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Mooring device

Each ship should not have a mooring device to ensure the pulling of the ship to the coastal silt and floating mooring facilities warming the ship to n and m. The mooring device serves for attaching from the bottom to the bottom, side of each ship, raid barrels, palam, and also transfers along the berth at. In the composition of the mooring device in the boat (fig. 6.32):

Mooring lines;

Bollards;

Mooring clamps and guiding rollers;

Kip plans (with or without them);

Views and bans;

Mo e khanizmas (windlass windlass, spire, winches); help Supplementary accessories (stoppers, fenders, staples, throw

end s).

Mooring ropes (ropes). As mooring ends in use, a grower nye, steel and with and synthetic cables.

Steel ropes are used less often, as they more readily perceive dynamic performance. ruzki, require more l l w their physical mustache and liy when transferring from the side of the bottom to the bottom. Steel mooring lines with diameters ranging from 19 to 28 mm are the most common in marine vessels. The mooring lines are kept on hand-held reels equipped with a brake that is pressed by the pedal to the drum cheek. On large offshore vessels, mooring lines are installed with a right house.

Wide spreading of receiving or seams of mouths, from g from about from synthe technical cables. O nor easier equal about them flaxseed and vegetable seams, have good flexibility, which retains with I at a relative low temperatures. Synthetics are not allowed Sanchez to no ropes that did not pass an T is static processing and do not have a certificate.

To take advantage of the positive qualities of various types of synthetic ropes, combined synthetic ropes are produced. On the mooring lines dykes where mooring lines s steel, that part of it that goes to the shore is made of synthetic rail in the form of the so-called "spring".

For vessels carrying flammable liquids with a flash point and vapor temperature below 60 0 C in bulk, use the article with flax cables you can t is only on the palette over the threes that are not on the top m of cargo loading If the pipelines for receiving and issuing cargo do not pass through these decks. Replace the tanker with ropes from iskus twisted fiber it is possible only by special resolution of the Register (sparks may be generated when these cables are burst).

For timely detection of defects, mooring lines should be thoroughly examined at least once every 6 months. spruce inspection. Inspection t a also need p to produce after mooring at moorings in harsh conditions.

Depending on the position relative to the vessel wart's are called: about lobe, clamping, springs (bow and barrel, respectively) (p and p. 6.34). The moorings on the tail end have a loop - a fire that is thrown onto the shore bollard or fastened with a bracket to the eye of the mooring th barrel (Fig.6.35). Another the end of the cable is attached to the and bollards, install l on deck with at the bottom.

Bollards are paired cast iron ny or steel pedestals, p a located at a certain distance from each other, but having a common basis in (fig. 6.36). In addition to the usual bollards, in some cases, especially on low-side vessels, cross bollards are used, which can be like double bollards, and one a rny.

The suture ropes on the bollards are secured by the imposition of a number of slugs in the form of a twilight in this way, h The bypass of the cable end was at the top (Fig. 6.3 7). Usually they add two - three full waves twilight and only excluded In some cases, the number of hoses is brought up to 10. To prevent self-dropping of the cable, a tack is applied to it. For fastening each mooring line given by and the shore should be a separate book.

Cluses. To pass the mooring line from the ship to the shore in the raised side, they make a wedge key - a round or oval hole stie, bordered e cast frame with r nice rounded ny edges (Fig.6.38). L I'm posting mooring line The islands with automatic chucks usually install universal rotary hawses (Fig. 6.3 9). Such locks protect the trunks from fraying. On ships sailing along the Panamsk near the canal, where the ship is guided through the sluices with the help of coastal yagachs, obligator but they are installing the Panama haws, which have a larger radius from the curvature of the working surface than that of the side, and better equipment data to work with about large diameter mooring lines.

Bale planks. Kipovs e slats are designed Changes to change directions mooring lines (Fig.6.40). Most with modern ships, they install a bale separate strips from one hundred I have two x-three ros. K and new planes without roller with ov usually applied They are used only on small ships with a small diameter of the seam cable.

Rollers reduce wear from cables and reduce t the effort required to select them and anxiety. Branch (deck f) the rollers are installed about the suture mechanism and zma that prevented and the front of the moor is on the baraban (t u crustacean) (p and p. 6.41).

Views and banquets. For storing mooring ropes in use bannets and bushki (Fig. 6.42, 6.43). The last ones are a horizontal bar aban, whose shaft is closed e captive in bearing a x stanin s. On the sides m the baraba n has a di ski, n harassing cables.

Throwing ends (throws). To supply mooring lines to the shore or other structure, it is usually used hesitant NS th end - light n e a rope with sand in a cable sheath at the end (Figure 6.44). The end of the edge is behind the mooring line and the last one is fed through the mooring or tow bar (Fig. 6 .4 5). I put it in the hoses and, while holding the the rim end is thrown onto the dock. With the help of this light rope, comparatively heavy yellow seams are pulled ashore. The thrown end is made from a tench length oh about 25 metro in.

Fenders are used for safety protection of the ship's hull from damage when sewing. Soft edges are most often made braided from an old plant foot cable. By applying there are also cork fenders, presented influencing not large spherical NSth bag, fillnfinelyth plug th. In the last eday timeeme all bOlee sheaRokay takennah nahOdyat pnevmaticande krantzNS.

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In the presence of automatic mooring winches and mooring rotary haws, the rollers of the haws should be periodically turned and the rubbing parts should be regularly lubricated.

All ends, cables, fenders, mats, throwing lines must be dried in a timely manner, metal parts must be cleaned and lubricated.

When the vessel is moored, the following must be done:

• it is forbidden to leave steel mooring lines on the windlass drums even for a short time, since the shafts of the mechanisms may be bent when the mooring lines are pulled or jerked;
• in places with sharp fluctuations in the water level, it is recommended to use vegetable cables or cables made of synthetic materials as mooring lines;
• during loading and unloading, it is necessary to check that all mooring lines are equally tight, have no excessive slack or are not too tight. It is especially necessary to monitor mooring lines in ports where water level fluctuations take place;
• during strong winds or tides, the mooring lines that are most stressed should be evenly taut. In the presence of swell, the mooring lines should have some slack in order to reduce their tension when the vessel is rocking;
• during the rain, mooring lines and falini made from plant cables must be periodically vented, since when wet they are shortened by 10 - 12% and may burst.
  • Before starting mooring operations, make sure that the mooring mechanisms and reels are in good condition and working properly.
  • Only activate the mooring mechanisms at the command of the person in charge of operations.
  • Select and haul mooring lines only at the command of the person in charge of the mooring.
  • For mooring operations, only use cables that are in good condition. Do not work with steel cables, in which the ends of the dangling wires stick out, strands are broken or the cable is deformed.
  • Avoid the presence of unauthorized people in the places where mooring operations are performed.
  • In preparation for mooring operations, spread cables of the required length across the deck. Do not haul cables directly from coils or views.
  • Do not stand inside the sleeves of the spaced mooring line. When feeding the rope for mooring, clean it of debris.
  • When giving a tossing end, warn with a shout "Beware!"
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  • Not asserzhivayte hands and whether feetand etching away lwaving rope.
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  • Not prOcarryTe shwartovnye concs through To hatches without specialnoops hookbe.
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The steel mooring line must be replaced if, anywhere along its length equal to eight diameters, the number of wire breaks is 10% or more of the total number of wires, as well as if the rope is excessively deformed.

The vegetable rope must be replaced if the cables break, become frayed, significantly worn out or deformed. Synthetic ropes must be replaced if the number of breaks and damage in the form of thread tears is 15% or more of the number of threads in the rope.

The mooring device is intended for fastening the vessel to the berth, mooring barrels and bollards or to the side of another vessel.

The device includes:

Mooring lines;

Bale planks;

Guide rollers;

Mooring mechanisms.

Accessories:

Stoppers;

Throwing ends;

Mooring lines (mooring lines, mooring lines) there are steel, vegetable and synthetic.

Mooring lines (ropes ). Used as mooring lines vegetable, steel and synthetic ropes ... Steel cables are used less and less, as they poorly perceive dynamic loads, require great physical effort when transferring from the side of the vessel to the berth. The most common on marine vessels are steel mooring lines with a diameter of 19 to 28 mm.

Service life of ship ropes:

Steel ropes - running rigging from 2 to 4 years ;

Vegetable and synthetic ropes - cable work - 3 years , perlinay - 2 years ;

- other cables - 1 year.

The ends of the mooring lines end in a loop called - fire.

Number mooring lines on the ship, their length and thickness determined by the Rules of the Register .

Facility scheme mooring lines shown on rice.

Main mooring lines served from the bow and stern of the ship to directions excluding the movement of the vessel along the berth and departure from it ... V depending on the direction mooring lines got their names . Moorings instituted from the bow and stern of the ship , restraining vessel from motion along the pier are called bow (1) and stern (2) longitudinal. Mooring lines, the direction of which opposite to longitudinal called spring. Nasal (3) and stern (4) springs are used for the same purposes as longitudinal ends. Moorings, instituted perpendicular to the pier are called nasal (5) and stern (6) clamping. The hold-down ends prevent the vessel from moving away from the berth in a squeeze wind.

Bollards - cast or welded bollards (steel and cast iron) for attaching mooring lines. On transport ships, paired bollards with two bollards are usually installed on a common base, tidal to hold the lower cable runs, and hats does not allow the upper lines of the mooring line to jump off the bollards.

Bollards are also installed with pedestals without tides,

and bollards with crosspiece .

Bollards with a cross convenient for fastening mooring lines aimed from above at an angle to the deck ... Similar bollards establish in the bow and stern parts of the ship both sides symmetrically .

Sometimes ships are installed one pedestal bollards – bittens which are used for towing .

Bitengi- represent massive pedestals whose bases are attached to upper deck or passed through and attached to one of the lower decks ... To hold the cable on the bitts there are spreaders .

Convenient when performing mooring operations - bollards with rotating pedestals, equipped with a locking device.

Anchored to mooring berth put The "eight" two or three slags on the bollard pedestals, and then on warbler windlass. When cable pick , curbstones rotate and freely pass the cable ... When the cable is selected, the pedestals rotate and let the cable pass freely. At the right time, remove the cable from warheads and impose and impose additional sleeves on the bollard pedestals. In this case, the stopper keeps the pedestals from rotating.

Cluses - devices through which the mooring lines are passed from the vessel. Cluses are steel (cast iron) with holes round shape ,

or oval bordering holes in ship's bulwark .

Working surface hawses has smooth curves excluding sharp bends in the mooring lines .

For mooring to on board a ship of small floating equipment, use haws with tides - horns.

In places where instead of bulwark made railing , on the deck at the edge of the side, special haws are fixed.

Strong mooring lines friction about the working surfaces of the hawses of these structures leads to fast cable wear , especially synthetic ones, therefore, on ships, universal haws ,

and rotary universal haws.

The universal hawse has vertical and horizontal rollers that rotate freely in bearings, forming a gap into which the cable fed to the shore is passed. Rotation of one of the rollers when pulling the cable from any direction significantly reduces friction. The swivel universal hawse has a rotating ball bearing cage in the housing.

Bale planks have the same purpose as mooring haws .

By design, bale strips are simple ,

with biteng ,

with one roller ,

with two rollers ,

with three – rolls.

For posting mooring lines supplied to high berths and vessels with high sides, use closed bale strips.

The most widespread are bale strips with rollers , the use of which is significant reduces the cost of efforts to overcome the frictional forces arising during pulling out of the cable .

To guide the mooring cables from the hawses to the drums of the mooring mechanisms, metal pedestals with guide rollers.

Views - designed for storing mooring lines. They have locking devices ... Install them in bow and stern of the ship not too much far from the bollards .

Mooring mechanisms- are used for pulling the vessel on the mooring lines to the berth, on the side of another vessel, in a barrel, for pulling the vessel along the berth, as well as automatically adjusting the tension of the mooring lines when the water level fluctuates in tidal currents of water, changes in draft during loading or unloading of the vessel.

Mooring mechanisms include:

- windlass;

- mooring spiers;

- anchor and mooring winches;

- simple and automatic winches.

Windlass and mooring spiers, have drums (warheads), which are used for hauling out mooring ropes .

On ships without stern anchor , at the stern of the ship install mooring pins that do not have a chain drum.

Vertical arrangement of the axis of rotation of the capstan's mooring drum allows choose mooring lines from any direction . Concave outdoor the surface of the drum of the capstan and windlass can be smooth or have vertical welps - rounded ribs .

Welps- prevent the rope from sliding on the drum. However, due to kinks on them, the mooring lines are damaged faster ... Therefore, with widespread use on ships synthetic ropes subject to more friction when working on the capstan, the capstan drums make smooth .

Anchor and mooring winches, installed on some ships instead of windlass , and are used during mooring operations in the same way as windlass.

Simple mooring winch It has electric motor with integrated disc brake ... The rotation of the winch motor is transmitted through the mechanisms inside to the shaft with the mooring drum. Through work disc brake can adjust the rotation speed of the mooring drum.

Automatic mooring winch compares favorably with a simple winch in that it can work in manual and automatic mode ... V manual mode the winch is used for pulling the vessel to the berth and for picking out the cables given away. After the cable is selected tight, it remains on the winch drum ... Winch put into automatic mode setting required rope pulling force ... At changing, for whatever reason, the tension of the cable, the winch automatically picks up or deflects the mooring cable, providing a constant tension of the mooring cable .

Automatic winches are manufactured in two versions:

- with a mooring tackle connected to the mooring drum by a release clutch;

- without warrior , which are installed near the windlass and spire.

Stoppers serve to hold the mooring lines in tensioned state when transferring them from the drum of the mooring mechanism to the bollards.

Stoppers are: chain (fig. a), vegetable or synthetic (fig. b).

Chain stopper represents lifting chain with a diameter of 10 mm , and length 2 - 4 m , with a long link for fastening with a bracket to the deck butt, at the other end of the stopper, a vegetable or synthetic cable with a length of at least 1.5 m ... and thick v twice thinner than the mooring end.

Stopper from vegetable or synthetic rope made of the same material as the mooring lines, only twice as thin.

Throwing end It is necessary to feed the mooring line to the shore when the vessel approaches the berth.

Throwing end- this is vegetable or synthetic tench thick 25 mm , length - 30 - 40 m , on one side of which is tied ease (weight, braided by a thin vegetative torso) for increasing the throw distance , the other end is anchored to the light of the mooring line .

Fenders.

Fenders - intended for hull protection from strikes against the quay wall , or about side of another vessel during mooring operations and anchorage of the vessel.

Fenders there are soft and tough

Soft fenders- this is bags tightly packed with elastic material and braided with strands of vegetable rope or packed in special bags . Soft fenders have a light with a thimble for attaching a vegetable or synthetic rope to it, the length of which should be sufficient overboard at low berths and the smallest draft.

Hard fenders- wooden blocks suspended by ropes to the side of the vessel. To give such a fender elasticity, it is rounded along its entire length with a vegetable or synthetic rope.

Steering device of the vessel.

Steering gear- serves for ship management ... Using the steering device you can change the direction of movement of the vessel or keep it on a given course ... During keeping the ship on a given course, the task of the steering device is to counteract external forces:

The flow that can cause the vessel to deviate from the given course .

Steering devices have been known since the first floating craft appeared. In ancient times, steering gears were large swing oars attached to the stern, on one or both sides of the ship. During the Middle Ages, they began to be replaced by an articulated rudder, which was placed on the sternpost in the center plane of the ship. In this form, it has survived to the present day.

The steering gear consists of the following parts:

- Steering wheel allows you to keep the ship on a given course and change the direction of its movement. It consists of a steel flat or streamlined hollow structure - rudder feather , and vertical rotary shaft - baller rigidly connected to the rudder feather. Top end baller brought out to one of the decks planted sector or lever - tiller, to which an external force is applied, turning baller .

- Steering motor through the drive turns the stock, which provides a rudder shift. Engines are steam, electric and electro-hydraulic. The engine is installed in the tiller compartment of the vessel.

- Control post serves for remote control of the steering motor. It is installed in the wheelhouse. The controls are usually mounted on the same column as the autopilot. To control the position of the rudder blade relative to the centreline plane of the vessel, there are indicators - axiometers.

Depending on the principle of operation, there are:

Passive rudders;

Active rudders.

Passive are called steering devices that allow the ship to turn only during the course, while the water moves relative to the ship's hull.

Unlike him active the rudder allows the boat to be turned, whether it is moving or standing.

The position of the rudder blade relative to the axis of rotation of the stock is distinguished:

- simple steering wheel - the plane of the rudder blade is located behind the axis of rotation of the propeller ;

- semi-balanced steering wheel- only a large part of the rudder blade is located behind the axis of rotation of the propeller, due to which a reduced torque occurs when the rudder is shifted;

- balance wheel- the rudder blade is located on both sides of the rotation axis so that no moments arise when the rudder is shifted.

Active steering- an electric motor is built into the rudder blade, which drives the propeller. The electric motor is placed in the attachment to protect it from damage. Due to the rotation of the rudder blade together with the propeller at a certain angle, a transverse stop arises, which facilitates the rotation of the vessel. The active rudder also performs its functions while the vessel is at anchor. Active rudders are usually installed on special vessels where high maneuverability is required.

To facilitate the maneuverability of the vessel when performing mooring operations, bow and stern thrusters are used. Thrusters are distinguished:

- thrusters with the opposite rotation of the screws.

- thruster with reverse rotation of the propeller.

In order for the active rudder to work, the passive rudder feather must be at a certain angle. The rudder stock is driven by a steering gear installed below deck in the stern of the vessel.

Operating principle electric steering.

1 hand wheel drive (emergency drive);

2 tiller;

3 reducer;

4 steering sector;

5 electric motor;

6 spring;

7 rudder stock;

8 rudder feather;

9 segment worm wheel and brake;

10 worm.

If nessesary turn the rudder , you need to run, electric motor with a certain speed which is associated with steering column on the navigation bridge ... Across electrical devices (selsyns, rotating transformers ) torque from the helm steering column on the navigation bridge transmitted to the electric motor of the steering gear and from it to the rudder blade.

At malfunctions of the electric steering gear the steering wheel is driven in movement by means of a manually operated mechanism consisting of a handwheel drive ... By turning steering wheel across worm gear rotation is transferred to tiller and from him to rudder stock .

On modern ships use an electro-hydraulic steering gear .

1 connector for connecting to the ship's power supply;

2 ship cable connections;

3 spare canister with hydraulic fluid;

4 steering pump;

5 steering column with telemotor sensor;

6 indicator device;

7 telemotor receiver;

8 engine;

9 hydraulic steering gear;

10 rudder stock;

11 steering wheel turn signal sensor.

When the steering wheel rotates on the steering column in the wheelhouse, the transmitting and receiving telematics sensor on the steering column and steering gear is triggered. Overflowing under pressure into in the pipeline, the fluid drives the rod in the receiver of the telemotor, which transmits the movement to the steering pump in the corresponding direction ... From the steering pump, the movement is transmitted to the rudder stock.

To ensure the seaworthiness of the vessel, ship devices, systems and equipment are intended, these include:

Steering gear

The steering device is used to steer the vessel. Its components are steering wheel, engine, drive, helm station and steering gear.

The rudder allows you to keep the boat on a given course and change the direction of its movement. It consists of a steel flat or streamlined hollow structure - a rudder blade and a vertical rotary shaft - stock, rigidly connected to the blade. On the upper end (head) of the stock, brought out to one of the decks, there is a sector or lever-tiller, to which an external force is applied to turn the stock.

The steering motor through the drive turns the stock, which provides a rudder shift. Engines are steam, electric and electro-hydraulic. The engine is installed in the tiller compartment of the vessel.

The control post is used for remote control of the steering motor. It is installed in the wheelhouse. The controls are usually mounted on the same column as the autopilot. To control the position of the rudder blade relative to the centreline plane of the vessel, pointers - axiometers are used.

The steering gear provides remote control the steering motor from the control station. The simplest gears are mechanical, directly connecting the steering wheel to the steering motor starter, but due to their low efficiency, they are not used on modern ships. The most common are electric steering gears.

By the design of the feather, rudders are divided into flat and streamlined.

It has an axis of rotation at the leading edge of the steering wheel. Rudder feather made of thick steel sheet, reinforced on both sides stiffeners... They are cast or forged in one piece with the thickened vertical edge of the handlebars - ruderpis- with loops, in which are securely fixed pins steering wheel mounted on ruderpost loops... The pins are bronze lined and the rudder post hinges are bakout bushings. The lower pin of the ruderpis goes into the recess sternpost heels, into which a bronze or bakout bushing with hardened steel lentils at the bottom is inserted to reduce friction. The heel of the sternpost takes the pressure of the rudder through the lentils. To prevent the rudder from moving upwards, one of the pins, usually the upper one, has a head at the lower end. The upper part of the ruderpis is connected to baller steering special flange... The flange is slightly offset from the axis of rotation, therefore, a shoulder is formed and the rotation of the rudder blade is facilitated. Displacement of the flange allows, during the repair of the rudder blade, to remove it from the hinges of the rudder post without lifting the stock, uncoupling the flange and turning the blade and stock in different directions.

Ordinary flat rudders are simple in design and strong, but they create a lot of resistance to the movement of the vessel, so it takes a lot of effort to shift them. Streamlined, balanced and semi-balanced rudders are used on modern ships.

Feather streamlined steering is a welded metal waterproof frame, sheathed with sheet steel.

Peru is given a streamlined shape and sometimes additional special attachments are installed on it - fairings. The ruderpost is also streamlined.

Have balance rudder part of the feather is shifted from the axis of rotation to the bow of the ship. The area of ​​this part, called the balancing part, is 20-30% of the entire area of ​​the feather. When the rudder is shifted, the pressure of the oncoming water flows on the balancer part of the feather assists in turning the rudder, reducing the load on the steering machine.

Semi-balanced steering wheel differs from the balancing one in that its balancing part has a lower height than the main one.

In addition to rudders, thrusters are used on ships. By means of a propeller installed in the transverse channel of the ship's hull, they create a thrust in the direction perpendicular to its DP, provide controllability in the absence of movement of the vessel or when it moves at extremely low speeds when conventional steering devices are ineffective. Fixed or variable pitch propellers, vane propellers or pumps are used as propellers. Thrusters are located in the bow or stern ends, and on some ships, two such devices are installed both in the bow and stern ends. In this case, it is possible not only to turn the vessel on the spot, but also to move it in a log without using the main propellers. To improve controllability, there are also rotary nozzles fixed on the stock and bow balance rudders.

Anchor devices

The main purpose of the anchoring device is to ensure reliable anchorage of the vessel in roadsteads and in the open sea at accessible depths. In addition, the anchor device is used in the following cases:

• when mooring a ship to a berth or another ship in unfavorable conditions ( strong wind, flow, etc.). An anchor, released from the windward side in a downwind or current, avoids the ship's collapse onto the berth or other ship;
• when mooring a vessel stern to the berth or mooring barrels for offshore transshipment operations using floating equipment. Anchors released when aft mooring lines are on the berth or barrels restrict the mobility of the vessel;
• for the implementation of an effective turn of the vessel in a limited free water area (when leaving the harbor, in a narrow area, etc.). Released anchor allows you to reduce the diameter of the circulation and make a safe turn;
• to quickly cancel the inertia and stop the vessel in order to prevent collision with another vessel;
• to remove the vessel from the shallows. An anchor driven towards great depths with a steel cable attached to it is selected by means of a spire or windlass, which allows in some cases to remove the vessel from the shallows without assistance.

Some elements of the anchor device (haws, anchor chains) can be used when towing a vessel.

Components of the anchor device are anchors, anchor chains, haws, chain boxes, devices for attaching anchor chains to the ship's hull, stoppers and mechanisms for recoiling and lifting anchors - windlass or capstan.

The anchor device is located in the bow of the vessel On icebreakers, tugs, large-capacity transport and expedition ships, there is an additional anchor device at the stern.

Ship anchors are subdivided into stationary and auxiliary anchors. Each vessel must have three anchors: two in the haws and one spare on deck.

Auxiliary anchors include:

• stop anchors - the largest of the auxiliary anchors, having a mass equal to ’/ 3 the mass of the anchor. They are used in conjunction with the staff to keep the vessel in a certain position relative to the wind during loading and unloading, embarking and disembarking passengers, receiving fuel at roadsteads, as well as for taking the vessel aground;
• verps are small anchors used for the same purposes as stop anchors. The mass of the verp is equal to about half the mass of the stop-anchor;
• dreki - small boat anchors weighing from 16 to 45 kg;
• cats - small three- and four-horned anchors weighing from 5 to 15 kg, used to find sunken and catch floating objects;
• ice anchors have a mass of 75-80 kg. They are used to keep a vessel near an ice field or coastal fast ice.

The characteristics of ship's anchors must correspond to their purpose. The most important of these is the holding force - the smallest force that must be applied in the direction of the anchor spindle in order to rip the latter off the ground. Special requirements are imposed on the anchors. The main one is that such an anchor can be quickly released. The anchor should pick up the soil well, have a large holding force, easily separate from the ground when lifting and be conveniently fastened in a marching way. All anchors must be durable and easy to manufacture.

These requirements have led to the creation of a large number of anchors various designs... According to the method of picking up the soil, they can be divided into two types: with a stock, burrowing into the ground with one paw; with and without a rod, picking up the soil with two paws.

Anchors burrowing into the ground with one paw include admiralty anchor... It consists of spindle and two horns with paws cast or forged together with a spindle. The spindle has a thickening - a trend, the lower part of which is called heel... There are two holes in the upper part of the spindle: through one of them it is attached to the spindle anchor shackle, and in the other is inserted stock... The latter has thickenings at the ends, which prevent it from burrowing into the ground when the anchor is recoil. One end of the rod is bent at a right angle, which allows it to be removed along the spindle when attaching the anchor in a stowed manner. The rod provides quick picking up of the soil by the anchor. The given anchor rests on the ground with a heel and rests against it with the end of the rod. When the anchor chain is tensioned, the anchor on the ground turns 90 °, as a result of which the lower horn with a paw burrows into the ground.

It is simple in design and has great holding force. However, it also has significant drawbacks. The anchor is inconvenient for kickback and cleaning, as it is fixed on the deck in a marching way. Having buried in the ground with one paw, the anchor poses a danger to ships in shallow water, it is also possible that the anchor chain gets entangled by the second horn that rises above the ground.

The type of anchors that pick up the soil with two paws are Hall, Gruzon-Hein, Boldt, Byers anchors (without a rod) and Matrosov's anchor (with a rod). The Hall anchor received the predominant use on ships.

Consists of two main parts: spindle and boxes cast as one piece with two paws... The spindle has a square cross-section, tapering upward. At the lower, thickened end of the spindle there is an eyelet for the roller, the ends of which fit into the slots inside the box. This allows the tine box to rotate 40-45 ° when the tines enter the ground. The spindle is held inside the box by two locking pins... The pins only cover the entered socket roller without limiting the required angle of rotation of the box with paws, which allows it to rotate in the plane of the paws at an angle of up to 10 °. The box has grips (sandboxes), contributing to the rotation of the paws when entering the ground. In the upper part there is an eyelet for anchor shackle to which the anchor chain is attached. When the given Hall anchor falls on the ground, when the anchor chain is pulled, the grippers rest against it and force the paws to bury.

The Hall anchor is widely recognized for its ease of use. It can be quickly given away, it has a sufficiently large holding force and is conveniently pulled into the hawse when harvesting. Burrowing into the ground with both paws, the anchor is not dangerous for vessels in shallow water. Entanglement of the anchor chain by the anchor legs is practically excluded. However, in the case of uneven burying of the paws in the ground with a strong tension of the anchor chain, as well as when the direction of the wind or current changes, the anchor begins to turn out of the ground. This drawback is eliminated in the anchor design proposed by Matrosov.

It has wide paws, located almost close to the spindle. As a result, the moment of forces that pulls the anchor out of the ground decreases. The paws have a stock cast together with them, displaced upward relative to the axis of rotation of the spindle in the trend of the armature. The stem does not interfere with the retraction of the armature into the hawse; it protects the anchor from overturning when dragging along the ground, and in soft ground, plunging into it with the paws, increases the holding force. The anchor has a relatively low mass, but it has a large holding force.

Anchors Gruzona-Hein, Boldt, Byers differ from the Hall anchor and one from the other in the shape of the box and paws, the distance between the paws and the spindle, the details of the connection of the spindle with the box. Just like Hall and Matrosov's anchors, they are called retractable, since in the traveling position they are retracted along the entire length of the spindle into anchor pipes - haws.

The anchor hawse is a metal pipe with two sockets, one of which is welded to the deck, the other to the outer skin of the hull. On ships that do not have an anchoring device at the stern, the anchor hawses are placed one on each side only in the bow. So that when the anchor is fastened in a marching way, its paws do not protrude beyond the side plating, niches are made in the places where the side sockets are attached.

Ice anchor comprises spindle and paws, which is laid in a crack in ice or in a hollowed out hole. The anchor is equipped with two brackets: behind main bracket a rigid steel cable is fixed on which the anchor is wound, and for additional bracket- the short end of a soft steel or vegetable cable, for which the anchor is removed from the hole. Ice anchors are mainly used to keep the vessel at the “ice berth”.

"Dead" anchors are used to securely hold in place mooring barrels, floating beacons, docks, floating workshops and other structures, as well as navigation equipment. These are reinforced concrete massifs of various geometric shapes or volumetric metal constructions, which are laid in the ground. Floating structures are held on "dead" anchors with strong chains or ropes.

- a device in the form of a canvas cone, has great resistance when moving in water. A floating anchor, etched on a line from the bow of the ship, forces it to hold against the wave, drifting slowly in the wind. It is used on small sailing vessels and is included in the supply of lifeboats.

Mooring devices

The mooring device is intended for fastening the vessel to the berth, mooring barrels or to the side of another vessel. The device includes mooring lines, bollards, haws, bale bars, guide rollers, reels, mooring mechanisms, as well as auxiliary devices - stoppers, throwing lines, fenders, mooring shackles.

Mooring lines (mooring lines) can be steel, vegetable and synthetic. The number of mooring lines on the vessel, their length and thickness are determined by the Register Rules.

The main mooring lines are fed from the bow and stern ends of the vessel in certain directions, excluding the movement of the vessel along the berth and departure from it. Depending on these directions, the mooring lines got their names. The cables, fed from the bow and stern ends, keep the vessel from moving along the berth and are called fore and aft longitudinal cables, respectively.

A cable whose direction is opposite to its longitudinal end is called a spring. The bow and stern springs are used for the same purposes as the longitudinal ones. Ropes fed in a direction perpendicular to the berth are called bow and stern hold-downs. They prevent the vessel from leaving the berth in a squeezing wind.

Bollards- cast or welded bollards (steel and cast iron) for attaching mooring lines. On transport ships, paired bollards are usually installed with two pedestals on a common base, which have tides to hold the lower slugs of the cable, and hats that prevent the upper slugs from jumping off the pedestals.
Bollards with pedestals without tides and bollards with a cross are also installed. The latter are convenient for attaching mooring lines directed from above at an angle to the deck. Bollards are installed in the bow and stern parts of the vessel, as well as on the upper deck on both sides symmetrically.

Sometimes on transport ships, one-bollard bollards are installed - biters, which are used when towing. Biteng are massive pedestals, the bases of which are attached to or passed through the upper deck and attached to one of the lower decks. For better retention of the cable, there are spreaders on the bitts.

Bollards with bollards rotating in bearings equipped with a locking device are very convenient for performing mooring operations. The mooring lines fixed on the berth are placed in a "eight" with two or three slings on the bollard bollards, and then on the windlass warp. When the cable is selected, the pedestals rotate and let the cable pass freely. At the right time, the rope is removed from the warping drum and additional hoses are applied to the bollard pedestals. At the same time, the locking device keeps the pedestals from rotating.

Cluses- devices through which the mooring lines are passed from the vessel. They are steel (cast iron) castings with round or oval holes, bordering the same holes in the ship's bulwark.
The working surface of the haws has smooth curves, excluding sharp bends of the mooring lines. For mooring small floating equipment to the side of the vessel, haws with tides - horns are used. For the same purpose, ducks are welded to the bulwark or to its racks in the immediate vicinity of the haws. In places where a railing is made instead of a bulwark, special haws are fixed on the deck at the edge of the side. To feed the mooring lines, tow hawses are used firmly fixed on the bow visor and at the stern of the vessel, intended mainly for putting in towing cables.

The strong friction of the mooring lines on the working surfaces of the haws of the indicated designs leads to rapid wear of the cables, especially synthetic ones, therefore, universal and rotary universal haws are widely used on ships. The universal hawse has vertical and horizontal rollers freely rotating in bearings, forming a gap into which the cable fed to the shore is passed. Rotation of one of the rollers when pulling the cable from any direction significantly reduces friction. The swivel universal hawse has a cage rotating on ball bearings in the housing.

Bale planks have the same purpose as the mooring haws. By design, they are simple, with a bitten, with one or more rollers. Closed bale strips are used to guide mooring lines to high berths and vessels with high sides. The most widespread are bale strips with rollers, the use of which significantly reduces the cost of efforts to overcome the friction forces that arise during the pulling out of the cable.

To guide the mooring cables from the hawses to the drums of the mooring mechanisms, metal pedestals with guide rollers are installed on the deck of the tank and poop.

The views are designed for storing mooring lines. They have locking devices. They are installed in the bow and stern of the vessel, not too far from the bollards.

Mooring mechanisms are used to pull the vessel at fixed mooring lines to the berth, side of another vessel, mooring barrel, to pull the vessel along the berth, as well as to automatically adjust the tension of the mooring cables when the water level fluctuates due to tidal phenomena or when the draft of the vessel changes during cargo operations.

Marine mooring mechanisms are: windlass, anchor and mooring and mooring capstan, anchor and mooring winches, simple and automatic mooring winches.

Windlass and anchor-and-mooring pins have drums (warheads), which are used to pull out the mooring cables. On ships that do not have a stern anchor device, a mooring pin that does not have a chain drum is installed at the stern. The vertical arrangement of the axis of rotation of the spike's mooring drum allows you to select mooring lines from any direction. The concave outer surface of the drum can be smooth or have vertical velps - rounded ribs. Welps prevent the cable from sliding along the drum, however, due to kinks on them, the cable is damaged faster. Therefore, with the widespread use of synthetic ropes on ships, which are subject to high abrasion on rough surfaces, it is preferable to have pins with smooth drums.

Anchor and mooring winches, installed on some ships instead of windlass, are used in mooring operations in the same way as windlass.

The simple mooring winch has an electric motor with an integrated disc brake. The rotation of the engine is transmitted through a worm gear to the intermediate shaft, on which the gear of the open cylindrical transmission and the friction clutch are mounted. Through a large gear, rotation is transmitted to the operating shaft with the mooring drum. A hand-operated band brake is mounted on the drum disk. Turning on and off the friction clutch is carried out manually. The mooring line is laid on the drum in even rows by a rope layer.

An automatic mooring winch compares favorably with a simple one in that it can operate in manual and automatic modes. In manual mode, the winch is used to pull the vessel to the berth and to haul out the handed cables. After pulling up the vessel, the mooring cable is wrapped tightly, it remains on the drum, and the winch is switched to automatic mode, for which on the machine. set the required tension force of the mooring line. If, for any reason, the load on the cable from the installed winch automatically picks up or deflects the mooring cable, providing a constant set tension.

The length of the mooring line, which the winch can automatically deflate when the load exceeds the set, is limited. In this case, one proceeds from the largest possible changes in the position of the vessel relative to the berth. If, for example, with a strong squeezing wind, the tension of the cable exceeds the set value on the machine, then the winch will release the specified length of the cable, after which the machine will clamp the drum with a brake and a light or sound signal will turn on on the winch, indicating an emergency mode of its operation. When choosing the limit of the permissible length of the deflected mooring line, it is recommended to set the alarm in such a way that the signal is turned on already at the moment when the full first row of the line remains on the drum. Such an installation will give time to eliminate the danger of a complete deflation of the mooring line.

Automatic winches are manufactured in two versions: with a mooring warp connected to the mooring drum by a release clutch, and without a warping drum. The latter are installed near the windlass and spire.

Stoppers are used to hold the mooring cables when transferring them from the drum of the mooring mechanism to the bollards. They are chain, vegetable and synthetic. The chain stopper is a piece of a rigging chain with a diameter of 10 mm, a length of 2-4 m, with a long link for fastening with a bracket to the deck butt at one end and a plant cable with a length of at least 1.5 m at the other. Stopper for vegetable and synthetic cables is made of the same material as the cable, but half the thickness.

The tossing ends are necessary to feed the mooring lines to the shore when the vessel approaches the berth. The throwing end is a plant line or a braided nylon cord 25 mm thick, 30-40 m long, with small lights embedded at the ends. One of them serves for attaching lightness - a small canvas bag, tightly filled with sand and braided with shkimushgar, the other - for the convenience of using the throwing end.

Fenders are designed to protect the hull of the vessel from damage when mooring, mooring at the berth or side of another vessel. They are soft and hard.

Soft fenders- these are canvas bags tightly packed with elastic non-deformable material (for example, cork chips) and braided with strands of vegetable rope. The fender has a light with a thimble for attaching a plant cable to it, the length of which should be sufficient to fasten the fender overboard at low berths and the smallest draft.

Hard fenders- wooden blocks suspended by ropes to the side of the vessel. To give such a fender elasticity, it is rounded along its entire length with an old plant cable.

Mooring shackles are used to fasten the mooring cable to the coastal eye or the eye of the mooring barrel.

Rigging equipment

The objects and accessories of the rigging equipment are chains, shackles, hooks, butts, eyes, thimbles and other useful things.

Rigging chains are used to support various ship structures in a fixed position, make stoppers, ropes, handrails, fastening deck cargo, etc. They consist of steel links connected by welding. Cast and stamped chains are also used. The shape of the chain links are round and oval (short and long link). The thickness, or gauge, of a rigging chain is measured in millimeters of the diameter of the round steel from which the links are made.

For each size of the lifting chain, a certain working force Pc is set, the approximate numerical value of which, H,

P C = 10 . d, where d- chain diameter, mm.

Rigging chains 3 times stronger than steel cables of the same diameter and more durable, however, they are about 5 times heavier than steel cables of equal strength.

When accepting the rigging chains, check for cracks, delamination and other defects on the links. Rigging chains to be stored are coated with an anti-corrosion lubricant and suspended in a dry room. Chains that do not experience friction during operation are painted, and chains that are in motion are regularly lubricated.

When operating lifting chains, their features are taken into account. The chains do not have elasticity, but due to grinding of the links under tensile load, the new chains are lengthened by 3-4%. The chain links in the break position break at a load that is significantly less than the permissible operating force. At low temperatures, the chains do not withstand shock loads. If the thickness of the links has decreased by 10% of their original thickness, the rigging chain is considered unsuitable for further use.

Rigging shackles are used as accessories and various ship devices... The brace consists of a backrest, tabs with eyelets and a pin. The pin in the bracket is held by a thread at the end of the pin and in one of the lugs or by a cotter pin inserted into the holes in the foot and pin. With a threaded connection, the head of the pin has a small butt, into which a pile is laid for screwing and unscrewing the pin. Threaded connection allows you to quickly fasten or give away rigging tackle, stopper, block, connect or disconnect rigging chains and cables.

In the shape of the back, staples are straight and rounded... Straight braces are used for any cables, and rounded ones are used only for vegetable and synthetic ones. Clamps used for quick connection (splicing) of cables and for making loops at the ends of cables. The size of the staple is determined by the diameter of its backrest and is characterized by a number that corresponds to the permissible working force on the staple. The number is stamped on the bottom of the staple foot along with the manufacturer's trademark.

Approximate numerical value of the permissible working force on the bracket, N: straight p = 4.8d2

rounded where d and - the diameter of the straight and rounded brackets, mm, respectively.

Only serviceable staples that do not have cracks, cavities, burrs and other defects are allowed for operation. The head of the pin must be straight and fit snugly against the side bearing surface of the lug. Thread pins on threaded pins must not have any stripped threads. The rubbing parts of the staples, as well as the cutting of the pins and lugs, are regularly lubricated. Staples with wear of 10% of the original thickness are not permitted. The staples are stored in a dry place and suspended.

Rigging hooks are forged steel hooks. By form and design, common hooks, swivel hooks, verb-hooks and snorers are distinguished.

In shape, ordinary hooks are simple if the plane of the butt is perpendicular to the plane of the back and turned if the butt, back and toe lie in the same plane. By means of the butt, the hook is sealed into the fire of the cable or fixed in the suspension of the structure. A variety of common hooks is a penter hook. In the lower part of the backrest, it has a lining for attaching a guy line. For cargo pendants, rotated hooks of a special design are used. This hook, called cargo, or pendant hook, has a toe bent inward, covered from above with a special tide. Such a hook device excludes its engagement with the protruding parts of the ship's hull and cargo hatch when lifting the load.

Swivel hook has a neck instead of a butt, which ensures the fastening of the hook and its free rotation in the frame of the block or other suspension. Swivel hooks are used to prevent twisting of the cables.

Verb-hack consists of a hook itself with an elongated folding toe and a butt in the form of an eyelet, a round fastening link, an elongated link and locking and connecting links connected to it. The latter is laid in a butt welded to the deck or superstructure. The dimensions of the locking link allow you to put it on the toe of the hook pressed against the elongated link after the cable or the link of the lifting chain is laid on the hook. When the tackle is in a stressed state, spontaneous recoil is excluded, but if you knock the locking link off the toe of the hook, the tackle is quickly released.

Rattlers are a folding hook formed by two simple hooks. When the hooks are folded, a kind of closed ring is formed, which, being hammered in, ensures reliable fastening of the sling or cable fire.

Hooks experience stress mainly in bending. Their strength is significantly less than the strength of the shackles. The approximate numerical value of the permissible working force per hook, N,

P G = 0,6 . d d, where d d- the smallest diameter of the hook back, mm.

The number corresponding to its carrying capacity is stamped on the hook.

Hooks are systematically inspected for cracks, pits and other defects, and rubbing surfaces are lubricated. Swivel hooks periodically pace. Hooks with an average wear of 10% of their original thickness are not allowed for use.

Butt- a device for reliable fastening of ropes to ship structures. It is an eyelet in a metal strip, a metal ring or half-ring, welded to any structure of the ship. The tackle is attached to the butt, usually by means of a rigging bracket, which is laid in the butt with a pin. The butt is much stronger than a bracket with a back of the same diameter.

The approximate numerical value of the permissible working force on the butt, N,

P O= 7.4, where do is the butt diameter, mm.

Rum- a metal ring inserted into the butt. The eyelets serve for the passage of the cable and for its more convenient fastening. The rum is much weaker than the butt, so it cannot be fixed to it.

Koush- a metal forging product in the form of a ring, heart-shaped oval or triangle with a groove (bale) for a cable. The thimbles are embedded in the ropes, they serve to protect the latter from chafing when attaching to the butts, eyelets, staples, etc. When connecting the ropes with butts, eyelets or staples between themselves, the number of the staple must correspond to the number of the thimble. The thimbles are selected according to the tables given in the state standards, depending on the thickness of the cables. It is not allowed to use thimbles with cracks, delamination, cavities, burrs and other defects.

Ducks- wooden or metal two-horned planks, rigidly attached to the bulwark, mast, superstructures and other structures. They are used to fasten the running ends of cables, signal halyards and other gear.

Nageli—Wood or metal rods for the same purpose as ducks. They are widely used on sailing ships to attach tackle for running rigging.

Raxes- metal rings or half rings used for fastening and stretching triangular sails - jibs and jibs.

Bugels- metal rings with or without butts, solid or split. They are used to increase the strength of ship structures, as well as to secure blocks and ropes for various purposes.

Lanyards serve for tight-fitting ship's gear, as well as for reliable fastening of various items and cargoes in a stowed manner. Lanyards are simple and screw.

Simple lanyards are usually based on vegetable or synthetic cables, which are held several times between two eyelets, triangular thimbles or staples and are connected to each other by the running end of the same cable. Such lanyards are used for tightening lightly stressed cables and for securing small cargo items.

For fastening gear experiencing high stresses, screw lanyards are used. On ships, mainly twin-screw (open and closed) and swivel lanyards are used.

Twin screw open lanyard consists of a metal frame, having at the ends of the sleeve 2 with internal threads of the opposite pitch, and two screws 3 with ears, forks-brackets or hooks at the external ends, to which the tackle and other parts are attached. When the frame rotates in one direction, the screws are screwed in and the tackle connected to the lanyard is tightened, and when the frame is rotated in the other direction, the screws are unscrewed and the tackle is loosened.

Closed twin screw lanyard differs from an open one in that a closed cylindrical coupling plays the role of a frame. To rotate the coupling, there is a pile hole in its middle part.

Swivel Lanyard has a screw on one side, and on the other - a hook or an eyelet that freely rotates in the sleeve.

Screw turnbuckles are periodically cleaned of old lubricants, rust and relubricated. Lanyards that are not in use are stored in a dry room.

Standing rigging is tightened by means of screw lanyards. Before tightening the rigging, the lanyards are cleaned of old lubricants, lubricated well, and after tightening they are blocked. Oiled and locked lanyards are rounded with canvas, which is then painted. To protect the steel cables from rusting, they are periodically tied, that is, they are covered with special compositions (shooting galleries). The following composition (%) 'can be used as a shooting range. solid oil - 70, Kuzbasslak - 28, technical soda, graphite powder and mineral oil - 2. The rope is covered with a hot shooting range, which is applied with a rag in an even thin layer, first across and then along the strands so that it fills the grooves between the strands. At the same time, they protect the skin from hitting it with a shooting gallery, work in goggles.

Running rigging made of galvanized wire rope is not tied. In the event of damage to the galvanized coating and the appearance of rust, such places are cleaned with brushes and rounded. Non-galvanized steel cables are periodically lubricated with technical vaseline, rope ointment, grease or other lubricants. To increase the service life of the cables, their ends, as well as all lights and slings covering the mast, are rounded.

A running rigging made of a vegetable cable, fixed on ducks, dowels, etc., is inspected in wet weather and, if necessary, etched in order to avoid breakage as a result of shortening the cable when wet. Wet rigging, folded into bays, is dried.

The rigging of ship devices is, as a rule, in a highly stressed state, and the safety of its operation can be ensured only with reliable fastening and good condition of the cables. Therefore, it is very important to timely detect damage to the cable and replace it or repair it by performing the necessary rigging work.

Marine knots

Marine knots are used in cases where it is necessary to make a thickening on the cable, quickly and reliably tie two cables. firmly fasten the cable, etc. Of the large number of nautical knots, we will consider only those that sailors prefer to use most often.

To thicken the end of the cable in order to prevent it from slipping out of the block, unraveling into strands, and also in order to create support for the arms and legs in cases of ascent (descent) along the human cable, mainly a simple knot and an eight are used.

Simple knot it will turn out if at the end of the cable you make a small stool and pass the running end of the cable into it.

Eight It differs from a simple knot in that after the formation of a kolishka, the running end of the cable is carried around the root end and passed into the formed loop.

To connect two cables, the following knots are most often used: straight, flat, clew and bramskotovy.

Straight knot It is used to tie two cables of approximately the same thickness, which are not subject to strong tension. The knot is usually done like this: holding the ends of the tied cables in their hands, bend them in opposite directions, tying two half-knots. Ropes under high tension are tied with a double straight knot. It is tied in the same way as a straight line, with the only difference that in each half-knot the end of one cable is wrapped around the other twice. If the end of one cable in the second half of the knot of the straight knot is inserted into the loop folded in half, a reef knot is obtained (Fig. 12, d). This knot is used to tie the strings of the covers of ship's boats, deck mechanisms, etc. Sometimes a straight knot is called a reef knot, since the last on sailing ships was taken reefs - they tied the reef seasons of sails to reduce sailing when sailing in stormy conditions.

Flat knot used for tying cables of the same thickness and different in thickness, subject to strong tension or wetting. To tie a knot, the end of one cable is folded in the form of a loop, and the end of the other is brought under the loop and sequentially carried out according to the scheme: from above the root end and from the bottom of the running end of the first cable, from above the loop under its root part, and then brought out over the loop.

Clew knot It is used to connect two cables, one of which has a small fire at the end. The knot got its name from its main purpose on sailing ships - with this knot the sheets are tied into the fire of the sails. For its implementation, the running end of the cable is passed into the fire, carried around its neck and carried between the fire and the root part of the cable. The halyards are tied to flags and pennants with a clew knot.

Bramshkotovy node It is used on sailing ships for tying bramskot into the sail. The knot is tied in the same way as the sheet knot, with the difference that the end of the cable, held in the fire, is twice wrapped around the neck of the fire under the root part of the cable. The brass knot is stronger than the clew knot. Unlike the latter, it does not immediately untie with the termination of the impact of the traction force.

Various non-tightening and tightening marine knots provide reliable fastening of plant ropes to eyebrows, butts, hooks and other objects. Of the former, knots called bayonets are most commonly used.

The final element of many knots, including bayonets, is a simple half-bayonet. To tie it, the running end of the cable is carried around the object, then around the root end of the cable, passed into the formed loop and attached with a fight to the root end. The half-bayonet tied in this way withstands strong tension.

Simple bayonet consists of two half-bayonets, tied so that in each of them the running end of the cable is carried around the root end in one direction. The knot is used to fasten the mooring ends to the mooring devices, the lopers of the cargo booms for the eyelets and butts, the cargo pendant to the cargo being lifted, etc. half-bayonet, with hose or a simple bayonet with a hose. Fishing bayonet differs from a simple bayonet with a hose in that, in the first half bayonet, the running end of the cable, enclosed around the root end, is passed inside both hoses covering the object. The fishing bayonet is the most reliable cable attachment point. Of the tightening knots, we will consider the most used ones. Clove hitch It is used to fasten ropes to objects with a smooth and even surface, to feed the tool to those working at height, attach the throwing end to the mooring rope, etc. On sailing ships, this knot is used to tie the knot to the shrouds, hence it got its name. To tie a knot, the running end of the cable is carried around the object, the superimposed hose is crossed with it, once again it is carried around the object in the original direction and is carried out under the crossing hose. When attaching the tossing end to the mooring cable, the running end, carried out under the crossing slug, is folded in a loop, which allows you to quickly untie the knot. If the running end of the cable is wrapped around the object twice and both hoses are crossed with it, and then they are wrapped around the object again and held under the crossing hose, a knotted knot with a hose is obtained, or a retractable bayonet.

Stranglehold it is used in the same cases as the sliding bayonet - for lifting spars, logs, planks, etc. The running end of the cable is wrapped around the object and the root part of the cable, then twisted around the hose imposed on the object several times. When lifting logs in a vertical position and when towing them, the stranglehold is supplemented with one (Fig. 12, n) or several separate slags - half-bayonets.

Slack knot used to fasten thick cables on the hook, experiencing a relatively low tension. If the running end of the cable is twisted around the back of the hook twice, put in the hook and covered with the root part of the cable, a slack knot with a hose is obtained. For fastening cables under heavy load to the hook, use double slack knot... Two loops of the same size are made on the cable, they are wrapped around them with three cable hoses and put on the hook. In all slack knots, the root and running ends of the cable are fastened under a hook with a thin line or shkimushgar.

Welding knot It is used along with bleached mainly for securing piles, brushes and other tools in cases where it is necessary to feed them to those working at height or overboard. To complete the knot, the cable is folded into a small loop, the cable folded in half is inserted into it, the tool handle is inserted into the resulting loop and the knot is tightened.

Head node in contrast to the stranglehold, it has three hoses, which makes the knot more reliable.

Stop knot impose on the tensioned mooring cable to transfer it from the warping drum of the mooring mechanism to the bollards. The stopper is placed on the cable with two hoses, after which the running end of the stopper is wrapped several times around the cable in the direction of traction and held by hand.

Gazebo node It is used to secure a safety cable around the body of a person working at a height or overboard, as well as instead of a fire when fixing a cable on a coastal pallet, a hook, etc. noose the right size, then they carry it around the root part and again pass it into the kalishka in the opposite direction. Sailors usually tie a knot around their waist with one continuous movement of the right hand. The running end of the cable is pulled around from behind and clamped in the fist of the right hand, stepping back from the end by about 10 cm.The root end of the cable is pulled forward with the left hand, and with the hand of the right hand, with the running end clamped in a fist, it is passed under the root end from top to bottom towards oneself and up Push. Then the running end is carried out on the left under the root end, it is dragged into the loop formed by the right hand and the knot is tightened. In this way, a knot is tied in a matter of seconds, even in the dark, which is very important if a person who is overboard and exhausted is fed a cable from the deck: by tying a knot and moving a loose armpit loop, a person can expect that he will be safely lifted aboard ship.

If you make two non-tightening loops of different sizes, you get double arbor unit... It is used instead of a gazebo: a person sits in a large loop, and a smaller one grabs his torso with his armpits, which allows him to work at a height with both hands. One way to get a knot is to tie two bowling knots in succession. First, a gazebo knot with a large loop is knitted on the cable, and then the running end of the cable is carried out parallel to itself, forming a second, about half the size, loop and a second hog of the kalishka.

Quick and skillful tying of sea knots is developed in the course of practical work and training practices on ships.

Splice is the connection (splicing) of two ropes or one rope at the break. Splashes are short and long (accelerating).

Short splash used for splicing ropes in cases where it is not required to pass the spliced ​​part of the rope through the blocks, since a thickening is formed at the place of such splice.

Splicing with a short splash is carried out as follows. After loosening the ends of the rope into strands, you need to put stamps on them so that the ropes do not unfold further. Stamps should be made at the ends of the strands. Thereafter, the strands of one rope are passed between the strands of the other rope. They are brought together so that the marks put on them converge. First, the strands of one side of the splash are pierced, then the other. Punching the pile between the root strands of the ropes, you need to pass the running strands under them so that each strand is passed over the nearest root strand under the next. Having finished the first punching of all the running strands, they must be carefully tightened, beating with a musket, and then pierced again and also tightened. Having divided in two each running strand, the halves closest to the root strands must be cut off, and the remaining halves must be pierced again. Having cut off the protruding ends of the well-covered half-strands, the short splice can be considered complete.

After that, each half-strand, in turn, must be divided in half and the last punching done in quarters of the strands. Having tightened the punched wires, you need to cut off their ends and those halves and quarters of the strands that did not break through.

Long (accelerating) splash used when splicing ropes passing through blocks. To do this, it is necessary to develop (dissolve) the ends of two ropes into strands 1.5-2 m long, put marks and connect the ropes to each other as when splicing a short splice: pass the running strands of one rope between the running strands of the other.

Developing further one strand of a rope, a running strand of another rope is introduced in its place. When a small end remains at the input strand, it must be wrapped clockwise around the output strand and tightened with a knot. After that, develop a strand of the second rope in the same way, insert a strand of the first rope in its place and also tie them together. Having spliced ​​the third pair of strands in the same way, carefully tighten all the knots, and knock each running strand under each root strand. Cut off the excess ends of the strands after punching.

Ogon called a loop (or ring) made from the rope itself at the end or middle of it. Simple fire splits according to the principle of the usual short splashing. To do this, strands, for example, a three-strand hemp rope, are dissolved to a length of up to half a meter. When spreading the root strands of the rope with a pile, the middle running strand must be pierced under one of the strands of the root end, the left (from the middle, punched) running strand should be enclosed over the root strand, under which the middle strand was pierced, and pierced under the next root, and the right running strand must be pierced under the third root strand. After punching each strand, they must be pulled out well, knocking out with a musket, so that a flat surface comes out without any humps or twists. Thus, you need to make two punches of each strand. After that, each strand must be divided in half and the halves nearest to the root strands must be cut off. The remaining halves of the running strands must be pierced 2 more times each. By cutting off the protruding ends of the strands, fire is obtained. It is advisable to put a mark on the splicing site.

In cases where it is necessary to protect the fire from chafing, insert into it metal thimble... The size of the latter must correspond to the thickness of the rope. After the stamps are applied, the rope is dismissed, put into the bale (depression) of the thimble and fastened to it with a line or cable. Then, as in the manufacture of a simple fire, three punchings are made. The first piercing should be started near the end of the thimble so that the rope is tightly wrapped around the thimble.

Brand is called bandaging a rope or a strand of it with a line, canvas thread, bobbin or soft tinned wire. Stamps protect the ropes from loosening and are of the following types: simple, self-tightening, with a snake and with a punch. Consistent manufacturing simple brand shown in the figure.

The mooring device serves to fasten the vessel to the berth, side of another vessel, roadstead barrels, bollards, as well as constrictions along the berths.

The mooring device includes:

mooring lines; bollards; mooring hawses and guide rollers; bale bars (with and without rollers); views and banquets;

mooring mechanisms (windlass warps, capstan, winches);

auxiliary devices (stoppers, fenders, staples, throwing ends).

Mooring lines. Vegetable, steel and synthetic ropes are used as mooring lines. The number and size of ropes are determined according to the characteristics of the equipment of the vessel.

Steel cables are used less and less, as they poorly perceive dynamic loads, require great physical effort when transferring from the side of the vessel to the berth. The most common on marine vessels are steel mooring lines with a diameter of 19 to 28 mm.

Mooring lines made of synthetic ropes are widely used. They are lighter than steel and plant mooring lines of equal strength, and have good flexibility, which remains at relatively low temperatures.

The most convenient mooring lines are made of polypropylene or terylene cables. They are inferior in strength to nylon, but due to their lower elasticity, they better fix the position of the vessel at the berth and are less dangerous in operation when using mooring mechanisms.
Polypropylene mooring lines are especially convenient when winding over long distances, as they float. At the same time, they have little abrasion resistance and melt when rubbed. It is not allowed to use synthetic ropes that have not undergone antistatic treatment and are not certified.

To use the positive qualities of synthetic ropes different types combined synthetic cables are produced. On mooring winches, where the mooring lines are steel, that part of it that goes to the shore is made of a synthetic rope in the form of a so-called "spring".

For the timely detection of defects, mooring lines should be thoroughly inspected at least once every 6 months. Inspection should also be done after mooring in extreme conditions.

At one end of the mooring line there is a loop - a light, which is put on the coastal bollard or fastened with a bracket to the eye of the mooring barrel. The other end of the cable is fixed on the bollards installed on the deck of the ship.

are paired cast-iron or steel pedestals located at some distance from each other, but having a common base. In addition to ordinary bollards, in some cases, especially on low-sided ships, cross bollards are used, which can be either double or single.

1 - base; 2 - curbstone; 3 - a hat; 4 - tide; 5 - stopper; 6 - butt

Mooring lines on bollards fixed by imposing a number of hoses in the form of a figure eight so that the running end of the cable is on top. Usually, two or three full eights are applied, and only in exceptional cases the number of hoses is brought to 10. To prevent self-dropping of the cable, a fight is applied to it. There must be a separate bollard for fastening each mooring line ashore.

For the passage of mooring lines from the ship to the shore, a mooring hawse is made in the bulwark - a round or oval hole, bordered by a cast frame with smooth rounded edges. Nowadays, more and more widespread use is found with universal haws with a swivel holder and rollers. Such haws protect the cable from chafing.

In those places where there is no bulwark, instead of mooring haws, bale strips are installed to protect the cable from chafing and give it the necessary direction. There are several types of bales. Bale strips without rollers are usually used only on small vessels with a small diameter of the mooring line. The rollers reduce wear on the cables and reduce the effort required to pull them out.

a) - with three rollers; b) - with two rollers; c) - without rollers

In addition to the bale strips, guide rollers are also used to change the direction of the cable, which are located on the deck near the mooring mechanisms.

Views and banquets. Banquets and views are used to store mooring cables.

The latter are a horizontal drum, the shaft of which is fixed in the bearings of the bed. On the sides, the drum has discs that prevent the cable from coming off.

Throwing ends (throws) and fenders. The parts of the mooring device also include throwing lines and fenders. The throwing end is made of a tench about 25 m long. At one end of it there is a lightness - a canvas bag filled with sand.

1 - cable; 2 - ejection; 3 - portable chain stopper

They are used to protect the ship's hull from damage during mooring. Soft fenders are most often made braided from old plant cable.

Cork fenders are also used, which is a small spherical bag filled with a fine plug. In recent years, pneumatic fenders have found more and more widespread use.

Mooring mechanisms. Spiers, simple and automatic mooring winches, windlass (for working with bow mooring lines) are used as mooring mechanisms for picking out and tightening the mooring lines.

Mooring pins are installed to work with aft mooring lines.

They take up little space on the deck and the spire drive is located below deck.

To select the mooring cables on the tank, windlass mooring warps are used.

Automatic mooring winches can be installed to work with aft and bow mooring lines. The mooring lines are permanently located on the winch drum, it does not require preliminary preparation before feeding and transferring to the bollards after tightening. The automatic winch automatically releases the mooring lines when it is over-tensioned or picks up if the mooring lines get slack.

The mooring line selected with the help of the mechanism is transferred to the bollards and fixed. To prevent it from being etched when transferring the cable, a stopper is preliminarily applied to it.

The stopper is attached to the eye at the base of the bollard or to the butt on the deck of the ship. When working with steel mooring lines, chain stoppers with a chain length of at least 2 m, a caliber of 10 mm and a plant cable at least 1.5 m long at the running end should be used. The use of chain stoppers for vegetable and synthetic ropes is not permitted.

The stopper is pulled along the mooring line in the direction of tension. When the mooring lines are taken on the stopper, do not abruptly throw the rope off the warping drum or the capstan, so as not to jerk the stopper off. The mooring lines should first be carefully released by the reverse of the spire or windlass, without removing the slips from the drum, and only after making sure that the stopper holds the mooring lines securely, the latter should be quickly shifted to the bollard.

On large ships, stationary screw stoppers can be used, in which the cable is clamped with a screw between the cheeks.

Stationary stops are installed on the deck between the hawse or bale bar and the bollard. The selection and securing of mooring lines is greatly simplified by the use of bollards with rotating bollards, which have recently begun to be used.
Mooring lines are placed in "eights" on the bollard bollard and served on the windlass. When pulling out the cable, the bollards turn around, freely passing the cable. After removing the cable from the windlass warping machine, it will not be etched, since the pedestals have a stopper that prevents them from turning in the opposite direction.

Each vessel must have a mooring device that ensures the pulling of the vessel to the coastal or floating berthing facilities and the reliable fastening of the vessel to them. The mooring device serves to fasten the vessel to the berth, side of another vessel, roadstead barrels, bollards, as well as constrictions along the berths. The mooring device includes:

Mooring lines;

Mooring hawks and guide rollers;

Bale planks (with and without rollers);

Views and banquets;

Mooring mechanisms (windlass warps, capstan, winches); auxiliary devices (stoppers, fenders, staples, throwing ends).

Rice. Mooring device

Mooring ropes (ropes). Vegetable, steel and synthetic ropes are used as mooring lines.

Steel cables are used less and less, as they poorly perceive dynamic loads, require great physical effort when transferring from the side of the vessel to the berth. The most common on marine vessels are steel mooring lines with a diameter of 19 to 28 mm. Steel mooring lines are stored on hand-held reels equipped with a brake pressed by a pedal to the drum cheek. On large-capacity vessels, mooring views with a drive are installed.

Mooring lines made of synthetic ropes are widely used. They are lighter than steel and plant mooring lines of equal strength, and have good flexibility, which remains at relatively low temperatures. It is not allowed to use synthetic ropes that have not undergone antistatic treatment and are not certified.

To take advantage of the positive qualities of various types of synthetic ropes, combined synthetic ropes are produced. On mooring winches, where the mooring lines are steel, that part of it that goes to the shore is made of a synthetic rope in the form of a so-called "spring".

On ships carrying flammable liquids in bulk with a flash point of vapors below 60 0 C, the use of steel cables is allowed only on the decks of superstructures that are not the top of the cargo loading compartments, if the pipelines for receiving and discharging cargo do not pass along these decks. It is possible to use artificial fiber ropes on tankers only with the special permission of the Register (if these ropes break, sparks may form).

For the timely detection of defects, mooring lines must at least once every 6 months undergo a thorough examination. Inspection should also be done after mooring in extreme conditions.

Depending on the position relative to the vessel, mooring lines are called: longitudinal, hold-down, springs (bow and stern, respectively). Mooring lines at the outboard end have a loop - fire, which is thrown on the coastal fell or fastened with a bracket to the eye of the mooring barrel. The other end of the cable is fixed on the bollards installed on the deck of the ship.