change in bearings (distances) without performing observations.
For direction finding, it is most advantageous to choose landmarks located close to the beam from both sides of the vessel, and for measuring distances - at the bow or stern heading angles.
On small and low-sided vessels, it is also recommended to use such an old method as throwing a hand lot directly over the bow or simply ballasts on a line with a slight slack of the latter. Tension on the line while the ship's heading stays the same is a sure sign that the ship is drifting.
Particular attention should be paid to the drift control of the vessel when anchoring on poorly holding soils, with an uneven hilly bottom. In this case, in addition to monitoring the ship's drift on the bridge, it is recommended to place an observer on the bow directly at the anchoring device. A sharp change in the tension of the anchor chain, when it is pulled up and then immediately sags sharply, is a sign that the anchor is creeping along the ground. The presence of a watchman at the windlass, if there is no automatic anchor release device, is also useful when moored in a roadstead with a large number of other ships anchored. In the event of a drift of a neighboring vessel, a quick etching of the anchor chain will eliminate the risk of bulking or at least reduce its consequences.
Measures to prevent drift depend on the causes that caused era to appear. Under favorable weather conditions, ship drift may occur due to the weak holding force of the anchor, when the anchor either crawls on poorly holding soils, or periodically turns out of the soil as a result of uneven soil compaction under the anchor paws in loose soils.
In such cases, it is best to change the anchorage, especially if the drift is towards the coast, some navigational hazard or another vessel.
The most common cause of drift is the deterioration of the hydrometeorological situation.
It is quite clear that the drift of the ship will become inevitable if the external forces reach a value exceeding the holding force of the anchor. Within certain limits, the holding force of the anchor can be slightly increased by additional etching of the anchor chain. The part of the chain lying on the ground makes it possible to increase the holding force of the anchor by
~[RcM »
where f- coefficient of friction of the anchor chain on the ground;
Ri-- weight of 1 m anchor chain in water, N;
D / - the length of the anchor chain lying on the ground, m.
In addition, this part of the chain will compensate for the jerks that inevitably occur when the wind increases, prevent the appearance of a force that turns the anchor out of the ground and, therefore, will make the parking more calm and reliable. If there is a sufficient reserve, it is recommended to additionally etch the anchor chain when the wind intensifies up to 6-7 points from half of the initially etched length at medium depths to double at shallow depths. So that when the anchor chain is etched, the ship does not get acceleration and the chain does not jerk, the etching must be done in small sections of 5-6 m, starting it at the moment when the anchor chain after the next jerk begins to receive slack.
After each etching, the anchor chain must be taken to the stopper. At the same time, the second anchor should be prepared for release.
With a further increase in wind (up to 8 points), the anchor chain is etched almost to the zhwako-tack, and the main engine is brought to immediate readiness. If Taken measures do not give the desired effect, then they begin to carefully work on the machine, the operating mode of which must be set in such a way that the ship does not acquire translational motion forward and the anchor chain does not go under the hull.
The reliability of the anchorage deteriorates sharply if, with an increase in the wind, the ship begins to yaw, i.e., to make oscillatory movements either in one or the other direction from the line of action of the wind (Fig. 12.6). The appearance of yaw is caused by the fact that the anchor haws of the ship is usually located outside its centreline. As a result, when the ship is anchored at one anchor, the wind pressure force and the anchor chain tension force will be applied in different vertical planes and create a pair of forces that will tend to turn the ship at a certain angle q so that these forces (T And F a) steel in one vertical plane. At a certain wind force, the transverse component of the aerodynamic force
Rice. 12.6. Behavior of the vessel when anchored in a fresh wind:
a - position judged P moment of anchoring: / "- yaw of the vessel when anchored
(wind pressure) U a will begin to move the vessel towards the lee side (Fig. 12.6.6, position //).
Since with the turn of the vessel the sail area of the vessel, which is affected by the wind, will increase, the longitudinal component of the aerodynamic force will also increase Xbut. As a result of this, the anchor chain will sharply stretch and at a certain stage of yaw (Fig. 12.6.6, position III) will turn the ship in the opposite direction so that the force Y a will change sign and begin to move the ship in reverse side. Under the influence of the developed inertial forces, the ship will skip the middle position and go in the opposite direction, thus making a continuous oscillatory movement, in which the center of gravity of the ship will describe a curve resembling a curved figure eight.
The size of the yaw depends on a number of factors: the design features of the vessel, its load and, of course, the strength of the wind. Vessels in ballast are subject to the greatest yaw, and especially if they have a trim to the stern.
As practice shows, the amplitude of yaw in such vessels can reach 90-100 °. With gusty yaw with a large amplitude, inertial forces can develop that significantly exceed the holding force of the anchor, which, of course, will lead to the drift of the vessel, regardless of the wind strength. In addition, during yaw, at certain moments, the anchor chain will experience such significant stresses that this can lead to its rupture.
To ensure the safety of the anchorage, all possible measures should be taken to reduce yaw. These measures include:
additional etching of the anchor chain;
acceptance of ballast with the creation (if possible) of a trim on the nose;
release of the second anchor (see paragraph 12.5).
Depending on the specific hydrometeorological situation, the listed measures can be taken separately or in combination.
The effectiveness of the actions taken largely depends on their timeliness. Therefore, it is extremely important to obtain complete information about the hydrometeorological situation in the anchorage area based on both short-term and long-term forecasts, facsimile maps, and local information from the port authorities. Based on a thorough analysis of this information, an action plan should be drawn up to ensure the safety of the ship in case of an unfavorable change in the situation. Of particular danger to the vessel is the strengthening of the wind from the directions in which the drift of the vessel towards the coast may occur.
In this case, it would be most reasonable to stop cargo operations in advance, put the ship in a traveling condition and weigh anchor for storms on the high seas. If for some reason this is impossible to do and a decision is made to remain anchored, use all of the above measures to reduce yaw and bring the machine to immediate readiness in order to be able to settle on two anchors, simultaneously working on the forward course. It should be borne in mind that in the event of a drift towards the coast, it is necessary to analyze the possibility of intentional flooding of the vessel in shallow water in order to prevent its destruction due to hull impacts on the ground. Intentional flooding can be resorted to on soft soils in the absence of individual stones and at such depths that the upper part of the hull remains on the water after flooding. Before the start of flooding, a trim should be created on the bow to protect the propeller-rudder complex from damage on the ground.
Two-anchoring ship
The setting of the vessel at two anchors can be carried out for the following purposes:
increasing the holding force of the anchor device;
decrease in yaw amplitude;
reduction in yaw area.
The most common is the method of placing on two anchors with the spacing of their anchor chains at an angle of 20-30 °. Depending on the conditions under which the decision to double anchor is made, it can be carried out in various ways. So, if the decision to release the second anchor is made in advance, before the wind picks up, when the anchor chain of the previously released anchor is etched to a limited length and at least 3-4 depths remain in the chain box, then the return of the second anchor can be carried out without the help of a machine. To do this, they wait for the moment when the ship roars to the largest angle towards the free side, and give up the second anchor (Fig. 12.7). After that, both anchor chains immediately begin to poison, ensuring that they are equally loaded. With this method of setting, the etched anchor chains will have different lengths. To ensure the reliability of the operation of both anchors, it is necessary that the length of the short anchor chain be at least 4-5 depths when anchored at shallow depths and 3-4 depths at medium depths.
If the decision to release the second anchor is already made with an increasing wind and the anchor chain of the first anchor is etched to a considerable length, then setting up two anchors is mandatory with the help of a machine. To perform the maneuver, the rudder is shifted towards the free side, i.e., the side where the second anchor is located, and they begin to carefully work the machine forward, preventing significant acceleration of the vessel.
Having changed the course by 20-30 °, they go out approximately to the traverse of the first anchor and give up the second one, gradually easing its anchor chain, preventing the vessel from jerking onto the anchor chain of the first anchor.
In order to facilitate the movement of the vessel to the place of return of the second anchor, the anchor chain of the first one is initially selected during the transition (approximately to half), and then it is again etched.
The advantage of this method of placing the vessel on two anchors is that due to the uniform distribution of the load on both anchor chains, the holding force of the anchor device as a whole increases. From this point of view, it is more advantageous for the chain spacing angle to be as small as possible. However, at very small separation angles, entanglement of the anchor chains is possible. Therefore, only on ships with large anchor hawse spacing can the span angle be less than 20°.
With a uniform tension of the anchor chains, their resultant will be in the ship's DP and, therefore, in the same vertical plane with the wind force. As a result, the factor that causes the vessel to yaw in the horizontal plane will disappear. This is
Figure 12.8
Rice. 12.7. Setting the vessel at two anchors (on long anchor chains) with a constant wind direction./ - the position of the vessel after anchoring alone; // - the position of the ship at the time of the release of the second anchor; /// - vessel anchored at two anchors
Figure 12.8. Setting the vessel at two anchors with a variable wind direction: but- method of crossing anchor chains; b- tandem way
the second important advantage of the method. At the same time, the method also has a very serious drawback: in the event of a change in wind direction, the anchor chains can be twisted, which will create great difficulties when shooting from anchor. To avoid this, with a significant change in the wind, it is necessary to shift the anchors, which is often very difficult to do in a fresh wind. Therefore, this method can be recommended when anchoring in a fresh wind with its direction unchanged.
In cases where it is known in advance that the wind will change dramatically and in which direction, it is more expedient to use the method of crossing chains when placing on two anchors.
With this method, the ship is initially placed either on one left anchor if the wind direction changes counterclockwise, or on the right - when the wind direction changes clockwise and with the wind increasing, the anchor chain of the given anchor is etched as much as possible (Fig. 12.8, position /). Then, with the beginning of the yaw, after waiting % U the yaw period, when the vessel in the efro process deviates to the largest angle towards the given anchor (Fig. 12.8, position ///), the second anchor is released, immediately etching its anchor chain without delay. After the vessel in the reverse motion comes to the wind line, the anchor chain is delayed and taken to the stopper (position IV).
Thus, with this method, the vessel is at one anchor with the maximum etched anchor chain.
The anchor chain of the second anchor lies on the ground, so the anchor targets do not rub against each other, keeping the vessel from turning and yawing.
Rice. 12.9. Anchoring with two anchors using the fertoing method.
/ - approach of the vessel to the anchorage; // - position of the vessel at the time of the release of the first anchor; /// - position of the ship at the time of the release of the second anchor; IV-
berthing of a ship at two anchors
When the wind direction changes, it is enough to loosen the anchor chain of the second anchor a little and the ship will again be on the wind line without yaw, without changing the anchors (see position IV "). As practice shows, this method is especially effective if the anchorage is in the wing of a passing cyclone.
If the nature of the change in wind direction is not known in advance, or the direction of the wind changes periodically in one direction or the other, you can use the tandem anchoring method. With this method, the vessel also stands at one anchor with the anchor chain as etched as possible, and the second anchor is simply placed on the ground to reduce yaw. Since the resistance to yaw is created by dragging the anchor along the ground, yaw is not completely eliminated, but its amplitude is significantly reduced.
Naturally, the use of such a method is possible only with sufficient depth, which excludes the possibility of damage to the hull of the vessel by its own anchor during yaw.
In cases where the force acting on the anchored vessel changes direction immediately by 180 °, it is preferable to anchor two anchors using the fertoing method, in which the anchors are laid in such a way that their anchor chains are located at an angle close to 180 ° . Most often, this method is resorted to when anchoring in areas where tidal currents operate, and the anchorage area is limited and does not allow the ship to turn freely when the direction of the current changes. To perform the maneuver, the vessel goes with its bow against the current, passes the proposed anchorage for a distance equal to the length of the anchor chain that will be etched, and gives up one of the anchors (Fig. 12.9).
Easing the anchor chain, they go downstream a distance equal to two lengths of the anchor chain, and give up the second anchor. Poison its anchor chain and at the same time choose the anchor chain of the first anchor, until both anchor chains have the same length and the ship arrives at the intended anchorage point.
When anchoring with two anchors using the fertoing method, the vessel will not be at two anchors, but alternately, depending on the direction of the current, either on the right or on the left anchor.
Shooting a vessel from one and two anchors
Before you start shooting from anchor, you should make a general preparation of the vessel. For this it is necessary: to prepare the main engine; check the operation of the steering device; to take on board, if they were launched, all watercraft; fill up ladders;
check the operation of the machine telegraph;
check the clocks on the bridge and in the engine room;
check the ship's whistle, and at night running lights;
prepare the ship's radar for operation;
check the connection of the bridge with the engine room and the tank;
establish a radiotelephone connection with the shore (port control service).
If shooting from anchor is carried out for the purpose of setting out on a voyage (or in unfavorable weather conditions), in addition to the above, you should lower the arrows and close the holds in the stowed position (see Ch. 11).
After the general preparation of the vessel, the crew members scheduled for anchoring (usually the third mate and boatswain) are called to the forecastle, who prepare the windlass (spire) for work and check its operation at idle.
At the end of the preparation, but not less than 15 minutes before weighing anchor, the chief assistant captain and the chief engineer, each in his charge, report to the captain on the readiness of the vessel.
The captain is obliged to plan in advance a plan for anchoring and subsequent maneuvering, depending on specific conditions, which is especially important when anchoring took place in a cramped or difficult to navigate area.
When anchored at one anchor in favorable conditions, shooting from anchor is not difficult. The extraction of the anchor chain, so as not to overload the windlass, is started at the lowest speed and at the same time the anchor chain washing system is turned on. When the vessel moves forward, the speed of selecting the anchor chain can be increased, however, it is necessary to ensure that the anchor chain is well washed and goes into the chain box clean. Also, a large acceleration of the vessel should not be allowed so that the anchor chain does not go under the hull of the vessel. In the process of extracting the anchor chain, the number of bows remaining in the water is noted by separate blows to the ship's bell. When the anchor chain approaches the position of the panners - the chain goes vertically upwards, and the anchor is still on the ground - the windlass is again transferred to low speed, since when the anchor is turned out of the ground, a large load will fall on the windlass. This position of the anchor is marked by frequent strikes of the bell. After the anchor is released from the ground, it is necessary to lower the black ball during the daytime, and at night, turn off the anchors and turn on the running lights.
The release of the anchor from the eod is marked by two strikes on the bell and is accompanied by a report: “anchor chisg” or “anchor not clean”. At the same time, the words “not clean” mean the presence of foreign objects on the paws of the anchor or its entanglement in its own chain.
If the anchor is clean, then, having reduced the speed of choosing the anchor chain, carefully pull it into the hawse and mark it with three strokes on the bell. When the anchor is in place (in the hawse),. the anchor chain is taken on all stoppers. However, it is recommended that after securing the deck stopper by reversing the windlass, give the chain a little slack and then tighten the band stopper in order to remove excess load from the windlass.
Anchoring can be made much more difficult if the anchor is not clean. If there is a mooring line, a piece of chain or someone else's anchor chain on the legs of the anchor, then to release the paws of the anchor, it is necessary to put an earring behind someone else's anchor chain (mooring lines) and tighten it with a windlass. After that, the anchor chain is etched to
rex nop until the anchor is released from the foreign anchor chain on the earring, and then the anchor chain is carefully picked up again, observing that the anchor passes “cleanly”. If this fails, then a guy is put behind the anchor bracket and with its help, in the process of choosing, the anchor is taken away from the foreign object.
So that when performing this operation, the ship does not acquire a drift, they carefully work on the machine, holding the ship in place.
The most unfavorable and dangerous situation develops if the cable is raised on the legs of the anchor. In this case, all measures must be taken to avoid damage to it. It is best to give up the second anchor, and then, carefully easing the anchor chain of the first anchor, go to the second anchor. At the same time, they immediately contact the Harbor Master and then act on his instructions.
When shooting from anchor in fresh weather, to facilitate the operation of the windlass, it is recommended to carefully work on the machine, but in such a way that the vessel does not acquire a large acceleration and the anchor chain does not go under the hull of the vessel.
To establish the required engine operation mode, the captain's assistant located on the tank must continuously report to the bridge about the position of the anchor chain (its tension and direction).
It is also necessary to resort to the help of the engine when shooting from anchor in cases where the anchor chain is so sucked in by the ground that the windlass, as they say, “does not pull”, i.e., is not able to pull the chain out of the ground. In order not to damage the windlass at the time of the jerk, it is necessary to take the anchor chain to the stopper and disconnect the windlass before starting to move.
Shooting from two anchors, depending on the specific conditions of the anchorage, can be carried out both with separate and with simultaneous selection of anchor chains.
Alternate lifting of anchors is always resorted to at a large angle of separation of anchor chains, when the ship is standing on two anchors using the fertoing method, on crossing anchor chains, etc.
In these cases, the anchor that is currently “not working” is selected first, and then the anchor on which the ship will stand at that time.
If the vessel is at two anchors with crossed chains, then the anchor given to prevent yaw is selected first. At the same time, in order to prevent the trio of one chain from another during sampling, it is necessary that the anchor chain of the main anchor be stretched (“stretched”) for this time. Therefore, if shooting from anchors is already taking place with a weakened wind, it is necessary to give the machine a small push to reverse before starting to shoot.
When mooring at two anchors using the fertoing method for shooting from anchors, the anchor chain of the anchor on which the ship is standing at the moment is first poisoned, and at the same time the anchor chain of the second anchor is picked up. When he is in the blues, choose the first anchor.
If the separation angle of the anchor chains does not exceed 30-40°, then under favorable conditions, surveying from anchors can be carried out to speed it up with the simultaneous selection of both anchor chains. At the same time, it should be borne in mind that in a cramped road, where the drift of the ship is unacceptable, simultaneous hauling of anchors can be resorted to if the difference in the lengths of the anchor chains is either less than one depth, or more than a depth error. In the first case, both anchors will be undermined at the same time, which will allow the machine to immediately start working, preventing the ship from drifting. In the second case, after blowing up the anchor with a shorter chain, the ship will reliably remain without drift on the second anchor. Thus, in both cases, it will be possible to calmly pull the anchors into the fairleads one by one.
When lifting the anchors in turn, a shorter anchor chain is initially selected, and then, after the anchor is pulled into the hawse, a longer one. At the same time, if the shooting from the anchor is carried out in fresh weather, and the moment the first anchor is blown up, it is necessary to work the machine forward so as not to jerk to the second anchor chain.
With equally long anchor chains, the sequence of their selection is dictated only by navigational considerations. Usually the last anchor is lifted, in the direction of which the ship will turn to leave the raid. This is done so that in case of difficulty in turning the vessel to a new course, an anchor can be used.
Particular difficulties arise when shooting from two anchors if, as a result of a change in wind direction, the vessel turns around and the anchor chains cross, forming a cross when the vessel turns 180 ° or roofs when turning 360 °.
The formation of a cross, and even more so a roof, is an extremely undesirable thing, since this disrupts the normal operation of the anchor device and damage to the anchor chains can occur. Therefore, as already indicated, in the event of a danger of such a situation, timely shifting of anchors should be done. If this has not been done, it is necessary to choose at least one of the anchors, until only a cross has formed.
Initially, the anchor chain that is located below is selected, the second one is etched if necessary. When the selected anchor becomes a panner, the second anchor chain will be clean and then you can proceed according to the circumstances: either again become the second anchor, or choose the first one to change the anchorage.
Everything turns out to be much more complicated if a roof (or several roofs) is formed. In this case, before starting shooting from anchors, it is necessary to part the roofs - turn the vessel in the direction opposite to the twisting of the anchor chains. Under favorable weather conditions, the turn of a small-tonnage vessel, although with considerable difficulty, can be done with the help of one's own car and a ship's boat. To turn a large-tonnage vessel, the help of a tug is required. If, due to the poor organization of the watch service, it is not known in which direction the anchor chains twisted, then both anchor chains are selected to determine the direction of the vessel's turn until the roof appears from the water.
The turn should be done counterclockwise if at the beginning of the roof the right chain is visible on top of the left, and in the opposite direction if the left anchor chain is on the right.
To carry out riveting of anchor chains on a modern vessel for wiring with a roof is an almost unrealistic task.
Positioning of the vessel for one g two barrels and collection from them
Raids on which cargo operations are systematically carried out or ships are laid up for a long time are often equipped with special mooring barrels.
The mooring barrel consists of a "dead" anchor, a bridle chain and the barrel itself - a floating capacity, the volume of which depends on the estimated displacement of the ships using the barrel.
Barrel berthing has a number of advantages over anchoring:
The "dead" anchor of the barrel has a much greater holding force than the ship's anchor, and thus the safety of the vessel's anchorage is increased;
the vessel's yaw radius is significantly reduced when the direction of the wind or current changes;
a barrel survey usually takes significantly less time than an anchor survey.
On outer roadsteads, where there is no great constraint, ships usually stand on one barrel. This operation is most simply carried out with the help of a tugboat and a mooring boat. The tug driver brings the ship to the barrel and holds it with its bow against the wind or current until the mooring boat brings the ship's mooring lines onto the barrel and secures them there.
When the operation is performed independently, mooring lines are delivered to the barrel by a dedicated mooring team using a ship's boat or work boat.
In calm weather, the direction from which the vessel approaches the barrel does not matter.
In the presence of wind or current, maneuvering is carried out in such a way that the ship stops at the barrel, heading out into the wind (current), having the barrel at the left chin with right-handed FSP.
This is done with the aim that, if it is necessary to reverse, when repaying the inertia of the forward movement, do not pile your nose on the barrel.
On the approach to the barrel, when the ship still has a course of 2-3 knots, a boat descends with a mooring crew in it. In the boat, the necessary tool for fastening the mooring lines should be prepared: 2-3 mooring shackles, piles and a handbrake, as well as a small line of steel cable and a piece of shkimuzhgar in case, for some reason, it is not possible to get the mooring shackle behind the eye on the barrel .
The boat approaches the barrel from the windward side and disembarks 1-2 people on it, who must be in life jackets.
A throwing end is immediately supplied from the vessel to the barrel, with the help of which the mooring lines are transmitted, if it is made of a synthetic cable, or the conductor, if a steel mooring line is used. In the latter case, the mooring men on the barrel pass the conductor through the barrel eye and, with the help of the throwing end, are again transferred to the ship, where, choosing the conductor with a windlass, they pull the mooring lines to the barrel with it.
It should be noted that the need to use a conductor is eliminated if it is possible to keep the mooring hawse of the vessel above the barrel during the entire work.
During long stays, to ensure the reliability of the parking, sometimes an anchor chain is started instead of mooring lines. To do this, one of the anchor chains is riveted in advance, hanging the riveted anchor on an earring under the hawse or filling it on the deck.
Winding the anchor chain on the barrel is a difficult and time-consuming job. Due to the fact that it will be difficult to keep the ship near the barrel by engine operation all this time, mooring lines are initially started, with the help of which the ship is pulled close to the barrel 1. Then, using a conductor passed through the barrel eye, the riveted anchor chain is pulled to the latter. To facilitate the work, it is recommended to fasten the conductor not to the last link of the anchor chain, but to the 3-4th from its beginning, and the conductor itself, before feeding it to the ship, to pass through the barrel eyelet from the bottom up.
Freely sagging last 2-3 links will allow you to attach the anchor chain to the eye of the barrel without much tension using a mooring shackle.
With a large caliber of the anchor chain, to facilitate work, the so-called water end can be used - a steel cable with rigging brackets put on it, to which individual links of the anchor chain are attached to the cables. After fixing the anchor chain on the barrel, the temporary mooring lines and the water line are given away, and the anchor chain is slightly etched to exclude the possibility of touching the barrel with the stem of the vessel when the wind direction changes.
When setting up on two barrels, they initially stand on the bow barrel, then mooring lines are started on the stern barrel. In this case, if necessary, to facilitate the work of the bow mooring lines are etched. When the stern mooring lines are fixed, equalize the length of the bow and stern mooring lines, ensuring that the vessel is in line with the barrel alignment.
For shooting from barrels, preparatory operations are initially performed, as when shooting from anchor. If shooting from the barrel is carried out independently, then a boat with a mooring team is first lowered, with the help of which a temporary mooring line, taken by a hollow, is put on the barrel first. After it is fixed on the ship, the main mooring line (the anchor chain wound on the barrel) is given slack and the mooring lines are given from the barrel. Since the ship remains moored to the barrel with the help of a hollow, this allows a lifeboat with a mooring crew to be boarded in a calm environment until the ship has received movement.
When the boat is lifted on board, give a small push to the machine to move forward (or SMPH, depending on the circumstances) and, as soon as the ship acquires movement, a douplin is given.
Shooting from a barrel is greatly simplified if a towing vehicle and a boat are used for its implementation. In this case, the tugboat holds the vessel in place with the help of a towing cable attached to the vessel (or vice versa from the vessel to the tugboat) until the ship's mooring lines put on the barrel are released from the boat. After that, the tug turns the vessel to the wind and releases the tug or takes the vessel out of the port or from the roadstead in tow.
When shooting from two barrels, it is initially removed from the stern barrel, and then, as already mentioned above, from the bow barrel.
Test questions. 1. What is the preparation of the vessel for anchoring? 2. What requirements must an anchorage meet? 3. How is the anchor released at shallow, medium and great depths? 4. To solve what problems does the calculation of the anchorage come down to? 5. What measures should be taken to ensure the safety of the anchorage? 6. In what cases is the vessel to be anchored to two anchors? 7. What measures can be taken to reduce yaw when the weather deteriorates? 8. How is a single anchor survey done? What signals are given? 9. How do you shoot from two anchors in different circumstances?
Anchoring / unmooring a vessel are important operations that are the responsibility of boatmasters. The captain's assistant when anchoring/disembarking must be familiar with the situation and be able to safely use the ship's equipment. To do this job efficiently and safely, you must properly operate the anchoring mechanism, have a sufficient number of people and follow the instructions of the captain.
The article describes the practical actions of navigators when anchoring a vessel.
Connection
When anchoring operations, it is important to have reliable communication with the bridge. Carefully study the forms of reports. During anchoring/disembarkation, carefully follow the instructions of the captain, and clearly give commands to the crew. Report the progress of the operation to the bridge in a timely manner.
Before starting the operation, you need to understand:
1. Which anchor will be given (port or starboard)
2. How many bows to etch
3. How the anchor will be released (freely, with a band stopper or through a windlass)
Preparing to drop anchor
After receiving a command to prepare for anchoring:
1. check the crew members involved in the operation - are they all wearing personal protective equipment (PPE)
2. remove the metal latches from the anchor and deck hawse, check the condition of the anchor chain in the chain box (should not be twisted), make sure that there are no people in the box.
3. Loosen all additional stops attached to the anchor chain.
4. Check the operation of the windlass at idle.
6. If you plan to use thrusters, make sure the air intake is open.
7. Prepare the signal (ball) for lifting after completion of the operation.
8. Check Walkie-talkie.
9. make sure there are no obstructions outside the vessel for the free release of the anchor.
10. Release the anchor under the hawse and keep it on the band stopper.
11. Report to the bridge that the anchor is ready for release.
Operations
Anchor operations are of 2 types:
but. Anchor release (anchor drops)
b. Anchor hauling (anchor rising)
Anyway:
1. Work the windlass correctly
The winch can be controlled remotely. In this case, the officer in charge of the watch is located closer to the ship with the control panel, where he can see the anchor and chain, while the windlass is operating. If there is no remote control, a qualified sailor should be appointed and given clear instructions.
2. Personally control the anchor and chain
Since the assistant is responsible for timely reports on the position of the anchor and the anchor chain, we recommend that you personally supervise them. Any deviation from established procedures during anchoring should be reported to the master immediately.
3. Keep track of how many bows are etched
The number of etched bows can be counted by connecting links - Kentara brackets. The Kentar brace is larger and easily distinguished from other links by color. On modern boats, the length of the chain below the hawse is displayed on the control panel. But, it is better to determine the length visually, do not rely on automation completely. If the assistant is working on the winch, a sailor is assigned to watch the chain.
Remember - the length of one bow is 27.5 meters.
Reports
Timely reports are another duty of the deck officer responsible for the anchoring operation.
The assistant is the eyes of the captain when anchoring the ship. Always keep him informed about the progress of the operation.
What is important to tell the captain?
1. Anchor position
During anchor operations, the position of the anchor chain must be carefully monitored. The position of the chain is usually reported in the formats:
but. Clock format - we take the nose for 12 hours and count from it during the report. The starboard positions will be at 1 o'clock, at 2 o'clock, etc. On the left side - we start at 11 o'clock.
b. Reference Points - Report using a point system at 11.25 degree intervals. For example - 2 points on the starboard side. (2 points on starboard bow).
2. Chain position
The position of the anchor chain must also be reported. According to the reports, you can understand its movement. Use the following expressions for the report:
but. short position (short stay) - when the chain has just left the onboard hawse. The distance from the side is minimal.
b. Middle position (medium stay) - the chain is at an average distance from the side of the vessel.
in. Long stay - when the chain is at a considerable distance from the anchor hawse
d. Up and Down - When the chain is vertical, it runs parallel to the centreline of the boat. Does not apply to the situation when the chain is etched from the fairlead to the bottom.
An example of a report is Position 2 o'clock, long stay.
Each sailor has a different form of report. Speak in such a way that the captain and the rest of the anchor crew understand you well.
It is normal to keep the chain taut until the ship is at anchor. After the anchor is released, the chain is still etched for some time. When the anchor grabs the ground and the chain calms down, gradually tighten it.
Finally, when the chain goes up/down, it means that the anchor is holding.
Security
The officer in charge of the watch is responsible for the safe operation of the equipment and crew members involved in the anchoring operation. Keep an eye on yourself and your team during the operation. Stop any unsafe activities. Manage the crew skillfully, observing safety precautions.
Regarding security, we note the following points:
but. Proper use of PPE including hardhat, gloves, goggles, and earmuffs (if required)
b. While checking the anchor and its chain, find the best position from where you can observe the anchor without hanging from the side of the boat.
in. While releasing the anchor, stay away from the winch
d. When lowering / raising the anchor on the windlass, do it gradually, avoiding a sudden change in the speed of rotation and its direction.
Anchoring is a responsible operation that requires a lot of practice. In most cases, theoretical principles and knowledge of the books are only useful to a certain extent. The control of the situation and the good reaction of the assistants, their ability to make decisions instantly, will help to do the job correctly. Knowing well the maneuvering characteristics of the vessel and the limitations of the equipment, you will quickly make the right decision. The watch officer's competence is measured by his ability to control the situation, command the group, follow the captain's orders in order to carry out the operation safely and efficiently.
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Shooting from anchor works well if the interaction between the crew members is worked out.
Before setting sail on a yacht at anchor, the anchor line is selected as far as possible, taking into account the state of the weather and the holding force of the ground. Having then set the mainsail and fully prepared the staysail for setting, at the helmsman’s command “Anchor to choose!” choose the anchor rope to the paner (that is, to such a position when it stands upright and when one jerk is enough to pull the anchor out of the ground). The sailor who chooses the anchor must promptly report loudly to the helmsman about the panner. At this moment, the staysail is quickly set and, simultaneously with the helmsman’s command “Select anchor!” take it to the wind.
If the anchor immediately separated from the ground and the sailor from the forecastle reports: “The anchor is up!” then the yacht confidently lies on the given tack, all sheets are selected from the lee side. When the anchor is out of the water, they report from the tank:
“The anchor is clean!” - they wash off the dirt from it, raise it to the deck, disarm it and fix it in place in a marching way ( rice. 127). It should not be forgotten that a yacht at anchor is driven by the wind all the time. Therefore, the moment of command to anchor is determined only by the helmsman, who constantly monitors the position of the vessel relative to the wind. When they weigh anchor, all unnecessary conversation on deck ceases; all the more unacceptable any advice to the helmsman.
It may happen that the anchor is pulled out of the ground at the same time as the yacht comes to the paner. In this case, the vessel, as a rule, gets reversed. And if there is not enough space behind the stern, and they do not have time to put the jib, bulk on other ships or grounding are inevitable. There is only one way out - immediately drop anchor again. When there is clear water behind the stern, then a quickly set staysail and a rudder set in reverse save the situation - the yacht almost immediately turns to the desired tack.
A hasty report on the panner, when there are still a few meters of anchor chain left, leads to the command “Select anchor!” fails. And since the agile sailor has already set the staysail and carried it to the wind, the yacht abruptly takes off, pulling the anchor rope tightly. We have to start all over again, and when the ship returns to the head-hand position, we must again pick up the rope to the paner, pull the anchor out of the ground, etc.
In the harbor, it happens to hook on the anchor and pull out to the surface any flooded object, someone else's anchor rope or cable. In this case, the forecastle sailor reports: "The anchor is not clean!" - and releases the anchor from foreign objects. If the object does not interfere with the continuation of the maneuver, it is simply removed from the paws of the anchor and thrown into the water. When someone else’s rope is at anchor, connecting the yacht to the ground, you should de-wind the sails, bring an earring under the rope, fixing it on the deck, ease your anchor rope until the anchor is free, and, taking the staysail into the wind, throw someone else’s rope into the water.
Anchoring almost no different from setting on a barrel - they approach the anchorage in the same way as to a barrel: against the wind and at the slowest speed ( rice. 128).
When approaching the place of the planned anchorage, they give the command in advance ^ Prepare for anchoring! At this command, the anchor is armed and rolled onto the decks of at least three depths of the anchor rope. The rope or chain is pulled along the deck with a snake and the hoses are laid evenly and close to each other. Since the whole chain is usually not used, the place to which it is going to be poisoned must be thrown over the capstan or bitten with several hoses so that more than necessary does not go overboard.
Leading up to the wind and removing the staysail, they approach the anchorage in the head-to-head position with the expectation of losing speed at the place of anchor release. When the yacht gets a little astern, the helmsman commands "Anchor!". The anchor rope is poisoned gradually, since the anchor lies on the ground with the rod up, and if you put a chain on it, then when the anchor is turned over, it will wrap around the rod and will not pick up the anchor. It is necessary to ease the rope slowly, and the sailor reports to the helmsman all the time at each chain tension: “We came to the rope” - and receives a command from him to stop or poison further.
Buyrep- this is a strong tackle, which is attached at one end with a buoy knot (see) to the anchor trend, and at the other - to the tomb buoy (a small buoy made of metal, wood or a canvas ball stuffed with cork). The buoy must be clearly visible, so it is painted in a bright color. If the yacht does not have a regular tomb buoy, it can be replaced with a lifebuoy, a wooden bowl, or something similar.
With a fresh wind or poor ground, the anchor may not immediately pick up and crawl. They usually learn about this by the trembling of the anchor chain, the incessant release of air bubbles in the area of the given anchor, or a change in bearing to some coastal object. The last indication should not be confused with slight changes in bearing due to the fact that the yacht is being driven by the wind. To enable the anchor to stop, the anchor rope is poisoned until it picks up.
When the anchor is taken away, the rope or chain is stopped by the biteng or capstan, throwing several hoses on it. During long stays, the one who has taken the anchor can crawl almost imperceptibly. Therefore, especially if the parking lot is restless, it is recommended to lower the ballast or lot right at the shrouds to the very bottom and give the lot line sufficient slack. Picking up this slack from time to time, you can always find out exactly whether the yacht has moved from its place or not.
Only when there is complete confidence that the anchor has been picked up and is holding well. sails can be removed. With a short stay, in order to drive the yacht less, you can take a boom to topenants. If the parking is long, the sails are removed, but not removed from the spars, in order to quickly put them in if necessary.
Often, the anchorage has to be approached with a fair wind. In such cases, you should bring up in advance, remove the mainsail and go under the staysail; when approaching, remove the staysail, at the last moment, under one mast, turn up and, having lost the course, give up the anchor.
Anchor rope should always go gently into the water. And the worse the soil holds or the weather is fresher, the more flat it should be. Therefore, under normal conditions, three rope depths are poisoned, with a wind of five or six points - five or six depths, and in a storm - ten or more.
When parking in an open roadstead, when the wave is large and there is a lot of wind, it is useful to additionally press the rope to the bottom. To do this, some kind of ballast is hung on the anchor rope and allowed to slide to the anchor by about half the length of the rope. Thus, the holding force of the anchor increases and the rope pulls less on a big wave. In very fresh weather, sometimes it is necessary to etch the entire anchor rope (“up to zhvakagals”), then the holding force of the anchor increases very significantly.
If the yacht has a spare anchor, then in a troubled parking it is advisable to stand on two anchors. So that the ropes do not get mixed up, the second anchor is given from the other side, and its rope is etched shorter. You can also stand "on the goose". To do this, the anchor chain is riveted, a second anchor is inserted into it and the inner end of the chain is attached to its bracket, and the outer end to the trend ( rice. 129). Another way of setting "on the jib" is that the spare anchor is armed with its own rope, which is fastened with a buoy knot to the trend of the regular anchor. In both cases, the first anchor is first released, and when it picks up and the yacht comes to the rope, the second one is released, gradually easing the rest of the rope. It is impossible to give them together: both ropes will inevitably get mixed up.
Confident anchoring largely depends on the nature of the ground, and the captain of the yacht must inquire about this from the map and sailing directions. Clay and loam holds best of all, sand and fine stone are somewhat worse, and solid soil, massive rocks, is held very poorly or not at all.
If you have to anchor or stand on a barrel with a current that does not coincide with the direction of the wind, you need to evaluate the ratio of the wind force and the current:
the bow of the yacht must be directed against the greater force. That is why, on rivers with a strong current, with a weak low wind, they often anchor or barrel from the jib course, for which they remove the mainsail and approach the parking lot under the staysail. If there is a lot of wind, then they go under the mast. In very fresh weather, the sails are not removed, but are unfolded according to all the rules with the flow, but against the wind.
As soon as the yacht has approached the place of its parking in the harbor, it must be securely and correctly moored. For mooring, vegetable or synthetic cables of sufficient strength and length are used - usually 2-4 m, which are called mooring lines. At one end of the mooring line, a fire is closed, which is thrown over the fell or bollards located on the pier. The other end of the mooring line, with a strong brand that protects it from blooming, is fixed on the deck by a mooring cleat, bitten or bollards.
If you have to moor behind the eye (on a barrel or on a pier), then the moorings are fixed either with a bracket, as is done during long-term parking on a barrel, or with the help of one of the mooring knots - a simple, fishing or bayonet with a hose. Then the ends of the mooring line are interchanged: the fire is thrown over the yacht duck or biteng, and the root end is tied into the eye. You can also make moorings with an earring ( rice. 130).
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Rice. 131. Yacht mooring methods |
The most common mooring is stern to the berth with the bow mooring on the buoy or with the anchor released. In order for the position of the stern relative to the berth to be stable and, if necessary, it was possible to lay a gangway, two stern mooring lines (right and left) brought ashore and attached at an angle to the diametrical plane of the yacht ( rice. 131). Variants of such mooring - bow to the berth and two moorings (from the bow or from the stern) for two buoys.
In these cases, when the mooring line is etched, brought to the buoy, the mooring lines, filed to the berth, are fixed first, after which the mooring lines, brought to the buoy, are selected and fastened.
If the yacht has a regular mooring in the box, then two mooring lines must be provided both from the bow and from the stern. Their length is selected so that the yacht is at the same distance from the walls of the box ( fig.131).
In the parking lot at the pier or side of another vessel, the yacht must be moored with two mooring lines from the bow and two from the stern. One pair of mooring lines is fed back and forth along the pier so that the ship does not move along it; the second pair is attached at a right angle, pressing the yacht to the pier. Fenders must be hung between the berth and the side of the yacht ( rice. 131).
35 36 37 38 39 ..§ 35. ANCHORING AND ANCHORING
Before proceeding with any operation with the anchor device, it is necessary to make sure that all its parts and details are in good condition. Preparation of the device for operation should begin with an external inspection, lubrication of all moving parts and filling grease fittings with grease. After making sure that there are no defects, they begin to prepare the windlass (or capstan) for work, while observing a certain order. First you need to make sure that the band brakes are securely tightened and the sprockets are disconnected from the windlass mechanism; then check the operation of the windlass at idle. On a windlass with an electric drive, check with a voltmeter that there is electricity supplied to the drive and check the windlass at idling for forward and reverse.
Anchoring. After preparing the windlass, the anchor chain is released from the permanent and chain stoppers, the valve is removed from the anchor fairlead and the chain fairlead is freed from the cork. Then the sprockets with the windlass mechanism are communicated alternately and the anchors are etched until the anchor bracket comes out of the hawse, after which the band brakes are tightened and the sprockets are disengaged. The anchor is released by loosening the band brake by turning the handle or handwheel in a counterclockwise direction.
The anchor chain should be etched evenly, without jerks, with moderate speed and gradual delay when etching the designated length.
In order for the navigation bridge to know about the position of the anchor chain, when selecting and etching the anchor, signals are given by the ship's bell. The number of strokes of the bell corresponds to the number of the passing bow. When choosing an anchor, when it is pulled up to the paner, i.e. when the anchor-chain is in a vertical position, and the anchor has not yet come off the ground, the bell is rung rapidly (6-8 beats). When the anchor is separated from the ground (“anchor has risen”), a signal is given - one blow. When the anchor leaves the water (“anchor is clean”), a signal of two strokes is given
And, when the anchor is finally drawn into the hawse, they give three blows to the bell.
During the entire anchorage, the anchor chain is held only by a band brake. Other stoppers are not imposed on the anchor chain, since the anchor chain must be in constant readiness for immediate return. Under difficult parking conditions - strong wind or current, poorly holding soil,
Large waves, etc. - the holding force of one anchor may be insufficient, the anchor will begin to crawl along the ground, which will lead to the drift of the vessel. In such cases, two anchors are given.
The anchoring of a vessel on two anchors is much more reliable than on one, but it can lead to entanglement of the anchors when the wind or current changes, when the vessel changes its position by 360 °, which can happen repeatedly during a long stay. The chains become so entangled that it takes a lot of time and effort to bring them into proper condition. In order to avoid this difficult work, the sailor on duty is obliged to carefully monitor the situation and
Report to the watch officer on all observed changes in the weather.
When parking in an open roadstead, when the excitement makes it difficult to carry cargo operations or disembark passengers, a method of releasing the anchor, called setting on a spring, can be used (Fig. 70).
In this case, the anchor is released from the side opposite to that which should be protected from waves. First, a certain amount of anchor chain (3-5 bows) is etched, depending on the parking conditions. Then, from the stern, outside the side from which the anchor is given, they enclose a sufficiently strong mooring cable, the light of which is brought into the anchor hawse of the given anchor and attached to the anchor chain with a steel sling placed in several hoses with a noose around the anchor chain and fixed for fire with a brace. At the stern, after the slack of the cable is picked up, it is attached to the bollard. Then, having chosen the moment when the ship, under the influence of the wind, roars in the direction opposite to the given anchor, the anchor-chain is set aside until the ship stands lag, i.e., perpendicular to the direction of the wind or current. With this position of the vessel, at its lee side, protected from waves, cargo operations and other work with watercraft can be carried out.
In all cases, when mooring at one or two anchors, it is necessary to systematically monitor the anchor device, periodically making sure that the anchor does not crawl on the ground and the ship does not drift. Failure to comply with this rule may put the vessel in a dangerous position due to the fact that the drift was noticed too late and there is no time or space left for the necessary maneuver.
The simplest, although not reliable enough, way to determine the drift is to "listen" to the anchor chain. If the anchor crawls along the ground, then as a result of friction, especially if the ground is rocky, alternating sound vibrations occur, which are transmitted through the anchor chain as through a conductor. An experienced sailor will accurately determine the characteristic, scratching sounds. Sometimes too weak to be heard by the human ear, these vibrations can be felt with a hand placed on the link.
The ship's drift can also be determined by observing the position of the anchor chain for some time.
In the absence of drift, the anchor-chain gradually builds up, reaches a position where it leaves the water as much as possible and then also gradually and evenly weakens. When drifting, the anchor-chain weakens sharply, with a jerk, which indicates that the anchor has crawled along the ground. With the next scouring of the anchor chain, a sharp weakening is repeated.
The most reliable way to determine the drift is the method with ballast, i.e., pig iron, weighing about 32 kg. A thin, but capable of supporting its weight, vegetable cable is attached to the ballast, and at the moment when the anchor chain is peeled, the ballast is lowered to the ground in front of the stem. The cable is etched overboard with a large slack, in such a way that, with the greatest yaw of the ship, the ball-steen could not be moved from its place by the peeling cable. To determine the possible drift, it is enough to select the slack of the cable: if the cable looks straight down, there is no drift; in the presence of drift, the cable will look forward and will be constantly kicked.
Filming from anchor. Preparatory operations must be carried out before anchoring. In the event that the windlass (or capstan) has a steam drive, it must be thoroughly warmed up, in the same manner as already indicated when preparing the anchor for recoil. It is also necessary to make sure that the electric windlass is ready for work. When anchoring at one anchor, the anchor chain begins to roll, after the asterisk is turned on and the appropriate order is received from the bridge.
The anchor chain must be selected smoothly and without excessive effort. The direction of the anchor chain should be constantly observed and shown by the appropriate position of the hand, which is necessary for coordination of actions on the bridge. If the anchor chain is under excessive tension caused by headwind or waves, the machine is slowed forward, which greatly facilitates the work of the windlass.
If it is necessary to manually lay the anchor chain, one or two sailors are sent to the chain box. Sending people to the chain box is allowed only when the sprocket is already connected to the windlass mechanism. It is necessary to call people from the chain box at the moment when the anchor is out of the water. Subsequent operations, i.e. pulling the anchor into the fairlead and turning off the sprocket, must be carried out in the absence of people in the chain box. It is also impossible to be in the chain box at a time when the anchor chain is held only on the band brake.
When passing the anchor chain through the anchor chain, it is necessary to wash off the soil remaining on the anchor chain with a jet of water from the hose. On modern ships, water from the fire main is supplied directly to the anchor hawse through several nozzles located around the circumference of the hawse. The passage of bows is marked by a bell.
The speed of selection when retracting the anchor into the fairlead should be minimal. At the same time, it is necessary to monitor the position of the anchor, the paws of which should be tightly pressed against the side, and the anchor itself should not have any slack, otherwise, when the wave hits, the anchor will begin to hit the hull skin.
Chain fairleads in the stowed position must be tightly closed with specially made covers, and in their absence - with wooden wedges: corks and then tied with canvas. If stormy weather is expected on the upcoming voyage, it is recommended to cement the fairleads, for which the space between the wooden wedges is tightly packed with tow or rags and poured on top with quick-setting cement diluted in warm water. A temporary canvas cover is put on top - a bryukan, which protects the cement from being washed out with water during its hardening. Anchor fairleads on the deck are closed with special covers with a cutout for the anchor chain. The covers prevent the tank deck from flooding with water.
In the marching anchor-chain is attached, in addition to the band brake, with a permanent stopper, as well as a portable chain stopper. The sprocket must be disconnected from the windlass drive end.
When shooting from two anchors, first two anchor chains are selected simultaneously until they start to look at odds, after which they take one anchor chain to the band brake, turn off the sprocket and continue to select another anchor chain. After the anchor is drawn into the hawse, the remaining anchor chain is selected in the usual manner.
During the anchorage, as a result of a change in the wind or current, the vessel changes its position. When the vessel turns 180 °, the right anchor chain will look to the left, and the left one will look to the right. This position of the anchor chains is called a cross (Fig. 71, ia) \ if the ship, continuing to turn around the given anchors, changes its course by 360 °, then the so-called roof is formed (Fig. 71, b). If the vessel makes several complete revolutions in the same direction around the anchors, several roofs may form. Although such cases are considered unacceptable in maritime practice, circumstances may arise when, as a result of oversight or extraordinary circumstances, roofs or a cross have been formed. Cleaning the anchor chains from the cross, and especially from the roof, requires a lot of effort.
Rice. 71. Twisting anchor chains
The practice of navigation has developed a fairly clear system of commands. These standard commands play a big role in improving the safety of navigation and maneuvering of the vessel. All crew members are required to know the commands, understand them and execute them correctly. Consider the basic command words and expressions used on the ships of the merchant fleet.
Commands to the sailor-helmsman. The sailor is obliged to rehearse all commands to the steering wheel verbatim, prefixing them with the interjection “Yes”, and immediately report on the execution of the order.
The helmsman must especially clearly repeat the name of the course. Calling loudly and clearly the full meaning of the course, it is necessary to emphasize the last digit, raising your voice towards the end of the phrase. This requirement is explained by the fact that the captain or navigator usually knows the first two digits of the course, i.e. tens, and even more so hundreds of degrees, in advance, based on a quarter of the horizon.
When reporting on a course that has tenths of a degree, it is necessary to say the word “tenths” at the end of the phrase, for example: “One hundred and seventy and five tenths!”. You can’t pronounce this number like this: “One hundred and seventy and five!”, Since, said in a tongue twister, it can be heard as “175”.
Among the many commands on the steering wheel, the most important are the following.
Command: “So many degrees to the right (left) of the steering wheel!”. Execution: the helmsman rehearses the command: “There are so many degrees to the right (left) of the rudder!” and smoothly, without jerks, shifts the steering wheel to the right (left), fixing it along the axiometer at the indicated number of degrees. Having executed the command, the helmsman reports this to the captain "or the officer on duty, depending on who gives the commands. In this case, the report on the execution of the command will be:" Rudder right (left) so many degrees!
Command: “So many degrees to the right (left) according to the compass!”. Execution: The helmsman rehearses and changes the given compass heading by the specified number of degrees in the appropriate direction, keeping the vessel on the new heading. Report: "There are so many degrees on the course!"
Command: "Right (left) rudder!". Execution: they rehearse and the steering wheel is smoothly shifted by approximately 10-15 ° along the axiometer in the indicated direction. Report: “The steering wheel is right (left) so many degrees!”, That is, the helmsman indicates the number at which he stopped the axiometer needle.
Command: "Halfboard right (left)!". Execution: the steering sailor rehearses and shifts the rudder to the appropriate side, fixing it along the axiometer about 15 °. Report: "Half-board rudder right (left)!".
Command: "More right (left)!" or "Less right (left)!". Execution: the helmsman rehearses and, by appropriately shifting the rudder, increases or decreases the angular velocity of the vessel's turn. Report: "The steering wheel is right (left) so many degrees!".
Team: “Right (left) rudder! The course is so many degrees! Execution: the helmsman rehearses and brings the ship on a given course and keeps it on it. When assigning a course, which contains the number "50", this course is recommended. pronounce with the use of the term "fifty", for example "The course of fifty is seven!" or "Heading two hundred and fifty three!". This is necessary in order to avoid misunderstandings and mistakes, since the words "fifty" and "sixty" are very similar in sound and under certain conditions can be easily confused by the helmsman or navigator.
When turning the vessel at a sufficiently large angle, the helmsman is obliged every 5 or 10 ° to loudly call even readings on the compass card passing through the heading line, for example: “35, 40, 45 °, etc.” When the ship is on a given course, the helmsman reports: “There are so many degrees on the course,” and the assistant in response to this confirms: “Keep it up!”.
Command: "Right (left) on board!". Execution: they rehearse and put the steering wheel in the indicated direction along the axiometer to the set limit. The rudder shift must be carried out as quickly as the design of the given steering device allows, but in all cases smoothly, especially in the sector of restriction. Report: "The steering wheel is right (left) on board!".
Team: "Remove!" Execution: they rehearse and the rudder is gradually retracted in the opposite direction and set to a position close to the center plane of the vessel from the side of the side of the turn. Report: “The steering wheel is so many degrees to the right (left)!”.
Team: "Hold!" is preliminary to the command “Keep it up!”, i.e. warns the helmsman that the ship will soon approach the line of the intended new course. Execution: the helmsman rehearses and reduces the rudder angle to a minimum and even, if necessary, shifts it to the other side. This is done to reduce the angular rate of the ship's turn so that at the moment it passes the course line, it can be easily delayed and accurately fixed in the desired direction. The rudder shift in the direction opposite to the direction of the ship's circulation is performed with the expectation of slowing down the speed of this circulation, but not so much that the ship completely stops rolling in the original direction. Report: "The steering wheel is right (left) so many degrees!".
Command: "Direct steering wheel!". Execution: rehearses and the rudder is brought into the diametrical plane of the vessel and set according to the axiometer to the reading 0 °. Report: "Steering wheel straight!".
Team: Keep it up! This command is given at the moment when the ship enters the line of the new course. Execution: the helmsman rehearses and immediately notices, with an accuracy of 1 °, the reading of the course on the compass card, on which the ship turned out at the time the command was given by the captain or navigator. At the same time, while rehearsing the command, the helmsman must immediately name the observed course, i.e., answer: “Yes, keep it up. So many degrees! Then, shifting the rudder so as to stop the further turn of the vessel, he brings it to a fixed course. When the ship is finally brought to a new course, the sailor is obliged to report loudly: “There are so many degrees on the course!”.
Team: "Keep on such and such an object!". Execution: the helmsman, rehearsing and shifting the rudder in the right direction, leads the ship to the indicated landmark and keeps it on it. At the same time, he notices the course on the compass and reports: “There are so many degrees on the course!”.
Command: "Leave such and such an object on the right (left)!". Execution: the helmsman rehearses and independently controls the rudder, leaving a given object, such as a buoy, to the right (left) of the vessel. Having passed the indicated object, the helmsman returns to the previous course.
Command: "Lie down on the target!". Execution: the helmsman, rehearsing and independently steering the helm, brings the vessel to the target and accurately lies on it, at the same time he notices the compass course, reporting to the captain or watch officer: “On target. There are so many degrees on the rumba! In response, the captain or assistant confirms the command with the phrase: “Keep it up!”. Sometimes the helmsman is given the command: "Keep on the alignment!". The sailor, holding the vessel on the alignment, notices the compass course and reports: “On the alignment. The course is so many degrees!
Team: "Right (left) do not go!". Execution: the helmsman rehearses and keeps the ship on a given course so that the division of this course on the card does not go to the left (to the right) of the compass heading line, but also does not deviate too much in the opposite direction.
When setting a new course for the helmsman, the previous command “Right (left) de walk!” loses its meaning and automatically, without special instructions, is removed. If on a new course it is necessary to execute this command, then it must be repeated to the helmsman, regardless of whether the course has changed by 2-3 or by 20-30 degrees or more.
Question: "On the rumba?" are given to the helmsman in the process of comparing compass readings or at the moment when the navigator needs to find out what is the direction of the ship's diametrical plane according to the directional compass. Execution: noticing the countdown of the course on the compass card at the time of this command, the helmsman reports: “There are so many degrees on the rumba!”. Readings must be read to the nearest tenth of a degree.
Question: How is the steering wheel? is given to the sailor when it is necessary to find out what position the rudder blade is in. Execution: the helmsman notices the position of the arrow on the axiometer and reports this. For example: “The rudder is right (left) so many degrees!”, Or “The rudder is right (left) on board!”, Or “The rudder is straight!”.
Teams in the engine room. On ships of the merchant marine fleet, commands to the watch mechanic are usually given by means of a machine telegraph, which has corresponding divisions on the dial, in the event of a telegraph malfunction, by intra-ship means of communication: by telephone, speaking pipe, using conditional signals (loud calls, etc., d.).
Through the same channels, those commands that are not on the telegraph dial at all are transmitted to the engine control post. All commands to the engine room must be rehearsed before execution.
Machine telegraphs often do not have divisions for the "smallest" and "most complete" modes. Therefore, in order to transmit such a command, the captain or his assistant put the telegraph handle in a row twice in the same division, respectively, “slow speed” or “full speed”. However, this method of transmitting commands must be previously agreed once and for all with the chief engineer, who is obliged to instruct the watch service in the car. The number of propeller revolutions in each mode of travel is also set in advance, based on the characteristics of the main engine and the maneuverability of the vessel itself. If you need to keep some other, not scheduled engine speed, then the necessary command is transmitted by telephone or voice tube.
On ships that do not have a telegraph lock with a reversing device, a great danger is the phenomenon when the engineer on duty confuses the reverse: instead of reverse, which is required from the bridge by telegraph, he gives the front, or vice versa. In order to prevent such cases, the actions of the mechanic are not< обходимо контролировать. В машине контроль осуществляет стармех, или лицо, его заменяющее. На мостике, заметив ошибку, не следует после команды «стоп» снова давать предыдущий ход, так как механик машинально повторит свой промах. В подобной ситуации рекомендуется прибегнуть к резервным каналам связи с машинным постом, либо обратить внимание вахтенного механика на ошибку путем многократного перемещения ручки телеграфа из одного крайнего положения в другое и лишь затем поставить ее на нужное деление. Механики должны быть заблаговременно проинструктированы о значении такой чрезвычайной" сигнализации на случай, если она будет подана. Рекомендуется, чтобы перед маневрированием с мостика каждый раз напоминали механику, об этой условной сигнализации.
The command that the machine is not needed can be expressed in two ways, depending on the design of the telegraph. If the telegraph has a division “Hang up”, then the officer on duty puts the pen on this division, and the mechanic rehearses. After that, the navigator moves the stick to "Stop", and the engineer on duty must do the same. If there is no special “Release” division on the dial circle of the telegraph, then it is customary to give this command by moving the handle back and forth two or three times throughout the sector, followed by setting it to the “Stop” division. The mechanic rehearses in the same way. The readiness of the engine is reported to the mechanic by telephone or voice tube with the following command phrase: “The readiness of the machine is so many minutes (hours)!”.
Under the readiness of the machine is understood such a state of the main engine and mechanisms in which they can be put into action exactly after the appointed period of time from the moment the order is received to ensure the upcoming voyage.
The command to prepare the machine for anchoring or for unmooring is given by setting the telegraph knob to the “Get Ready” or “Get Ready” division, regardless of whether the engineer on duty was warned about this in advance personally or by telephone. The mechanic rehearses the command, and when the engine is ready to reverse, he puts the knob on "Stop". The watch officer must do the same, confirming that the report from the car has been received.
If at the end of the process of preparing the car, the telegraph handle moved to one or another step of the move due to a short-term turning of the engine, then after that the navigator should again put on the “Get Ready” division, but in this case this will already mean: “Is the car ready?” . And until the mechanic sets the telegraph knob to "Stop", the navigator has the right to consider that the engine is not yet ready and the engine room watch will be responsible for the consequences of the delay. Only the translation of the telegraph by the engineer on duty from the division "Tovs" to "Stop" and a similar rehearsal of the officer on duty give reason to believe that the engine is in full readiness for immediate reverses and that this fact is understood on the bridge and noted in the ship's log.
The watch officer should remember that the time for preparing the main engine for action for which the mechanic is responsible begins to be calculated only from the moment the navigator sets the engine telegraph handle to the "Get up" division, and not at all from the moment of talking about it with the watch mechanic.
The engineer on duty under normal conditions does not have the right to delay the preparation of the machine for longer than the time set by the team on the readiness of the main engine. Before giving the command "Get ready!" clock readings in the engine room and on the bridge should be coordinated.
All moments of transmission of commands to the engine room both by telephone and other means of communication, as well as receipt of reports from there, are recorded simultaneously in the ship's and watch engine logs with an accuracy of 15 se / s.
Commands on the forecastle when working with an anchor. When the vessel is anchored or when shooting from anchor, the commands are transmitted from the bridge to the forecastle and rehearsed from there by the navigator in charge of the work, and, as a rule, verbatim. Below are the most important of these commands.
Commands when anchoring. Command: "Both (or only the right or left) anchors to prepare for return!". Execution: the boatswain, at the direction of the assistant, prepares the anchors for return: removes additional lashings and stoppers, leaving only the tape stopper clamped; disengages the windlass; checks that nothing interferes with the course of the anchor chain. The disengagement of the windlass, as well as its communication, is checked personally by an assistant each time. Assistant's report: "Both anchors (right, left) are ready for recoil!".
Command: “Adjust the right (left) anchor to such and such a position!”. Execution: the boatswain, under the supervision of an assistant, informs the windlass, that is, connects its kinematic system with an asterisk on which the anchor-chain lies, then, using the windlass, lowers the anchor under the hawse, to water or even g water, depending on which one was received on this account the team from the bridge. Under the clewse or to the water, the anchor is pitted for greater reliability (it should not linger in the clewse and should easily go when the stopper is released). If you have to anchor at depths greater than 30 m, then it is usually pitted into the water using a windlass with one or two bows of the anchor chain. In such cases, the correct engagement of the windlass coupling device is personally checked each time by the mate who is responsible for all operations on the windlass.
Command: "Stand on the return of the right (left) anchor!". Execution: the boatswain approaches the corresponding windlass sprocket and stands ready at the helm of the band stopper in order to immediately execute the command to release the anchor at any time. The captain's assistant gives the sailors working on the forecastle a command: "Away from the right (left) anchor chain!".
Command: “Give up the right (left) anchor!”. Execution: the boatswain depresses the stopper and releases the corresponding anchor, and does this at the command of the assistant, who, before releasing the anchor, is obliged to check if there are any watercraft under the hawse. Before giving a command, it is recommended to report from the bridge to the forecastle, what is the depth in this place, so that it would be easier for the boatswain to navigate in choosing the moment when it is necessary to hold the anchor chain by clamping the tape stopper. It should be noted that the stopper is not clamped until the anchor reaches the ground, and it must be pressed smoothly so that the anchor-chain comes out evenly and in the right number of bows.
Command: "Etch the anchor-chain (rope)!". Execution: the boatswain etchs the anchor chain as it is tensioned; the assistant reports to the bridge how many bows of the anchor chain have come out at the moment. At the same time, the number of etched bows is marked by blows to the bell. If it is necessary to speed up or slow down the etching of the anchor chain, then options for a similar command can be given: “Etch the anchor chain weakly!” or "The rope is tight!" etc.
It should be mentioned that in addition to the term "anchor-chain", adopted in the marine technical literature, in everyday practice they often use the "word" rope ", which has been used in the fleet since the days of the sailing fleet.
Team: "So many bows in the water!". Execution: etch the specified number of anchor chain links into the water and clamp the stopper. The concept of “into the water” means that the bracket connecting the named bow with the next one has just disappeared beyond the “water” level. Other variants of this command may also be given, for example, “So many bows on the windlass.” “So many bows in the hawse !" etc.
Command: Hold. As soon as he comes to the rope, report! Execution: the boatswain clamps the tape stopper; the assistant monitors the state of the anchor chain. If the anchor does not hold, and this is clearly seen from the characteristic shudders of the anchor chain, the assistant reports: “The anchor is creeping!”. If the anchor chain is pulled tight, and then sags under its own gravity, then this means that the anchor has been taken away. The assistant in this case reports: “I took the anchor. The ship has come to the rope!
Team: "Pin like that! You can leave the tank! Execution: the boatswain, under the guidance of an assistant, finally clamps the tape stopper and, if necessary, at the direction of the bridge, imposes additional fastenings on the anchor chain. After that, people leave the tank.
Commands when shooting from anchor. Command: "Report windlass!" Execution: the boatswain, under the direct supervision of an assistant, shifts, using a special device, the clamping couplings that serve to connect the cam drums to the main gear of the windlass, preparing the latter to lift the anchor. Assistant's report: Windlass reported!
Team: "Vira anchor!". Execution: the boatswain, at the direction of the assistant captain, sets the windlass in motion and begins to select the anchor-chain, reporting to the bridge how many bows remain in the water after the release of each next report either by telephone, or by the ship's command radio broadcasting installation, or using special hand-held transistor transceivers . Along with this, bell signals are given from the tank. Rare, measured, separate blows correspond to the number of anchor-chain bows remaining in the water. A series of frequent strikes on the bell means that the anchor is "paner":
one blow - the anchor stood up, that is, it separated from the ground. Two separate blows announce that the anchor is out of the water, three - the anchor is in place.
After two blows, the assistant is obliged to report to the bridge in what condition the anchor is: clean or not clean. The report: “The anchor came out of the water - it’s clean!” Means that there are no foreign objects on it: cables, cables, chains, etc. Silt and other soil residues do not give the assistant a reason to report that the anchor is not clean. If the anchor is not clean, then this is immediately reported to the bridge.
As the anchor chain is nursing, the assistant in charge of the work on the forecastle is obliged to report to the bridge sequentially all the main positions of the anchor without special requests. Before the anchor leaves the ground, the anchor chain assumes the “paner” position, that is, it becomes almost vertical to the “water level”. The windlass starts to work with a greater load. At this moment, the assistant reports: “Rope paner!”.
As soon as the paws of the anchor come off the ground, which is easy to determine by the operation of the windlass, which, with a decrease in load, immediately accelerates movement and increases speed, and the anchor chain weakens at the same time, the assistant reports: “The anchor has risen!”. When the anchor reaches the hawse or enters the hawse, they report accordingly: in the first case - "Anchor under the hawk!", and in the second - "Anchor in place!".
The bell is also signaled when the anchor is dropped; the number of separate blows indicates how many bows of the anchor chain went into the water.
Question: How is the rope? To this question, the assistant is obliged to report the state of the anchor-chain at the moment, i.e., is it tightly or weakly stretched, where does it look - forward or backward, to the side or under the stem, “panner” or peeled, etc. Reports can be as follows: “The rope looks forward (backward, etc.), tight (weakly)”, “Rope paner”, “Anchor has risen”, etc.
In addition to the report by voice during the day, you can use signaling with the help of hands. So, if the anchor-chain is directed forward from the stem, the assistant fixes it with an outstretched hand, standing with his back to the bridge, and if back, to the stern, then with an outstretched hand, facing the bridge. The state of the anchor chain is shown as follows: tightly - with a hand raised and clenched into a fist; weakly - by swaying the hand in the direction of the anchor chain; "paner" - a hand lowered vertically down several times. At night, the use of such signaling is limited, but sometimes it is possible using a hand-held flashlight.
The question "How is the rope?" with the appropriate reports and signaling, it is also used when releasing anchors.
The command "Stop lying!" executed by immediately stopping the windlass.
Command: “Leave the anchor under the hawse (or near the water) and prepare for return!”. Execution: under the supervision of an assistant, the anchors are pulled under the hawse or, depending on the team, left above the water, clamped with a tape stopper and the windlass is disengaged. Report: "Anchor under the hawse (or above the water), ready to return!".
Team: "Anchor-in-travel!". Execution: the anchors, washed with water, are drawn into the fairleads, they are taken to all the main and additional stoppers, the windlass is separated. Anchor fairleads going overboard are closed with special shutters, and deck fairleads are sheathed and, in addition, at large passages into the cargo, they are reliably cemented.
When working with anchors, some other commands can be used as derivatives of the main ones.
During operations for the return and lifting of anchors, it is necessary that the captain’s assistant carefully observe the anchor, the movement of the anchor chain overboard, and the boatswain is inseparable from the windlass, regulating its operation and controlling the movement of the anchor chain in the deck hawse. If the help of a sailor is required for laying the anchor chain in the rope box, then he is sent there before the anchor is lifted. Before dropping the anchor, the assistant must personally make sure that there are no boats or other obstacles overboard, on the water under the hawse.
The counting of the bows by marks on the links of the anchor chain is made by the boatswain under the control of an assistant who supervises the work on the forecastle and without which it is not allowed to perform any operations with the windlass and in general on the forecastle.
Commands for forecastle and stern during mooring operations. Mooring operations are divided into approach and departure. They consist of vessel maneuvers and work with mooring cables and anchors.
This section will describe the main commands associated with fastening a ship to a structure: a mooring at a mole, another ship, or, conversely, with its release from such fastening.
As you know, the following three main types of mooring lines are used to fasten the vessel: longitudinal, springs, clamping. At the maneuvering stage of mooring operations, towing cables are also used.
For the sake of simplicity, here we will consider commands relating to one of the mooring ends, which must be filed, for example, from the stern. In other cases, and for other ends, the commands are completely similar. All commands are rehearsed, and the assistant immediately reports on their execution to the bridge.
Teams at mooring. Command: “Moor with the right (left) side, prepare mooring lines, fenders, throwing lines!”. Execution: sailors, under the guidance of an assistant, prepare the required number of mooring lines, at least two throwing lines and carry the fenders.
Command: "At the stern, give a throw!". Execution The sailor, holding the throwing line at the ready, delivers it to the shore. If he has not reached the shore or another object where the ship is moored, then the sailor quickly chooses him, and other sailors serve the second, third, etc.
Command: "Give a spring!". Execution: the assistant indicates to the sailors which end to attach the throwing end to, and gives the order to poison the end. To the coastal moorers, he shows the mooring bollard, on which the end should be brought. A mooring bollard is sometimes called a fell, and in some places the term "mooring gun" is used in everyday life.
Team: “At the stern, keep the spring weak (tight)!”. Execution: the assistant observes the end and adjusts its tension, giving appropriate instructions to the sailors.
Command: "Hold the spring!". Execution: the end, fixed on the shore and laid on the ship on the bollards, must be delayed by adding hoses or eights. It is very dangerous to trap a cable placed on the windlass, capstan or winch drum and damage the mechanism. In such cases, the end is usually quickly transferring? on bollards. If the cable is on a special mooring winch, which is now often installed on ships, then it simply stops, and this must be done smoothly, without jerking.
Team: Vira spring! Execution: the windlass, capstan or winch is actuated on the "vira". At the command "Stop choosing!" the mechanism by which the end was selected is stopped.
Team: "To poison the spring!". Execution: the cable is bled from the bollards or the drum of the corresponding mechanism. At the command "Table to poison!" this action is stopped.
Command: "Put the spring on the bollards!" Execution: the indicated end is transferred from the drum to the bollards and, if the command “So fix it!” is received, it is fixed.
Question: “Distance to the berth (another ship, etc.)?” The assistant determines the distance to the mooring object in meters by eye and reports to the bridge. It is recommended that the assistant, without waiting for a request from the bridge, regularly, every 1-2 min or more often, as he approached the object, he himself reported this distance.
Commands for unmooring. Command: "At the stern, give the spring!". Execution: at the direction of the assistant, this end or at the appropriate command, all ends are slightly poisoned, after which the coastal sailors throw it off the mooring bollard. On board, the end is quickly selected by means of a mechanism or manually. Report: "The spring is given!" and then - "Spring selected!".
Command: "Spring on the drum!". Execution: the specified cable is transferred from the bollards to the drum of the corresponding mechanism.
Question: "How under the stern?". The assistant should immediately carefully check and make sure that there are no mooring cables, floating objects, etc. under the stern, in the area of the propeller and rudder, and, having made sure that nothing interferes or threatens the operation of the propeller and rudder, reports to the bridge: "It's clean under the stern!" Otherwise, he briefly reports to the bridge about the situation in the area of the stern of the vessel. If the situation under the stern suddenly becomes unfavorable and dangerous for the propeller and rudder, then the assistant who directs the work on the stern immediately reports this to the bridge, without waiting for a request.
The assistant captain must remember that he bears full personal responsibility for the reliability and timeliness of information about the position under the stern, with all the ensuing consequences.
Some of the commands described above are used in both cases: both when mooring and when unmooring a vessel, as well as when working with tow lines wound on. tugboats, icebreakers or other vessels. In individual specific cases, all these commands and orders can be modified to one degree or another, but their semantic meaning always remains the same as stated here.
Commands for the tank and stern during mooring and unmooring are usually given by means of a ship's radio broadcasting installation. In the absence of such, or in the event of its failure, navigators resort to using telephones. A backup means of communication during mooring operations is a simple megaphone (mouthpiece). Sometimes on middle-class ships, a mouth whistle is used for signaling. Such signals have the following meaning: one long whistle - choose the end; two long ones - poison the end; three long ones - so fasten the end; a series of short frequent whistles - stop choosing or poisoning! the end.
The same mouth whistle signals can also be used when working with an anchor chain, and their meaning is exactly the same.
The disadvantage of the whistle command transmission system is that the performers, although they can rehearse them with similar whistle signals, are unable to report on the execution of command orders. In addition, the whistle signaling from the bridge is simultaneously heard both on the forecastle and on the stern, as a result of which the assistants are not able to determine which of the navigators and which particular mooring end it refers to, especially if there is no bridge between the stern and the bridge. good visual contact. Given this circumstance, it is necessary to use the mouth whistle as a means of transmitting command information during mooring operations with great care, agreeing in advance which signals and which of them will be intended.
The captain's assistants must know all the commands well and clearly represent their meaning. They must firmly grasp, all commands must be repeated, and their execution is immediately reported to the bridge. The accuracy of operations and the safe outcome of all mooring or towing operations depend on compliance with this unconditional requirement. Command information is one of the most important organizational elements of the complex technological process of navigation and ship control, which navigators must constantly keep in mind.
