Approach to the place anchorage and recoil maneuvering anchors

The place of anchoring the vessel is chosen by the captain himself or the port authorities indicate a point or a square. It is necessary to approach the place of anchoring at a predetermined speed, the echo sounder turned on and more often control the position of the vessel using all available navigation methods. If there are doubts about the depth indicated on the map, or the nature of the depth is not known, then lower the anchor into the water by a value greater than the ship's draft. Often other ships are anchored in the anchorages, so it is necessary to determine their location and the availability of free water area for maneuvering, to plot on a large-scale map the circumference of the possible movement of the ship’s stern, taking into account the length of the etched anchor chain, to determine the control bearings and the distance of coastal landmarks.

Before approaching the anchorage, in advance (20 minutes in advance), an assistant captain is called to the tank according to the ship's schedule (usually this is the third assistant), a boatswain and a sailor for preparation anchor device to work. In this case, it is necessary:

Establish a reliable connection between the tank and the bridge (portable VHF, telephone, etc.);

Apply power (current, steam) to the windlass;

Examine the anchor chain; check and neutralize windlass trigger controllers;

Check the reliability of fastening of the tape stopper and only after that give additional stoppers;

Open deck and anchor fairleads (lids) or free from cementing;

Check the condition of the anchor chains in chain box;

Test the windlass at idle in different modes (forward, rear) and inform the chain drums with the windlass mechanism;

With a windlass, bleed the anchors under the fairleads, uncouple the windlass and leave the anchor chain fastening on the tape stoppers. This must be done after crossing in stormy conditions and at sub-zero outside temperatures;

prepare an anchor ball or anchor lights for lifting (check inclusion);

Report to the bridge about the readiness of anchors for recoil. In the dark, illuminate the place of work on the tank.

Anchoring under favorable conditions. In the absence or weak wind and current, it is possible to approach the anchoring place from any direction, if the navigation situation allows (Fig. 175, position /). The SPP is brought to the maneuvering mode in advance. On approach to the anchorage (Fig. 175, position //), you should stop the main engine and move by inertia, constantly monitoring the position of the vessel and the depth under the keel. With the arrival of the vessel at the point designated for anchoring, they back up (usually no more than average). They rarely work in full reverse, only as a last resort. After the forward inertia is extinguished (Fig. 175, position III), which is considered extinguished when the water jet from the propeller reaches the middle of the length of the ship's hull (middle), the engine is stopped and the anchor is dropped, having a slight backward movement. The anchor chain is etched to the required length. At the moment when the anchor lies on the ground, during the day the anchor ball is raised on the forecastle, at night the anchor lights and deck lighting are turned on. Running lights are turned off.

Anchoring in the presence of wind or current. The approach of the vessel to the place of anchorage is carried out in such a way as to turn the vessel with its bow against the wind or current. Preparation of the vessel and maneuvering are carried out in the usual way, but as they approach the place of release of the anchor, they turn the vessel with its bow against the current external factor. With the arrival of the vessel at the point of return of the anchor, they move back.

As the movement (inertia) decreases, the bow of the ship will begin to increase with the wind (current). At this moment, the anchor of the windward side is released and the anchor chain is etched to two depths of the place. Under the influence of the anchor, the bow of the vessel will begin to turn into the wind. When the ship, turning against the wind or current, will go to the anchor chain, it is set off. If the wind or current is strong, it is necessary to earn money by moving the machine forward to avoid jerks. When the vessel enters the rope, it is tightly etched to the calculated length.

If the vessel anchors in a strong current, then before the moment of anchor release, the inertia of the forward course of the vessel is not completely extinguished. The anchor is released at the moment when the ship stops its movement relative to the ground (shore), having a forward movement equal to the speed of the current.

Anchoring in the presence of wind and current. If the wind and current have different directions, then anchoring the vessel in these conditions is complicated. A ship in ballast is more influenced by the wind, and a ship in cargo is more influenced by the current. If possible, the ship's course to the anchor point is laid in the direction of the resultant from the wind and current. It should be taken into account which of the external factors in this moment has a greater effect on the ship.

When anchoring in narrow places, near the shore, in open roads, etc., especially for ships in ballast, it is necessary to foresee the possibility of strong wind or waves. This may affect the safe anchorage of the vessel. Then you need to weigh anchor in advance and go to safe place anchorage. If there is no such place, then you should go to sea until the weather improves.

Anchoring in reverse
1. In front of the anchorage, the machine is reversed. When the inertia is extinguished, and the ship gets back moving, anchor is dropped.
2. The maneuvering of the ship is to approach the anchoring point on a course opposite to the action of all external forces.
3. In case of wind or current, anchor on the windward side or on the side of the current, otherwise anchor chain will go through the stem to a break.
4. Access to the rope is carried out by running the main engine in reverse or under the influence of external forces (current, wind).

Anchoring forward
1. Before releasing the anchor, the rudder must be shifted on board in the direction of the anchor being relinquished. Anchor should be dropped when the ship receives rotational motion.
2. By the time the anchor is released, the ship must lie on the course of external forces.
3. After the anchor is released, the rope is loosely etched to a length at which the holding force of the anchor will be fully used.
4. The rope is tightened, while the vessel will turn with its bow towards the direction of external forces.

Anchoring under various hydrometeorological conditions
5. In the presence of a current, approach the anchorage against the current. The anchor is released when the ship stops. To hold the bow against the current, the rope is etched with a little slack.
6. If a side wind blows during setting, the lee anchor should be released. Then, under the influence of the current, the ship will turn to the wind and the rope will not go through the stem. If it is impossible to approach the anchorage against the current, then you can anchor by moving across the current. The rope must be etched to a length of one and a half to two depths. The anchor will be dragged along the bottom, and the ship, turning against the current, will gradually come onto the rope.

Double anchoring to reduce yaw
1. The course of the vessel must be opposite to the action of external forces - the first anchor is given.
2. Easing the chain and with the help of the main engine, they approach the place of return of the second anchor.
3. Give up the second anchor and poison both ropes.
4. After going out into the wind or current, the ropes are tightened so that the angle between them is 90–120 degrees, the ratio of the lengths of the ropes of the first and second anchors should be like 4:3.

31) Anchoring is preceded by preparatory work. It lies in the fact that the SEU and the steering gear are prepared for work. To do this, with permission from the bridge, an idle test of the steering machine is carried out and a test is made.

engine start. The senior (chief) mechanic reports to the bridge about their readiness. The operation of the telephone and sound-signal means is checked, clock readings are taken and the machine telegraph on the bridge and in the central control room is checked. Power is ordered (current, steam) for the windlass and water for washing the anchor chain and anchor. The third mate, boatswain and sailor are called to the forecastle. Under the guidance of the assistant captain, an anchor device is being prepared. They make an external inspection of the windlass, turn it to idle, make sure that it is working properly, check the presence of water in the fire main, connect the windlass mechanism to the sprocket. The chief mate reports to the captain on the readiness of the vessel for anchoring.

On command from the bridge to the tank "Vira Anchor", the boatswain loosens the band stopper and puts the windlass into operation.

The captain's assistant, who manages the selection of the anchor, controls the condition of the anchor chain leaving the water and constantly reports via VHF or telephone to the bridge about its direction, tension. The boatswain, driving the windlass, reports the passage of the next bow with blows to the bell. The number of blows to the bell indicates how many bows passed through the windlass. The captain's mate also reports to the bridge the passage of the number of bows. The sailor monitors the correct laying of the anchor chain in the chain box, if necessary, additionally rinses it in the anchor hawse from a hose. When the anchor chain takes a vertical position - "paner", that is, such a position when the anchor stem begins to rise (Fig. 177), they give a signal with a bell (frequent strikes). "Anchor stood up" - this is the moment of separation of the anchor from the ground and. the transition of the vessel from the state "at anchor" to the state "underway". Lower the anchor balloon or turn off the anchor lights and deck lights and turn on the navigation lights.

Fig 177 The position of the anchor chain "paner"

Under favorable weather and environmental conditions, until the anchor is out of the water, the ship should not be given a move, since the anchor may be "unclean" water, clean" or "anchor is unclean". After the “clean anchor” leaves the water, it is washed well and lifted into place, this is reported to the bridge with three clear blows to the bell and the words “Anchor in place”. When shooting from anchor in rough seas, when the bow of the vessel rises and falls sharply and high, there is a danger of breaking the anchor chain. So that the anchor chain does not break, they moonlight with the machine at the smallest speed forward and, if necessary, "undermine" the anchor.

When filming a vessel from two anchors, the anchor is chosen first, which has less anchor chain in the water or the anchor of the side that is closer to the hazards and nearby vessels.

The anchoring maneuver of the ship must be calculated so that by the time the anchoring is completed, the ship is in the most favorable position to start moving.
With the exit from the port to the sea, the anchors are fixed in a marching manner. This work consists of the following elements. Compress the tape stopper. Disconnect the windlass mechanism and sprocket. Attach screw and additional stoppers. Deck closures for short transitions are closed with metal covers or canvas covers - trousers. If a long passage is ahead, deck closures are cemented, that is, they close the deck closure with specially made wooden wedges and, having caulked the tow, pour cement mortar on top. For quick hardening, a solution of liquid glass is added to it. This method of closing the hawse is reliable. It completely protects the chain boxes from water ingress. Windlasses and their control panels are sheathed. The captain supervises the shooting of the ship from anchor.

Anchor chains are used to connect the anchor to the ship. Depending on the weight of anchors and displacement, ships are equipped with anchor chains with a caliber of 11 to 100 mm. The caliber of the anchor chain is the minimum cross-sectional diameter of the common link of the anchor chain. The anchor chain is made up of 4-12 segments 25-27 m long, called bows. The bow adjacent to the anchor is called the anchor; the bow connected to the ship's hull is the root. The bows of the anchor chain, located between the anchor and the root, are called intermediate. Anchor chains with a caliber of 11 and 13 mm are made solid, without division into bows. Boats with a displacement of up to 35 tons are equipped with steel cables with a diameter of 11-13 mm and a length of 75 m instead of anchor chains.

a) - entangled in his own chain; b) - the anchor chain of another vessel is raised

In the event that the anchor legs are hooked on someone else's anchor chain or cable, cleaning can only be done at the vessel's parking lot and the machine can be set in motion only in order to keep the vessel in the same place.

In this case, the anchor is cleaned in the following way. First pull the anchor as close as possible to the hawse. Then, under someone else's chain, an earring is inserted through the nose bale bar, which is covered and fastened to the bollard.
After that, they poison their anchor chain with a windlass, which is why the entire mass of the raised alien chain (or cable) rests on the earring, and the paws of their anchor are released.
Then the anchor is carefully pulled up to the hawse, making sure that the paws again do not catch on someone else's chain (or cable) hanging on the earring. When the anchor spindle is drawn into the hawse, one end of the earring is given away, and the cable is selected onto the deck. Only after that you can start the car.

When the vessel is anchored at two anchors, when it turns 180 °, a so-called cross is formed on the anchor chains (Fig. 2.41). To draw a cross, you must first choose the anchor whose chain is at the bottom. In this case, the chain of the second anchor must be slightly etched. The cross will disappear at the moment when the first anchor is "paner".

When the ship turns 360 °, when the anchor chains cross twice, a double cross is formed, which is called a roof (Fig. 2.42).
To rake the roof, it is necessary to turn the vessel in the direction opposite to the twisting of the chains, by 3600. It is practically impossible to do this on your own, the help of tugs is needed.
With self-wiring, it is necessary to rivet one of the chains, fix the ends on the ship. Then proceed according to the situation.

32)
Anchoring with two anchors using the “fertoing” method. "Fertoing" - a method of placing a ship on two anchors, in which the anchor spacing angle is in the range of 120-180 °. Maneuvering is performed in the same way as in a crosswind.

In maritime practice, sometimes it becomes necessary to carry out cargo operations or bunkering ships at sea or in an open roadstead. In this case, the vessel must be positioned strictly at a certain angle to the direction of the wind and waves, so that other vessels and watercraft (boats, barges, boats, etc.) can approach it.

The essence of the method is as follows. In the usual way, the ship anchors. The anchor chain is etched one or two links less than calculated for a given depth and soil. From the stern, through the hawse of the same side from which the anchor is given, they cleanly carry along the side
mooring rope-spring. It is fastened along the side with heels (earrings) from a vegetable cable. The running end of the spring is brought to the anchor hawse and lifted to the forecastle deck through the hawse with the help of a conductor and a hook. Sometimes the spring is attached to the anchor chain from the gazebo (Fig. a, b, c). Then the spring is attached to the anchor chain. Methods for attaching the cable to the anchor chain are shown in fig. They pick up the slack of the spring with a capstan at the stern, put and fasten it to the bollards and remove the earrings. Gradually loosen the anchor chain. As the anchor chain is loosened, the bow of the vessel will go downwind, and the stern will go out into the wind. The anchor chain is eased until the ship is in the desired position. The ship can be placed in such a position with the help of stern anchor or imported stop anchor.

Sometimes it becomes necessary to put the vessel in a strictly fixed direction (during degaussing). To do this, use the method of placing the vessel on two springs (Fig.)

Initially, in this direction, the ship is anchored at two anchors in the manner described above. From both sides, springs are carried to the tank and fastened with anchor chains. To install the vessel in the required direction, a right or left spring is selected (or etched) with a stern capstan.

Shooting the vessel from the spring is carried out in the following order. Choose an anchor chain until
until the spring rises to the forecastle deck. If necessary, the spring is eased, the bracket connecting the spring to the anchor chain is disconnected, the spring is given away and the spring is selected with a capstan to the aft deck.

1) Setting the ship at one anchor.
In the absence of wind and current, the vessel's voyage to the anchorage can be made from any, the safest direction. At the moment of anchor release, in order to avoid damage and entanglement of the anchor chain, the vessel must necessarily have a slight forward and backward movement relative to the ground, preferably the latter. To do this, the engines are reversed to reverse in such a way that by the time the vessel leaves for the place of anchor release, it has completely extinguished the inertia of the forward movement. Then, as soon as the ship moves back, they give up the anchor and stop the engine. Initially, the anchor chain is etched without delay so that it lays flat on the ground. When about two depths are etched, the anchor chain is delayed and then poisoned in small portions as the vessel enters the rope to the required value. It should be borne in mind that when reversing on right-handed ships with a right-handed rotational propeller (or a left-handed CRS), the stern will be thrown to the left, and taking this into account, so that the anchor chain does not go under the vessel's hull, it is better to release the left anchor.
However, for uniform wear of the anchor chains, it is recommended to stand alternately on the left, then on the right anchor. In order to prevent the bow of the vessel from leaning on the anchor chain when anchoring to starboard, it is necessary to shift the rudder to the left side while the vessel is still moving forward, and when the bow of the vessel moves to the left, back up.
Under favorable weather conditions at shallow depths up to 25-30 m, it is recommended to etch the anchor chain to a length equal to approximately 5-6 depths at the anchor release point, at medium depths from 25-30 m to 50 m, i.e. 3-4 depths, and at great depths of more than 50 m as much as possible, but not less than 2 depths.
Depending on the depth, the method of anchor release is also determined:
- at shallow depths - with the help of a tape stopper;
- at medium depths - first with the help of a windlass to a length equal to? -2/3 depth, and then with a band stopper;
- at great depths - the anchor is etched with a windlass to the ground.
After releasing the anchor and etching the anchor chain to the required length, it is held only by a tape stopper.
In the presence of wind, maneuvering must be planned in such a way that the vessel, if possible, approaches the anchorage point with its bow against the current factor. Anchor release can be carried out without first reversing, since the ship, after the forward inertia is extinguished, will move backward under the influence of wind or current. In this case, it should be borne in mind that ships in which the center of sail is sharply shifted to the bow, as they lose speed, will roll away into the wind. Therefore, in order for the anchor chain not to go under the hull of the vessel, it is necessary to move the bow of the vessel in the right direction before releasing the anchor by shifting the rudder and “pushing” the machine to the forward course.
When at the place of anchoring the wind and current act with various directions, the ship should head out against a stronger factor, and the anchor should be given in the direction of a weaker one (Fig.).

Rice. Anchoring a vessel in the presence of wind and current.
I - approach of the vessel to the anchorage; II - the position of the vessel at the moment of anchor release; III - the position of the vessel after anchoring.
An approach to the place of release of the anchor in the wind or current is highly undesirable, since in order to maintain the controllability of the vessel, it is necessary to work with the machine until the very last moment. As a result, by the time the ship reaches the anchor release point, it will have a significant forward movement, which will lead to large loads on the anchor chain.
To avoid this, you should approach the anchorage somewhat away from the point at which the anchor will be released (Fig.), And then turn the vessel using the rudder in the direction of the anchor release point. As soon as the bow of the ship is equal to the place, they give up the windward anchor and immediately process the machine in reverse. The ship will be blown away from the anchor and the anchor chain will run clean. The ship will turn with its bow into the wind (current).

Rice. Anchoring a vessel while moving downstream:
I, II - movement of the vessel to the place of anchor release; III - the position of the vessel at the time of anchor release; IV- turn-around of the vessel on the anchor chain; V is the position of the vessel after anchoring.
2) Setting the vessel at two anchors.
The most common way of setting on two anchors with the spacing of their anchor chains at an angle of 20 -300.
Under favorable conditions, before the wind intensifies, when the anchor chain of the previously released anchor is etched to a limited length and 3-4 depths remain in the chain box, then the return of the second anchor can be carried out without the help of a machine. To do this, they wait for the moment when the ship will roar at the largest angle towards the free side, and give up the second anchor (Fig.). After that, both anchor chains immediately begin to poison, ensuring that they are equally loaded, while the chains will have different lengths. It is necessary that the length of the short chain be at least 4-5 depths (at shallow depths) and 3-4 depths at medium depths.
With a rising wind and when the anchor chain of the first anchor is etched to a considerable length, then setting is mandatory with the help of a machine. To perform the maneuver, the rudder is shifted towards the free side (where the second anchor is located), and they begin to carefully work the car forward, preventing significant acceleration of the vessel.
Having changed the course to 20-300, they go out approximately to the traverse of the first anchor and give up the second one, gradually etch its anchor chain, preventing the vessel from jerking onto the anchor chain of the first anchor. To facilitate the movement of the vessel to the place of return of the second anchor, the anchor chain of the first is selected to about half, and then etched.
The advantage of this method of setting on two anchors is that due to the uniform distribution of the load on both anchor chains, the holding force of the anchor device as a whole increases. At very small angles of separation of the anchor chains, entanglement of the chains is possible. Therefore, only on ships with large anchor hawse spans can the span angle be less than 200.
With uniform tension of the anchor chains, their resultant will be in the ship's DP and in the same vertical plane with the wind force. As a result, the factor that causes the vessel to yaw in the horizontal plane will disappear. This is the second important advantage of this method.

Rice. Positioning the vessel with two anchors with a constant wind direction.
The disadvantage of this method: in the event of a change in wind direction, twisting of the anchor chains is possible. Therefore, if it is known that the wind will change direction, it is better to use the method of crossing chains.
With this method, the ship is initially placed either on one left anchor, if the wind direction changes counterclockwise, or on the right - when the wind direction changes clockwise and with wind intensification, the anchor chain of the given anchor is etched as much as possible (Fig. Position I). Then with the beginning of the yaw, after waiting? during the yaw period, when the ship deviates to the largest angle towards the given anchor (position III), the second anchor is released, etching it without delay. After the ship in reverse motion comes to the line. Winds, delay the anchor chain and take it to the stopper (position).
With this method, the vessel is at one anchor with the maximum etched chain. The anchor chain of the second anchor lies on the ground, so the anchor chains do not rub against each other, keeping the vessel from turning and yaw.

Rice. Setting the vessel at two anchors using the method of crossing chains.

If the nature of the change in wind direction is not known in advance, or the direction of the wind changes periodically in one direction or the other, you can use the tandem anchoring method. With this method, it also stands on the same anchor with the anchor chain as etched as possible, and the second anchor is simply placed on the ground to reduce yaw. Since the resistance to yaw is created by dragging the anchor along the ground, yaw is not completely eliminated, but its amplitude is significantly reduced.
The use of this method is possible only with sufficient depth, which excludes damage to the hull of the vessel by its own anchor during yaw.
In those cases when the force acting on the anchored vessel changes direction immediately by 1800, put on two anchors using the fertoing method. Anchors are laid in such a way that their anchor chains are located at an angle close to 1800. This method is often resorted to when anchoring in areas where tidal currents operate, and the anchorage area is limited and does not allow the ship to turn freely when changing flow direction. To perform the maneuver, the ship goes with its bow against the current, passes the proposed anchorage for a distance equal to the length of the anchor chain that will be etched, and gives up one of the anchors.
Easing the anchor chain, they go downstream a distance equal to two lengths of the anchor chain, and give up the second anchor. Poison its anchor chain and at the same time select the anchor chain of the first anchor until both anchor chains have the same length and the ship arrives at the intended anchorage point. The ship will not be at two anchors, but alternately, depending on the direction of the current, either on the right or on the left anchor.


Rice. Setting the vessel at two anchors a) in a tandem way, b) in a fertoing way.

When sailing in cramped areas of the sea, at any time it may be necessary to anchor the vessel: for the period of darkness, in the event of a sudden deterioration in visibility, when it is impossible to diverge from oncoming vessels, etc. Places of possible anchorages are determined in advance, if during the period of darkness the available aids to navigation do not ensure the safety of navigation. But there may be anchor setting not included in the transition plan.

In all cases, anchoring the ship requires the ability of the navigator to choose the right place for anchoring and to carry out the exit of the ship to the chosen place with the greatest possible accuracy.

The anchorage location shall be selected taking into account the requirements of good maritime practice and navigational safety.

When choosing an anchorage, the depths, protection from wind and waves, the size of the anchorage, the presence and characteristics of tidal phenomena, the bottom topography and the nature of the soil, the proximity of navigational hazards, the presence of landmarks, the state and weather forecast, as well as the characteristics the vessel itself and the expected duration of anchorage.

To ensure the navigational safety of the anchorage, in all cases, depths (usually 15÷30 m) and changes in sea level at the anchoring site, in the adjacent water area and on the approaches are taken into account; prevailing winds and the wind expected from the forecast; soil (clay, sand, silt, small stone); flow; the possibility of fast shooting and safe access to the sea. When choosing an anchorage place, the size of the water area is calculated, which ensures the navigational safety of the vessel. Taking into account the inevitable errors in the place of anchor release and possible weather changes that require additional etching of the anchor chain, the size of the area that ensures the turns of the vessel at anchor is determined by the radius R:

At depth of place (38.3)

At depth of place (38.4)

or (38.5)

where L- ship length, m.

l- the length of the anchor rope required for safe parking, m.

H"- the height of the anchor hawse above the ground, m.

Δ R- distance margin, selected depending on specific conditions and circumstances, m.

Minimum depth H, providing safe parking, is calculated by the formula:

(38.6)

where T- the maximum draft of the vessel, m;

hB– probable wave height for a given season in the anchorage area, m.

The safety of the parking lot is largely determined by the nature of the soil, on which the holding power of the anchor depends. Silty-sandy and clayey-sandy soils, as well as gravel and shells mixed with clay and silt, have good properties in this regard. By themselves, silt and clay strongly suck in anchors, which makes it difficult, and sometimes impossible, to separate them from the ground. Rocky soils made of boulders, large rocks or slabs are especially unfavorable for anchorage. On such soils, anchors are poorly held, and the vessel, under the influence of wind or current, acquires a significant drift speed, which can lead to a break in the anchor chain if the anchor gets stuck in a crack or catches on a rock ledge.

Ways to bring the ship to the intended anchorage point depend on the navigational conditions of the chosen place and the availability of AtoN in the area.

1. If the anchorage is specially equipped with a system of alignments, then the task of the navigator is to ensure that when approaching the anchoring place (i.e. I rice. 38.2.) lie on the leading line of marks AA 1, incl. To 1 stop the cars, and at the moment of passing to the line of the secant alignment BB 1 drop anchor. In this case, two circumstances must be taken into account. Firstly, when observing a secant alignment, it is necessary to take into account the distance from the direction-finding repeater to the stem or hawse through which the anchor chain passes. Secondly, the vessel must approach the place of anchor release with the smallest forward inertia.

Rice. 38.2. Anchoring the vessel (with a system of alignments)

2. In the absence of a secant alignment, the place of anchor release is determined by the leading alignment AA 1 and bearing To 2 AT to a landmark AT(Fig. 38.3).

Rice. 38.3. Anchoring the vessel (leading target and landmark)

Under these conditions, the approach to the place of release of the anchor and the stop of the machines is carried out, as in the first case. When driving along the leading line of signs AA 1 the correction of the ship's heading indicator is checked (∆ To), and bearings To 1 AT, To 2 AT to a landmark AT should be taken with it in mind. If there is no sign on the coast that provides the necessary observations of secant bearings, one should find a natural landmark on the route map and on the ground, the position of which would allow obtaining secant bearings.

3. In the case when there is not a single target in the area, but there is one sign BUT(Fig. 38.4) , ship's exit for anchoring at a selected point I carried out in this way. through a given point I anchorage line is drawn AK from landmark BUT so that it serves as a line of the ship's course to the point I. By analogy with the previous case, a natural landmark is found ( NE tip of the island AT), which will ensure the receipt of secant bearings, fixing the moments of stopping cars (i.e., To 1) and anchor release (ie. I). The absence of alignments deprives the navigator of the opportunity to clarify the correction of the course indicator (∆ To) when approaching the place of anchoring. To maintain the maximum accuracy of the maneuver in this case, reference points ( BUT and AT) choose at the shortest distance from the place of anchoring the vessel.

Rice. 38.4. Anchoring the vessel (option 3)

4. In the case when it is impossible to draw a course line through any landmark so that it simultaneously passes through the anchoring point, the vessel is brought to a given point (Fig. 38.5) by the usual laying of the course, that is, by dead reckoning with dead reckoning as often as possible observations. The stopping of machines and the return of the anchor is carried out in places controlled by secant bearings.

Rice. 38.5. Anchoring the vessel (option 4)

The boatmaster should keep in mind that when anchoring:

1) ® secant bearings should be measured at the points of decreasing speed, stopping cars, releasing the anchor;

2) ® when approaching the place of setting every 1-2 kb. a report is made to the captain. It is best to mark these distances on the course line of approach to the anchor release point and fix them with secant bearings;

3) ® if there is a significant current at the anchoring site, then the course of approach to the anchoring site should be chosen against the current, and when calculating the stopping place for the machines, take into account the speed of the current;

4) ® if there are point radar landmarks in the anchoring area, the calculations of the points of decrease in speed, stopping of cars and recoil of the anchor can be based not on bearings, but on distances measured using radar. Landmarks for the radar should be located either forward on the course of approach to the anchor release point or aft. At the same time, it should be remembered that the radar measures the distance to the landmark from the antenna, and not from the bow (stern) end of the vessel.

When anchoring a ship:

1) ® the course for reaching the anchorage point is assigned against the wind or current, and in their joint action - against what is currently affecting the ship more strongly;

2) ® the course of approach must be navigationally safe and allow selection of landmarks to determine the location, as well as control bearings and distances at the moments of stopping cars, reversing and dropping anchor;

3) ® radius circle R, drawn from the designated anchoring point, should not cross the dangerous isobath, alignments, fairways, recommended routes;

4) ® it is necessary (if possible) to provide a margin of distance (from a circle of radius R to hazards) in case of breakage of the anchor chain and drift of the ship before moving, taking into account the readiness of the machines;

5) ® you should know (taking into account the inertial characteristics of the vessel) how many cables should be slowed down, stop the machines, back up and, in accordance with this, set the frequency of reports on the distance to the anchoring point;

6) ® after the anchor is released, record in the ship's log the control bearings to the coastal landmarks, the distances to them and the readings of the navigation parameters from the ship's RNS receiver indicators;

7) ® prepare (Fig. 38.6) a grid of navigation contours (for example, bearings) and every 15-20 minutes. parking to control the place of the vessel;

8) ® with the detection of the drift of the vessel (the anchor does not hold), take measures to prevent negative consequences.

Rice. 38.6. Control of the ship's position at anchor

conclusions

1. Inland waterways (GWP) are rivers, lakes, artificial canals and reservoirs used for navigation.

2. The rivers that make up the longest sections of the GDP are characterized by the greatest differences in their conditions for navigation from those of the sea.

3. The main navigational features of rivers are generated by their nature, their natural properties.

4. The navigation environment (navigational equipment) on the GDP is intended to create conditions for the unhindered and safe navigation of ships.

5. Vessels on the runways carry visual signals that are intended to ensure safe passage, overtaking, recognition of ships, their dimensions and nature of activity.

6. In each Basin there is a River Shipping Company, a Basin Track and Canal Administration and control organizations - Shipping and Technical Inspections (River Register).

7. The Shipping Inspectorate oversees the safety of navigation, compliance with the established procedure, regime and rules of navigation by all organizations, ships and persons using the navigable routes of the Basin.

8. To ensure the safe and unhindered navigation of vessels along the GDP, special documents and navigation aids are issued for navigators.

9. The navigational features of the GDP require the navigator to skillfully combine and use two methods of navigation when sailing: pilot and navigator.

10. Anchoring a ship requires the navigator to be able to choose the right place for anchoring and carry out the exit of the ship to the chosen place with the maximum possible accuracy.

11. An anchorage location shall be selected taking into account the requirements of good maritime practice and navigational safety.

12. Ways of bringing the ship to the intended anchorage point depend on the navigational conditions of the chosen place and the availability of AtoN in the area.

13. The course for entering the anchorage point is assigned against the wind or current, and in their joint action - against what is currently affecting the ship more strongly.

14. The safety of the parking lot is largely determined by the nature of the soil, on which the holding power of the anchor depends.

15. With the detection of the drift of the vessel (the anchor does not hold), take measures to prevent negative consequences.

Note: Self-control of knowledge on the topic is carried out according to test tasks for the chapter based on the application "Computer system for testing knowledge" OPENTEST "".