Mooring of single-screw vessels of small and medium tonnage. Principles for performing mooring operations Mooring a vessel to a berth performing mooring operations

Mooring operations at sea.

General provisions. The mooring method is jointly chosen by the captains of the receiving and mooring vessels, depending on the specific conditions. In case of divergence of opinions, the final word remains with the captain of the mooring vessel. Mooring ships while drifting or underway is safer than mooring to a ship at anchor. In the latter case, when the receiving vessel yaws, pile-ups with serious consequences are possible.

The captain of the receiving vessel provides the mooring vessel with the necessary assistance by all means (including maneuvering his vessel). However, assistance using the main engine and rudder must be agreed upon in advance or during mooring.

In the event of an error in the approach maneuver which could lead to further difficulties, the captain of the mooring vessel (if circumstances permit) must move his vessel to a safe distance and repeat the mooring from the beginning.

In all cases, mooring lines must be placed on the moored vessel from the bow and stern. The feeding of the ends during mooring and the release during departure are carried out on command from the bridge of the receiving vessel. The mooring operation is considered completed if the ends are secured and ensure reliable anchorage of the vessel.

From the moment of completion of mooring operations until the release of all mooring lines, the captain of the receiving vessel is responsible for ensuring the safety of cargo operations and the mooring of the moored vessel. All his instructions regarding the safety of joint mooring are mandatory for the vessel moored alongside.

When moored vessels are moored together at sea, the main engines and steering gear must be in constant readiness. Their exit from working condition can only be allowed in exceptional cases with the permission of the captain of the receiving vessel. If the weather worsens, captains must promptly take urgent measures to move the ship away from the side.

Before unmooring, the captain must obtain permission to depart from the captain of the receiving vessel and coordinate his actions with him.

Preparation for mooring operations. Ship captains establish contact via radio, become familiar with the type, size and design features of the ships, their condition, landing, and the presence of heel. The selected mooring option and the sequence of actions of each vessel are agreed upon, and the place and time for the start of mooring is assigned. Get acquainted with the weather and sea conditions and the nearest forecast.

Both vessels are preparing fender protection. The vessels are given a roll of 1-2 0 in the direction opposite to the mooring side, and all parts protruding overboard from the mooring side are removed and piled inside. The captains familiarize the command personnel involved in the emergency with the mooring scheme and the procedure for mooring operations. The crew is assigned to mooring facilities and given instructions at the sites of the upcoming work.

Having approached, they clarify the course and speed of the receiving vessel, the nature and amplitude of its rolling, the direction and magnitude of the drift. For a vessel at anchor, the nature and amplitude of yaw is assessed. Once again, they clarify the order of interaction by radio and take a position convenient for approaching on a direct course to the upcoming mooring site.

Mooring to the ship,lying in a drift. It is usually performed under favorable weather conditions and waves of no more than 3 points. For vessels with a starboard pitch propeller (RPP), when there is no wind, it is easier to moor on the port side. At a minimum speed, they approach a stationary vessel at an angle of 15-20° so as to extinguish the inertia in the planned position at the mooring site. When the traverse distance in the bow is approximately 20-30 m, they vigorously work the engine back, stop the movement of the vessel and apply the throwing lines. Under the action of the propeller working backwards, the stern goes to the left, and the ships take a parallel position. From the receiving vessel, bow, then stern longitudinal and springs are supplied. Then additional mooring lines are supplied and secured.

In the case of starboard mooring, the course is located 20 - 30 m parallel to the drifting ship. Take into account that when working in reverse, the bow may move towards the receiving vessel. The bow longitudinal and spring are served simultaneously, and the short longitudinal is served from the stern. The stern ends are taken in weight in order to be able to work with the machine. Then the stern spring and additional mooring lines are accepted. It is more convenient for ships with a propeller propeller to moor on the starboard side, approaching the mooring site at an angle of 15-20°.

Mooring can also be done on counter courses with the bow to the stern of another vessel (“jack”). It may be caused by design features, for example, in the case of the stern location of the superstructures on both vessels (to avoid damage during rolling), or by the convenience of providing reloading operations. However, mooring and joint mooring "jack" are recommended only in favorable weather conditions, since the joint drift of ships in this position and their maneuvers when unmooring are more complex and dangerous compared to the usual arrangement of ships with their bows in one direction.

If mooring is carried out in the wind, then first determine the direction and speed of drift of both vessels. In the case when the receiving vessel has a greater drift, they come to mooring from the leeward side at an abeam distance of about 50 m and stop parallel to the ship lying in the drift. The wind moves the ships closer together. At a distance sufficient to supply the throwing line, first the bow and then the stern mooring lines are supplied from the receiving vessel. With their help, the position of the vessels is adjusted so that the contact occurs with parallel sides.

When departing, the receiving vessel turns the departing vessel with its bow to the wind. All mooring lines are given away, except for the stern spring. If necessary, slightly press the stern. When the nose moves away, they free themselves from the spring and move forward. The backward movement of a moving vessel is dangerous, since in this case it does not obey the rudder well and can collide with a ship lying in a drift. The receiving vessel ensures that the mooring lines are quickly retrieved to avoid their being wound around the propellers of the outgoing vessel, which should not move until the discarded lines are removed from the water.

Mooring to a vessel underway. Can be performed with sea waves up to 5-6 points. The advantage of such mooring is that controllability of both vessels is maintained and their speeds can be equalized.

The receiving vessel maintains a constant course and speed, positions its bow against the wave and somewhat shields the side of the mooring from the wind and waves. The speed is kept minimal, but sufficient for reliable controllability of both vessels.

The mooring vessel approaches the receiving vessel from the stern. Mooring consists of two stages. The first is to approach the receiving vessel in parallel at a distance of about 1 kb and equalize the speed. The second stage is the convergence of ships. It is performed by gradually steering the moored vessel towards the receiving vessel. Courses change to angles of no more than 5-10 degrees. When approaching up to 20-50 m, the receiving vessel applies two bow longitudinal ones to the mooring vessel. The mooring fastens them to bollards on both sides, reduces the stroke and goes out to the mooring ends. Then they take and fasten the longitudinal ones on the stern and additional mooring lines on the forecastle and stern. By agreement between the captains, the moored vessel can stop the engine or run at low speed.

Mooring while moving can also be done while heading along the wave. In this case, the longitudinal rolling is smoother, the influence of wind and waves is weaker. However, it should be taken into account that in a following wave, ships obey the rudder less well, it is much more difficult to keep them on a given course, and the likelihood of pile-ups and damage to the hull increases.

When unmooring, when ready, all mooring lines are released and removed from the water, with the exception of the bow lines. The ships head out into the wind and equalize their speeds. The departing vessel, with the help of a rudder, holds the stern away from the pile and begins to gradually move away from the side at a distance of 15-20 m. Then it increases speed, releases the bow moorings and, moving forward, moves away from the receiving vessel. The receiving ship, after heading into the wind, does not change its course and speed until the outgoing ship moves to a safe distance.

Mooring to a ship at anchor. Mooring is always approached from the stern against the wind and current. They moor to a calmly anchored ship in the same way as to a ship lying adrift. If it yaws under the influence of wind and current, then first, being at a safe distance, they study the nature and amplitude of deviations from the average position, determine the yaw sector and select the most advantageous moment for mooring.

They approach so as to stop in a position close to the outer limit of the amplitude of the yawing vessel and, if possible, parallel to its hull. They accept bow and stern mooring lines and fasten them to bollards. With the help of mooring lines, the receiving vessel adjusts the parallelism when the sides touch, and the mooring lines are tightened and secured to the bollards.

If the receiving vessel is anchored steadily against a strong current and does not yaw, then mooring is approached from the stern on a course almost parallel to its side. In this case, the speed is reduced gradually so as not to lose control and stop in the selected position, avoiding running the main engine in reverse. Having taken a position 15-20 m from the side of the vessel at anchor and equalizing the speed of the vessel with the current, they accept and secure the bow longitudinal, then the stern moorings, maintaining the ability to operate the main engine.

To improve maneuverability when approaching and mooring to a vessel, they sometimes use their own outer side anchor. To do this, place the anchor with one bow on the ground and drag it along the bottom. Then, after finishing the mooring, the anchor is taken into the hawse again.

When ships are expected to be moored for a long time, especially in an open roadstead, the mooring vessel can use its external anchor to increase the safety of the mooring. In this case, they approach a point located at a distance approximately equal to the length of the hull of the anchored vessel in front, positioning the course at an angle of 60-70° to its centerline plane. They release the anchor on the outer side and, releasing the anchor-chain, turn around and descend towards the anchored ship. At the moment of closest approach, mooring lines are accepted and secured. If the ship at anchor is yawing a lot, then it is safer to moor by lifting the anchor - while drifting or while moving, and then anchor.

Move forward from a ship at anchor. The receiving ship, preparing for unmooring, if circumstances permit, turns around with the help of the main engine so that the outgoing ship faces the wind with its bow, and the current does not press down on it. This maneuver is performed with great care so that it does not lead to the loss of the anchor.

The departing vessel first releases the stern mooring lines, leaving 1 or 2 bow longitudinal ones. Then it moves forward and, using the rudder, moves away from the side of the ship at anchor, after which it releases the bow mooring lines and. moving forward, moves to a safe distance. However, it should not pass near the bow of the vessel at anchor. If, under the circumstances, departure is associated with great risk, then it is safer to weigh anchor and unmoor while moving or drifting.

Mooring operations in the port.

Mooring alongside the pier. If, when approaching the pier, the vessel has a forward movement, then it is safer to make the first touch with the cheekbone, while simultaneously imparting a slight rotational movement of the bow away from the pier. The sum of the velocity vectors of translational and rotational V p of movements forms the resulting velocity vector Vp, directed along the pier. SpeedVp is reduced by running the car in reverse.

When approaching the berth, the vessel must have minimal forward movement, allowing it to stop at the right time with the help of a machine and anchors. In maritime practice, it is accepted that the speed of approach to the berth for large ships should not exceed 5-10 cm/s (0.1-0.2 knots), for small and medium-sized ships 30-40 cm/s (0.6-0 ,8 knots).

P

Vessel approach to the pier

Side mooring to the pier can be performed both without recoil and with the recoil of anchors. In calm weather, with sufficient space to allow a straight course approach and then reduce speed, anchors do not need to be used. The release of the outer side anchor with an anchor chain 1.5-2 depths long and dragging it along the ground improves the controllability of the vessel, increases its safety in a cramped environment, and allows you to operate the machine and the rudder until it approaches the pier within the distance of the throwing lines. Sometimes an anchor and several anchor-chain links are placed on the ground when mooring to make it easier to move away from the pier.

Mooring stern to pier. It is produced with the release of one, more often than two, anchors, depending on the parking conditions and its duration. Small-tonnage vessels in calm weather or with light downwind (up to 3-4 points) can perform this without the help of tugs. Under the influence of push or side winds, mooring by the stern without the help of tugs or thrusters is impossible.

Mooring stern to a pier requires careful preparation and extensive experience. They preliminarily mark the parking place, determine on the map control bearings for reaching the anchor release points, calculate the number of anchor chains required for laying on the ground and the angle between them. The approach to the anchor release site can be made by moving both along the pier and at right angles to it.

In the first case, the ship moves at a minimum speed at a distance of two hull lengths from the pier. Before reaching the mooring point 50-70 m, they stop the engine and release the outer side anchor. Continuing to move by inertia, they poison the anchor-chain. With 3-4 bows in the water, the anchor is held, the rudder is shifted towards the outer side and the speed is given forward. When the ship turns its stern towards the pier, they release the second anchor and work the machine backwards. Both anchor chains are set so that by the end of the mooring their length is approximately the same. This helps them operate evenly when parked.

The right angle approach is also performed at the smallest speed. At a distance of about two hull lengths from the pier and 40-60 m away from the mooring site, stop the engine and release the anchor internal to the mooring site. Moving by inertia, they set the anchor-chain and turn in the direction of the released anchor. If necessary, help turn the steering wheel and the car. When the ship turns its stern to the shore and 3-4 anchor-chain links enter the water, release the second anchor. Working backwards with the machine, they haul and align the anchor chains, bring the ship stern to the pier and apply mooring lines.

For stable anchorage, the anchor chains are positioned at an angle of 30-60°. If there is a strong wind or current, the angle between the chains is increased to 90-120°. When the mooring site is crowded with other vessels, the forecast does not promise worsening weather, and the mooring is expected to be short-term, the angle may be less than 30°, or the vessel is placed stern to the berth with one anchor released. In this case, the anchor-chain is laid along the vessel's main landing strip. The anchor release point is marked exactly opposite the anchorage site at a distance of two buildings from the shore.

Departure from the pier. If the ship moves away from the pier on its own, using the main engine, rudder, mooring and anchor devices, then when the ship is positioned with the lag towards the pier, they first try to move the stern away from it, holding the bow with the spring and helping to turn with the bow longitudinal. Then the bow is pulled back and maneuvered to exit the port.

When moving away from the pier while mooring at its stern, the anchor chains are first slightly loosened to ease the tension on the stern moorings. Then they give them back and select. Select both anchor chains, then disconnect one windlass sprocket and select each anchor separately. Secondly, the anchor is raised from the side of the resulting external forces (wind and current).

Towing "on the hook". The traction force is transmitted by means of a towing rope attached to a towing hook or winch in the stern of the tugboat. The method is simple to implement and is used quite often, but it requires a significant free water area and limits the maneuverability of tugboats.

Towing "on biteng". Two cables are fed from the bow of the tugboat and secured to bollards located along the side. Depending on the operating mode of the main engine of the tugboat, it can push the ship on board or pull it towards itself. It can also, standing along the side, drive the ship forward or backward without changing the place where the cables are attached. This method is convenient for maneuvering in confined waters, since it does not require turning the tugboat if necessary to change the direction of its thrust.

Towing "at rest". The tugboat is attached from the bow with one short cable to the towed vessel, positioned to the side of the vessel at an angle close to a straight line. It can push or pull the vessel without changing position. Working “at rest” is possible without fastening to the vessel. In this case, towing is carried out only by pushing.

When working “at rest”, the speed of the vessel being turned should be minimal, not exceeding 2-3 knots. Otherwise, the tugboat will be deployed along the side of the vessel. The higher the speed of the vessel, the smaller the angle to its DP the tilter is forced to position himself and the lower his thrust force.

Tugboats with winged propulsors are best suited for “head-to-head” operation. They can move in any direction without turning the body. However, even with them, during the forward movement of the tilted vessel, the useful thrust force decreases due to the energy spent on maintaining its speed during joint motion.

The total towing force and the number of towing vessels are determined by the captain of the mooring vessel, using, as a rule, the advice of the port pilot.

The number of tugboats satisfying the required total power is determined based on the availability and capacity of each of them at the port. Typically it ranges from one to six (eight for very large vessels). With a larger number, the management of tugboats becomes much more complicated.

Towing ropes are usually supplied in a position where the ship is not moving. If circumstances do not allow the vessel to be stopped (for example, when moving in a canal), then the cable is fed at a minimum speed, and the speeds of the vessel and the tug must be equal.

The success of mooring operations depends on the timely preparation of the mooring device and the coherence of the deck crew.

Before mooring, it is necessary to check the mooring mechanisms in operation in advance during the preparation process. All foreign objects that interfere with work must be removed. Depending on the specific conditions of the vessel, mooring ropes are either unwound from the views and carried with long hoists on the deck, or left on the views after checking the trouble-free operation of the latter. Portable stoppers are installed in places where their most convenient use is ensured.

Mooring ropes are transferred to the shore using throwing ends, line-throwing devices, and are also transported on boats or dinghies. In accordance with the proposed procedure; mooring and preparation must be carried out. When using throwing ends or shooting line throwers, lines (must be secured to the side of the cable so that you can immediately throw them onto the shore pole without pinching the throwing end.

When attaching a cable to a pole (stand) already occupied by the mooring lines of another vessel, you should thread your cable from below through the already laid lights and then throw it on the pole. With this fastening, it will be possible to easily remove any mooring cable from the bollard.

On a ship, ropes are fed through mooring fairleads or bale strips. selected using mooring mechanisms. If cables are selected using automatic winches, then it is necessary to monitor the operation of the winch and cable laying device. If the cables are selected using non-automatic winches, at least four hoses must be placed on their drums, and only when the drums are not rotating. When pulling out, the cable must be kept in tension, being no closer than 2 m to the turret.

Before transferring from the mooring drum to the bollard, secure the cable above with a portable cable, chain or special stopper, if available. Fastening the cable to the bollards must be done quickly so that it remains on the portable stopper for the shortest possible time. The cable is placed on the bollards in four or five figure eights and its last hoses are enslaved.

To avoid the formation of pegs, the cable must be placed on the drums of the mooring mechanisms and on the bollards so that it does not unwind, but is twisted. Typically, ships receive cables of direct release (right-hand twist), so both when laying them in coils and when fastening them they must be laid in the direction of the sun.

The general arrangement of mooring lines on a vessel is only an example. The location and number of moorings will depend on the tonnage of the vessel, its condition and hydrometeorological conditions.

Mooring ropes must be continuously monitored while moored at the berth. During cargo operations and in the presence of tidal fluctuations in sea level, longitudinal mooring cables and springs must be placed at acute angles to the berth line, they must be evenly covered. The clamping cables must be held with some slack.

The mooring device must be in good condition at all times. Before each use of the mooring device (when leaving the port and upon arrival at the port), the mechanisms must be inspected, lubricated and tested in operation at idle speed.

Options for mooring one vessel to the side of another in an open roadstead or at sea are more often made if one of the vessels:

• stands at anchor (barrel);
• lies in a drift;
• has a move.

The execution of the maneuver of mooring one vessel to another in each case has its own characteristics. The successful implementation of a mooring operation in any of these options depends on the experience of the navigators of both vessels and the training of their crews, the degree of preparedness of the vessels for the maneuver, as well as on the choice and execution of the mooring maneuver, taking into account the influence of various external factors on both vessels.

The difficulty of carrying out such mooring operations is that the vessel to which it is required to moor, in most cases MOVEABLE .

Under the influence of wind and waves, each of the vessels experiences mixed rolling and lateral movement in one direction or another (yaw). A ship at anchor or drifting is especially susceptible to this.

Important factors contributing to the successful mooring of one vessel to another are:

• constant controllability of both vessels;
• a clear understanding of the intended mooring scheme and clear organization of the work of the navigators and mooring crews of both vessels;
• correct use of fenders;
• maintaining constant two-way communication;
• use of anchors.

Before starting the operation, in order to reduce the consequences of a possible collapse, on both vessels it is necessary:

• provide mutual information about the tactical and technical data of vessels, course, speeds, mooring method and maneuvering procedure;
• create a slight heel (2 - 3°) on the opposite side of the mooring side (by filling the ballast tanks);
• roll all protruding parts inside the vessel (distinctive side lights, gangplanks, spotlights, etc.);
• provide a sufficient number of soft and hard fenders on board;
• prepare and distribute mooring ropes (preferably vegetable or synthetic - nylon ropes, combined and with springs);
• prepare a sufficient number of throwing ends (throwouts) on the tank and stern.

Mooring operations on board a vessel at anchor

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

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

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

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

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

Rice. 1 Mooring to a vessel at anchor

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

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

Mooring operations to the side of a vessel while underway

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

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

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

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

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

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

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

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

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

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

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

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

Mooring operations to the side of a ship lying adrift

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

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

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

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

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

Suggested reading:

Performing the maneuver while mooring requires some experience and knowledge. The most important thing is to protect the ship from collision, so it is necessary to correctly calculate its speed. Usually, braking begins in the immediate vicinity of the pier, but this is wrong, since due to inertia the yacht will still be carried forward for some time, and this, again, is fraught with a collision. Therefore, experienced sailors advise slowing down in advance. The task is to use the machine and steering to set the vessel on such a course that its plane is 10-35° relative to the berth line, while the bow should point to the expected mooring location.

Much in maneuvering depends on the size of the yacht, the degree of its load and the engine, so stopping the machine occurs in advance. In this case, the ship moves by inertia, but can be controlled and a collision can be avoided.

If the skipper miscalculates the time and is late in stopping the car, then the inertial motion will be too fast, which can lead to unpleasant consequences. In this case, the most appropriate thing to do would be to slightly slow down the boat, but the main thing here is to do it smoothly and slowly, since the boat may completely lose speed and stop listening to the steering wheel. If this does happen, then you need to increase the forward speed.

When approaching the pier, the car is reversed, thereby slowing down even more. By adjusting the direction, you need to ensure that the bow of the boat goes to the side and the stern approaches the pier.

Mooring is carried out when the yacht becomes parallel to the pier at a distance from the mooring ropes. With the help of throwing ends, the cables are thrown onto the pier and secured. Usually the bow cable is thrown first to stop the ship's progress and the longitudinal cable is thrown first to press the side to the pier. The stern cable is fed almost immediately after the first two in order to prevent movement back. When feeding cables from the stern, you should act carefully, as there is a possibility that the cables will get caught under the propeller.

Mooring in ports with currents

If mooring is carried out in a port where tidal currents exist, then if the yacht is lowered below the berth level, all cables are passed through special eyelets. The rope is thrown from the side, and the shore moorers secure it to the bollard. Often the supplied mooring line is taken onto the windlass drum or using a winch. Slowly remove the slack and apply a chain stopper so that its location is in line with the tension cable or at a slight angle to the cable.

After applying the stopper, it is slowly etched. Then the wound cable is removed from the mooring mechanisms and secured to the bollard, wrapped 5-6 times. After this, the chain stopper is removed. Similar actions are performed with other cables.

How to protect the case?

In order to protect the vessel from chips and scratches that may occur as a result of mooring to the pier, it is necessary to extend the fenders overboard, which absorb the shock. Moreover, it is recommended to hold the ends in your hands, since otherwise a breakage may occur.

When mooring on the starboard side, the bow of the vessel should be parallel or directed at an acute angle in relation to the pier. You need to approach at the slowest speed possible. You need to try to press yourself in such a way that aft did not leave the pier.

When approaching the pier in close proximity, you need to monitor the stream of water from the operating propeller, as it can move the stern. This can cause a collision between the bow and buildings on the shore.

Mooring alongside another vessel

The lag mooring maneuver between two vessels is performed according to the same principle. The bow of a suitable vessel should form an even sharper angle with respect to the other boat than when moored to a pier. If the standing vessel is smaller in size, then it must be moored almost parallel, and an anchor is used.

Mooring a loaded ship

The method of mooring a loaded vessel in windy conditions is practically no different from mooring with a log in a calm. This is due to the small windage and increased draft that results from the load. Under such conditions, the wind does not particularly affect the mooring process.

Mooring becomes more difficult if the wind is strong and presses or pushes away from the pier. In this case, you should secure yourself with an anchor or use the help of tugs. If there are no such boats or they are busy, then it is better to move the mooring to a more favorable time.

Mooring on a vessel equipped with two propellers is much easier, because maneuvering in this case is improved.

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

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

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

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

To perform the maneuver you need the following:

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

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

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

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

Approach to the berth on the left side between standing ships

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

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

Starboard mooring under these conditions is not fundamentally different from that described above.

Approach to the pier by the stern

Mooring by the stern is carried out with the release of one or two anchors when anchorage in the roadstead is impossible or unreliable, or there is no sufficient length of the berth (Fig. 5). When mooring with the release of two anchors, the following is necessary:

• approach the pier at an angle close to 90°, at low speed or by inertia, holding the bow to the left of the place moorings;
• before reaching the pier, release the right anchor in advance (expecting to remove the anchor chain at a depth of 10 - 20 m to at least 12 - 15 depths) and continue to go to the berth, releasing the anchor chain;
• having etched 2 - 3 bows (with the expectation that the anchor does not creep), hold and tighten the anchor-chain, shift the rudder towards the released anchor and give forward motion;
• when the stern of the vessel turns approximately 1350 and the bow of the vessel is in the line of the released right anchor, release the left anchor, move back and move the anchor chains, taking into account the movement of the stern of the vessel to the left;
• approaching the pier with the stern, submit and fasten the mooring lines. Then take out the slack in the anchor chains and equalize the tension of the moorings, pulling them tightly.

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

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

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

Vessel approach to the berth under the influence of wind and current

When maneuvering in difficult hydrometeorological conditions, it is necessary to take into account the action of the propeller in combination with the action of the wind and the general drift of the vessel, therefore mooring in such conditions is difficult and dangerous and the vessel should be positioned using a towing vehicle. Depending on the conditions, there are several different mooring cases.

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

If the free drift of the vessel from a distance of 1 - 1.5 of its length does not cause fear of breakage of the berth or damage to the hull and there is free space for maneuvering, then when mooring the vessel on the left side in these conditions it is necessary:

• go to the berth at a slow speed or by inertia at an angle of 20 - 30° with the expectation that when approaching the berth the distance from the ship to it is 1 - 1.5 times the length of the ship's hull;
• Having approached the mooring place at the specified distance, turn the bow of the vessel to the wind, to do this, put the rudder to the right and move forward for a short time, then reverse to extinguish the inertia;
• after the inertia is extinguished, the ship drifts to the pier with a large drift of the bow. To reduce it, you should release the anchor from the “shore” side and remove one link of the anchor chain; in this position, the anchor-chain goes under the ship’s hull, the anchor immediately picks up and reduces the overall drift. By adjusting the tension of the anchor chain, you can smoothly bring the entire side of the vessel to the pier.

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

Mooring in squeezing winds is relatively safe. The most difficult part of maneuvering is pushing the stern against the dock. Maneuvering port and starboard do not have fundamental difference(Fig. 8).

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

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

Mooring a vessel with the wind directed along the pier

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

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

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

Mooring a vessel sideways to a pier in a current

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

To perform this maneuver you must:

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

Features of mooring twin-screw vessels

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

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

Mooring a vessel using tugs

There are the following ways to use tugs (Fig. 13):

• towing using tow ropes (Fig. 14);
• lag towing;
• towing using the “push-pull” method - tugs are moored to the side in such a way that they can change their position relative to the towed vessel, thereby changing the direction of thrust (Fig. 15, 16);
• towing using the injection method.

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

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

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

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

Suggested reading:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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