Methods for anchoring a ship. Using and caring for the anchor device Setting the vessel on two anchors

Shooting from an anchor works well if the interaction between crew members is worked out.

Before setting the sails on a yacht at anchor, select the anchor rope as far as possible, taking into account the weather conditions and the holding force of the soil. Having then set the mainsail and fully prepared the jib for setting, at the helmsman’s command “Choose anchor!” select the anchor rope to the paner (that is, to a position where it stands vertically and when one tug is enough to pull the anchor out of the ground). The sailor choosing the anchor is obliged to loudly report the panera to the helmsman in a timely manner. At this moment, the jib is quickly set and, simultaneously with the helmsman’s command, “Choose anchor!” they take it out into the wind.

If the anchor immediately separates from the ground and the sailor from the forecastle reports: “The anchor is up!”, then the yacht confidently lies on the specified tack, all sheets are chosen from the leeward side. When the anchor comes out of the water, the forecastle reports:

“The anchor is clean!” - they wash off the dirt from it, lift it onto the deck, disarm it and secure it in place in a marching manner ( rice. 127). We should not forget that a yacht at anchor is constantly driven by the wind. Therefore, the moment of giving the 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 conversations on deck cease; Moreover, any advice to the helmsman is unacceptable.

It may happen that the anchor will be torn out of the ground at the same time the yacht arrives at the Paner. In this case, the ship, as a rule, reverses. And if there is not enough space behind the stern, and they do not have time to set the jib, a pile-up on other ships or running aground is inevitable. There is only one way out - to immediately drop the anchor again. When there is clear water astern, a quickly set jib and a rudder set in reverse save the situation - the yacht almost immediately turns to the desired tack.

A hasty report on the panera, when there are still a few meters of anchor chain left, leads to the command “Choose anchor!” fails to execute. And since the efficient sailor has already set the jib and carried it to the wind, the yacht sharply falls away, pulling the anchor rope tightly. You have to start all over again, and when the ship returns to the left-hand position, you have to pick up the rope again to the paner, pull the anchor out of the ground, etc.

In the harbor, it happens that an anchor catches and pulls to the surface a submerged object, someone else’s anchor rope or cable. In this case, the forecastle sailor reports: “The anchor is not clean!” - and frees the anchor from foreign objects. If the object does not interfere with continuing the maneuver, it is simply removed from the anchor legs and thrown into the water. When someone else’s rope is at the anchor, connecting the yacht to the ground, you should dewind the sails, place an earring under the rope, securing it on the deck, pull out your own anchor rope until the anchor is free, and, taking the jib to the wind, throw someone else’s rope into the water.

Anchoring is almost no different from setting on a barrel - they approach the anchorage site in the same way as to a barrel: against the wind and at the smallest speed ( rice. 128).

When approaching the intended anchorage site, give the command “Prepare to anchor!” in advance. At this command, the anchor is armed and at least three depths of the anchor rope are rolled out onto the decks. The rope or chain is pulled along the deck like a snake and the hoses are laid evenly and close to each other. Since usually the entire chain is not used, the place to which it is going to be pulled must be covered with several hoses over the capstan or biting so that more than necessary does not go overboard.

Having adjusted to the wind and removed the jib, they approach the anchorage in the left-wing position with the expectation of losing speed at the point where the anchor is released. When the yacht receives a slight reverse motion, the helmsman commands “Let go of the anchor!” The anchor rope is poisoned gradually, since the anchor lies on the ground with the rod up, and if you throw a chain on it, then when the anchor turns over, it will wrap around the rod and will not pick up the anchor. The rope must be pulled out slowly, and the sailor constantly reports to the helmsman at each tension of the chain: “We have arrived at the rope” - and receives from him the command to stop or move further.

Buyrep- this is a strong tackle, which is attached at one end with a buoy knot (see) to the trend of the anchor, and at the other end to a 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 standard buoy, it can be replaced with a lifebuoy, a wooden bow or something similar.

In a fresh wind or poor soil, the anchor may not pick up immediately and may crawl. This is usually recognized by the shaking of the anchor chain, the continuous release of air bubbles in the area of ​​the released anchor, or a change in bearing to some coastal object. The latter sign 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 pulled until it picks up.

When the anchor is taken, the rope or chain is secured behind the biting or pin, throwing several hoses on it. During long moorings, the one who has taken the anchor can crawl almost imperceptibly. Therefore, especially if the anchorage is turbulent, it is recommended to lower the ballast or line right to the very bottom and give the line enough slack. By picking up this slack from time to time, you can always find out for sure 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. you can remove the sails. When mooring for a short period of time, so that the yacht is less torn around, you can take the boom to the toppings. If the stay is long, the sails are removed, but not removed from the spar, so that if necessary, they can be quickly installed.

Often you have to approach the anchorage site with a fair wind. In such cases, you should trim in advance, remove the mainsail and sail under the jib; when approaching, remove the jib, at the last moment settle under one spar and, having lost speed, drop the anchor.

The anchor rope should always go flat into the water. And the worse the soil holds up or the fresher the weather, the more positioned it should be. Therefore, under normal conditions, three depths of rope are drawn, in a wind of five or six points - five to six depths, and in a storm - ten or more.

When anchored 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, hang some kind of ballast on the anchor rope and allow it to slide toward the anchor by about half the length of the rope. This increases the holding force of the anchor and the rope tugs less on a big wave. In very fresh weather, sometimes it is necessary to retract the entire anchor rope (“to the jaw”), then the holding force of the anchor increases quite significantly.

If the yacht has a spare anchor, then in a rough anchorage it is advisable to use two anchors. To prevent the ropes from getting tangled, the second anchor is released from the other side, and its rope is made shorter. You can also stand on the jib. To do this, the anchor chain is riveted, a second anchor is inserted into it, and the inner end of the chain is secured to its bracket, and the outer end to the trend ( rice. 129). Another way of setting it “on the jib” is that the spare anchor is equipped with its own rope, which is attached with a buoy rope to the line of the standard dead anchor. In both cases, they first release the first anchor, and when it is taken away and the yacht comes to the rope, they release the second, gradually releasing the remaining part of the rope. You can’t give them away together: both ropes will inevitably get tangled.

Confident anchoring largely depends on the nature of the soil, and the captain of the yacht must find out about this using the map and sailing directions. Clay and loam hold best, sand and small stone hold somewhat worse, and hard soil such as massive rocks hold very poorly or not at all.

If you have to anchor or stand on a barrel in a current that does not coincide with the direction of the wind, you need to evaluate the relationship between the strength of the wind and the current:

the bow of the yacht must be directed against the force that is greater. That is why, on rivers with a strong current and a weak downwind, they often anchor or roll on a jibe, for which they remove the mainsail and approach the anchorage area under the jib. If there is a lot of wind, then they go under the spar. In very fresh weather, the sails are not removed, but are deployed according to all the rules along the current, but against the wind.

Once the yacht has arrived at its berth in the harbor, it must be moored securely and correctly. 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 there is a fire, which is thrown over the poles or bollards located on the pier. The other end of the mooring line, with a strong mark that protects it from unraveling, is secured on the deck by a mooring cleat, biting or bollards.

If you have to moor by the eye (on a barrel or on a pier), then the moorings are secured either with a bracket, as is done when mooring for a long time on a barrel, or using one of the mooring knots - a simple one, a fishing one, or a bayonet with a hook. Then the ends of the mooring line are swapped: the fire is thrown over a yacht cleat or biteng, and the main end is tied into the eye. You can also tie the moorings with an earring ( rice. 130).

The most common is mooring with the stern to the pier with the bow mooring line placed on a buoy or with the anchor released. To ensure that the position of the stern relative to the berth is stable and, if necessary, it is possible to lay a gangway, two stern mooring lines (right and left) brought ashore are spaced and secured at an angle to the centerline plane of the yacht ( rice. 131). Options for such mooring are with the bow to the pier and two moorings (from the bow or from the stern) on two buoys.

In these cases, when the mooring line laid on the buoy is loose, the mooring lines brought to the berth are attached first, after which the mooring line laid on the buoy is selected and secured.

If the yacht has a regular berth in a box, then two mooring lines must be provided from both the bow and stern. Their length is selected so that the yacht stands at the same distance from the walls of the box ( Fig. 131).

When moored at a pier or on the 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 moved back and forth along the pier to prevent the ship from moving along it; the second pair is attached at a right angle, pressing the yacht to the pier. Fenders must be hung between the pier and the side of the yacht ( rice. 131).

A service is underway at the Marine Church.
The pastor goes broke:
- And so, you see that your boat has lost its sails and rudder, and by the will of the wind and waves you are being carried to the rocks!
What? What should you do in this situation?
Right! Fall to your knees, and raising your hands to the sky, ask for help from our Almighty Father!
And our father...
From the last bench comes a hoarse, smoky whisper:
- Anchor! Motherfucker, we need to drop the anchor!

The most common and recognizable maritime symbol is the anchor.
But I wouldn’t like to talk about the anchor.
What's an anchor? An anchor is an anchor. The piece of iron is heavy.

The anchor itself appears only in pictures and at the factory at the time of manufacture.
In all other cases, the anchor is an integral part of the anchor device.

Bow anchor device: 1 - anchor winch (windlass); 2 - stopper for the anchor chain; 3 - anchor fairlead pipe; 4 - anchor; 5 - anchor niche; 6 - chain box; 7 - device for fastening the anchor chain; 8 - chain pipe.

Well, and if the anchor is spare. Idles his place on the ship.
Anchor type AS-14, 10,125 kg.

Or lies:

While the vessel is moving, the anchor is raised into the hawse and securely fastened.

So, there's nothing interesting with the anchor.
Something else is much more interesting.
Have you ever wondered how long the anchor chain is?
Well, I'll tell you - the length of the chain is measured in bows.
Bow - 25-27 meters.

Marked anchor-chain bows. Mark for ease of counting: - how many bows are in the water, and how many bows are left on board.

And there can be from 7 to 10 bows.
Let's take the average - 8 bows of 27 meters.

And then the length of the chain will be 216 meters.
216 meters of chain for the anchors on the starboard and port sides.

And the chain link size is like this:

So, in addition to length, it’s also weight.
And where is all this stored when the anchor is chosen and the ship goes to sea?

In a chain box.
Or in other words, in a rope box.
The rope is archaic. This is from the times when rope was used instead of a chain.
And now they still continue to use this name, for example, asking for a tank - what is the tension of the rope? Direction of the rope?

How does the chain get into this box?
And when removing the anchor from the water.
The chain is selected using mechanisms called capstan and windlass.

A little history.
When ships began to get larger in size, anchors also began to get larger.
And the weight of the anchors gradually reached such a limit that a separate mechanism was needed to raise the anchor. In two or three hours it was no longer possible to choose anchors.
This is how the capstan, or spire, appeared.
Well, since there were no steam or electric drives for the spire yet, the anchor was pulled by the muscular strength of the sailors.
They inserted special sticks into the spire and twisted it.
Naturally, the lever sticks immediately received names - embossing.

The process itself is called “nursing the spire” or “nurturing the anchor.”
But there were also bows on the ropes, or rather, not bows, but markings on the length of the rope.
And since there were no VHF radios then, and in order not to tear your throat, reporting how many bows were on the spire now, they reported by striking the bell. That’s why even now the ship’s bell is placed on the forecastle. And sometimes it’s even used for special purposes by those who are stubborn and yearning for a white sail.
It's hard to see, but he's in the center of the photo.

When the iron horse replaced the peasant horse, they thought of making mechanical drives for the capstan, and they immediately thought of using the capstan to tension and pick out the mooring lines. Sailors are lazy and cunning.

So. The spire is vertical and has a horizontal chain sprocket.
The windlass is horizontal, but the chain sprocket is positioned vertically.

Spiers are now mainly used by warriors.
And the commercial fleet uses windlasses.
And there are many reasons for this.

Windlass of a 100,000-ton tanker.

Warriors save space on the ship and cannot afford to place a couple more strategic installations in the form of windlasses on the forecastle.
Mooring winches are also hung on the windlass, which immediately makes a dozen members of the ship's boatswain's crew redundant. Reducing the crew for warriors means gnashing of teeth and night howls at the moon.
The merchant fleet cannot afford to have a dozen extra parasites of dashing sailors on board, so automation is everything to us.

How many organisms are needed on a merchant ship to anchor/unanchor?
Two or three people.
The commander is usually the third officer. General management and communication with the bridge.
The boatswain operates the windlass and generally helps.
Well, sometimes AB is a sailor. Helps everyone get underfoot.
But in principle, one person can do it. Only smart.
But with smart people it’s difficult.

How many people do you need on a warship?
I'll show you right now.
USS DDG-60 PAUL HAMILTON, Honolulu, Hawaiian Islands. At the entrance to Pearl Harbor.

Anyone who decides to sneer about the “stupid” Pindos will get screwed right away.
This is the case in all navies of the world. The Russian Federation is no exception.
Military sailors are the product of the same mother, and they are all twin brothers.
The Navy of any country is the sacred refuge of fools, cunning people and thieves.

Got distracted.
However, sometimes capstans are also used in the commercial fleet, but as a rule, they are installed on small-tonnage ships, and mainly at the stern. Sometimes this is due to the fact that some ships have an auxiliary stern anchor. But they still try to install conventional in-line mooring winches .

The first windlasses were steam driven, but were later replaced by hydraulics and electricity.
Both hydraulics and electricity have their advantages and disadvantages. No one has yet invented ideal mechanisms.
Hydraulics are temperature sensitive and have limited traction.
Electricity can fail at the right moment, and it’s good if the load breaker simply goes out.
And there are also slip hubs, damn...

The design of the windlass itself is incredibly simple.
Drive - gearbox - chain sprocket.
Band brake.
Sliding message/disconnect drive.
The mooring winches are also connected by a sliding drive.

Don't need a windlass?
Disunited.
Need winches? We were informed that we are working with winches.

Windlass of a 50-thousander tanker.
Electric drive.
There is an electric motor in the left corner.

Yeah, the birds did that to him, yes.
Birds love to ride on a steamboat:

Sometimes they are scared by honking typhon, but somehow the birds are not scared.
The boatswain loves these birds very dearly.

Do you know how nice it is to carry out preventative and repair work on your windlass in the company of these cute feathered friends?
Then you have to wash everything. And a jacket and overalls. Wash the helmet separately.

There were a lot of questions in the comments to the initial post on this topic. And these questions cannot be answered briefly, otherwise new questions will arise, and... so in a circle.
Therefore, the post will consist of answers to questions.

But first, a little explanation.
I somehow work more in the engine department, so I am not familiar with the intricacies of some issues related to the navigational operation of the vessel. But I don’t want to resort to cheating either, so if I don’t know something, then I’ll just write that I don’t know. Or I'll use my friend's answers guardlancer , he is a real first mate of a real tanker and is versed in such secrets of navigational science as setting/unanchoring, possible problems at the same time, etc., he is also truly dedicated. But our business is butter-bellied, turning nuts and looking into the mouths of our smaller brothers navigators when they are in command.

Therefore, I know and can how to disassemble the windlass and winch down to the last nut, and even how to assemble it later without unnecessary remaining spare parts, but I no longer know how to choose a place for anchorage and properly anchor. But I’ll try to supplement my friend’s answers. I hope he will correct me if I write anything wrong.
But it won’t work at all without cheat codes; I had to google some things.
Well, I'll try.

1. The history of the anchor, its evolution from ancient times to the present.
Writing about this means rewriting Lev Skryagin’s book “Anchors”.
You can read this book here - http://coollib.com/b/267577/read
Anyone interested, please. There is not much there, but it is intelligible and with pictures.

2. What is an anchor anyway?
Anchor (from Germanic languages, Old-Swedish ankari “anchor”, Old-Swish akkeri from Latin ancora from Greek agkyra) is a specially shaped cast, forged or welded structure designed to hold a ship, submarine, raft or other floating object in one place due to interaction with the ground and connected to the object by means of an anchor chain or cable. The force that an anchor can absorb without moving or leaving the ground is called holding force. The effectiveness of an anchor is measured by the holding force coefficient - the ratio of the holding force to the weight of the anchor.
https://ru.wikipedia.org/wiki/%D0%AF%D0%BA%D0%BE%D1%80%D1%8C

3.How the anchor works.
Here are the accepted names for the parts of the anchor.

The models, so to speak, may differ, but the names and purposes of the parts are still the same.

4.Types of anchors.

And this is what I have to say about the types of anchors.
Although there really are a sea of ​​them, in my sea life I have come across only two or three types of anchors. I worked on ordinary transport ships, ordinary mass production, no exotic or special purpose. True, there were special ice anchors on ice-going ships, but I never had to use them. With me, at least.

5. How to choose an anchor for a ship.
It must be said right away that the anchor device is under the close supervision of supervisory authorities. All kinds of classification societies have long developed their own rules and requirements for this device. These requirements are based on the experimental relationship of the weight of the anchor to the size of the vessel or depending on the tonnage of the vessel.
And, based on these rules, they design mechanisms for lifting anchors - windlasses and capstans.

6. How a ship is attached to an anchor.
With a chain, of course.
The anchor chain is not solid, as I wrote in the last post, but composite.

Elements of the anchor chain: a - chewing-tack bow; b - root stop; c - intermediate bow, d - anchor bow. 1 - common link with spacer; 2 — enlarged link without spacer; 3 - connecting link; 4 - end link; 5 - swivel; 6 — end bracket; 7 - verb-gak-zhvaka-tack.

The root end of the anchor chain, opposite the anchor, is attached to the hull with a special device - a cud-tack, with a folding device - a hook-hook, which allows you to quickly release the end of the anchor chain in case of emergency. When the chain is lifted from the water, it goes into a specially equipped room called a chain box, where it is stored.

7. Chain box.
Now you can start laughing.
In general, I started the last post in order to show the inside of a chain box and how much dirt accumulates in it. But I went from afar, through the windlasses. For logic.
I'll show you later

8. Question in the comments - Why does an anchor need horns?
With these horns the anchor is buried in the ground.
But there is also fun.
With these horns, that is, paws, the anchor can “butt.”
It happens like this.
When lifting the anchor into the hawse, the legs of the anchor can tilt towards the side of the ship. And if the contours of the ship's bilge are too steep, the anchor rests with its legs against the side.
If the contours are smooth, it’s okay, the paws will also swing smoothly in the other direction.
But on some ships this does not happen, the reason, as I already said, is the steepness of the chine.
This is called “the anchor is going astray”, “going as a goat”.
We had a series of tankers where this goat was entertainment at almost every anchor haul.
We found a way out of this situation. They picked up the anchor to the side, and before starting to push the paws against the side, they pulled out the anchor as sharply as possible. But not much, a meter or two. And then they swung the anchor as sharply as possible. If everything went well, then two or three attempts were enough to turn the paws towards the sea.
As sharply as possible, because the windlass there were hydraulic. But with hydraulics it doesn’t always work out sharply.
Here's what it looks like in the picture.
Attention to the left anchor.
And I tell you, this is approximately.

9.Use of anchors.
Well, we’ve already agreed that the story is about ordinary anchors on an ordinary ship, right?
So, here - the main anchors are called deadlifts.
And the main purpose of the anchor device is to ensure reliable anchorage of the vessel in the roadstead and in the open sea at permissible depths.
But they also use anchors when mooring with a log to the pier in some cases.
When mooring with the stern to the barrels and the pier.
By releasing the anchor you can “slow down”, extinguish the inertia of the vessel, and stop the vessel.

Braked by anchors.

Using an anchor can reduce circulation and make a turn, especially in a narrow place.
An anchor device is also sometimes used for mooring and towing operations.

This is what they did, for example, in the town of Budge-Budge, a suburb of Calcutta. This is where the monkey Stepan came from.
Mooring there to the river bank, the current is quite strong. Therefore, the anchors were riveted, leaving them suspended in the hawse, and the chains themselves were brought ashore as mooring lines.

10. How the ship is anchored, and how the ship holds the anchor.
Here's the answer guardlancer : It’s not the anchor that holds it, it’s the combination of the anchor’s grip on the ground + the mass of the anchor + the mass of the chain that holds it.
It looks something like this:


That is, the anchor is not just lowered from the side to the ground, but also the designated number of bows is etched into the water.
But the anchor does not just lie on the surface of the ground.
He “takes” the soil, entering the depths with his paws.

Again guardlancer - There's a whole complex here. Firstly, yes, the mass of the armature itself plus the mass of the chain. The second is the soil. There are weakly holding soils (sand), and there are well-holding ones (fine tracing paper, shell). If the ground is rocky, no one will throw. Because you can immediately say goodbye to the anchor. Gripping the ground still provides some percentage of the holding force.

In general, it seemed to me that the greatest bewilderment was caused by the incomparability of the masses of the ship and the anchor. Moreover, a tiny piece of iron holds such a colossus.
And here I was right azfg - What is important is not the mass of the ship (it is completely balanced by the force of Archimedes), but only the force with which the ship is blown by the wind. And it is relatively small and is completely balanced by a (not so small) hook, which also clings to the ground.

Well, it’s like a car on a hill with the handbrake on and not moving due to the friction of the tires on the highway. During a storm, the wind force increases, but therefore ports and shipyards are built in bays protected from the wind, where they cannot be reached by the storm. In the event of a storm warning, all ships anchored outside such safe bays are urgently transferred to a safe anchorage or unanchored and sent to the open sea to endure the storm there (and not crash on the shore).

Yes, in bad weather When anchored, a constant readiness mode is declared. As soon as the car starts, the anchors swing and the sea begins to storm.

This one was unlucky, the anchors did not hold.

But the watch on the bridge is constantly maintained, and the position of the ship is constantly checked.
Not only can the wind pull on the anchors, the current can also add to it.
There is such a concept - “an anchor creeps”. It seems to be invisible to the eye, slowly, but the ship moves from its position and at this time the anchor crawls along the bottom after the ship.
Sometimes it can be felt by blows on the ship’s hull. The ship is pushed by the current or the wind, the anchor-chain is pulled, then the anchor is pulled out of place, the chain sags sharply and such a push with a blow is obtained. But the anchor manages to pick up the ground again, the chain tension again, and again the breakdown.
We found ourselves on such adventures in the roadstead of Shanghai, at the mouth of the river.

11. Anchorage location. How to anchor and how to choose an anchor.
Well, first of all, yes.. it won’t be possible to just jump somewhere and anchor where you like. Although there are cases.
There are specially designated mooring areas, and the specific place for your vessel, the mooring point, will be issued by the port traffic controller.

By the way, the question of nautical charts was also raised in the comments.
Yes, the maps have the necessary information. Depths, soil quality, interference, prohibited and closed navigation areas, etc. The information is constantly updated, corrections are sent to the ship and, according to these notices, the charts are corrected.
The map looks like this:
(Highly magnified, there are warnings in the upper left corner)

However, despite the information content of the map, sometimes there are very... uh... funny cases.
But more about them later.

Well, and the anchoring itself.
Most often, these beauties are like in a movie - at full speed, the telegraph - ding - full back!.. out of the bay, let go of the anchor!
The procedure is arranged solidly and seriously.

Although you can fool around and scare someone:

This point is described more fully here:
Further preparation of the anchor for release depends on the depth of the anchorage site. If the anchor will be released at a depth of up to 30 m, then they usually limit themselves to moving the anchor from its place with a windlass in order to avoid its unexpected delay in the fairlead during the release, after which they clamp the tape stopper, disconnect the sprocket and report to the bridge that the anchor is ready for release.

On ships with a bulb-shaped bow, it is necessary to release the anchor to the water with a windlass in order to avoid damage to the bulb formation when the anchor is released from the hawse.
If the anchor is released at great depths or in an area with rocky soil, the windlass will not disengage, since when the anchor is released, the chain is initially released by the windlass.
The anchor is released by the boatswain under the direction of the mate. The vessel approaches the anchorage site at the slowest speed or by inertia with the engine stopped. The command is given from the bridge: “Stay at the right (left) anchor!”

Before releasing the anchor, the car is reversed. When the ship, having extinguished its inertia, begins to move backward, the command is given from the bridge: “Release the right (left) anchor!”
The release of the anchor when the vessel is slowly moving backward allows the anchor to quickly pick up the soil and, in addition, prevents the anchor chain from collapsing on the anchor and the vessel from collapsing on the anchor chain. The order in which the anchor is released depends on the depth of the anchorage site.

When the anchor recoils at a depth of up to 30 m, the tape stopper is pressed out, and the anchor chain begins to pick up. The anchor chain should be moved at a moderate speed so that it can be quickly stopped the moment the anchor touches the ground.
If released quickly, the anchor chain may fall on the anchor and become tangled around its legs. Taking into account the depth, nature of the soil, wind, current and other circumstances, the bridge determines how many links of the anchor chain should be released into the water or left on the windlass.

The prescribed number of bows is etched slowly as the chain is tensioned. The number of bows etched into the water is reported to the bridge via communications or by the corresponding number of strikes on the bell. When the required number of bows have been etched and the vessel is held at anchor (“comes to the anchor chain”), the tape stopper is clamped.
The release of the anchor at great depths differs from that described in that the anchor is released to the ground with a windlass.

After this, the tape stopper is clamped, the windlass is disconnected, and further etching of the designated number of chain links is carried out using the tape stopper.
The recoil of the anchor from the hawse from the tape stopper is unacceptable, since in this case the anchor with the anchor chain develops such a speed at which the stopper heats up from friction, and the chain drum is difficult to stop if necessary. If this can be done, the anchor chain will begin to slip over the sprocket, which can lead to a break in the chain and damage to the sprocket itself.

As soon as the ship is anchored, a navigation figure - a black ball - rises on the bow mast, indicating that the ship is at anchor.

Find the black ball.

Here is the answer to why fairleaps are made very convex, like the eyes of a goldfish.
In order not to damage the own hull and bulb in the event of an emergency release of the anchors, that is why the fairlead is moved to the sides.

How to choose an anchor.
guardlancer - How an anchor is chosen. When retrieving the anchor, the ship is pulled towards the anchor. Not the other way around. Pull and pull until the spindle becomes vertical. When it is vertical, then the paws come out of the ground. This position is called "paner". Or rather, first comes the report “the anchor is up”, and then the “Panair rope”. That is, nothing connects the ship with the land. You can give a small stroke if necessary.

I will add and answer the question why water can pour out of the anchor fairleads.
The fact is that the anchor-chain and the anchor lie on the ground. Sometimes it's silt. This is a lot of dirt.
In order to knock down and wash away this dirt, an anchor washing system is connected to the fairleads.
It is powered by a fire pump, but sometimes it also has its own, specially installed pump.
You can even see how this happens.
And evaluate the noise during this action.
It was photographed in quite some detail.

Another thing. Even being in your cabin, without looking out the window, you can find out about the moment the anchor is raised. The ship begins to bounce slightly. Although it would seem... only 10 tons of iron per hundred thousand tons of cargo.

Continued today at 12.02 Facebook, VKontakte, classmates and in Google+plus, where the most interesting things from the community will be posted, plus materials that are not here and videos about how things work in our world.

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Before starting surveying from an anchor or mooring barrels, the following preparatory operations must be completed in advance:

place the main engine in constant readiness;

check connection with engine room and tank;

check clocks on the bridge and in the engine room;

check the operation and coordination of the machine telegraph;

check the operation of the steering device;

check the operation of the sound signal device (typhon);

turn on and configure the radar;

establish communication with the port, vessel traffic control service (VTS);

fasten the cargo booms and close the hold in a “traveling” manner.

After the general preparation of the vessel, the crew members scheduled for anchoring (usually the third mate and the boatswain) are called to the forecastle, who prepare the windlass for work and check its operation at idle speed.

At the end of preparation, but no less than 15 minutes before anchoring, the chief mate and chief engineer report to the captain that the vessel is ready for anchoring.

Preparation for raising the anchor is carried out in the following order:

check the reliability of fastening of the tape stopper;

check the windlass (spire) in action at idle speed;

connect the chain drums to the windlass mechanism;

give additional stoppers (if they were applied);

open the water to wash the anchor chain and inform the bridge that the windlass is ready for operation.

The removal of the anchor chain, in order 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 boat moves forward, the speed of removing the chain can be increased, but it is necessary to ensure that the chain has time to wash well and goes into the chain box clean. You should also not allow the ship to accelerate too much, so that the chain does not go under the ship's hull.

On command received from the bridge, the band stopper is released and the windlass is turned on. When retrieving the anchor chain, monitor its direction - if the chain rests on a bend through the stem, it is necessary to temporarily stop retrieving it, waiting for the moment when the bow of the vessel is again turned in the right direction.
If this is not done, the anchor chain, experiencing excessive stress during bending, may break or become severely deformed.

During the process of retrieving the anchor chain, the assistant captain constantly reports to the bridge about the number of bows on the windlass or in the water, the tension and direction of the chain relative to the centerline of the vessel.

At the same time, the following signals are sent to the bell:

the number of bows remaining in the water is struck with separate blows;

“Paner” rope - frequent ringing of the bell;

the anchor “rose” (took off the ground) - one ring of the bell;

the anchor came out of the water (clean/unclean) - two rings of the bell;

anchor in the hawse (in place) - three rings of the bell.

When the anchor is pulled up to the paner, that is, when the anchor chain is directed vertically to the water level, and the anchor itself has not yet come off the ground (Fig. 2.35), this is reported to the bridge by sending a set signal.

The moment the anchor comes off can be easily determined by the operation of the windlass, which immediately begins to increase the rotation speed after reducing the load; at the same time, the anchor chain immediately weakens. The moment the anchor lifts off the ground - “the anchor is up” - is the transition of the vessel from the “at anchor” state to the “underway” state.

It is necessary to lower the balloon or turn off the anchor lights and turn on the running lights.

Under favorable weather conditions, until the anchor has left the water, the vehicle should not be moved, as the anchor may be “unclean.” When the anchor leaves the water, they report to the bridge that “the anchor is out of the water, clean” or “the anchor is unclean.”

When shooting from anchor in rough seas, when the bow of the vessel rises and falls sharply, there is a danger of the anchor chain breaking. To prevent the chain from breaking, they give the car the smallest possible forward motion and undermine the anchor.

When the anchor reaches the hawse when withdrawing the chain, the windlass motor is stopped (Fig. 2.36). The anchor, lifted from the ground, should be thoroughly rinsed with a stream of water. Then the windlass is turned on again in order to finally pull the anchor into the hawse.
When pulling the anchor into the hawse, you should not miss the timely stop of the windlass. A late stop will lead to the fact that a link in the anchor chain may be torn and the anchor will be lost.
The anchor drawn into the hawse must be selected “to the point”, that is, so that its legs are well pressed against the hull plating, this eliminates the possibility of the anchor moving in the pipe during the rocking of the vessel.
To determine the position of the anchor in the hawse, it is recommended to place marks with white paint on the deck stop and on the anchor chain link, the coincidence of which will indicate that the anchor has been selected to the correct position and is in the correct position. At the end, they report to the bridge with three blows to the bell and the words “Anchor in the hawse!”

When shooting from two anchors, first select the anchor that has less anchor chain in the water, or the anchor of the side that is located closer to the dangers and nearby ships. If the angle between the chains is small, they can be selected simultaneously.

When anchored on two anchors using the fertoing method, to remove the anchors, the chain of the anchor on which the vessel is standing is initially etched. at the moment, and at the same time select the chain of the second anchor. When it is in the hawse, choose the first anchor.

The process of filming a ship from barrels in calm weather is not difficult. First, all the stern ends are released, then the bow ends, and the mooring cable supplied by the dugline is given last.

In the presence of wind and current, they resort to the help of a tugboat operator, especially if the direction of the wind and current does not coincide with the center plane of the vessel.
In this case, also, first all the stern mooring lines are released, then the bow ones, leaving the wound hole. Having released the last mooring line from the stern, they maneuver to the exit, releasing and then releasing the bow mooring cable.

Before anchoring, it is necessary to select an anchorage location in advance and outline a maneuvering plan taking into account the wind and current, select landmarks to control the movement and determine the location of the anchor release.

The anchor device must be fully prepared: the anchor is lowered from the fairlead and taken onto the tape stopper, and the windlass drum is disconnected from the drive.

If the depth of the anchorage exceeds 25-30 meters, and also regardless of the depth in rocky soil, the anchor should be released into the water in advance using the windlass drive so that its height above the ground is small, then secure the tape stopper and disconnect the windlass drum. It is necessary to release the anchor with the forward speed fully extinguished.

After the anchor is released and the vessel reaches the anchor chain, you need to smoothly clamp the tape stopper to prevent strong jerks, and, if necessary, use the machine to dampen inertia.

Let's look at anchoring methods for a ship with a right-handed propeller.

Setting at one anchor. This setting can be performed with access to the anchor release point: 1) with the bow against the direction of the wind or current; 2) nose in the direction of the wind or current; 3) at an angle in the direction of the wind or current.

In the first case, the simplest and most common, the ship at low speed approaches the place where the anchor is released with the bow against the wind, then they reverse with the expectation of stopping the ship in a given place, and when it gains a slight movement back, they release the anchor and stop the car. With this method, it should be taken into account that when working back, the bow of the ship will go to the right and will be caught by the headwind. If such a turn is undesirable, then the anchor should be dropped on a course so that the wind is slightly to the right of the bow.

Approaching the anchor release point with a tailwind is undesirable, however, when maneuvering in a cramped roadstead and to maintain controllability, it is sometimes necessary to approach with a significant forward speed. In this case, it is difficult to extinguish the inertia of the vessel when the anchor is released, and when the anchor chain is delayed, a jerk may occur and the chain may break.

To avoid a strong jerk, you should maneuver so that before releasing the anchor, bring the wind to the side from which the anchor will be released. To do this, you need to move the rudder on board in the direction of the wind and when the ship begins to turn into the wind, give full speed back and release the anchor. With this method, the kinetic energy of the ship will be spent on turning and a jerk will not occur.

Setting on two anchors. This setup is performed in strong winds and currents. The vessel should approach the anchorage site as perpendicular to the direction of the wind or current as possible, taking into account drift or drift. The anchor is released first from the windward side and the anchor chain is not delayed, while at the same time working the engine in reverse to stop the ship until the second anchor is released. After releasing the second anchor, the vessel must smoothly move out onto both anchor chains with the bow against the wind or current, smoothly pulling them out to the required length. After attaching the anchor chains, the separation angle between them should be 30 - 40 degrees.

Sometimes a second anchor is given to reduce the yaw of the vessel. This is done either after the first anchor is released, or when the ship is already at one anchor. The second anchor is given approximately with a chain length equal to one and a half depth, and is used as a drag. This method is called “tandem”.

Spring setting. This method is used when it is necessary to hold the ship at an angle to the direction of the wind in order to cover watercraft standing alongside, for example, during cargo operations. A reliable mooring cable is passed through the stern fairlead along the side from which the anchor is released, pulled into the anchor hawse and attached to the anchor chain. The root end of the cable (spring) is attached to the stern bollards. Then, by loosening the anchor chain, the vessel is positioned at the required angle to the wind.

Shooting from anchor

When retrieving the anchor chain in strong winds, the vessel usually begins to drift even before the anchor leaves the ground. Such drift is dangerous in the presence of other vessels or shallow waters. In such cases, it is necessary to operate the machine and use the rudder to hold the vessel in place until the anchor is raised.

When shooting from two anchors, you can first select both anchor chains until the angle between them increases to approximately 60 degrees. After this, one anchor is taken onto the tape stopper and disconnected, and the second one continues to be selected, edging, if necessary, the chain of the first anchor. When the second anchor comes out of the water, it is taken to the tape stopper, after which the first anchor is selected. After going out to sea, the anchors are pulled into the fairleads and secured in a “marching” manner.

Mooring of ships on barrels

In some ports in roadsteads, mooring barrels are installed on dead anchors for mooring ships to them and carrying out cargo and other operations. Vessels are placed on one or two barrels. In the first case, mooring lines are supplied only from the bow, and in the second case, from the bow and stern. Each mooring barrel has an eye to which mooring cables and sometimes anchor ropes are attached.

Putting on barrels without the help of tugs is a difficult operation even in good weather. You should approach the barrel with your bow against the wind or current and, working with the machine and the rudder, keep the bow close to the barrel in order to apply the first mooring line. It is recommended to place the first mooring line with an eyelet (dupline), which will allow you to release it during shooting without the help of mooring men.

When feeding heavy cables or an anchor chain, you should first feed the conductor with a shackle and use it to pull the mooring cable to the eye of the barrel. When feeding the anchor chain, the conductor is attached to its third or fourth link.

If the anchor chain is supposed to be supplied to the barrel, then it must be disconnected from the anchor bow in advance. For this purpose, the anchor is attached to a steel guy and pulled to the side, simultaneously pulling several meters of chain.

Then the guy is attached to the bollards and the anchor chain is rolled out onto the forecastle deck up to the first shackle. They rivet the bracket and pass the end of the anchor chain from the windlass drum into the anchor hawse to feed it to the barrel.

If the ship is installed on two barrels, then after securing the mooring ropes on the first barrel, bring the stern closer to the second barrel and feed the ends to it in the same order. Most often, the ends are brought in using a mooring motorboat or a small port tug. Sometimes a marine motorboat is used for this purpose. During filming, all additional mooring lines are released, leaving holes from the bow and stern, after which the moorers move away from the barrel on a motorized boat. The last lines supplied by the dugout are released without the help of mooring men.

The work of moorers on a barrel is dangerous and extreme caution must be used.

Questions for self-control:

1. Justification for safe anchorage.

2. Choosing an anchorage site.

3. Methods of anchoring a ship.

4. Shooting the vessel from anchor.

1. Mooring of ships on barrels.

Literature for self-study, available in the technical library of the IF ONMA:

1. Yarkin P.I. Vessel control. ( Tutorial). ONMA. Odessa, 2007.

2. Maltsev A.S. Guidelines on implementation course work on the topic “Determination of the maneuvering characteristics of a vessel.” ONMA, Odessa, 2007.

3. Handbook of a sea captain // Ed. G.G. Ermolaeva. –M.: “Transport”, 1988.

Chapter 12. Anchoring and unanchoring 12.1. Choosing an anchorage site. Preparing the vessel for anchoring

The choice of anchorage location is determined by its purpose, duration, hydrometeorological conditions and the condition of the vessel itself.

In an internal roadstead, the vessel is anchored in a strictly defined place at the direction of the pilot or in accordance with the rules of the port and, therefore, the navigator is not given the opportunity to choose an anchorage location.

Anchorage locations in the outer roadsteads of large seaports are usually indicated in sailing directions and on maps. In this case, the responsibility of the navigator is reduced only to choosing a place to release the anchor at the specified anchorage, which must be done taking into account the free water area of ​​the roadstead 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 imposed in cases where anchoring is carried out for long-term stay in large roadsteads or in individual bays.

Such parking should be located in places that are, if possible, protected from prevailing winds and currents, and be safe from a navigational point of view. Particular attention should be paid to the nature of the soil and bottom topography.

Clay soils have the greatest holding capacity. However, during long-term parking, the anchor and part of the anchor chain lying on the ground may be “sucked in” by such soil, which will create significant difficulties when shooting from the anchor. Therefore, the most favorable soils for anchoring are silty soils, silt with sand, which have satisfactory holding capacity and in which anchors can be easily picked up right away. Sandy soil and gravel hold anchors worse. Anchors in such soils can creep smoothly, which makes it impossible to immediately detect the ship's drift.

It is extremely undesirable to anchor on rocky or shell soil. 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 get caught in a crevice, which will either lead to the loss of the anchor and part of the anchor chain, or, at best, will make shooting from the anchor very difficult and time-consuming. A flat and level bottom is always better than one with sharply changing depths.

The location of the proposed anchorage should be carefully studied according to the directions and port rules. Using maps of the largest

large scale, it is necessary to outline the most convenient routes to approach it in terms of navigation, highlight the existing dangers on the map, remove the enclosing dangers of bearing and distance from the map, select the most convenient landmarks that would serve to control the course of the vessel when approaching the anchorage area .

When approaching the anchorage area, it is necessary to switch the main engine to operation in maneuvering mode in advance, check the operation of the engine telegraph and the connection of the engine room with the bridge, check the readings of the ship's clock on the bridge and in the engine room, warn the watch in the engine room about the expected time of setting the ship at anchor.

15-20 minutes before approaching the anchorage site, crew members are called to their places and, according to the schedule, must take part in anchoring the vessel.

Immediately before setting, the operation of the windlass at idle speed and the position of the anchor chains in the chain box are checked, and the fairlead caps leading to the chain box are removed.

After a long sea voyage, it is recommended to first weigh the anchor down to the water with a windlass. In the future, they act depending on the depth at which the anchor will be released. When anchoring at shallow depths (up to 25-30 m), after checking the operation of the windlass (harnessing the anchor), clamp the tape stopper, release all the other stoppers and disconnect the anchor chain sprockets from the windlass motor. If the depth at the anchorage site exceeds the specified value, the anchor chain sprocket of the released anchor remains connected to the windlass.

When anchoring in the daytime, prepare a black ball for raising, and at night, turn on the anchor lights.

Placing the vessel at one anchor

In the absence of wind and current, the vessel's voyage to the anchorage site can be made from any direction that is safest for navigation.

At the moment the anchor is released, in order to avoid damage and entanglement of the anchor chain, the vessel must 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 will not subsequently turn over. To do this, the engine is reversed into reverse in advance, so that by the time the vessel reaches the anchor release point, it has completely extinguished the inertia of forward motion. Then, as soon as the ship moves back, the anchor is released r stop engine 1. Initially, move the anchor chain without delay so that it lies evenly on the ground as the vessel moves backward. When approximately two depths have been etched, the anchor chain is delayed and further etched in small portions as the vessel reaches the rope to the required size. It should be borne in mind that when reversing on ships with a right-hand rotating pitch propeller (or pitch propeller

Left rotation), the stern will be thrown to the left and taking this into account, so that the anchor chain does not go under the hull of the vessel, it is better to give the left anchor. However, for uniform wear of the anchor chains, it is recommended, unless dictated by any other conditions, to stand alternately on the left and then on the right anchor. In order to prevent the ship's bow from falling onto the anchor chain when anchoring to starboard, it is necessary to shift the rudder to the left side while the ship is still moving forward, and when the ship's bow moves to the left, reverse.

Under favorable weather conditions at shallow depths of up to 25-30 m, it is recommended to etch the anchor chain to a length equal to approximately 5-6 depths at the point of anchor release, at average 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 releasing the anchor is determined. So, at shallow depths, the anchor is released from the tape stopper. On medium-sized ones, the anchor chain is initially released using a windlass to a length equal to 7g-2/3 of depth, and only then the anchor is released from the tape stopper. At great depths, the anchor is pulled down to the ground by a windlass.

After the anchor is released and the anchor chain is etched 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 the vessel, if possible, approaches the anchorage with its bow against the current factor.

In this case, the anchor can be released without first reversing, since the vessel, after the forward inertia has been extinguished, will begin to move backward under the influence of wind or current. It should be taken into account that ships whose center of sail is sharply shifted towards the bow will fall into the wind as they lose speed. Therefore, to prevent the anchor chain from going under the hull of the vessel, it is necessary to move the bow of the vessel in the desired direction before releasing the anchor by shifting the rudder and, if necessary, “push” the vehicle into forward motion.

When, at the point where the anchor is released, the wind and current act from different directions, the ship must move with its bow against the stronger acting factor, and the anchor must be released towards the weaker one (Fig. 12.1).

Approaching the anchor release point in the wind or current is extremely undesirable, since in order to maintain controllability of the vessel it is necessary to work with the machine until the very last moment. As a result of this, by the time it reaches the anchor release point, the ship will have a significant forward movement, which will lead to large

Rice. 12.1. Anchoring the vessel in the presence of wind and current:

/ - approach of the vessel to the anchorage area; //- position of the vessel at the moment of anchor release; ///-polo life ship after anchoring

Figure 12.2. Anchoring the vessel when moving with the current:

L // - movement of the vessel to the place where the anchor is released; /// - position of the vessel at the moment the anchor is released IV - turning the ship around on the anchor chain; V- position of the vessel after anchoring

loads on the anchor chain, and the chain will go under the ship’s hull during etching.

To avoid this, you should approach the anchorage site somewhat away from the point at which the anchor will be released (Fig. 12.2), and then use the rudder to turn the ship in the direction of the anchor release point.

As soon as the bow of the vessel is level with this place, they release the windward anchor and immediately work the machine into reverse. With this method of maneuvering, the ship will be blown by the wind away from the anchor, and the anchor chain will move cleanly, without falling under the hull. The ship will quickly turn its bow against the wind (current).

Calculation of anchorage

Calculation of anchorage comes down to solving two separate problems:

determining the minimum length of the anchor chain that will prevent the vessel from drifting under specific anchorage conditions;

calculating the radius of the sector in which the ship will move in the event of a change in wind (current) direction.

The first task is of practical importance in the case when the anchorage is short-term in nature and is carried out in favorable conditions, and subsequent surveying from the anchor must be carried out as quickly as possible.

Under these conditions, it can be assumed that the external forces acting on the ship while stationary remain constant in magnitude and direction and, therefore, the ship is not subject to yaw. Taking into account the restrictions set, to ensure that the vessel stays at anchor without drifting, it is only necessary that the sum of external forces does not exceed the holding force of the anchor. The external forces acting on a ship at anchor are the force of the wind F and current forces 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. To ensure that the anchor does not turn 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 the point of the curve along which the anchor chain sags, where the tangent to it will be directed parallel to the ground.

This curve is called a catenary and is described by the following equations:

/ - a sh - ; A

y = a-j-h = ach - , ( 12. 1)

where / is the length of the anchor chain from the anchor to the fairlead, m;

A - parameter of the catenary line, equal to the distance of its vertex from the origin,

a - T/rts, m;

X, at coordinates of the point where the anchor fairlead is located, m; h distance of fairlead from ground, m.

The joint solution of the reduced system of equations allows us to determine /:

" = *]/ -^-+1(12.2)

T

or, given that a =

V-$g+‘

Where T- horizontal component of the anchor chain tension, N; ръ- weight of 1 m of 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 currently acting on the ship,

r = F T -(- FK % Then

= Y 2 (F ^+ fa) +1 - (12.4)

As stated in Chap. 1, these forces can be calculated using formulas 4.2.

However, when solving this problem, their approximate value can be accepted:

0 1.0 2.0 3.0 R yak t

Rice. 12.4. Graph for determining the anchor holding force coefficient:

Where w, - wind speed, m/s;

vx- flow speed, 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 force AS-14

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 tension of the anchor chain should be equated to the holding force of the anchor (7 = P YAK). Then

tg = h l/-Нза-ь 1 = L |/ 2 *gdR jV. -I- I , (12.6)

V RCP V RCP

where Agr is the anchor holding force coefficient, 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 ship has no yaw during anchorage.

Calculations performed using these formulas give the smallest value of the length of the anchor chain, which ensures normal operation of the anchor. To eliminate the possibility of a decrease in the holding force of the anchor due to jerks when the vessel experiences oscillatory movements due to changes in load (gusts of wind, 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 all elements of the dynamics of the process presents certain difficulties due to the limited initial information required for this. It should be noted that from a practical point of view, this is not necessary, since unfavorable anchorage conditions require a different approach to ensuring the safety of the vessel (see clause 12.4).

With limited oscillations performed 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 &d into formula (3.1):

/=A l/ JZj=E*S.. ! , (12.7)

fRCP

where T c p is the average value of the external force, N;

L d - depending on the type of vessel and mooring conditions, it can be taken equal to 1.4-1.7.

2 *4 Yaw radius determination

4- " “ " The vessel's performance is important when

mooring of a vessel at anchor in cramped . ~ - conditions, so that in the event of a change in the direction of the wind (current)

YZHSHSHA" with >' the bottom did not turn out to be

dangerous place.

Rice. 12.5. The yaw radius of the vessel while standing - As can be seen from Fig. 12.5, radius

anchored yaw

r = A/c, (12.8)

Where L- length of the vessel, m;

X- projection of the sagging part of the anchor chain, m;

D/ts - 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 actually etched chain length (/f) and

the length of the chain / suspended under external forces acting at the moment, i.e.

&1,^1 f -1^1f~Nu G ShSh21+T ■ (12.11)

If the anchor chain is etched without excess (/φ =/), then with sufficient accuracy for practical calculations it is possible to accept a at small depths x «/.

Ensuring anchorage safety

The safety of an anchorage depends on a combination of a number of factors: the condition of the vessel, the nature of the soil and, first of all, the hydrometeorological situation.

You should always remember that even the most favorable anchorage, if a certain change in hydrometeorological conditions occurs, may turn out to be unsafe and immediate unanchoring will be required to change the anchorage location or enter an open dome.

In this regard, it is strictly forbidden to carry out any work in the engine room while the vessel is at anchor that would involve disabling the main engine, steering and anchor devices. The machine must be in readiness, the period of which is set by the captain of the vessel depending on the specific situation. During the entire stay of the vessel at anchor, running watches are established both on the bridge and in the engine room.

The watch service must conduct continuous monitoring of both weather conditions and the surrounding environment, and the behavior of other ships anchored nearby. Great attention

They should be given timely detection of the ship's drift, for which all methods available in this case should be used.

Currently, control over the drift of a vessel is most often carried out by navigation methods by taking control bearings or distances.

To achieve the greatest control efficiency, as reference points when taking bearings or measuring distances, you should select objects whose changes in bearings (distance) in the event of drift will be most noticeable. When selecting landmarks, it is necessary to keep in mind that it is not at all necessary that they be plotted on the map, since drift detection can be established by the nature of the change in bearings (distances) without making observations.

For direction finding, it is most advantageous to choose landmarks located close to the beam on both sides of the vessel, and for measuring distances - at the bow or stern heading angles.

On small and low-sided ships, it is recommended to use such an old method as throwing a hand lot directly over the bow or simply ballasting on the line with a little slack in the latter. The tension of the line while the ship's course remains unchanged is a sure sign that the ship is drifting.

Particular attention should be paid to monitoring the drift of the vessel when anchored 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 post an observer on the bow directly at the anchor device. A sharp change in the tension of the anchor chain, when it is polished, and then immediately sag sharply, is a sign that the anchor is creeping along the ground. Having a watchman at the windlass, if there is no automatic anchor release device, is also useful when anchored in a roadstead with a large number of other ships at anchor. In the event of drifting of a neighboring vessel, quick retrieval of the anchor chain will eliminate the risk of a pile-up or at least reduce its consequences.

Measures to prevent drift depend on the reasons that caused the era to appear. Under favorable weather conditions, ship drift can occur due to weak holding force of the anchor, when the anchor either creeps on poorly holding soils, or periodically turns out of the soil as a result of uneven compaction of the soil under the anchor's feet in loose soils.

In such cases, it is best to change the anchorage, especially if the drift occurs towards the shore, any navigational hazard or another vessel.

Most often, the cause of drift is the deterioration of the hydrometeorological situation.

It is quite clear that the ship's drift will become inevitable if 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 due to additional etching of the anchor chain. The part of the chain lying on the ground allows you to increase the holding force of the anchor by an amount

~[RtsM »

Where f- coefficient of friction of the anchor chain on the ground;

Ri-- weight of 1 m of anchor chain in water, N;

D/- 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 force that turns the anchor out of the ground and, therefore, make the anchorage calmer and more reliable. If there is a sufficient reserve, it is recommended to additionally extend the anchor chain when the wind increases to 6-7 points from half the initially etched length at medium depths to double at shallow depths. To ensure that when the anchor chain is being pulled, the vessel does not accelerate and the chain is not pulled tight with a jerk, the baiting must be done in small sections of 5-6 m, starting at the moment when the anchor chain, after the next jerk, begins to get slack.

After each retrieval, the anchor chain must be secured. At the same time, the second anchor should be prepared for release.

With a further increase in wind (up to force 8), the anchor chain is poisoned almost to the chewing tack, and the main engine is put into immediate readiness. If the measures taken 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 forward motion and the anchor chain does not go under the hull.

The reliability of anchorage sharply deteriorates if, with increasing wind, the ship begins to yaw, that is, to make oscillatory movements in one direction or the other from the line of action of the wind (Fig. 12.6). The appearance of yaw is caused by the fact that the ship's anchor fairleads are usually located outside its center plane. As a result, when the ship is anchored at the same anchor, the wind pressure force and the tension force of the anchor chain will be applied in different vertical planes and will 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 n moment of anchoring: /» - yaw of the vessel when anchored

(wind pressure) U a will begin to move the ship towards the leeward side (Fig. 12.6,6, position //).

Since as the vessel turns, the sail area of ​​the vessel affected by the wind will increase, and the longitudinal component of the aerodynamic force will also increase. XA. As a result of this, the anchor chain will tighten sharply 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 V a changes sign and begins to move the ship in reverse side. Under the influence of the developed inertial forces, the ship will overshoot the middle position and go in the opposite direction, thus performing a continuous oscillatory motion, 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 loading and, of course, the strength of the wind. Vessels in ballast, especially when they have a stern trim, are subject to the greatest yaw.

As practice shows, the yaw amplitude of 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, naturally, will lead to the ship drifting regardless of the wind force. In addition, during yaw, at certain moments the anchor chain will experience such significant stress that this can lead to its rupture.

To ensure a safe anchorage, all possible measures must be taken to reduce yaw. Such measures include:

additional etching of the anchor chain;

acceptance of ballast with creation (if possible) of trim on the bow;

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- and long-term forecasts, facsimile maps, and local information from 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 the event of an unfavorable change in the situation. A particular danger for the vessel is the increase in wind from directions in which the vessel may drift towards the shore.

In this case, the most reasonable thing would be to stop cargo operations in advance, put the ship in a stowed state and weigh anchor for storming in the open sea. If for some reason this is impossible to do and the decision is made to remain at the anchors, use all of the above measures to reduce yaw and immediately put the car in readiness in order to be able to stand on two anchors, while simultaneously working in forward gear. It should be borne in mind that in the event of drift towards the shore, it is necessary to analyze the possibility of deliberately flooding the vessel in shallow water in order to prevent its destruction due to impacts of the hull on the ground. Pre-temperature flooding can be used on soft soils in the absence of individual stones and at such depths that after flooding the upper part of the hull remains in the water. Before flooding begins, it is necessary to trim the bow to protect the rudder complex from damage to the ground.

Placing the vessel on two anchors

The vessel can be placed on two anchors for the following purposes:

increasing the holding force of the anchor device;

reducing yaw amplitude;

reducing yaw area.

The most common method is to set two anchors with their anchor chains separated at an angle of 20-30°. Depending on the conditions under which the decision to set two anchors 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 increases, 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 release of the second anchor can be carried out without the help of a machine. To do this, wait for the moment when the ship yaws at the greatest angle towards the free side, and release the second anchor (Fig. 12.7). After this, they immediately begin to poison both anchor chains, ensuring that they are equally loaded. With this method of installation, the etched anchor chains will have different lengths. To ensure reliable operation of both anchors, it is necessary that the length of the short anchor chain be at least 4-5 depths when moored at shallow depths and 3-4 depths at medium depths.

If the decision to release the second anchor is made already when the wind is increasing and the anchor chain of the first anchor is etched to a significant length, then setting two anchors must be done using a machine. To perform the maneuver, shift the steering wheel towards the free side, i.e. the side where the second anchor is located, and begin to carefully move the machine forward, preventing significant acceleration of the vessel.

Having changed the course by 20-30°, they come approximately abeam the first anchor and release the second, gradually releasing its anchor chain, preventing the ship from jerking onto the anchor chain of the first anchor.

To facilitate the movement of the vessel to the place where the second anchor is released, the anchor chain of the first one is initially picked up during the transition (about halfway) and then released again.

The advantage of this method of placing a 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 separation angle to be as small as possible. However, at very small separation angles, the anchor chains may become entangled. Therefore, only on ships with a large separation of anchor fairleads can the separation angle be allowed to be less than 20°.

With 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 of this, the factor causing the vessel to yaw in the horizontal plane will disappear. This is

Figure 12.8

/ - the position of the vessel after anchoring alone; // - the position of the vessel at the moment of release of the second anchor; /// - mooring a vessel on two anchors

Figure 12.8. Placing a vessel on two anchors with varying wind direction: A- the method of crossing anchor chains; b- tandem method

the second important advantage of the method. At the same time, the method also has a very serious drawback: if the wind direction changes, the anchor chains may twist, which will create great difficulties when shooting from anchor. To avoid this, when the wind changes significantly, it is necessary to reposition the anchors, which is often very difficult to do in a fresh wind. Therefore, this method can be recommended when staying at anchor in a fresh wind with its direction unchanged.

In cases where it is known in advance that the wind will change sharply and in what direction, it is more advisable to use the method of crossing chains when setting on two anchors.

With this method, the vessel is initially placed either on one left anchor, if the wind direction changes counterclockwise, or on the right one - when the wind direction changes clockwise and as the wind increases, the anchor chain of the released anchor is etched as much as possible (Fig. 12.8, position /). Then, with the start of yaw, after waiting % U during the yaw period, when the ship in the efro process deviates at the greatest angle towards the released anchor (Fig. 12.8, position ///), the second anchor is released, immediately etching its anchor chain without delay. After the ship in reverse motion comes to the wind line, hold the anchor chain and take it to the stopper (position IV).

Thus, with this method, the ship stands at the same anchor with the anchor chain as much as possible.

The anchor chain of the second anchor lies on the ground, so the anchor targets do not rub against each other, keeping the ship from turning and yawing.

Rice. 12.9. Setting on two anchors using the fertoing method.

/ - approach of the vessel to the anchorage area; // - the position of the vessel at the moment of release of the first anchor; /// - the position of the vessel at the moment of release of the second anchor; IV - mooring a vessel at two anchors

When the wind direction changes, it is enough to slightly weaken the anchor chain of the second anchor and the ship will again be in the wind line without yawing, without repositioning the anchors (see position IV"). In the case when the wind force exceeds the holding force of the anchor, the machine is moved forward. 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 unknown in advance, or the wind direction changes periodically in one direction or the other, you can use tandem anchoring on two anchors. With this method, the vessel also stands on one anchor with the anchor chain as much as possible etched, 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 this method is only possible at a sufficient depth to exclude the possibility of damage to the ship's hull by its own anchor during yaw.

In cases where the force acting on an anchored vessel changes direction by 180° at once, it is preferable to stand on two anchors using the fertoing method, in which the anchors are placed in such a way that their anchor chains are located at an angle close to 180° . This method is most often used when anchoring in areas where tidal currents operate, and the anchorage area is limited and does not allow the vessel to turn freely when the direction of the current changes. To perform the maneuver, the ship goes with its bow against the current, passes the intended anchorage site at a distance equal to the length of the anchor chain that will be removed, and releases one of the anchors (Fig. 12.9).

Having released the anchor chain, they descend downstream to a distance equal to two lengths of the anchor chain and release the second anchor. Its anchor chain is pulled and at the same time the anchor chain of the first anchor is selected until both anchor chains are of the same length and the ship arrives at the intended anchorage point.

When setting on two anchors using the fertoing method, the ship will not stand on two anchors, but alternately, depending on the direction of the current, either on the right or on the left anchor.

Surveying a vessel from one or two anchors

Before you begin shooting from anchor, you should make general preparations of the vessel. To do this you need to: prepare the main engine; check the operation of the steering device; lift on board, if lowered, all watercraft; fill up the 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, the running lights;

prepare the ship's radar for operation;

check the connection between the bridge and the engine room and tank;

establish radiotelephone communication with the shore (port dispatch service).

If shooting from anchor is carried out for the purpose of going on a voyage (or in unfavorable weather conditions), in addition to the above, the booms should be lowered and the holds should be closed for travel (see Chapter 11).

After the general preparation of the vessel, the crew members scheduled for anchoring (usually the third mate and the boatswain) are called to the forecastle, who prepare the windlass (capstan) for work and check its operation at idle speed.

At the end of the preparation, but no less than 15 minutes before lifting the anchor, the chief mate and chief engineer, each in his own capacity, report to the captain about the readiness of the vessel.

The captain is obliged to outline in advance a plan for surveying from anchor 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. To avoid overloading the windlass, the removal of the anchor chain is started at the lowest speed and at the same time the anchor chain washing system is turned on. When the ship moves forward, the speed of retrieving the anchor chain can be increased, but it is necessary to ensure that the anchor chain is washed well and goes into the chain box clean. You should also not allow the ship to accelerate too much, so that the anchor chain does not go under the ship's hull. During the process of removing the anchor chain, the number of bows remaining in the water is noted by individual blows on the ship's bell. When the anchor chain approaches the position of the paner - the chain goes vertically upward, and the anchor still lies on the ground - the windlass is again switched to low speed, since when the anchor is turned out of the ground, a large load will be placed on the windlass. This position of the anchor is marked by frequent ringing of the bell. After lifting the anchor off the ground, it is necessary to lower the black ball during the day, and at night, turn off the anchor lights and turn on the running lights.

The exit of the anchor from the eode is marked by two blows to the bell and is accompanied by the report: “the anchor is clean” or “the anchor is not clean.” In this case, the words “not clean” mean the presence of foreign objects on the armature’s legs or its entanglement in its own chain.

If the anchor is clean, then, having reduced the speed of pulling out the anchor chain, carefully pull it into the hawse and mark this with three strikes on the bell. When the anchor is in place (in the hawse). the anchor chain is taken to all stoppers. In this case, it is recommended that after securing the deck stopper by moving the windlass in reverse, give the chain a little slack and then tighten the band stopper in order to thus remove excess load from the windlass.

Shooting from an anchor can become significantly 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 anchor's feet, then to free the anchor's feet, you need to put an earring behind someone else's anchor chain (mooring lines) and tighten it with a windlass. After this, the anchor chain is pulled until

rex nop until the anchor is freed from someone else’s anchor chain located on the eyelet, and then carefully pick up the anchor chain again, making sure that the anchor passes “cleanly”. If this fails, then place a guy behind the anchor bracket and use it to move the anchor away from the foreign object during the removal process.

To prevent the vessel from drifting when performing this operation, carefully operate the machine, holding the vessel in place.

The most unfavorable and dangerous situation arises if the cable is lifted on the anchor feet. In this case, all measures must be taken to avoid damage. It is best to release the second anchor, and then, carefully releasing the anchor chain of the first anchor, move to the second anchor. At the same time, they immediately contact the port captain and then act on his instructions.

When lifting from an anchor in fresh weather, to facilitate the work of the windlass, it is recommended to carefully operate the machine, but in such a way that the vessel does not accelerate too much and the anchor chain does not go under the hull of the vessel.

To establish the required operating mode of the engine, the assistant captain located on the forecastle must continuously report to the bridge about the position of the anchor chain (its tension and direction).

The help of a motor when removing an anchor must also be resorted to in cases where the anchor chain is so sucked into the ground that the windlass, as they say, “does not pull,” that is, it is not able to pull the chain out of the ground. In order not to damage the windlass during the jerk, it is necessary, before moving, to take the anchor chain to the stopper and disconnect the windlass.

Surveying from two anchors, depending on the specific conditions of the anchorage, can be carried out either with separate or with simultaneous sampling of anchor chains.

Alternate raising of anchors is always resorted to at a large angle of separation of the 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 ship is anchored on two anchors with intersecting chains, then the anchor given to prevent yaw is selected first. At the same time, in order to prevent one chain from rubbing against another during sampling, it is necessary that the anchor chain of the main anchor be tensioned (“drilled”) during this time. Therefore, if shooting from anchors occurs when the wind is already weak, it is necessary to give the car a small push into reverse before starting shooting.

When anchored on two anchors using the fertoing method, to remove from the anchors, the anchor chain of the anchor on which the ship is currently anchored is first set, and at the same time the anchor chain of the second anchor is picked up. When it is in the hawse, choose the first anchor.

If the separation angle of the anchor chains does not exceed 30-40°, then under favorable conditions, shooting from the anchors to speed it up can be carried out with the simultaneous selection of both anchor chains. It should be borne in mind that in a cramped roadstead, where ship drift is unacceptable, simultaneous removal of anchors can be resorted to if the difference in the lengths of the anchor chains is either less than one depth, or greater than the depth sin. In the first case, both anchors will be undermined simultaneously, which will allow you to immediately start working with the machine, preventing the ship from drifting. In the second case, after the anchor with a shorter chain is undermined, the ship will reliably remain without drifting 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 anchors alternately, a shorter anchor chain is initially selected, and then, after retracting the anchor into the hawse, a longer one is selected. Moreover, if shooting from an anchor is carried out in fresh weather conditions, and the moment the first anchor is undermined, it is necessary to work the machine into forward gear so as not to jerk onto the second anchor chain.

With equal-length anchor chains, the order of their selection is dictated only by navigation considerations. Usually the last anchor to be lifted is the one towards which the ship will turn to leave the roadstead. This is done so that if it is difficult to turn the ship to a new course, an anchor can be used.

Particular difficulties when shooting from two anchors arise if, as a result of a change in wind direction, the ship turns around and the anchor chains cross, forming a cross when the ship turns 180° or a cross 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 case of danger of such a situation, timely relocation of anchors should be done. If this was not done, it is necessary to select at least one of the anchors until only a cross is formed.

Initially, the anchor chain that is located below is selected, the second is, if necessary, etched. When the selected anchor becomes paner, the second anchor chain will be clean and you can then proceed according to the circumstances: either stand on the second anchor again, or choose the first one to change the anchorage.

Everything turns out to be much more complicated if a roof (or several roofs) forms. In this case, before starting shooting from the anchors, it is necessary to open the roofs - turn the vessel in the direction opposite to the twist of the anchor chains. Under favorable weather conditions, turning a small vessel, although with significant difficulties, can be done using your own car and a ship's boat. To turn a large-tonnage vessel, the help of a tug is required. If, due to poor organization of the watch service, it is not known in which direction the anchor chains were twisted, then to determine the direction of the ship's turn, both anchor chains are selected until the roof appears from the water.

The turn should be made counterclockwise if at the beginning of the climb the right chain is visible on top of the left one, and in the opposite direction if the left anchor chain is on the right one.

To carry out riveting of anchor chains for spreading the roof on a modern ship is an almost unrealistic task.

Placement of the vessel on one g two barrels and removal from them

Roadsteads where cargo operations are systematically carried out or ships are laid up for a long time are often equipped with special mooring barrels.

A mooring barrel consists of a “dead” anchor, a bridle chain and the barrel itself - a floating tank, the volume of which depends on the expected displacement of the vessels using the barrel.

Placing a vessel on a barrel compared to anchoring has a number of advantages:

a “dead” barrel anchor has a significantly greater holding force than a ship’s anchor, and thus increases the safety of the vessel’s anchorage;

the yaw radius of the vessel is significantly reduced when the direction of the wind or current changes;

Shooting from a barrel usually takes significantly less time compared to shooting from an anchor.

In external roadsteads, where there is not much crowding, ships usually stand on one barrel. This operation is most easily performed using a tug and a mooring boat. The tugboat brings the vessel to the barrel and holds it with its bow against the wind or current until the mooring boat brings the vessel's moorings onto the barrel and secures them there.

When performing the operation independently, the delivery of mooring lines to the barrel is carried out by a mooring crew dedicated for this purpose using a ship's boat or work boat.

In calm weather, the direction from which the ship approaches the barrel does not matter.

In the presence of wind or current, maneuvering is carried out in such a way that the vessel stops at the barrel, leaving the bow against the wind (current), with the barrel at the left cheekbone with a right rotation propeller.

This is done so that if it is necessary to reverse when the inertia of the forward movement is extinguished, you do not end up with your nose on the barrel.

On the approach to the barrel, when the ship still has a speed of 2-3 knots, a boat is lowered with a mooring crew in it. The boat must have the necessary tools for fastening the mooring lines: 2-3 mooring brackets, piles and a handbrake, as well as a small sling made of steel cable and a piece of skimuzhgar in case for some reason it is not possible to place the mooring bracket behind the eye on the barrel .

The boat approaches the barrel from the windward side and disembarks 1-2 people onto it, who must be wearing life jackets.

The throwing end is immediately supplied from the vessel to the barrel, with the help of which the mooring line is transferred if it is made of synthetic cable, or the conductor is transmitted 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, using the throwing end, transfer it back to the ship, where, selecting the conductor with a windlass, they pull it to the mooring barrel.

It should be noted that there is no need to use a guide if it is possible to hold the ship's mooring hawse above the barrel during the entire work.

During long-term moorings, to ensure the reliability of the mooring, sometimes an anchor chain is installed 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 dumping it on the deck.

Installing an anchor chain onto a barrel is a difficult job and requires considerable time. Due to the fact that it will be difficult to keep the vessel against the barrel with the engine running all this time, a mooring line is initially set, with the help of which the vessel is pulled closely 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 that the conductor be attached 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, is passed through the barrel eye from the bottom up.

The freely sagging last 2-3 links will allow you to attach the anchor chain to the eye of the barrel using a mooring shackle without much tension.

With a large caliber of anchor chain, to facilitate work, the so-called lead end can be used - a steel cable with rigging shackles attached to it, to which individual links of the anchor chain are attached with heels. After securing the anchor chain to the barrel, the temporary mooring line and the floating end are released, and the anchor chain is slightly etched to prevent the possibility of the barrel touching the bow of the vessel when the wind direction changes.

When setting up on two barrels, initially they stand on the bow barrel, then the mooring lines are placed on the stern barrel. In this case, if necessary, to facilitate work, the bow mooring lines are etched. When the stern moorings are secured, align the length of the bow and stern moorings, ensuring that the vessel is in line with the barrels.

To shoot from barrels, preparatory operations are initially performed, as when shooting from an anchor. If shooting from a barrel is carried out independently, then a boat with a mooring crew is first lowered, with the help of which a temporary mooring line taken by a dugline is first placed on the barrel. After it is secured on the ship, the main mooring line (anchor chain placed on the barrel) is given slack and the mooring lines are released from the barrel. Since the vessel remains moored to the barrel using a dugout, this allows the boat and mooring crew to be brought on board in a calm environment before the vessel gets moving.

When the boat is hoisted on board, they give a small push to the car forward (or SMPH, depending on the circumstances) and, as soon as the ship begins to move, the holster is released.

Shooting from a barrel is greatly simplified if a tug and dinghy are used to complete it. In this case, the tugboat holds the ship in place with the help of a towing rope attached to the ship (or vice versa from the ship to the tug) until the ship's mooring lines placed on the barrel are released from the boat. After this, the towing operator turns the ship to the wind and releases the tug or tows the ship out of the port or roadstead.

When shooting from two barrels, it is initially removed from the stern barrel, and then, as mentioned above, from the bow barrel.

Test questions. 1. What is the preparation of the vessel for anchoring? 2. What requirements must the anchorage meet? 3. How is the anchor released at small, medium and large depths? 4. What problems does anchorage calculation boil down to? 5. What measures must be taken to ensure a safe anchorage? 6. In what cases is the vessel placed on two anchors? 7. What measures can be taken to reduce yaw when weather conditions worsen? 8. How is shooting from one anchor performed? What signals are given in this case? 9. How is shooting from two anchors carried out in different circumstances?