To ensure the seaworthiness of the vessel, ship equipment, systems and supplies are designed, these include:
The steering device is used to control the vessel. Its components are the steering wheel, engine, drive, control station and steering gear.
The rudder 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 - the rudder blade and a vertical rotary shaft - the stock, rigidly connected to the feather. At the upper end (head) of the stock, located on one of the decks, there is a sector or lever—a tiller—attached, to which an external force is applied to turn the stock.
The steering motor turns the stock through the drive, which ensures that the rudder is shifted. Engines are steam, electric and electro-hydraulic. The engine is installed in the tiller compartment of the vessel.
The control station 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 center plane of the vessel, pointers - axiometers - are used.
The steering gear provides remote control of the steering motor from the helm station. The simplest gears are mechanical, directly connecting the steering wheel to the steering motor starting device, but due to low efficiency they are not used on modern ships. The most common are electric steering gears.
Based on 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 stiffening ribs. They are cast or forged integrally with the thickened vertical edge of the steering wheel - Ruderpis- With loops, in which they are securely fastened pins steering wheel mounted on rudder post loops. The pins have a bronze lining, and the rudder post hinges have backout bushings. The lower pin of the ruderpiece fits into the recess sternpost heels, into which a bronze or backout bushing with a hardened steel lentil at the bottom is inserted to reduce friction. The heel of the sternpost absorbs the pressure of the rudder through the lentil. To prevent the steering wheel from moving upward, one of the pins, usually the upper one, has a head at the lower end. The upper part of the ruderpiece is connected to baller special steering wheel flange. The flange is slightly offset from the axis of rotation, which creates a shoulder and makes it easier to turn the rudder. The displacement of the flange allows, during repair of the rudder blade, to remove it from the hinges of the rudder post without lifting the stock, by disconnecting the flange and turning the blade and stock in different directions.
Ordinary flat rudders are simple in design and durable, but create great resistance to the movement of the vessel, so a lot of force is required to shift them. Modern ships use streamlined, balanced and semi-balanced rudders.
Feather streamlined steering wheel It is a welded metal waterproof frame covered with sheet steel.
The feather is given a streamlined shape and sometimes additional special attachments are installed on it - fairings. Ruderpost is also made streamlined.
U balance steering wheel part of the feather is shifted from the axis of rotation to the bow of the vessel. The area of this part, called the balance part, is 20-30% of the total area of the pen. When shifting the rudder, the pressure of counter flows of water on the balance part of the feather promotes the rotation of 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 smaller height than the main one.
In addition to rudders, ships use thrusters. By means of a propulsion device installed in the transverse channel of the vessel's hull, they create a traction force in the direction perpendicular to its DP, providing controllability when the vessel is not moving or when it is moving at extremely low speeds, when conventional steering devices are ineffective. Fixed or adjustable pitch propellers, vane propellers or pumps are used as propulsors. Thrusters are located in the bow or stern ends, and on some ships two such devices are installed in both 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 lag without the use of main propulsion devices. To improve controllability, rotary attachments mounted on the stock and bow balance rudders are also used.
The main purpose of the anchor device is to ensure reliable anchorage of the vessel in roadsteads and on the open sea at accessible depths. In addition, the anchor device is used in the following cases:
Some elements of the anchor device (hawsees, anchor chains) can be used when towing a vessel.
The components of an anchor device are anchors, anchor chains, fairleads, chain boxes, devices for attaching anchor chains to the ship's hull, stoppers and mechanisms for releasing and lifting anchors - windlasses or capstans.
The anchor device is located in the bow of the vessel. Icebreakers, tugboats, large-tonnage transport and expedition vessels have an additional anchor device at the stern.
According to their purpose, ship anchors are divided into main anchors and auxiliary anchors. Each vessel must have three main anchors: two in the fairleads and one spare on the deck.
Auxiliary anchors include:
The characteristics of ship anchors must correspond to their purpose. The most important of these is holding power - least effort, which must be applied in the direction of the anchor spindle in order to tear the latter off the ground. Special requirements are placed on deadlift anchors. The main one is that such an anchor can be quickly released. The anchor should pick up the ground well, have great holding force, be easily separated from the ground when lifting, and be conveniently attached in a traveling manner. All anchors must be durable and easy to manufacture.
These requirements led to the creation of a large number of anchors various designs. According to the method of picking up soil, they can be divided into two types: with a rod, burrowing into the ground with one paw; with and without a rod, picking up soil with two paws.
Anchors that dig into the ground with one paw include: admiralty anchor. It consists of spindles and two horns With paws, cast or forged together with the 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 is inserted into the other stock. The latter has thickenings at the ends that prevent it from burying into the ground when the anchor is released. 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 traveling manner. The rod ensures that the anchor quickly picks up the soil. The released anchor rests on the ground with its heel and rests against it with the end of the rod. When the anchor chain is tensioned, the anchor on the ground rotates 90°, as a result of which the lower horn with its paw is buried in the ground.
It is simple in design and has great holding force. However, it also has significant disadvantages. The anchor is inconvenient when releasing and retracting, since it is fixed on the deck in a traveling manner. Buried in the ground with one paw, the anchor poses a danger to ships in shallow water; it is also possible for the anchor chain to become entangled in the second horn rising above the ground.
The type of anchors that pick up soil with two arms include the Hall, Gruson-Hayne, Boldt, Byers anchors (without a rod) and the Matrosov anchor (with a rod). The Hall anchor is predominantly used on ships.
Consists of two main parts: spindles And boxes, cast as one piece with two paws. The spindle has a square cross-section, tapering towards the top. At the lower, thickened end of the spindle there is an eye for a roller, the ends of which fit into sockets inside the box. Thanks to this, the box with the paws can rotate at an angle of 40-45° when the paws enter the ground. 
The spindle is held inside the box by two locking pins. The pins only cover the one that enters the sockets 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 grabs (sandpipers), facilitating the rotation of the paws when entering the ground. At the top there is an eyelet for anchor shackle, to which the anchor chain is attached. When the released Hall anchor lies on the ground, when the anchor chain is tensioned, the grips rest against it and force the paws to bury themselves.
The Hall anchor has received wide recognition due to its ease of use. It can be quickly released, it has a fairly large holding force and is conveniently pulled into the hawse when cleaning. Burying itself into the ground with both paws, the anchor is not dangerous for ships in shallow water. The entanglement of the anchor chain in the anchor arms is virtually eliminated. However, if the paws are unevenly buried in the ground with strong tension in 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 was 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 pulling the anchor out of the ground is reduced. The legs have a rod cast along with them, shifted upward relative to the spindle rotation axis in the anchor trend. The rod does not interfere with the retraction of the anchor into the hawse; it protects the anchor from tipping over when dragged along the ground, and in soft ground, plunging into it along with the paws, increases the holding force. The anchor has a relatively small mass, but has great holding force.
Anchors Gruzon-Heyn, Boldt, Byers differ from the Hall anchor and from one another in the shape of the box and legs, the distance between the legs and the spindle, and the details of the connection between the spindle and the box. Just like the Hall and Matrosov anchors, they are called retractable anchors, since in the stowed position they are drawn over the entire length of the spindle into the anchor pipes - fairleads.
The anchor hawse is a metal pipe with two sockets, one of which is welded to the deck, the other to the outer hull plating. On ships that do not have an anchor device at the stern, anchor fairleads are located one on each side only in the bow. So that when attaching the anchor in a stowed manner, its legs do not protrude beyond the side plating, niches are made in the places where the side bells are attached.
Ice anchor comprises spindles And paws, which is placed in an ice crack or in a hollowed out hole. The anchor is equipped with two brackets: behind main bracket fix a rigid steel cable on which the anchor is set, and behind additional bracket- the short end of a soft steel or vegetable cable, by which the anchor is removed from the hole. Ice anchors are used mainly to hold a ship at an “ice berth”.
"Dead" anchors used to reliably hold in place mooring barrels, lightships, docks, floating workshops and other structures, as well as navigation equipment. These are reinforced concrete masses of various geometric shapes or volumetric metal structures that are laid in the ground. Floating structures are held at “dead” anchors with strong chains or cables.
— a device in the form of a canvas cone that provides great resistance when moving in water. A sea anchor attached to a cable from the bow of the vessel forces it to hold against the wave, slowly drifting with the wind. Used on small sailing ships and is included in the supply of lifeboats.
A mooring device is designed to secure a vessel to a pier, mooring barrels or to the side of another vessel. The device includes mooring ropes, bollards, fairleads, bale strips, guide rollers, views, mooring mechanisms, as well as auxiliary devices - stoppers, throwing lines, fenders, mooring shackles.
Mooring ropes (mooring lines) can be steel, vegetable and synthetic. The number of mooring ropes on the ship, their length and thickness are determined by the Register Rules.
The main mooring ropes are supplied from the bow and stern ends of the vessel in certain directions, preventing the vessel from moving along the berth and moving away from it. Depending on these directions, mooring lines got their names. The cables supplied from the bow and stern ends keep the ship from moving along the pier and are called bow and stern longitudinal cables, respectively.
A cable whose direction is opposite to its longitudinal end is called a spring. Bow and stern springs are used for the same purposes as longitudinal ones. Cables fed in a direction perpendicular to the pier are called bow and stern clamps. They prevent the ship from leaving the berth in strong winds.
Bollards— cast or welded bollards (steel and cast iron) for fastening mooring cables. On transport vessels, paired bollards are usually installed with two bollards on a common base, which have bosses to hold the lower rope hoses, and caps that do not allow the upper hoses to jump off the bollards. 
Bollards with pedestals without bosses and bollards with a cross are also installed. The latter are convenient for attaching mooring cables 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 single-bollard bollards are installed on transport vessels. 
which are used for towing. Bitens are massive bollards, the bases of which are attached to the upper deck or passed through it and attached to one of the lower decks. To better hold the cable on the bits there are spreaders.
Very convenient for mooring operations are bollards with bollards rotating in bearings and equipped with a locking device. The mooring lines secured to the pier are placed in a figure of eight with two or three ropes on the bollard bollards, and then on the windlass head. When the cable is selected, the bollards rotate and pass the cable freely. At the right moment, remove the cable from the turret and place additional hoses on the bollard bollards. At the same time, the locking device keeps the cabinets from rotating.
Cluses- devices through which mooring ropes are passed from a ship. They are steel (cast iron) castings with round or oval holes, bordering the same holes in the bulwark of the ship. 
The working surface of the fairleads has smooth curves, eliminating sharp bends of the mooring cables. For mooring small floating craft to the side of a ship, fairleads with tides called horns are used. For the same purpose, in the immediate vicinity of the fairleads, cleats are welded to the bulwark or to its posts. In places where railings are made instead of a bulwark, special fairleads are fixed on the deck at the edge of the side. To supply mooring lines, towing fairleads, firmly attached to the bow visor and stern of the vessel, are used, primarily intended for inserting towing ropes.
Strong friction of moorings on the working surfaces of fairleads of these structures leads to rapid wear of cables, especially synthetic ones, which is why universal and rotary universal hawsees are widely used on ships. A universal hawse has vertical and horizontal rollers rotating freely in bearings, forming a gap into which the cable fed to the shore is passed. Rotating one of the rollers when pulling the cable from any direction significantly reduces friction. The rotary universal hawse has a cage rotating on ball bearings in the body.
Bale strips have the same purpose as mooring fairleads. They are simple in design, with a biting, with one or more rollers. To guide mooring lines supplied to high berths and ships with high sides, closed bale strips are used. The most widely used are bale strips with rollers, the use of which significantly reduces the effort required to overcome the friction forces that arise during rope removal.
To route the mooring cables from the hawses to the drums of the mooring mechanisms, metal bollards with guide rollers are installed on the deck of the forecastle and poop.
Views are designed for storing mooring ropes. 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 a vessel with mooring lines in place to the pier, the side of another vessel, a mooring barrel, to pull the vessel along the pier, as well as to automatically adjust the tension of the mooring cables when the water level fluctuates due to tidal phenomena or when the vessel's draft changes during cargo operations. operations.
Ship mooring mechanisms are: windlass, anchor-mooring and mooring capstans, anchor-mooring winches, simple and automatic mooring winches.
Windlasses and anchor-mooring capstans have drums (turrets) that are used for pulling out mooring cables. On ships that do not have a stern anchor device, a mooring capstan that does not have a chain drum is installed at the stern. The vertical location of the axis of rotation of the mooring drum of the capstan allows you to select moorings from any direction. Concave outside surface 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 more quickly. Therefore, when synthetic cables are widely used on ships, subject to a lot of abrasion on rough surfaces, it is preferable to have capstans with smooth drums.
Anchor-mooring winches, installed on some ships instead of windlasses, are used in mooring operations in the same way as windlasses.
A simple mooring winch has an electric motor with a built-in disc brake. The rotation of the engine is transmitted through a worm gearbox to an intermediate shaft on which an open spur gear and a friction clutch are mounted. Through a large gear, rotation is transmitted to the working shaft with the mooring drum. A manually operated band brake is mounted on the drum disk. The friction clutch is turned on and off by hand. The mooring rope is laid on the drum in even rows using a cable laying machine.
An automatic mooring winch differs favorably from 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 pier and to retrieve the released cables. After the mooring rope is pulled tight when pulling the vessel, it remains on the drum, and the winch is switched to automatic mode, for which it is on the machine. set the required mooring line tension force. If for any reason the load on the cable deviates from the set one, the winch automatically picks up or releases the mooring cable, ensuring a constantly specified tension.
The length of the mooring cable that can be automatically released by the winch when the load exceeds the set one is limited. In this case, they proceed from the greatest possible changes in the position of the vessel relative to the berth. If, for example, during a strong squeezing wind, the cable tension exceeds the set value on the machine, then the winch releases the specified length of the cable, after which the machine will clamp the drum with the brake and a light or sound signal will turn on on the winch, indicating an emergency mode of its operation. When choosing a limit for the permissible length of the mooring rope to be released, it is recommended to set the alarm in such a way that the signal turns on at the moment when the full first row of the rope remains on the drum. This installation will give time to eliminate the danger of completely losing the mooring line.
Automatic winches are manufactured in two versions: with a mooring turret connected to the mooring drum by a release coupling, and without a turret. The latter are installed near the windlass and capstan.
Stoppers serve to hold mooring ropes when transferring them from the mooring mechanism drum to the bollards. They are chain, vegetable and synthetic. The chain stopper is a piece of 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 at least 1.5 m long at the other. The stopper for vegetable and synthetic cables is made of the same material as the cable, but half as thick.
Throwing ends are necessary for feeding mooring ropes to the shore when the ship approaches the pier. The throwing end is a plant line or a braided nylon cord 25 mm thick, 30-40 m long, with small fires embedded at the ends. One of them is used for attaching lightness - a small canvas bag tightly filled with sand and braided with skimushgar, the other - for the convenience of using the throwing end.
Fenders are designed to protect the ship's hull from damage when moored, parked at a pier or on board another ship. They are soft and hard.
Soft fenders- These are canvas bags tightly stuffed with elastic, non-deformable material (for example, cork chips) and braided with strands of vegetable rope. The fender has a fire 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 on cables from the side of the ship. To give such a fender elasticity, it is braided along its entire length with an old plant cable.
Mooring shackles are used to fasten the mooring cable to the shore eye or the eye of the mooring barrel.
Items and devices rigging equipment are chains, staples, hooks, butts, eyes, thimbles and other useful things.
Rigging chains are used to maintain various ship structures in a fixed position, make stoppers, steering ropes, handrails, secure deck cargo, etc. They consist of steel links connected by welding. Cast and stamped chains are also used. The shape of the chain links is 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 rigging chain, a certain working force Рт is established, the approximate numerical value of which is N,
P C = 10 . d, Where d— chain diameter, mm.
Lifting chains 3 times stronger than steel cables of the same diameter and more durable, but they are approximately 5 times heavier than steel cables of equal strength.
When accepting rigging chains, they check for cracks, delaminations and other defects on the links. Lifting chains to be stored are coated with anti-corrosion lubricant and hung in a dry room. Chains that do not experience friction during operation are painted, and chains that are in motion are regularly lubricated.
When using rigging chains, their features are taken into account. The chains do not have elasticity, but due to the grinding of the links under tensile load, the new chains lengthen by 3-4%. Chain links that are in the “breaking” position break under a load that is significantly less than the permissible operating force. At low temperatures, chains do not withstand shock loads well. If the thickness of the links has decreased by 10% of their original thickness, the rigging chain is considered unsuitable for further use.
Shackles used as equipment elements and various ship devices. The bracket consists of a back, tabs with eyes and a pin. The pin in the bracket is held in place 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 tab and pin. With a threaded connection, the head of the pin has a small butt, into which a pile is placed to screw and unscrew the pin. Threaded connection allows you to quickly secure or release rigging gear, a stopper, a block, connect or disconnect rigging chains and cables.
According to the shape of the back, the staples are straight And rounded. Straight staples are used for any cables, and rounded ones - only for vegetable and synthetic ones. Staple clamps used for quick connection (splicing) of cables and making loops at the ends of cables. The size of the staple is determined by the diameter of its back 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 leg 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 is the diameter of the straight and rounded bracket, respectively, mm.
Only serviceable staples that are free from cracks, cavities, burrs and other defects are allowed for use. The head of the pin must be free from distortion and fit snugly against the side supporting surface of the eye. For threaded pins, the threads should not have broken threads. The rubbing parts of the brackets, as well as the cutting of the pins and eyes, are regularly lubricated. The use of staples with wear of 10% of the original thickness is not allowed. Staples are stored in a dry place in a suspended state.
Rigging hooks are forged steel hooks. Based on their shape and design, there are ordinary hooks, swivel hooks, verb-hooks and snores.
The shape of ordinary hooks is simple, if the plane of the butt is perpendicular to the plane of the back and rotated, if the butt, back and toe lie in the same plane. By means of the butt, the hook is embedded in the cable fire or secured in the suspension of the structure. A variety of ordinary hooks is the penter-hook. In the lower part of the back it has a pad for attaching a guy. For cargo pendants, rotated hooks of a special design are used. This hook, called a cargo hook, or pendant hook, has a toe curved inward, covered on top with a special tide. This design of the hook prevents it from getting caught on the protruding parts of the ship's hull and the cargo hatch when lifting the cargo.
Swivel hook Instead of a butt, it has a neck, which ensures the hook is secured and freely rotates in the block frame or other suspension. Swivel hooks are used to prevent cables from twisting.
Verb-hack consists of the hook itself with an elongated folding toe and a butt in the form of an eye, a round fastening link, an elongated link and locking and connecting links connected to it. The latter is embedded in a butt welded to the deck or superstructure. The dimensions of the locking link allow it to be put on the toe of the hook pressed against the extended link after the cable end or a link of the rigging chain is laid on the hook. When the gear attached to the hook is in a tense state, spontaneous release is excluded, but if you knock the locking link off the toe of the hook, the gear is quickly released.
Snores They are a folding hook formed by two simple hooks. When folding the hooks, a kind of closed ring is formed, which, being ensconced, ensures reliable fastening of the sling or cable end.
Hooks experience stress mainly through bending. Their strength is significantly less than the strength of rigging brackets. Approximate numerical value of the permissible working force on the hook, N,
P G = 0,6 . d G, Where d G— smallest diameter of the hook back, mm.
The hook is stamped with a number corresponding to its capacity.
The hooks are systematically inspected to detect cracks, cavities and other defects and the rubbing surfaces are lubricated. The swivel hooks move around periodically. Hooks with average wear of 10% of their original thickness are not allowed for use.
Butt— a device for reliable fastening of cables to ship structures. It is an eyelet in a metal strip, a metal ring or half-ring welded to any structure of the vessel. The tackle is usually attached to the butt using a rigging shackle, which is inserted into the butt with a pin. The butt is much stronger than a staple with a back of the same diameter.
Approximate numerical value of the permissible working force on the axle, N,
R O= 7.4, where do is the butt diameter, mm.
Rym- a metal ring inserted into the butt. The eyelets serve to pass the cable through and make it more convenient to fasten. The eye is much weaker than the butt, so it cannot be secured 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 ends of the cables; they serve to protect the latter from chafing when attached to the butts, eyelets, brackets, etc. When connecting the cables to the butts, eyelets, or to each other with staples, the number of the bracket must correspond to the number of the thimble. The thimbles are selected according to the tables given in state standards, depending on the thickness of the cables. The use of thimbles that have cracks, delaminations, cavities, burrs and other defects is not allowed.
Ducks- wooden or metal double-horned planks, rigidly mounted on the bulwark, mast, superstructures and other structures. They are used for fastening the running ends of cables, signal halyards and other gear.
Nageli—wooden or metal rods intended for the same purposes as ducks. They are widely used on sailing ships for fastening running rigging.
Raxes- metal rings or half-rings used for attaching and stretching triangular sails - jibs and staysails.
Bugeli- 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 cables for various purposes.
Lanyards They are used for tightening ship's gear, as well as for reliable fastening of various objects and cargo while traveling. Lanyards can be simple or screw.
Simple lanyards are usually made from vegetable or synthetic cables, which are passed several times between two eyes, thimbles triangular shape or staples and connect to each other with the running end of the same cable. Such lanyards are used for tightening lightly stressed cables and for securing small cargo items.
Screw lanyards are used to secure gear that is subject to high stress. On ships, mainly twin-screw (open and closed) and swivel lanyards are used.
Double screw open lanyard consists of a metal frame with bushings 2 at the ends with internal threads of opposite pitch, and two screws 3 with lugs, fork brackets or hooks at the outer ends, to which 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 rotated in the other direction, the screws are unscrewed and the tackle is loosened.
Double screw closed lanyard differs from the open one in that the role of the frame is performed by a closed cylindrical coupling. To rotate the coupling, there is a hole for a pile in its middle part.
Swivel lanyard has a screw on one side, and a hook or eyelet that rotates freely in the sleeve on the other.
Screw lanyards are periodically cleaned of old lubricants, rust and re-lubricated. Lanyards that are not in use are stored in a dry room.
The standing rigging is tightened tightly using screw lanyards. Before tightening the rigging, the turnbuckles are cleaned of old lubricants, lubricated well, and after tightening they are locked. The oiled and stopped turnbuckles are covered with canvas, which is then painted. To protect steel cables from rusting, they are periodically graded, i.e. coated with special compounds (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 cable is covered with a hot dash, 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 contact with the shooting range and work in safety glasses.
Running rigging, made of galvanized cable, is not titrated. If the galvanization is damaged and rust appears, such places are cleaned with brushes and scabbed. Non-galvanized steel cables are periodically lubricated with technical petroleum jelly, rope ointment, grease or other lubricants. To increase the service life of the cables, their ends, as well as all the straps and slings covering the spar, are braided.
Running rigging made of plant cable, attached to cleats, dowels, etc., is inspected in wet weather and, if necessary, tightened to avoid breakage as a result of shortening the cable when wet. The wet rigging, folded into coils, is dried.
The rigging of ship equipment is, as a rule, in a highly stressed state, and the safety of its operation can only be ensured if the cables are securely fastened and in good condition. Therefore, it is very important to promptly detect damage to the cable and replace it or repair it by performing the necessary rigging work.
Marine knots are used in cases where it is necessary to make a thickening on the cable and quickly and securely connect two cables. securely fasten the cable, etc. From a large number maritime 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, as well as to create support for arms and legs in cases of a person ascending (descending) along the cable, a simple knot and a figure eight are generally used.
Simple knot It will work if you make a small peg at the end of the cable and pass the running end of the cable into it.
Eight differs from a simple knot in that after the pegs are formed, the running end of the cable is wrapped 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 front clew.
Straight knot used for connecting two cables of approximately the same thickness that are not subject to strong tension. A knot is usually made like this: holding the ends of the ropes being tied in your hands, bend them in opposite directions, tying two half knots. Cables under high tension are tied with a double straight knot. It is tied in the same way as a straight one, with the only difference being 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 knot of a 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 shears of the covers of ship's boats, deck mechanisms, etc. Sometimes a reef knot is called a straight knot, since the last one to take reefs on sailing ships was to tie the reef seasons of the sails to reduce windage when sailing in stormy conditions.
Flat knot used for tying cables of identical and different thicknesses that are subject to strong tension or wetness. 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 drawn according to the scheme: on top of the main and bottom of the running end of the first cable, on top of the loop under its root part, and then brought out over the loop.
Clew knot used to connect two cables, one of which has a small fire at the end. The knot was named after its main purpose on sailing ships - with this knot the sheets are tied into the sails. To perform this, the running end of the cable is passed into the fire, carried around its neck and passed between the fire and the root part of the cable. The halyards are tied to flags and pennants using a clew knot.
Windlass knot used on sailing ships for tying the topsheets into the sails. The knot is tied in the same way as a clew knot, with the difference that the end of the cable brought into the clew is wrapped twice around the neck of the clew under the root part of the cable. The clew knot is stronger than the clew knot. Unlike the latter, it does not immediately untie when the traction force ceases.
Reliable fastening of plant cables to eyelets, butts, hooks and other objects is provided by various non-tightening and tightening marine knots. Of the first, the most commonly used knots are called bayonets.
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 resulting loop and secured with a claw to the root end. A half-bayonet tied in this way can withstand 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 secure the mooring ends to the mooring devices, the guy ropes of the cargo booms to the eyes and butts, the cargo pendant to the lifted load, etc. If the running end of the cable is carried around the object twice and one or two half-bayonets are tied, the result is obtained accordingly half bayonet, with hose or a simple bayonet with a hose. Fisherman's 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 enclosing the object. A fishing bayonet is the most reliable knot for attaching a cable. Of the tightening knots, we will consider the most used ones. Clove hitch used for fastening cables to objects with a smooth and even surface, feeding tools to those working at height, attaching the throwing end to a mooring cable, etc. On sailing ships, this knot is used to tie shrouds to the shrouds, which is where it got its name. To tie a knot, the running end of the cable is carried around the object, crossed with it over the applied hose, once again carried around the object in the original direction and passed under the crossing hose. When attaching the throwing end to the mooring rope, the running end held under the crossing hose is folded into a loop, which allows you to quickly untie the knot. If the running end of the cable is carried around the object twice and crosses both hoses, and then is carried around the object again and passed under the crossing hose, a knock-out unit with a hose, or a sliding bayonet, is obtained.
Noose used in the same cases as a sliding bayonet - for lifting spars, logs, boards, etc. The running end of the cable is wrapped around the object and the root part of the cable, then wrapped several times around the hose placed on the object. When lifting logs in a vertical position and when towing them, the noose is supplemented with one (Fig. 12, n) or several separate hoses - half-bayonets.
Hook knot used to secure thick cables to the hook that experience relatively little tension. If the running end of the cable is carried around the back of the hook twice, placed in the hook and covered with the root part of the cable, a hook assembly with a hose is obtained. To secure cables under heavy load to the hook, use double hook 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 hook assemblies, the main and running ends of the cable are fastened under the hook with a thin line or skimushgar.
Welding unit used along with the tapping tool mainly for securing piles, brushes and other tools in cases where it is necessary to supply them to those working at height or overboard. To make a knot, the cable is folded into a small loop, the doubled cable is inserted into it, the handle of the tool is inserted into the resulting loop and the knot is tightened.
Hail knot Unlike a noose, it has three hoses, which makes the knot more reliable.
Stopper knot placed on a stretched mooring rope to transfer it from the mooring mechanism turret to the bollards. The stopper is applied to 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 with hands.
Gazebo knot used to secure a safety cable around the body of a person working at height or overboard, and also instead of a fire when securing the cable to a shore pole, hook, etc. To do this, make a small peg on the cable, pass the running end of the cable into it, forming a loop of the required size, then put it around the root part and again pass it through the peg in the opposite direction. Sailors usually tie a knot around their waist with one continuous movement of the wrist. right hand. The running end of the cable is carried behind you 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 right hand with the running end clenched in the fist, pass it under the root end from top to bottom towards you and up Push. Then pass the running end on the left under the molar, pull it into the loop formed by the right hand and tighten the knot. In this way, a knot is tied in a matter of seconds, even in the dark, which is very important if a person who finds himself overboard and exhausted is given a rope from the deck: by tying the knot and moving the non-tightening armpit loop, the person can count on being safely lifted on board vessel.
If you make two loose loops various sizes, get double gazebo knot. It is used instead of a gazebo: a person sits in a large loop, and the smaller one clasps his torso under his armpits, which allows him to work at height with both hands. One way to obtain a knot is to tie two bower 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 drawn parallel to itself, forming a second, approximately half the size, loop and a second hose of the pegs.
Quick and skillful tying of sea knots is developed during practical work and training practices on ships.
A splice is a connection (splicing) of two ropes or one rope at the break point. Splashes can be short and long (accelerating).
Short Splash used for splicing ropes in cases where it is not necessary to pass the spliced part of the rope through blocks, since a thickening is formed at the site of such a splice.
Splicing with a short splice is carried out as follows. Having unraveled the ends of the rope into strands, you need to put marks on them so that the ropes do not unravel further. Marks should also be made on the ends of the strands. Strands of one rope are then passed between strands of the other rope. They are brought together so that the marks placed on them converge. First, strands of one side of the braid are pierced, then the other. When punching a pile between the main strands of ropes, you need to pass running strands under them so that each strand is passed over the nearest main strand under the next one. Having finished the first punching of all the running strands, they need to be carefully tightened, wrapped around with a flyweight, and then punched again and also tightened. Having divided each running strand in two, the halves closest to the root strands need to be cut off, and the remaining ones need to be punched again. Having cut off the protruding ends of well-covered half-strands, the short braid can be considered complete.
After this, each half-strand in turn must be divided in half and the last punching done with quarters of strands. Having covered the pierced wires, you need to cut off their ends and those halves and quarters of strands that did not pierce.
Long (accelerating) splash used when splicing ropes passing through blocks. To do this, it is necessary to develop (unravel) the ends of two ropes into strands 1.5-2 m long, put marks and connect the ropes together as when splicing a short braid: pass the running strands of one rope between the running strands of the other.
By further developing one strand of a rope, a running strand of another rope is inserted in its place. When the inserted strand has a small end left, it needs to be wrapped clockwise around the output strand and tightened with a knot. After this, 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 tuck each running strand under each root strand. After punching, cut off the excess ends of the strands.
Ogonom called a loop (or ring) made from the rope itself at the end or middle of it. Simple fire splashes according to the principle of a regular short splash. To do this, strands of, for example, a three-strand hemp rope are unraveled 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 punched under one of the strands of the root end, the left (from the middle, punched) running strand should be placed over the root strand, under which the middle strand was punched, and punched under the next root strand, and the right running strand should be punched under the third root strand. strand. After punching each strand, they must be pulled out well, tamping with a fly, so that a smooth surface emerges without any humps or twists. Thus, you need to make two punches for each strand. After this, each strand must be divided in half and the halves closest to the root strands must be cut off. The remaining halves of the running strands need to be punched 2 more times each. By cutting off the protruding ends of the strands, a fire is obtained. It is advisable to apply a mark to the area where it is splashed.
In cases where it is necessary to protect the fire from chafing, insert metal thimble. The size of the latter must correspond to the thickness of the rope. After applying the marks, the rope is unraveled, placed in a bale (recess) of the thimble and secured to it with a line or heel. Then, as in the manufacture of a simple fire, three punches are made. The first punch should begin near the end of the thimble so that the rope tightly presses the thimble.
Brand tying a rope or its strands with a line, canvas thread, heel or soft tinned wire is called. The marks protect the ropes from unraveling and come in the following types: simple, self-tightening, with a snake and with a punch. Sequential production simple stamp shown in the figure.
Mooring device designed for fastening a vessel to a berth, mooring barrels and beams, or to the side of another vessel.
The device includes: mooring ropes, bollards, fairleads, bale strips, rollers, views, mooring mechanisms,
as well as auxiliary devices - stoppers, throwing lines, fenders, mooring shackles.
, (mooring lines) can be steel, vegetable and synthetic. The number of mooring ropes on the ship, their length and thickness are determined by the Register Rules.
The main mooring ropes are supplied from the bow and stern ends of the vessel in certain directions, excluding. both the movement of the vessel along the pier and the departure from it.
Depending on the directions in which they are applied, mooring ropes got their name (Fig. 39). Cables 1 and 2, supplied from the bow and stern, keep the ship from moving along the pier and are called bow and stern longitudinal, respectively.
Cables 3 and 4 are called springs (bow and stern, respectively). The spring works in the direction opposite to its longitudinal end, and when paired with another spring, it performs the same work as the longitudinal ones.
Finally, cables 5 and 6, fed in a direction perpendicular to the pier, are called bow and stern clamps, respectively. They prevent the ship from leaving the berth in strong winds.
(Fig. 40) are cast or welded hollow vertical bollards installed on the deck and are used for fastening mooring cables. On transport ships, paired bollards with two steel or cast iron bollards on a common base are usually installed.
Bollards usually have bosses that hold the lower cable hoists, and caps that prevent the upper hoses from jumping off the bollard. Bollards with pedestals without bosses and bollards with a cross are also installed. The latter are convenient for attaching mooring cables directed from above at an angle to the deck.
Bollards are installed in the bow and stern of the vessel on both sides symmetrically. The bollards in the middle part of large-tonnage vessels are used mainly for mooring small watercraft to the side of the vessel. The bollards are securely attached to box-shaped foundations, closed on all sides, welded to the deck.
rice. 39 Mooring ropes
Sometimes transport vessels are equipped with single-bollard bollards - bitings, which are used during towing. Bitens are massive pedestals, the bases of which are attached to the upper deck or passed through it and attached to one of the lower decks. To better hold the cable on the bits there are spreaders.
Special bollards with bollards rotating in bearings are of great convenience for mooring operations. equipped with a locking device. The mooring line fixed to the pier is placed in a figure of eight with two or three ropes on the bollard bollards, and then on the windlass head. When removing the cable, the bollards rotate and allow the cable to pass freely. At the right moment, remove the cable from the turret and place additional hoses on the bollard bollards. At the same time, the locking device keeps the cabinets from rotating.
rice. 40 Bollards
a - simple paired; b - steam rooms with tides; c - paired with a cross;
g - with rotating tables; d - biteng
rice. 41 Cluses
a - round; b - oval, c - oval with horns; g - Panamanian;
d - universal, e - universal rotary
Fairleads (Fig. 41) are devices through which mooring ropes are passed during mooring operations. They are steel or cast iron castings with round or oval holes bordering the same holes in the bulwark of the ship.
The working surface of the fairleads has smooth curves, eliminating sharp bends of the mooring cables. Fairleads are installed in the bulwarks using bolts or rivets.
To ensure mooring of small watercraft to the side of the ship, fairleaes may have tide horns. For the same purpose, in the immediate vicinity of the fairleads, cleats are welded to the bulwark or to its posts.
In places where railings are made instead of a bulwark, special fairleads are used, attached to the deck at the edge of the side. To supply mooring lines, towing fairleads, firmly attached to the bow visor and stern of the vessel, can be used, intended mainly for winding the towing rope.
Bale strips have the same purpose as mooring fairleads. They are usually installed in places where there is a railing, and are attached to the deck at the edge of the outer side.
(Fig. 42) are simple in design, with biting, with one or more rollers. To guide mooring lines supplied to high berths, high-speed vessels, etc., closed bale strips are used.
The most widely used are bale strips with rollers, the rotation of which while retrieving the cable significantly reduces friction and force on the mooring mechanism. To ensure the desired direction of the cable from the bale strip to the windlass turret, guide rollers are installed on the deck.
rice. 42 Bale strips
a - simple, b - with biting, c - with one roller; g - with two rollers;
d - with three rollers, e - closed with two rollers
Views are designed for storing mooring ropes. They have locking devices. Views are installed in the bow and stern parts of the vessel, not too far from the bollards.
Stoppers serve to hold mooring ropes when transferring them from the mooring mechanism drum to the bollards. Stoppers can be chain, vegetable or synthetic.
The chain stopper is a piece of 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 at least 1.5 m long at the other. Stoppers for vegetable and synthetic cables are made of the same material as the cable, but half as thick.
Throwing ends serve as a conductor for supplying mooring ropes to the shore when the vessel approaches the pier. The throwing end is a plant line or a braided nylon cord with a diameter of 25 mm and a length of 30 - 40 m with small fires embedded at the ends. One of them is used for attaching lightness - a small canvas bag tightly filled with sand and braided with skimushgar, the other - for the convenience of using the throwing end.
The throwing end, made from a new plant rope, is pre-stretched so that pegs do not form on it. To do this, a cable soaked in salt water is pulled between two vertical posts and a load is suspended from its middle.
Fenders are designed to protect the ship's hull from damage when moored, parked at a pier or alongside another ship. They are soft and hard.
Soft fenders are canvas bags tightly stuffed with some elastic, non-deformable material (for example, cork chips) and braided with strands of plant rope.
The fender has a firewall with a thimble for attaching a plant cable to it, the length of which should ensure that the fender is secured overboard at low berths and the smallest draft.
Hard fenders are wooden blocks (logs) up to 2 m long, suspended on cables from the side of the vessel. To give the fender elasticity, it is braided along its entire length with an old plant rope. When the vessel is moored at the berth, rigid fenders are suspended horizontally so that the fender rests on at least two adjacent frames.
Mooring shackles are used for fastening the mooring rope to the shore eye or the eye of the mooring barrel. To avoid deformation of the shackle or its pin when the mooring cable is under strong tension, it is recommended to place the shackle not directly behind the eye and eye of the cable, but as shown in Fig. 43.
A mooring device is designed to secure a vessel to a berth, mooring barrels and beams, or to the side of another vessel. The device includes mooring ropes, bollards, fairleads, bale strips, guide rollers, views, mooring mechanisms, as well as auxiliary devices - stoppers, throwing ends, fenders, mooring shackles.
Mooring ropes (mooring lines) can be steel, vegetable and synthetic. The number of mooring ropes on the ship, their length and thickness are determined by the Register Rules.
The main mooring ropes (Figure 6.1) are supplied from the bow and stern ends of the vessel in certain directions, preventing the vessel from moving along the berth and moving away from it. Depending on these directions, mooring lines got their names. Cables supplied from the bow and stern ends keep the ship from moving along the pier and are tied with the bow/and stern 2 longitudinal ones, respectively. A cable whose direction is opposite to its longitudinal end is called a spring. Bow 3 and stern 4 springs are used for the same purposes as longitudinal ones. Cables fed in a direction perpendicular to the pier are called bow 5 and stern 6 clamping. They prevent the vessel from leaving the berth in strong winds.
Figure 6.1 – Mooring ropes
Bollards are cast or welded bollards (steel and cast iron) for fastening mooring cables. On transport ships, paired bollards with two bollards on a common base are usually installed, having bosses to hold the lower rope hoses, and caps that do not allow the upper hoses to jump off the bollards (Figure 6.2, a). Bollards with bollards without bosses are also installed (Figure 6.2, b ) and bollards with a cross (Figure 6.2, c). The latter are convenient for attaching mooring cables 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 single-bollard bollards are installed on transport ships - bitengs (Figure 6.2, d), which are used during towing. Bitens are massive bollards, the bases of which are attached to the upper deck or passed through it and attached to one of the lower decks. To better hold the cable on the bits there are spreaders.
Bollards with bollards rotating in bearings and equipped with a locking device are very convenient for performing mooring operations (Figure 6.2 -, e). The mooring line fixed to the pier is placed in a figure of eight with two or three ropes on the bollard bollards, and then on the windlass head. When the cable is selected, the bollards rotate and pass the cable freely. At the right moment, remove the cable from the turret and place additional hoses on the bollard bollards. At the same time, the locking device keeps the cabinets from rotating.
Fairleads are devices through which mooring ropes are passed from a ship. They are steel (cast iron) castings with round (Figure 6.3, a) or oval (Figure 6.3, b) holes, bordering the same holes in the bulwark of the ship. The working surface of the fairleads has smooth curves, eliminating sharp bends of the mooring cables. For mooring small floating craft to the side of the ship, fairleads with tides - horns are used (Figure 6.3, c). For the same purpose, in the immediate vicinity of the fairleads, cleats are welded to the bulwark or to its posts. In places where railings are made instead of a bulwark, special fairleads are fixed on the deck at the edge of the side (Figure 6.3, d). To supply mooring lines, towing fairleads, firmly attached to the bow visor and stern of the vessel, are used, primarily intended for inserting towing ropes. Strong friction of mooring lines on the working surfaces of the fairleads of these structures leads to rapid wear of the cables, especially synthetic ones, which is why universal (Figure 6.3) and rotary universal (Figure 46, e) fairleads are widely used on ships. A universal hawse has vertical and horizontal rollers rotating freely in bearings, forming a gap into which the cable fed to the shore is passed. Rotating one of the rollers when pulling the cable from any direction significantly reduces friction. The rotary universal hawse has a cage rotating on ball bearings in the body
Figure 6.2 - Bollards
Bale strips have the same purpose as mooring fairleads. By design, they are simple (Figure 6.4, a), with a biting (Figure 6.4, b), with one (Figure 6.4, c) or several - two (Figure 6.4, d), three (Figure 6.4, e) - rollers. To guide mooring lines supplied to high berths and ships with high sides, closed bale strips are used (Figure 6.4, e). The most widely used are bale strips with rollers, the use of which significantly reduces the effort required to overcome the friction forces that arise during rope removal.
Figure 6.3 - Fairleads
To route the mooring cables from the hawses to the drums of the mooring mechanisms, metal bollards with guide rollers are installed on the deck of the forecastle and poop.
Views are designed for storing mooring ropes. 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 a vessel with mooring lines in place to the pier, the side of another vessel, a mooring barrel, to pull the vessel along the pier, as well as to automatically regulate the tension of the mooring cables when the water level fluctuates due to tidal phenomena or when the vessel's draft changes during cargo operations. operations.
Ship mooring mechanisms are: windlass, anchor-mooring and mooring capstans, anchor-mooring winches, simple and automatic mooring winches.
Windlasses and anchor-mooring capstans have drums (turrets) that are used for pulling out mooring cables. On ships that do not have a stern anchor device, a mooring capstan that does not have a chain drum is installed at the stern. The vertical location of the axis of rotation of the capstan mooring drum allows you to select moorings from any direction. The concave outer surface of the drum can be smooth or have vertical welps - rounded ribs. Welps prevent the cable from sliding along the drum, however, due to kinks on them, the cable is damaged more quickly. Therefore, when synthetic cables are widely used on ships, subject to a lot of abrasion on rough surfaces, it is preferable to have capstans with smooth drums.
Anchor-mooring winches, installed on some ships instead of windlasses, are used in mooring operations in the same way as windlasses.
A simple mooring winch (Fig. 48) has an electric motor / with a built-in disc brake. The rotation of the engine through a worm gearbox 2 is transmitted to the intermediate shaft, on which the gear 3 of the open spur gear and the friction clutch 4 are mounted. Through the large gear, the rotation is transmitted to the working shaft with a mooring drum 9. A hand-operated band brake 5 is mounted on the drum disk. The friction clutch is turned on and off using a manual drive 6. The mooring rope 8 is laid on the drum in even rows using a cable laying machine 7
An automatic mooring winch (Figure 6.5) differs favorably from 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 pier and to retrieve the released cables.
After the mooring rope is pulled tight when pulling the vessel, it remains on the drum, and the winch is switched to automatic mode, for which the required mooring tension force is automatically set. If for any reason the load on the cable deviates from the set one, the winch automatically picks up or releases the mooring cable, ensuring a constantly specified tension.
The length of the mooring cable that can be automatically released by the winch when the load exceeds the set one is limited. In this case, they proceed from the greatest possible changes in the position of the vessel relative to the berth. If, for example, during a strong squeezing wind, the cable tension exceeds the set value on the machine, then the winch releases the specified length of the cable, after which the machine will apply the brake to the drum and a light or sound signal will turn on on the winch, indicating an emergency mode of its operation. When selecting the permissible length limit When releasing the mooring rope, it is recommended to install the alarm in such a way that the signal turns on at the moment when the full first row of the rope remains on the drum. This installation will give time to eliminate the danger of completely releasing the mooring line.
Automatic winches are manufactured in two versions: with a mooring turret connected to the mooring drum by a disconnecting coupling, and without a turret. The latter are installed near the windlass and capstan.
1- electric motor; 2-reducer; 3-turret; 4 - cable tension indicator; 5-mooring drum; 6-manual drive of the tape stopper; 7-release clutch control lever; 8-rotating guide post roller; 9-guide post; 10- steering wheel of the engine ventilation unit.
Stoppers serve to hold mooring ropes when transferring them from the mooring mechanism drum to the bollards. They are chain, vegetable and synthetic. The chain stopper is a piece of 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 at least 1.5 m long at the other. The stopper for vegetable and synthetic cables is made of the same material as the cable, but half as thick.
Throwing ends are necessary for feeding mooring ropes to the shore when the ship approaches the pier. The throwing end is a plant line or a braided nylon cord 25 mm thick, 30-40 m long, with small fires embedded at the ends. One of them is used for attaching lightness - a small canvas bag tightly filled with sand and braided with skimushgar, the other - for the convenience of using the throwing end.
Fenders are designed to protect the ship's hull from damage when moored, parked at a pier or on board another ship. They are soft and hard.
Soft fenders are canvas bags tightly stuffed with elastic, non-deformable material (for example, cork chips) and braided with strands of plant rope. The fender has a fire 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 are wooden blocks suspended on cables from the side of the vessel. To give such a fender elasticity, it is braided along its entire length with an old plant cable.
Mooring shackles are used to fasten the mooring cable to the shore eye or the eye of the mooring barrel.
Fenders are designed to protect the ship's hull from damage when moored to coastal structures or other vessels. Wooden, metal, rubber-metal and rubber fenders are used as such means.
Wooden fenders are made mainly from pine, cedar and larch, less often - from oak and ash. By design, they are divided into single-row and double-row, and their sizes are taken depending on the displacement of the vessel.
Thanks to its elastic properties, wood absorbs impact energy well, being the first to collapse when the CS hits a hard wall. The disadvantage of wooden fenders is their short service life and frequent replacement of the timber.
Metal fenders do not have shock-absorbing capacity; the impact of the ship on the pier is not softened, but is distributed over a large length of the hull. They are made from steel standard pipes made of the same steel as the KS.
The rubber-metal fender effectively absorbs impact energy and at the same time ensures load distribution on the side of the compressor. However, it is much more expensive, difficult to manufacture and requires more careful monitoring during operation. For these reasons, such fenders are used only on railway ferries and on large crane vessels that are frequently moored, for which impacts on the pier during mooring are especially dangerous.
Rubber fenders are increasingly used in domestic and foreign shipbuilding. rubber fenders type SD, supplied by the Dutch company Vredestein. They have good energy absorption capacity, resistance to precipitation, simplicity of design and fastening to the body. However, they contribute to a much lesser extent in distributing the load on the ship's hull than fenders of all other types.
All fenders are installed at or near the decks, side stringers or longitudinal frame, which ensures better load distribution on adjacent frames and other elements of the strong hull
6.2 Main types of mooring ropes
Main types of mooring ropes (cables) and their characteristics.
Depending on the type of vessel and the conditions of its mooring, the following types of mooring ropes (cables) are used in shipbuilding practice:
Steel;
Vegetable:
a) hemp;
b) Manila;
c) sisal;
Synthetic.
On tankers carrying cargo of the 1st and 2nd categories, steel cables are prohibited for mooring for fire safety reasons. Vessels carrying flammable petroleum products and tropical vessels must use vegetable and synthetic ropes.
Steel ropes (cables). The design of steel ropes is characterized by the following main elements:
Number of strands;
Number of wires in strands;
Type and number of cores;
Lay direction;
The nature of the contact of the wires in the strands;
Type and type of lay.
Among steel ropes, the most common are six-strand ropes with organic cores, which are easily spliced due to the rational ratio of the diameters of the strands and the central core. Organic cores in each strand and in the center of the rope, made from hemp, manila or cotton, give the ropes elasticity, and therefore greater durability to dynamic loads. In addition, lubricant-impregnated organic cores fill the gaps between the wires and protect them from moisture.
Depending on the direction of laying of the strands, the cables can be right or left. For mooring ropes wound on turrets from either side, it is more advisable to use right-hand lay ropes. The lay direction is selected in such a way that when winding onto a drum, the rope must be additionally twisted, ensuring the desired lay density and durability.
Based on the nature of the contact of the wires in the strands, ropes with linear contact (LK) and point contact (TC) of the wires are distinguished.
LK ropes have increased wear resistance, since they are made from wires of different diameters, which ensures a high lay density, so they work reliably on mooring winches. However, TK ropes are more resistant under heavy work conditions.
Depending on the type of lay, ropes are distinguished:
One-sided lay, in which the directions of lay of wires in strands and strands in ropes coincide;
Cross lay, in which the lay directions of the strands and the rope are opposite, the ropes of this lay have greater structural strength and are therefore more often used for moorings, despite the increased rigidity.
Depending on the type of lay, ropes can be:
Ordinary;
Non-unwinding.
In ordinary ropes, the wires and strands are not freed from internal stresses that appear during the laying process and tend to unwind the rope.
In non-untwisting ropes, the wires and strands are given spatial curvature before laying by preliminary deformation of the wires and strands and thereby removing internal stresses. In addition, these ropes are most widespread due to their advantages:
Have greater flexibility;
Do not twist when pulling the rope onto the drum;
They are distinguished by a more uniform distribution of tensile forces on each strand, and within the strand - on each wire;
Provide greater resistance to fatigue stresses caused by alternating bending;
When broken, they do not unravel; individual broken wires retain their position in the rope, which makes it much easier handmade with it and protects the surface of the turrets and drums from damage.
Regardless of the design, steel cables are classified:
According to the tensile strength of the wire material;
By wire viscosity;
For anti-corrosion protection, which must be specified when ordering.
The tensile strength of rope wire ranges from 70-210 kg/mm 2 . When ordering cables, it is necessary to take into account that standard parts of mooring devices are designed for the breaking load of a steel cable with a wire tensile strength of 140-150 kg/mm 2, and mooring mechanisms, according to current standards, are designed to work with steel cables with a wire tensile strength of 160 kg /mm 2 - for cable diameters up to 33.5 mm and 140 kg/mm 2 - for cables of larger diameter. Based on this, the strength of steel cables for mooring ships should not be higher than that for which the parts and mechanisms of mooring devices are designed.
The viscosity of the wire is important indicator quality of the rope, which determines the number of variable bends and twists
when testing a rope for endurance. According to this indicator, ropes are divided into:
Ropes of the highest grade;
Grade I ropes;
Grade II ropes.
The increased viscous properties of the wire extend the service life of mooring ropes, which is why they are usually used for the manufacture of grade I ropes.
According to the nature of anti-corrosion protection, ropes are distinguished depending on the size of the zinc coating of the wires: LS, SS and ZhS. For mooring lines, zinc-coated ropes are used; as an exception, SS coverage is allowed.
For conventional mooring ropes that do not operate on automatic mooring winches, it is advisable to use steel cables of the TK type, having 6 x 24 = 144 wires with seven organic cores.
In the practice of domestic navigation, the following steel ropes are most widely used:
TK type, consisting of 6 x 24 = 144 wires and 7 organic cores;
TK type, consisting of 6 x 37 = 222 wires and one organic core;
LK-RO type, containing 6 x 36 = 216 wires and one organic core with wire strength limits of 150 and 160 kg/mm 2 (to reduce the size of winch drums);
Type I with anti-corrosion coating ZhS, right-hand lay with a wire strength of 140 and 150 kg/mm 2, for which standardized products of mooring devices (winch drums, bollards) are designed.
Automatic mooring winches can use six-strand steel cable of type TK and type LK.
Hemp ropes are made in two types: bleach and resin, i.e., impregnated with hot tree resin. The most commonly used mooring lines are three-strand resin hemp ropes (cable work), right lay, elevated and special ones. The main advantage of all plant ropes is their high elasticity.
The disadvantages of hemp ropes include:
Heavy weight;
Ability to become wet and lose flexibility;
Tendency to rapid rotting and loss of strength;
Susceptibility to harmful bacteria;
Contamination of the ship and sailors' overalls with tar.
Manila ropes are made from manila yarn (heels), obtained from the fibers of the leaves of the perennial abaca plant, growing in the Philippine Islands. The domestic industry produces ordinary three-strand Manila ropes for shipbuilding.
A valuable property of manila ropes is that there is no need to resin them, since they are not saturated with moisture, do not rot, and retain their weight when exposed to moisture. Manila ropes of normal strength are used for mooring lines.
Sisal ropes are made from sisal yarn (boots), obtained from the fibers of the leaves of the agave-steel plant, which grows in tropical countries. In appearance they resemble Manila ones, but are inferior to them in strength and moisture resistance.
Manila and sisal ropes are stronger, lighter and more flexible. Ropes made from artificial fiber yarn are made from thin threads of nylon, nylon or perlon. The domestic industry produces three-strand, right-hand lay nylon ropes with a circumference of up to 200 mm, the mechanical and weight qualities of which are regulated by GOST 10293-62.
Experience shows that in most cases, the use of ropes made of artificial fibers as moorings does not entail significant design changes in the details of the mooring device.
Nylon ropes have the following operational advantages:
They are more than 5 times lighter than hemp ropes and approximately 2 times lighter than steel ropes with the same breaking force;
They do not absorb water, do not swell in water, and do not lose flexibility like hemp ropes;
They cannot be damaged by mold or marine bacteria; they can be stored for storage immediately after being in the water;
Due to their high elasticity, they are very resistant to dynamic loads, which allows them to be successfully used for mooring in rough seas;
When working on mooring drums, they receive little wear and hardly become frayed.
Due to their lighter weight compared to plant ropes, nylon ropes are preferable for mooring devices with conventional mechanisms, i.e., in the case of manual labor during mooring operations.
Flaws nylon ropes:
Lower coefficient of friction when working on a mooring drum, which requires an increased number of hoses and an increased number of people to select the running end of the rope;
Increased elongation, accompanied by residual deformation, which negatively affects the use of nylon rope when using mooring winches with permanent fastening of the rope to the drum;
The need for more thorough processing of the working surfaces of mooring drums (turrets), as well as bollards, than is required when working with other types of ropes;
Greater sensitivity to an increase in load acting on the rope in excess of the nominal one; in addition to an increase in residual deformation, there is a violation of the smooth sliding of the rope hoses along the drum, expressed in the appearance of jerks;
Higher heating of the mooring drum than when working with other types of ropes;
The need for increased precautions when working with a capstan, windlass and winch, since when the vessel is pulled up, the rope is strongly stretched and turns into a kind of spring;
If the end of the rope running off the mooring drum is accidentally loosened, a dangerous instantaneous rebound of the rope in the opposite direction may occur, which is dangerous for workers.
In practice, six-strand Hercules type ropes are used, which are made from special combined strands consisting of plant heels and galvanized steel wires. Since the strands of the rope contain steel wires with a tensile strength of 140 kg/mm 2, their strength is 2 times greater than the strength of hemp ropes of the same diameter.
Comparative characteristics mooring ropes. From the point of view of static strength, the quality of certain types of mooring ropes is determined by the ratio between their breaking strength and linear weight. The test showed that with the same strength, the linear weights of steel, plant and nylon cables are approximately 1: 2.5: 0.5, and their diameters are 1: 3: 1.5.
Dynamic strength of the mooring rope, i.e. its ability to perceive short-term forces is determined by the amount of energy, i.e. the work required to break the cable. This work is performed by the forces applied to the mooring line, when removing its slack from sagging, as well as during elastic and plastic elongation of the cable material.
Due to the short length and weight of the ropes, their sagging and the work required to straighten the cable are much less than the work of deformation. Therefore, an increase in the linear weight of moorings does not significantly affect the dynamic strength. The effect can be obtained if anchor chains are used as mooring lines, which is sometimes used during long-term moorings.
The relationship between the load and the deformation of the cable when it operates for a sufficiently long time is close to linear. In this case, the breaking energy of the cables various types determined by their relative elongation at the same tensile strength. If we take into account that the relative elongation of a steel cable is approximately 1.5%, a vegetable cable is about 10%, and a nylon cable is at least 20%, then their breaking energies will be in the ratio 1: 6.5: 13.
Thus, both under static and dynamic loads, it is most advisable to use cables made of synthetic fibers. First of all, they should be used when parking in conditions of strong wind and waves. Under normal conditions, mooring lines made of steel cable with a diameter of 15-30 mm are still used, as a rule. The cross-section and length of mooring ropes for a vessel are determined by the Register Rules as a function of the characteristics.
In addition to the main mooring ropes, ships are also provided with plant ropes (perlines) of large cross-section. If there are no nylon ones, the plant cable, which also has good shock-absorbing properties, starts up when parked in fresh weather and rough weather.
6.3 Fender protection device
The most reliable pneumatic mooring fenders NVK-3 (diameter 2 m, length 3.6 m) are widely used on vessels of the fishing industry fleet. When compressed to half the original diameter and a working pressure of 80 kPa, the NVK-3 fender is capable of withstanding a load of 1100 kN and absorbing kinetic energy of 320 kJ.
Tire fenders are structurally of two types:
With a vertical tire package;
With vertical and horizontal arrangement of the tire package.
Such fenders, in combination with mooring ropes that have shock absorbers in the form of inserts made of nylon rope (or rubber), allow mooring and carrying out cargo operations in sea conditions up to 4 points. Garlands made from tires are inexpensive and easy to manufacture.
Fenders made from tires, assembled in garlands, are used as hanging aid protection of the most vulnerable parts of superstructures, the upper part of hulls, ends, etc. Car tires have some negative properties, in particular, greater rigidity than necessary for this purpose. This sometimes leads to the formation of dents in the outer casing and is another argument in favor of the fact that the main elements of fender protection should be special structures, in particular, rubber-fabric cylinders. Figure 6.6 shows a diagram of the TP fender protection type "Crystal".
The question of the number of floating and outboard fenders, their location along the side of the vessel must be decided by the navigator, taking into account the size of the moored vessels, the steepness of the valances and other structural and architectural features of the vessels, as well as the characteristics of mooring vessels on the open sea in conditions of wind, waves, swell and the requirements of good maritime practice.
Floating block fenders are connected in pairs using a chain insert between the fenders 10-15 m long. The fender guys, with which they are attached to the side of the vessel, include shock-absorbing inserts 5-10 m long from sections of chain or nylon rope. Pneumatic fenders were used as hanging fenders at the point of formation of the bow and stern valances: one at the bow of the vessel, two at the stern. Triple garlands of tires are suspended in the middle part of the vessel.
The domestic industry produces a small range of pneumatic fenders. Of these, only NVK-3 fenders measuring 2x3.6 m meet the operating requirements. At the same time, foreign companies produce reliable pneumatic cranes in a wide range. For example, the Yokohama Tomu company produces fenders in eight standard sizes: with a diameter from 0.7 to 3.3 m and a length from 1.5 to 6.5 m; the Kibra company produces pneumatic fenders in 20 standard sizes: with a diameter from 0.5 to 2 m and lengths from 1.5 to 8 m. Large-sized tubeless low-pressure fenders of 30 standard sizes are produced by Dunlop. They are made of high-strength synthetic fabric that is resistant to oil products and allows the fenders to be transported rolled up.
Figure 6.6 - Scheme of fender protection TP type "Crystal": 1 - suspended pneumatic fender; 2 - block fender of three cylinders; 3 - garland of tires; 4 - interfender insert; 5 - exhaust end; 6 - stern guy; 7 - nasal pull
Literature:: p.375-410,: p. 105-117; : p.201-213.
Questions for self-control
1. What elements does the mooring device consist of and what is their purpose?
2. What are the names of the mooring ropes supplied from the ship to the pier?
3. What are simple and automatic mooring winches?
4. How are mooring ropes supplied to the pier and secured to the ship?
5. In what cases and how is mooring with anchor release performed?
6. How is the cable transported from the vessel to the mooring barrel?
7. What occupational safety rules are followed during mooring operations?
7 Cargo device
Load booms and cranes
Purpose and placement of the cargo device
The cargo device is used for loading and unloading cargo transported on a ship. In some cases (when carrying out cargo operations in offshore conditions, near ice fast ice and unequipped berths), the vessel’s cargo device serves as the only transshipment device, in others it is used in conjunction with shore devices in order to speed up cargo operations. There are two main types of cargo devices used on ships: with booms and with cranes, which make it possible to move cargo in vertical and horizontal directions. The lower part of the arrow is called the spur, the upper part is called the nock.
For cargo operations, the boom reach is important, i.e., the extension of the boom or crane end overboard. An increase in the reach of cargo booms is facilitated by attaching them to U- and L-shaped masts and to paired cargo columns.
The boom loading device consists of cargo booms, winches and associated rigging. Boom spurs are hinged on masts or paired cargo columns. The placement of cargo winches depends on the location of the booms. Typically, winches are installed on the roofs of superstructures and on special cargo rooms (tambuchins) located between the holds. This arrangement provides a number of operational advantages: visibility for the winch operator is improved, rollable or folding hatch covers are located under the deckhouse or superstructure rostra when the holds are open, winches do not interfere with the placement of deck cargo. Boom-rigged vessels use electric and hydraulic cargo winches.
Load booms are divided into light ones with a lifting capacity of up to 10 tons, heavy (heavy) with a lifting capacity of 100 tons and more.
The cargo device with cranes consists of deck cranes, which, depending on the purpose of the vessel, are installed stationary or with the ability to move along the crane tracks. Traveling cranes have a large lifting capacity and are installed on large-tonnage lighter carriers and container ships. On ships carrying general cargo, cranes are usually installed on elevated platforms or high frames mounted on the deck. The tap rotates 360°; which allows servicing two adjacent hatches. The crane's cargo mechanisms ensure its rotation, changing the boom's inclination, and lifting and lowering the load. The lifting capacity of conventional deck cranes, as a rule, does not exceed 8 tons, so many ships with cranes are additionally equipped with a heavy boom.
The advantages of cranes are ease of maintenance, high performance and constant readiness for action. The disadvantages of rotary cranes include the inability to lift loads weighing more than their rated lifting capacity and greater sensitivity to roll and trim. Cranes of various designs are installed on naval vessels.
Related information.
The mooring device is designed for reliable fastening of the vessel to the pier, quay wall, landing stage; to a ship docked in the port waters. In some cases, this device is used to move a vessel from one mooring place to another, as well as for short-term moorings near an unequipped shore. The mooring device consists of: bollards, mooring fairleads, bale strips, mooring ropes and ropes for them, fenders. In addition, it can be equipped with mechanisms - mooring winches and capstans. For mooring, general ship mechanisms - capstans and windlasses - can be used.
The mooring device includes:
Mooring ropes (mooring lines), with the help of which the ship is pulled to the berth structures (other ships), attached to them and re-moored.
Moorings. Steel, synthetic and vegetable cables are used as moorings.
Steel cables must be galvanized and have at least 144 wires and seven organic cores. Automatic mooring winches may have a cable with one organic core and a number of wires of at least 216.
Plant ropes should be manila or sisal. On small vessels, hemp ropes are also allowed as mooring lines.
The number of mooring ropes on the ship, their length and thickness are determined by the Register Rules. In practice, it is customary to take the mooring line length 10% greater than the length of the vessel, but making them longer than 200 m is not required.
The largest number of moorings are used when mooring a vessel with a log; depending on the location of the moorings and their purpose, they receive their name.
All mooring lines must have lights at the ends, each about 2-3 m long, and be sufficiently strong and elastic.
Mooring hawse– reinforced oval cutouts in the bulwarks through which the mooring cable is fed.
Installed in bulwark sheets. They can be simple and universal. Simple fairleads of round and oval shape are steel or cast iron castings that have a smooth rounding of the working surface to avoid sharp bending of the mooring line.
The universal hawse has two vertical and horizontal rollers. The vertical rollers are spaced more widely so that the mooring line can be passed through. However, in such a hawse, the mooring cable may become jammed.
Bale strip– a device for changing the direction of movement of the cable.
They are usually installed in the area of railings or on a bulwark. They are simple, closed, with rollers, with horizontal and vertical rollers and with basting.
A rollerless bale bar consists of a base and horns that are cast as one piece. Such bale strips are installed for guiding springs and clamping moorings, due to the fact that they have greater strength. When a cable passes through bale bars without rollers, it experiences a lot of friction and quickly fails. This drawback is eliminated in bales with vertical rollers. They can have from one to three rollers. Bale strips with one and two rollers are used for guiding one mooring line, with three rollers - for two.
Currently, two or three separately standing rollers are used on the bulwark or near a cutout in it.
Bale strips with a horizontal roller and basting are used in cases where the mooring line can deviate upward from the tension line.
On some ships, on the deck against the windlass turrets, outlet rollers are placed on a special base, which give direction to the cable for convenient placement of it on the turret.
Mooring bollard– for securing mooring lines (straight and cross).
Bollards are single and paired, cast, cast iron or steel bollards, bolted or welded to the deck of the vessel. The bollards have caps on top, sometimes with tides on the sides, preventing the mooring line from slipping upward. Bollards are divided into single, double and cross bollards according to their design.
The number and location of mooring bollards are taken based on design features, purpose and general location of the vessel. Typically, ships have 12 - 14 brine bollards, located symmetrically along the sides in the bow, middle and stern parts
Cross bollards are used on ships with low decks. The cable placed on them will not slide up over the crossbar when fed to the pier.
Fender– a means of protecting the side from possible damage, including during unsuccessful mooring (piling). Fenders can be soft or hard. Used as fenders wooden beams, canvas or woven rope bags filled with crushed cork, hemp or synthetic waste, old tires, cylindrical pneumatic cylinders, etc. In tugboats, pieces of tires are used to “sheath” the fender beam. Modern ships are equipped with spring fenders.
View– a drum with large-diameter disks at the edges and a band brake, designed for winding the cable and storing it.
Views can be non-drive and manually driven in the form of a swing.
Steel and synthetic cables are stored on views. It is not recommended to store plant ropes on them, since there will be insufficient air access to the internal hoses and possible spoilage quickly cable
Banquets– devices used for storing mooring lines. They are wooden and metal baskets that are installed on racks and covered with covers. At banquets, ropes are well preserved, but take up a lot of space.
Stoppers on mooring lines, which serve to temporarily hold mooring lines when transferring them from the windlass head to the bollards.
They are installed between the bale bar or mooring hawse and the bollard and secured with a bracket to the butt on the deck or the base of the bollard. To lock steel moorings, use a piece of rigging chain with a caliber of 5-10 mm and a length of about 2 m with a 1.5 m long plant cable attached to it. The stopper is applied with a special locking unit. To do this, the stopper is pulled along the mooring line in the direction of tension, placed on the mooring line with one half-bayonet, then four or five hoses of the chain are applied hollowly in the direction opposite to the first half-bayonet. After applying the stopper, the sailor holds it in tension at the end of the plant cable. For greater reliability of locking the cable, you can apply two half-pins
Throwing ends– thin cables, with the help of which mooring lines are supplied to berthing structures and other vessels.
They are made from hemp or sisal cable with a circumference of 25 mm and a length of 35 - 40 m with a light bag (a bag of sand braided with skimushgar) at the end. To make the new throwing end less tangled, it is soaked and pulled out when throwing. Currently, on some ships, throwing ends are made of nylon braided cord.
Conductors– auxiliary cables, installed, if necessary, between the throwing ends and heavy moorings when it needs to be moved or pulled over a considerable distance.
They are plant and thin steel cables.
Mooring mechanisms They are used to pull the vessel to the pier, retrieve the cables, and also to attach the mooring ends to them.
These include mooring capstans and winches. In addition, windlasses, anchor-mooring capstans and, if necessary, cargo winches are used for mooring operations.
=Sailor on watch (p.31), Training manual for sailor and boatswain (p.98)=
Preparing the vessel for mooring operations.
Preparing for mooring – necessary condition its quality implementation. The mooring parties and the watch mechanic, who prepares the engine for operation in maneuvering mode, are warned in advance about the upcoming mooring. Power is supplied to the mooring mechanisms.
In advance, before arriving at the pier, the command is given from the bridge “Mooring parties to stand at their mooring places!” Members of the mooring parties, wearing shockproof helmets and gloves of the established type, take places according to the schedule for mooring operations. The chief mate is called to the navigation bridge, and the chief engineer to the engine room.
At the command “Moor to starboard (port) side!” bow and stern mooring parties perform the following operations:
· establish and test communication with the bridge;
· check the operation of the mooring mechanisms at idle speed, prepare the anchors for release;
· prepare mooring ropes for delivery to the berth;
· prepare 2-3 throwing ends;
· prepare canvas and mats to protect moorings from friction where they pass through fairleads and bale strips;
· attach chain and plant stoppers to bollards or deck butts;
· soft fenders are prepared, and hard fenders are hung, if necessary, along the side with which the vessel will be moored to the pier;
· prepare anti-rat shields.
Steering commands.
| Man on the steering wheel! | A hand to the helm! e hand that ze helm! |
| Right! | Starboard! Starbird! |
| Left! | Port! sweat! |
| Steer right! | Starboard the helm! Starbird the Helm! |
| Left hand drive! | Port the helm! pot ze helm! |
| More right! | Morestarboard! mor ˈstarbird! |
| More left! | Moreport! pestilence! |
| Right on board! | Hard-a-starboard! All starboard! hard-ey-ˈstarbird!ol ˈstarbird! |
| Left aboard! | Hard-a-port! All port! hard-ey-sweat!ol-sweat! |
| Easy, take it away! | Ease the helm! from ze helm! |
| Easier right! | Ease to starboard! from that ˈstarbird! |
| Easier left! | Ease to port! from that sweat! |
| Straight steering wheel! | Midships midships |
| Conquer! | Meether mit dick |
| Keep it up! | Steady! (steady so!); Steady as she goes! Steady! (ˈsteady sou!);ˈsteady ez shi gouz! |
| The right not to walk! | Nothing to starboard! ˈnasin tu ˈstarbird! |
| Don't go to the left! | Nothing to port! ˈnasin tu sweat! |
| Correct according to the course! | Steer the course stee the kos |
| Steering wheel right ten (twenty)! | Starboard ten (twenty)! stubbed ten(ˈtuenti)! |
| Steering wheel left ten (twenty)! | Port ten (twenty)! pot ten(ˈtuenti)! |
| Move the steering wheel to 5 degrees! | Ease to five! from that file! |
| Steer right, keep 82 degrees! | Starboard, steer zero eight two ˈstabed,stie ˈzierou ate tu |
| Steer to the left, keep course 182! | Port, steer one eight two! sweat, stee one ate tu! |
| Left hand drive, keep 305! | Port, steer three zero five! sweat,stie sri ˈzierou five! |
| Hold on buoy, sign! | Steer on buoy, on beacon! Steer he's a boy, he's a ˈbiken! |
| Follow the wake of the icebreaker | FollowIcebreaker! ˈfollow ˈiceˌbreak! |
| Be careful on the steering wheel! | Watch you steering! wach yu ˈstierin! |
Types of mooring lines.
Mooring ropes (mooring lines) can be steel, vegetable and synthetic. The number of mooring ropes on the ship, their length and thickness are determined by the Register Rules.
The main mooring ropes are supplied from the bow and stern ends of the vessel in certain directions, excluding. both the movement of the vessel along the pier and the departure from it.
Depending on the directions in which they are applied, mooring ropes got their name (Fig. 39). Cables 1 and 2, 7 and 8, supplied from the bow and stern, keep the ship from moving along the pier and are called bow and stern longitudinal, respectively.
Cables 4 and 5 are called springs (bow and stern, respectively). The spring works in the direction opposite to its longitudinal end, and when paired with another spring, it performs the same work as the longitudinal ones.
Finally, cables 3 and 6, fed in a direction perpendicular to the pier, are called bow and stern clamps, respectively. They prevent the ship from leaving the berth in strong winds.
