Removing the ship from anchor. Lifting the anchor (working with anchor devices)
Before starting shooting from anchor or mooring barrels, the following preparatory steps must be completed in advance:
transfer the main engine to constant readiness;
check communication with the engine room and the tank;
synchronize 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 signaling device (typhon);
turn on and configure the radar;
establish communication with the port, vessel traffic service (VTS);
fix the cargo booms and close the hold "in a stowed 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 tank, who prepare the windlass for work and check its operation at idle speed.
Upon completion of preparation, but not less than 15 minutes before anchoring, the chief mate and chief engineer report to the captain about the readiness of the vessel for anchoring.
Preparation for lifting the anchor is carried out in the following order:
check the reliability of fastening 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 imposed);
open the water for washing the anchor chain and report to the bridge when the windlass is ready for work.
Sampling the anchor chain, so as not to overload the windlass, begin at the lowest speed and at the same time turn on the anchor chain washing system. When the boat moves forward, the chain pulling speed can be increased, but care must be taken that the chain has time to wash well and goes clean into the chain box. You should also not allow a large acceleration of the vessel so that the chain does not go under the hull of the vessel.
At the command received from the bridge, the tape stopper is returned and the windlass is turned on. While pulling out the anchor chain, follow its direction - if the chain lies on a break through the stem, it is necessary to temporarily suspend its pulling out, waiting for the moment when the bow of the ship will again be turned in the right direction.
If this is not done, then the anchor chain, experiencing excessive stress during bending, may break or severely deform.
In the process of hauling the anchor chain, the mate 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 center plane of the vessel.
At the same time, the following signals are sent to the bell:
the number of bows remaining in the water are repelled by separate blows;
"paner" rope - frequent strikes on the bell;
the anchor “stood up” (got off the ground) - one blow to the bell;
the anchor came out of the water (clean / unclean) - two strikes on the bell;
anchor in the hawse (in place) - three rings of the bell.
When the anchor is pulled up to the panner, that is, when the anchor chain is directed vertically to the water level, and the anchor itself has not yet lifted off the ground (Fig. 2.35), this is reported to the bridge by giving a set signal.
The breakaway moment of the anchor can be easily determined by the work of the windlass, which immediately begins to increase the speed after the load is reduced; however, the anchor chain immediately weakens. The moment of separation of the anchor from the ground - "the anchor has stopped" - is the transition of the vessel from the state "at anchor" to the state "on the move".
It is necessary to lower the ball or turn off the anchor lights and turn on the running lights.
Under favorable weather conditions, while the anchor is not out of the water, the machine should not be driven, as the anchor may be "unclean". When the anchor leaves the water on the bridge, it is reported that "the anchor is out of the water, clean" or "the anchor is unclean."
When anchoring in waves, when the bow of the boat rises and falls sharply, there is a danger of breaking the anchor chain. To prevent the chain from breaking, they give the machine the smallest forward speed and undermine the anchor.
When the anchor reaches the hawse when pulling out the chain, the windlass motor is stopped (Fig. 2.36). Anchor lifted from the ground should be thoroughly rinsed with a jet 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 moment of the timely stop of the windlass. Delayed stopping will cause the anchor chain link to break and the anchor will be lost.
The anchor retracted into the hawse must be selected "to the spot", that is, so that its legs are well pressed against the hull plating, this excludes the possibility of the anchor moving in the tube during the ship's rolling.
To determine the position of the anchor in the hawse, it is recommended to put marks with white paint on the deck stop and on the link of the anchor chain, the coincidence of which will indicate that the anchor has been selected to its place and is in the correct position. At the end, they report to the bridge with three bells and the words "Anchor in the hawse!"
When surveying from two anchors, first choose the anchor with less anchor chain in the water, or the anchor of the side that is located closer to hazards and adjacent vessels. If the angle between the chains is small, they can be selected at the same time.
When mooring on two anchors using the fertoing method for shooting from anchors, the chain of the anchor on which the vessel is currently stationed is initially etched, and at the same time the chain of the second anchor is picked up. When he is in the hawse, the first anchor is selected.
The process of shooting a vessel from barrels in calm weather is not difficult. First, all the stern ends are given, then the bow ends, and the last one is given the mooring cable supplied by the duplin.
In the presence of wind and current, resort to the help of a tugboat, especially if the direction of the wind and current does not coincide with the center plane of the vessel.
In this case, all the aft mooring lines are also first given, then the bow lines, leaving the duplin wound. Having given up the last mooring line from the stern, they maneuver to the exit, releasing and then releasing the bow mooring line.
Anchorage Commands
| Prepare the anchor for recoil! | Get the anchor ready! |
| Prepare both anchors for recoil! | Get both anchors ready! |
| Prepare the left (right) anchor for recoil! | Get the port (starboard) anchor ready! |
| Stand at the right (left) anchor! | Stand by the starboard (port) anchor ready! |
| Give up the right (left) anchor! | Let go the starboard (port) anchor! |
| Hang the rope (anchor chain)! | Slack (pay) away the chain! |
| Weak to hold the anchor chain! | Keep the chain slacked! |
| How many bows are in the water? | How many shackles under water? |
| Put two bows in the water! | Slack away 2 shackles into water! |
| How does the rope look? | How does the chain look? |
| How is the rope? | How is the chain leading (grows)? |
| The anchor chain looks forward (traverse) | The chain is ahead (abeam) |
| The anchor chain looks back | The chain is leading astern |
| The anchor chain looks to the right | The chain is leading starboard |
| Stop the rope! | Hold on the chain! |
| Stop poisoning the rope! | Stop slackening the chain! |
| Secure the rope! | Make fast the chain! |
| The anchor took (holds) | The anchor is bitten |
| Anchor crawls | The anchor drags (comes home) |
| The anchor does not hold | Anchor never holds |
| Veera anchor (rope)! | Heave up the anchor (chain)! |
| Get ready to choose! | Be ready to heave in! |
| Choose the left anchor chain! | Heave in the port anchor chain! |
| Pick up anchor chain! | Heave short the cable! |
| The anchor has risen | The anchor is a trip |
| Panner position | The anchor is up and down |
| The anchor came out of the water | Anchor is awash |
| The anchor is clean | Clear anchor. The anchor is clear |
| Is the anchor clean? | Is the anchor clear? |
| How is the anchor? | How is anchor? |
| Anchor is not clean | Foul anchor |
| Set the anchor down to the water! | Veer out the anchor to the water edge! |
| Report (connect) the rope! | Put the windlass in gear! |
| Disconnect the rope! | Disengage the windlass (wildcat)! |
| Attach anchors in a stowed way! | Secure the anchor for sea! |
Anchor terms
| Anchor the ship | Then bring the ship to anchor |
| Become (anchor) | Thats anchor |
| Anchor | That lie at anchor. To ride at anchor |
| Become an anchor | Then come to anchor. To anchor |
| Anchoring | Anchoring |
| Give up anchor | Then drop an anchor. To let go an anchor |
| Wean anchor | That weighs anchor. To raise anchor |
| To de-anchor (exit) | Then get under way |
| Can we anchor here? | May we anchor here? |
| No, anchorage is prohibited here | No, the anchorage is prohibited here |
| Will we drop the anchor? | Shall we drop anchor? |
| What anchor to prepare for recoil? | Which anchor must be ready to let go? |
| We will give away the left anchor | We shall drop the port anchor |
| How much chain will it take to etch? | How much of the chain shall be needed? |
| You will be standing in the raid | You will have to lie out. Stay in the roadstead |
| Vessels must not anchor | Vessels are requested not to anchor |
| Anchoring is not recommended | Anchorage inadvisable |
| Anchorage prohibited | Anchorage prohibited |
| Convenient anchorage | Convenient anchorage |
| Good (safe) anchorage | Fair (safe) anchorage |
| Quarantine anchorage | Quarantine anchorage |
| Temporary anchorage | Temporary anchorage |
| Anchorage / Raid | Anchorage (location) / Road. Roadstead |
| Drogue | Sea anchorage |
| Anchor fire | Anchor light |
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5.2. STORING THE SHIP ON ONE ANCHOR (GENERAL)
Anchoring consists of preparing the ship for anchoring, maneuvering to occupy the anchor recoil point and anchor recoil.Preparing the ship for anchoring. When approaching the anchoring area, with the permission of the ship commander, the officer in charge, with the permission of the ship commander, commands: "Make ship for anchoring", according to which the painted personnel prepares their management for anchoring (spiers, lifting devices, boats, boats, shots, ladders, etc.). If the equipment and weapons were taken on the hiking stoppers, the command "Remove the hiking mounts" is additionally given. To prepare the necessary calculations, the commander assigns the commander of the BC-1 anchorage place.
30 minutes before the arrival of the ship at the place designated for anchoring, the officer of the watch must notify the commander of the electromechanical warhead of this through the engineer of the watch. The immediate command to prepare the ship for anchoring is the "Avral" signal and the command for the ship broadcast "To anchor in places, to anchor." "). "Avral" is played in advance so that the personnel have time to take their places and act, fulfilling their duties according to the schedule for preparing the ship for anchoring: check and test the spiers, remove storm rails, arm the rod and flagpole, prepare and arm shots, overboard ladders and lifting devices, remove the marching fastening of anchors, prepare a buoy with a buoype to indicate the place of an anchored (when anchored with a buoy), warm up the engines of ship boats, check anchor lights (in the dark). The officer of the watch hands over the watch to the chief mate and takes his place according to the schedule. After the report of the tank group about the readiness for anchoring, the senior assistant commands: "Make the right (left) anchor for recoil." When anchored, the commander of the ship controls the ship's maneuvers, the senior assistant to the commander directs the actions of the mooring groups, the commander of the BCh-1 develops recommendations for maneuvering and ensures navigation safety, the commander of the BCh-4 manages the signal production.
Road maneuvering to exit to the anchorage point, it is necessary to make small moves, taking into account the wind, current, wave, the presence of navigational hazards and ships and vessels standing in the roadstead. With the appointment of the anchorage site, the amount of anchor chain that is supposed to be on the hawse is determined (in the absence of anchor chain length meters, it is recommended to assign a length that is a multiple of 20 m on large ships and 10 m on small ships), and the final preparation of the anchor device for operation is performed. To ensure the speed of work of the commander of the BC-1, it is recommended to assign one or two officers (trained warrant officers) to the direction finders to issue bearings when determining the current position of the ship. When maneuvering to reach the anchor recoil point, the commander of the BC-1 reports on the navigating bridge (GKP) the course to the anchor recoil point (depending on the wind direction, current and other factors affecting maneuvering), the distance to it and the current depth at intervals determined by the organization of the given ship. It is recommended to report at distances from 10 to 4 cabs - through 2 cables; from 4 to 3 cables - through 1 cable and from 3 cables to the anchor recoil point - through 0.5 cables. According to these reports, the commander corrects the course to the point of the anchor recoil.
In good weather (Fig. 5.3) (wind and current are absent) to the point of recoil of the anchor should be approached with the smallest speed from any direction, depending on the situation on the roads. When maneuvering the ship in the roadstead on the command from the navigating bridge (GKP) “Make the right (left) anchor for recoil. Recoil of the anchor from the band brake (from the spire) "the tank group prepares the anchor device: the anchor is vented to the water, the anchor chain is taken to the stationary stopper, the band brake is clamped, the spire is disconnected, after which the tank group commander reports to the navigating bridge (GKP):" Right (left) the recoil anchor is made. "
Before reaching the designated recoil point of the anchor at a distance determined for a given ship, depending on its inertial qualities, they stop the machines and then go on inertia forward. At the moment of stopping the vehicles, the senior assistant gives the command "On the return of the right (left) anchor, stand", having received and rehearsed which, the tank group commander orders: "Get away from the right (left) chain."
Fig 5.3. Anchoring scheme (no wind or current)
At this command, the anchor chain is removed from the stationary stopper, leaving only on the band brake, everyone close to the anchor chain move away from it at a safe distance (as a rule, behind the breakwater).
When the anchor is released by bleeding off the spire at the moment of stopping the machines, the command is given to “Bleed the right (left) anchor through the spire up to so many meters”. After the report from the tank to the bridge on the execution of the command, the anchor chain is taken to a stationary stopper, the band brake is clamped and the spire is disconnected (the anchor is prepared for recoil from the band brake).
Recoil of the anchor. When approaching the recoil point of the anchor with locked machines on the forward inertia, depending on the inertial qualities of the ship, the machines move backwards so that, being at the anchor recoil point, the ship has a small reverse inertia. Observing the place, when the ship arrives at the point of recoil of the anchor, the commander of the BC-1 reports to the navigating bridge (GKP): "The ship is at the point." Observing the bearing to the landmark along the traverse, the commander of the BCH-1 or the officer on the direction finder, reporting: "The ship has become," records the moment of stopping the ship. The same is reported by the lot operator, observing the breaker from the lotlin. The stopping point of the ship can also be determined by observing the screw development. When the jet from the propellers, when the machines are in reverse, reaches the bridge, the ship will extinguish the forward motion inertia. As soon as the ship goes back (determined by the BC-1 commander, the lot and personally by the ship commander), the vehicles are stopped and the senior assistant, with the permission of the ship commander, commands: “Give up the right (left) anchor. So many meters to the hawse. The rehearsal of the command by the commander of the tank group is an order to the chief boatswain, who releases the anchor by depressing the band brake. Simultaneously with the release of the anchor, the commander of the BCH-4 (depending on the time of day) commands: “Move the flag, raise the jack”, “To the flag. Lower the flag ”or“ Turn off the running lights, turn on the anchor lights ”.
As soon as the anchor is released, the commander of the tank group reports to the navigating bridge (GKP): “The right (left) anchor is delivered. The anchor chain goes fast (slow). " When etching the anchor chain, observe its position and quantity on the hawse. On the navigating bridge (GKP) reports should be received: "On the hawse ... so many meters" (after 20 meters), "The chain looks forward (back, down, right, left, under the hull)." From the senior assistant commander, the command may be received: "Hold the anchor-chain" or "Do not hold the anchor-chain", or "The anchor-chain should be poisoned up to so many meters", or "Pick up the anchor-chain up to so many meters." As soon as the required amount of anchor chain has been etched out, the commander of the side group reports: “The anchor chain is delayed”, “There are so many meters on the hawse”, “The chain is tightening”, “The chain is tight”, “The ship has come to the anchor chain”, “I took the anchor (creeps) ". With the receipt of the report "I took the anchor" and with the arrival of the ship on the anchor chain, the following commands are given: "Stop stopper", "Hang up, move away from places", "Duty and watch services to intercede in an anchor", "Ready to sail ...".
The “Picked up anchor” position is determined by taking a number of control bearings, turning the ship with its bow to the wind or current, listening to the anchor chain (when the anchor crawls, the anchor chain trembles and slightly hits the hawse).
Anchoring in the presence of wind or current (fig. 5.4). The anchors are approached to the recoil point in such a way that the wind is at a heading angle of 10-20 ° of the side from which the anchor will be released. If this condition is met, after releasing the anchor, the ship will drift from the anchor and the anchor chain will not break under the ship's hull. If the situation permits, you should lay down on the exit course to the anchor recoil point in advance, and if it is impossible to turn the wind directly before the anchor recoil, bring the wind to the course angle of 10-20 ° from the anchor recoil side. To reduce drift, it is recommended to approach the recoil point of the anchor with a moderate speed (depending on the wind strength). After reaching the recoil point of the anchor, having insignificant reverse inertia, the anchor is released as soon as the bow of the ship drops slightly into the wind.
Anchoring in the presence of wind and current (Fig.5.5.). Anchors approach the recoil point by positioning courses against the larger of the operating factors. Depending on the inertial qualities of the ship, the speed of the current and the strength of the wind, the maneuver is calculated so that at the point of recoil of the anchor the ship has a slight inertia backward, obtained by short-term operation of the machines in reverse and under the influence of wind and current.
In the presence of wind and current, the anchor is released from the side opposite to the drift direction.
Anchoring from the front with a tailwind (current) (fig. 5.6). The stroke is reduced to the lowest possible limit. Before reaching the anchor recoil point by 3-4 hulls, shift the rudder towards the anchor recoil point. As soon as the ship goes in the direction of the shifted rudder, they give up the anchor from the same side and drag the anchor chain to a length of one and a half to two depths. Under the influence of the drifting anchor, the ship will quickly turn into the wind.
Figure: 5.4. Anchoring scheme in the presence of wind or current
With the turn of the ship against the wind, the anchor chain is vented, sometimes earning money with machines to avoid a strong jerk.
The peculiarity of anchoring a ship, which has a GAS bulb in the bow, is that when the ship leaves the anchor chain, the GAS fairing is not damaged. To do this, it is imperative to observe the following condition: after releasing the anchor, the ship must drift away from it so that the anchor chain does not go along the plating of the "bulb", therefore, before releasing the anchor, the wind should be brought to the course angle of 15-25 ° from the side of the anchor recoil, during recoil the anchors work in reverse by the machine opposite to the armature recoil side, and with a set of reverse inertia, have the rudder shifted towards the anchor recoil side.
Figure: 5.5. Anchoring with wind and current
The basis for the safety of the anchorage of the ship is the clear organization of the watch and duty services, the serviceability and appropriate readiness of its technical means, constant monitoring of the ship's location and taking timely measures when the ship is drifting. The drift of a ship can be detected by observing bearings to various landmarks (navigation signs, coastal structures, ships in the roadstead). In low visibility conditions, radar and hydroacoustic data can be used to monitor the ship's location, having previously plotted the distance to the coastline on the officer's tablet (§23.2).
Figure: 5.6. Anchoring with a tailwind (current)
In addition to observing the ship's position by bearings, distances and depths, the ship's drift can be determined in the following ways: by ballast dropped to the ground from the bow, which has a slack of about one and a half depths (during drift, the ballast cable is pulled in the direction opposite to the drift); observing the anchor chain (when drifting, the anchor chain twitches, almost all the time it is ripped out and has an almost traverse direction, there are sharp single jerks felt by the entire hull of the ship and sometimes causing a rapidly damping vibration); observing the wave in the area of \u200b\u200bthe bow and sides of the ship (no breaker or frequent splashes of water near the stem or its swirls along the side, no movement of various objects along the side); by the distance to the drift buoy (out of sight of the shores, a buoy is anchored not far from the ship); observing the course of the ship (with a constant direction and strength of the wind, the ship prowls at anchor in the sector of certain courses, the extreme positions of which are detected).
When the wind intensifies or a storm warning is received on the ship, the amount of anchor chain on the hawse is increased, releasing it by 5-10 m, the second anchor is given, the ship's readiness for a cruise is increased up to immediate, they are moonlighting by machines to reduce the load on the anchor, and the anchorage place is changed ( go under the windward coast), go to storm in the sea.
The officer in charge reports the first signs of deteriorating weather to the ship's commander and chief mate, intensifies observation of the ship's location, starts the wind schedule, and sets watch on the navigating bridge.
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At the command "Raise anchor", "Spire (windlass) went" turn on the spire (windlass) and start lifting the anchor. As the chain is pulled, the boatswain or the sailor of the watch must report to the bridge about the direction of the anchor chain (for example, "Chain straight", "Chain to the right", "Chain to the back"), as well as the number of chain bows remaining in the water. As soon as the anchor buoy approaches the vessel, it is lifted with a hook to the deck. The position when the anchor chain is vertical to the water level, and the anchor has not yet lifted off the ground, is called "laner", which is reported to the bridge with a voice or a series of frequent bell strikes.
At the moment of separation of the anchor from the ground ("the anchor has risen"), one blow to the bell is given; when the anchor comes out of the water, they give two blows and at the same time they say in a voice to the bridge: "The anchor is out, clean" (or "unclean"). If the anchor is "clean", it is pulled into the hawse, the buirep is chosen, and after the anchor is fixed in the marching way, they give three strikes to the bell. If the anchor is raised "unclean", they begin to immediately clean it.
An anchor can be overwhelmed by its own chain, it can lift "someone else's anchor chain, an anchor or other object. First you need to try to clear the anchor by re-kicking it; if this measure does not give the desired result, then the free paw is covered with a steel sling ("earring"), the sling is laid on the bollard and slowly begins to bleed the anchor chain, thereby transferring the entire weight of the anchor to the sling. When the anchor chain loosens, it is removed from the anchor leg with the help of a hook.
Having freed the anchor, they select the tight anchor chain, then the sling is vented and removed from the paw. After that, the anchor is pulled into the hawse and fixed in a marching manner.
If the anchor has lifted someone else's chain or cable, it is pulled under the hawse, a steel sling is put under the raised object, which is tightly tightened and fixed on the deck. Then, slowly releasing the anchor chain, transfer the entire weight of the lifted object to the sling. When the paws of the anchor are free of a foreign object, it is carefully taken to the side and selected to the place. After cleaning the anchor, one end of the sling is handed back and the cable is taken to the deck.
When the anchor is pulled into the hawse, there are cases when the legs at the anchor turn towards the ship's hull and abut against it. In this position, the anchor must in no case be left, as this can lead to a break in the case. It must be turned into the correct position with a hook or by winding a sling, and then pulled into the hawse to its normal position ("to the place"),
When lifting the anchor, especially from muddy ground, it is recommended to rinse the anchor chain and anchor with a strong jet of water from a hose, if the vessel does not have an anchor washing system. After lifting, it is necessary to inspect the anchor, since dirt and gravel trapped in the grooves between the rubbing parts can jam its paws.
To determine the position of the anchor in the hawse, it is recommended to apply marks (white paint) on the deck stopper and on the link of the anchor chain, the coincidence of which will indicate that the anchor has been selected to its place and is in the correct position. When the anchor is in place, the bell is signaled (three beats).
To clean the anchor in a traveling manner, the anchor chain is clamped with a deck stopper and, if necessary, chain stoppers are placed on it. The steam windlass is blown through at idle - the drain valves are opened; at low temperatures, the drain valves of the windlass steam line should be opened. The control post for the electric windlass is covered with a cover.
Preparation for unanchoring, raising and maneuvering while lifting the anchor, maneuvering when entering the ship's course are the main elements of the unanchoring process. The navigator of the watch shall supervise the lifting of the anchor. After preparing the vessel for anchoring and sailing, on command "Choose (vira) an anchor!" or "Raise the anchor!" start to choose the anchor chain. The direction and tension of the anchor chain is monitored by the sailor of the watch or boatswain, reports to the bridge the position and direction of the anchor chain and the number of bows overboard. In the case of a strong tension of the chain, it is necessary to "run on" the propeller forward to reduce the load on the windlass (capstan). Other commands and reports mean the following: "Anchor has risen" - the anchor broke away from the ground, while the anchor chain took a vertical position; "Anchor is clean" - the anchor came out of the water and there are foreign objects on it (ropes, other chains, cables, etc.); "Anchor to the Clues" ,"Anchor in the Clues" - raise the anchor into the anchor hawse and report on it; "Anchor anchor on the stowed", "Anchor fixed on the stowed" - the anchor is taken into the hawse, secured with a screw and (if necessary) a marching stopper. When the anchor comes out of the water and a message follows that it is clean, the vessel is given a course forward and, taking into account the situation and the circumstances of navigation, the vessel follows its destination.
Removing the ship from anchor.From the bow anchorthe ship is removed as follows. After finishing the preparatory work, the watch pom. the captain gives the order to raise the anchor (1). At the same time, they give a small forward stroke (to accelerate the lifting of the anchor, but avoiding the exit of the vessel over the anchor) (2), the position of the anchor chain is monitored on the tank and reported to the bridge. With the vessel leaving "at anchor", i.e. in the position “Anchor has stopped (on the panel)”, the rudders are shifted to the rod side (3), and as soon as the report “The anchor has come out of the water clean” is received, they begin to actively move forward (4).
Departure of the vessel to the village. in a confined water area with strong winds and currents, it presents significant difficulties because the vessel, having not gained sufficient speed, does not yet have good controllability and is subject to drift and drift.Removal from two bow anchors, in many respects similar to removing from one anchor, its sequence is as follows: first, the anchor is chosen which was given by the last (or from the opposite side of the prevailing external influence), then the other. When performing this maneuver, beware of entanglement of the anchor chains. To do this, do not allow the anchor to crawl along the ground approaching the anchor chain of another anchor (1), you need to hold the vessel in the direction of the anchor chain of the selected anchor until it is completely out of the water (2).
As soon as the first anchor is raised (3), they briefly move forward again, and they begin to select the second anchor, and when it comes out of the water "clean", they move forward (4) and take the ship out of the way (5).
Removing the ship from the stern anchor similar to removal from the nose. It is necessary to beware of getting the anchor chain under the hull, on the propellers and rudders during their operation. Therefore, until the stern anchor comes out of their water, one should refrain from operating the propellers. As soon as the anchor comes out of the water, the rudders are shifted to the side of the rod and give way back, coming out on the ship's course, the propeller is reversed and the ship follows its intended purpose.
When removing from the stern and bow anchors first, the bow anchor chain is set off and the stern anchor is selected, after it comes out of the water, they give a small forward stroke and the bow anchor is selected in the usual way.
When anchoring, anchoring and un-anchoring the vessel should not be allowed to rotate, move anchors, capture the anchor chain by an anchor (yours or someone else's), etc. leading to entanglement of the anchor chains with a "cross" or a "canopy"; untangling them requires a significant investment of labor and time.
When shooting from a spring first, the spring is tapped and the ship turns head-first into the wind. Then select the anchor chain to the point where the spring is fixed and disconnect it. The spring is taken aft and the vessel is unanchored in the usual manner.
Before shooting a boat from a barrel carry out the same preparation as for anchoring. If the vessel was standing on 2 barrels, then first they are removed from the stern barrel and then from the bow barrel.
The recoil of the mooring lines given by the "duplin" greatly facilitates the removal of the vessel from the drums.LECTURE No. 3.3.1 (2 hours). TOPIC: Management of ships when passing difficult sections.
A 4-hour practical lesson 3.3 is held on this topic.
- Steering the boat while moving on rolls, passes and knees.
Escorting ships through the passes.The passes are characterized by a smooth transition of the passage from one coast to another with a depth and width more guaranteed, but less than in the adjacent reach areas. The direction of the flow jets is parallel over the entire width of the agricultural field. on the pass, and the speed is not high, which does not cause additional difficulties for the movement of ships. The principles of course selection and the methods of navigating a vessel are similar to those of a vessel on a curved track.
When approaching the pass from above (I), it is necessary to determine the boundaries of the agricultural sector. and outline the line of the ship's track and course, focusing on the buoys (b 1, b 2, b 3) and coastal lines (c 1, c 2, c 3), as well as the outlines of the upper and lower yards. In the dark, one should be guided by the relative position of the lights of floating and coastal navigation marks. When entering the pass, it is necessary to take into account, in addition to the curvature of the agricultural sector, the effect of the wind and the current in order to correctly bring the ship to the leading line. Adhering to the right lane with.x. (II) the vessel is following the pass and is entering a new course (III). The pilotage of the vessel along the next pass from the right bank to the left bank (III, IV) is similar. The choice of speed when driving along the passes depends on the depth of the agricultural field. and water supply under the bottom. As a rule, when passing a free pass, the speed is not reduced, but when large vessels are diverging, choose a safe speed .
