Shiphandling – Single Screw RH
Propeller
Pivot Control
Pivot Control
If a vessel deploys a single anchor on the offshore side a fulcrum can be achieved
which gives the engine and helm something to work against. As mooring ropes
are deployed the ship can be brought alongside in a controlled manner in quite
strong wind and tide conditions. This is a prudent methodology where availability
of thrusters or tugs may be in question, as it will expedite unbirthing.
This will assist in tidal waters when unsure if you will depart on ebb or flood. A
well placed anchor and three shackles of cable will act as efficiently as a bow
thrust or harbor tug.
Baltic Moor
The Baltic Moor
The Baltic Moor allows a larger yacht to lay against a jetty which may be of
uncertain construction. The stresses on the jetty are reduced in an onshore wind
by the anchor and checking warp. This method also ensures that the vessel can
clear the jetty safely on departure. Few yachts carry wire ropes so a suitable
(nylon) rope of good strength should be selected. The rope is passed from aft on
the off shore side and carried forward, outside of all obstructions, with sufficient
slack for the eye or end of the rope to be shackled onto the ‘D shackle’ of the
offshore anchor. Ensure that there is sufficient rope flaked on deck to reach the
sea bed when the anchor is let go.
1. When the stem of the vessel is in transit with the mid point of the berth, let
go the anchor and its attached checking warp. Great care must be taken by
the officer aft to ensure that the warp does not snag on the propeller.
2. The vessel is allowed to drift in the wind using engine and helm to assist,
ensure an even weight on both cable and warp. Both are paid out together.
3. As the vessel comes alongside weight must be maintained on cable and
warp and mooring ropes should not be over stressed.
The Mediterranean Moor
The Mediterranean Moor
The most common method of yachts mooring in the Mediterranean is with the
use of ground lines. This has the advantage of preventing the fouling of anchors.
Where these groundlines are not available the Mediterranean moor, from which
the idea derived still has value. The Mediterranean moor uses both anchors, it
allows berthing stern to quay and it is important that the anchors are kept apart
for protection against fouling and also to reduce the scope of the bow in any
wind condition. The available sea room will determine where these anchors can
be placed and the mariner should consider marking them with a buoy to deter
other vessels fouling your anchor. Prevailing wind conditions will determine the
line and speed of approach which should be head to wind. The anchors need to
dropped half a ships length apart when the vessel is two ships length from the
quay.
1. When running parallel to the jetty, two ships length off, drop the offshore
anchor.
2. After running for half a ships length forward take all way off the vessel.
3. As the bow cants (to starboard) drop the on shore anchor.
4. By backing and filling position the vessel between the two anchors.
5. Position the ship with stern lines and adjust anchor cables to suit.
This type of mooring requires skill and practice if wind is parallel to the line of the
jetty but is effective during on shore or off shore winds.
Berthing – Wind Onshore
Berthing – Wind Onshore
Angle of approach to the berth will depend on trim windage and freeboard.
1. Select an appropriate transit, this will help to monitor drift and enable
adjustment of engine accordingly. Dredge offshore anchor initially to keep
the head off shore.
2. Pay out more cable as the vessel progresses but maintain the transit. Use
kicks ahead and port helm to control vessel.
3. Allow the ship to land on the jetty parallel by controlling anchor forward
and helm/engines aft. Double up on fwd back spring if using this against
engines. In strong wind conditions both anchors may be used if kept apart,
drop the onshore anchor at 2 and dredge. (There is risk of paint damage
here) Make fast after spring asap when alongside.
Berthing – Wind Offshore
Berthing – Wind Offshore
Decide on angle of approach to suit windage, trim and freeboard.
1. Select good transits to monitor approach. Let go offshore anchor enough
to dredge towards berth.
2. Use engine and rudder to prevent bow from falling off wind Have a strong
messenger and stern rope ready at the shoulder for running ashore as
soon as possible.
3. Stb helm and Half ahead. Run stern line ashore. When bow is fast ashore
swing stern towards jetty using engines and rudder, until weight is
transferred to stern rope. Finally heave ship alongside, slacking anchor
cable as necessary. In very strong winds kedging two anchors gives good
control until ropes are fast ashore.
Berthing – Stern to Tide
Berthing – Stern to Tide
This is one example of many. This does however require adept bow crew who can
use the anchor. Care must be taken of fouling the anchor.
1. Approach the berth at a shallow angle, stemming the tide. Pass out two
good stern ropes from the offshore quarter leads. Allow the bow to fall off
with the tide.
2. Let go port anchor. When the weight is taken by the stern ropes, and then
if it does not swing weigh the port anchor and drop again as needed.
3. Control the swing of the vessel onshore by use of the anchor. Carry head
ropes aft and pass ashore if the bow is out of heaving line range. The final
position for the anchor should enable this to be used in an onshore wind
departure.
River Dock Entry
River Dock Entry
This is a complex manoeuvrer and requires preparation. There is a potential to
need very long mooring ropes or couple two together.
1. Fenders will be required and should be pre rigged on the strake/dock
rubbing line.
2. With fenders rigged manoeuvrer alongside quay using ferry glide method
and a transit.
3. Make fast to the quay, your backspring may be doubled.. Now run a long
headline to a bit beyond the knuckle. Run another headline from the centre
fairlead to the opposite dock wall. Run a single backspring from aft to the
nearest knuckle.
4. As you move forward let go of the short back spring and take up the slack
on the centre fairlead headline. Beware that as the vessel is warped around
the knuckle whilst the bow is in slack water the stern will still be set down
by the tide.
5. You are now on the dock wall and may be berthed. If you are required to
berth on the upstream dock wall then stern rope must be passed from the
bow at position 4 and headline will need to be rigged from the stb
shoulder.
Unberthing – Onshore Wind
Unberthing – Onshore Wind
Transfer the forward spring as far forward as possible. Consider doubling the
spring. Then single up. Take the headline from the outboard side on a short stay.
Rig large fenders at the stem on shore side at a height to match the quay.
1. Let go the stern ropes, when the propeller is clear heave on the headline
until the fwd backspring is taught.
2. With the stern heaved out as far as possible, helm hard to port and kick
ahead the engines.
3. Let go all ropes and then engines full astern.
4. With good stern way the vessel pivot point moved above the rudder stock
and the vessel will seek the wind. Maintain sternway until clear of the quay.
This should not be attempted in a strong wind without the aid of a tug or
bow thrust.
Unberthing – Stemming the Tide
Unberthing – Stemming the Tide
1. Single up to 1 spring and one line each end. Transfer the after spring to the
quarter lead.
2. Let go fwd ropes and let bow come off the jetty release the slack stern line
but hold the back spring.
3. Release spring and wait for lines to be clear.
4. Kick ahead.
5. Helm to starboard and clear quay. If the vessel is stern to tide do the same
manoeuvrer but fender the bow to prevent damage when the stern comes
clear. In all cases a kick on the engine will usually start the process.
Turning Short Round – Head to Wind/Tide
Turning Short Round – Head to Wind/Tide
1. Vessel moves to the left hand side of the channel where the rate of the
current will be less.
2. Starboard helm is applied canting the bow into the faster flowing centre
channel.
3. Vessel engages astern propulsion to keep bow in the faster flowing water.
4. Full starboard helm and ahead movement completes the manoeuvrer
Transverse thrust will act on the stern at 2 because it is in calmer water
than the bow. In a strong wind take all way off the ship before attempting
the starboard swing across the wind. This will take full advantage of the
pivot point movement.
Turning Short Round – Stern to Wind/Tide
Turning Short Round – Stern to Wind/Tide
With wind/tide astern. The vessel moves from the starboard side of the channel
into a central point of a river.
1. Engines stopped and full starboard helm applied.
2. With tidal stream now on the side of the vessel – Amidships helm and Full
astern to take the headway off the ship. When the vessel gains a slight
sternway the helm again to starboard engines full ahead to pivot on the
centre line.
3. Engines astern and helm to port to assist turn. When wash reaches
amidships, helm full to starboard and full ahead to turn.
4. Vessel is now turned but on the left side of the river.
This manoeuvrer uses the transverse thrust of a right-handed propeller when
going astern which thrusts the stern to port. If tidal stream is very strong or when
running before the wind it is prudent to use the starboard anchor to ‘snub round’
and reduce drift. Trim, freeboard, list and draught in relation to available depth of
water will all vary the tactical turn. With restricted swinging room it is advisable to
make use of the starboard anchor. When any vessel is moving astern it will seek
the wind astern as the pivot point moves aft. This can be reduced by ensuring the
engines are stopped as the backwash reaches the conning position.
Running Moor
Running Moor
A running moor uses two anchors to reduce the scope of the anchor when tides
change from ebb to flood. In this case vessel is approaching on the ebb. A final
anchor position must be selected and number of cables determined. This must
not be more than half your available anchor chain. Both anchors must be lain in
line with the ebb/flood tide direction. A helpful transit bearing should be
identified.
1. Drop anchor. Run double the intended length of anchor chain out as vessel
runs forward. Proceed into tidal flow at slow speed.
2. As weight comes onto the chain drop the port anchor.
3. Take up weight on starboard anchor and pay off the port anchor. Adjust
length of anchor chain to suit desired transit position.
4. Ship should only be allowed to swing at tide changes between position 3 &
4.
If the ship swings inshore of the anchor position the hawse will foul. This can be
controlled by use of helm or helm and engine at tidal changes.
Standing Moor
<="" figcaption="">
A standing moor uses two anchors to reduce the scope of the anchor when tides
change from ebb to flood. In this case vessel is approaching on the ebb.
A final anchor position must be selected and number of cables determined. This
must not be more than half your available anchor chain. Both anchors must be
laid in line with the ebb/flood tide direction. A helpful transit bearing should be
identified.
1. Pass the transit position, head to tide. Drop anchor then drift astern. Run
double the intended length of anchor chain out as vessel drops astern.
2. Hold onto the port anchor when astern of the transit and on the second
anchor position.
3. Take up weight on port anchor and pay off the starboard anchor as you
run ahead. Adjust length of anchor chain to suit desired transit position.
4. Ship should only be allowed to swing at tide changes between position 3 &
4.
If the ship swings inshore of the anchor position the hawse will foul. This can be
controlled by use of helm or helm and engine at tidal changes.
Shiphandling – Single Screw RH
Propeller
Pivot Control
Pivot Control
If a vessel deploys a single anchor on the offshore side a fulcrum can be achieved
which gives the engine and helm something to work against. As mooring ropes
are deployed the ship can be brought alongside in a controlled manner in quite
strong wind and tide conditions. This is a prudent methodology where availability
of thrusters or tugs may be in question, as it will expedite unbirthing.
This will assist in tidal waters when unsure if you will depart on ebb or flood. A
well placed anchor and three shackles of cable will act as efficiently as a bow
thrust or harbor tug.
Baltic Moor
The Baltic Moor
The Baltic Moor allows a larger yacht to lay against a jetty which may be of
uncertain construction. The stresses on the jetty are reduced in an onshore wind
by the anchor and checking warp. This method also ensures that the vessel can
clear the jetty safely on departure. Few yachts carry wire ropes so a suitable
(nylon) rope of good strength should be selected. The rope is passed from aft on
the off shore side and carried forward, outside of all obstructions, with sufficient
slack for the eye or end of the rope to be shackled onto the ‘D shackle’ of the
offshore anchor. Ensure that there is sufficient rope flaked on deck to reach the
sea bed when the anchor is let go.
1. When the stem of the vessel is in transit with the mid point of the berth, let
go the anchor and its attached checking warp. Great care must be taken by
the officer aft to ensure that the warp does not snag on the propeller.
2. The vessel is allowed to drift in the wind using engine and helm to assist,
ensure an even weight on both cable and warp. Both are paid out together.
3. As the vessel comes alongside weight must be maintained on cable and
warp and mooring ropes should not be over stressed.
The Mediterranean Moor
The Mediterranean Moor
The most common method of yachts mooring in the Mediterranean is with the
use of ground lines. This has the advantage of preventing the fouling of anchors.
Where these groundlines are not available the Mediterranean moor, from which
the idea derived still has value. The Mediterranean moor uses both anchors, it
allows berthing stern to quay and it is important that the anchors are kept apart
for protection against fouling and also to reduce the scope of the bow in any
wind condition. The available sea room will determine where these anchors can
be placed and the mariner should consider marking them with a buoy to deter
other vessels fouling your anchor. Prevailing wind conditions will determine the
line and speed of approach which should be head to wind. The anchors need to
dropped half a ships length apart when the vessel is two ships length from the
quay.
1. When running parallel to the jetty, two ships length off, drop the offshore
anchor.
2. After running for half a ships length forward take all way off the vessel.
3. As the bow cants (to starboard) drop the on shore anchor.
4. By backing and filling position the vessel between the two anchors.
5. Position the ship with stern lines and adjust anchor cables to suit.
This type of mooring requires skill and practice if wind is parallel to the line of the
jetty but is effective during on shore or off shore winds.
Berthing – Wind Onshore
Berthing – Wind Onshore
Angle of approach to the berth will depend on trim windage and freeboard.
1. Select an appropriate transit, this will help to monitor drift and enable
adjustment of engine accordingly. Dredge offshore anchor initially to keep
the head off shore.
2. Pay out more cable as the vessel progresses but maintain the transit. Use
kicks ahead and port helm to control vessel.
3. Allow the ship to land on the jetty parallel by controlling anchor forward
and helm/engines aft. Double up on fwd back spring if using this against
engines. In strong wind conditions both anchors may be used if kept apart,
drop the onshore anchor at 2 and dredge. (There is risk of paint damage
here) Make fast after spring asap when alongside.
Berthing – Wind Offshore
Berthing – Wind Offshore
Decide on angle of approach to suit windage, trim and freeboard.
1. Select good transits to monitor approach. Let go offshore anchor enough
to dredge towards berth.
2. Use engine and rudder to prevent bow from falling off wind Have a strong
messenger and stern rope ready at the shoulder for running ashore as
soon as possible.
3. Stb helm and Half ahead. Run stern line ashore. When bow is fast ashore
swing stern towards jetty using engines and rudder, until weight is
transferred to stern rope. Finally heave ship alongside, slacking anchor
cable as necessary. In very strong winds kedging two anchors gives good
control until ropes are fast ashore.
Berthing – Stern to Tide
Berthing – Stern to Tide
This is one example of many. This does however require adept bow crew who can
use the anchor. Care must be taken of fouling the anchor.
1. Approach the berth at a shallow angle, stemming the tide. Pass out two
good stern ropes from the offshore quarter leads. Allow the bow to fall off
with the tide.
2. Let go port anchor. When the weight is taken by the stern ropes, and then
if it does not swing weigh the port anchor and drop again as needed.
3. Control the swing of the vessel onshore by use of the anchor. Carry head
ropes aft and pass ashore if the bow is out of heaving line range. The final
position for the anchor should enable this to be used in an onshore wind
departure.
River Dock Entry
River Dock Entry
This is a complex manoeuvrer and requires preparation. There is a potential to
need very long mooring ropes or couple two together.
1. Fenders will be required and should be pre rigged on the strake/dock
rubbing line.
2. With fenders rigged manoeuvrer alongside quay using ferry glide method
and a transit.
3. Make fast to the quay, your backspring may be doubled.. Now run a long
headline to a bit beyond the knuckle. Run another headline from the centre
fairlead to the opposite dock wall. Run a single backspring from aft to the
nearest knuckle.
4. As you move forward let go of the short back spring and take up the slack
on the centre fairlead headline. Beware that as the vessel is warped around
the knuckle whilst the bow is in slack water the stern will still be set down
by the tide.
5. You are now on the dock wall and may be berthed. If you are required to
berth on the upstream dock wall then stern rope must be passed from the
bow at position 4 and headline will need to be rigged from the stb
shoulder.
Unberthing – Onshore Wind
Unberthing – Onshore Wind
Transfer the forward spring as far forward as possible. Consider doubling the
spring. Then single up. Take the headline from the outboard side on a short stay.
Rig large fenders at the stem on shore side at a height to match the quay.
1. Let go the stern ropes, when the propeller is clear heave on the headline
until the fwd backspring is taught.
2. With the stern heaved out as far as possible, helm hard to port and kick
ahead the engines.
3. Let go all ropes and then engines full astern.
4. With good stern way the vessel pivot point moved above the rudder stock
and the vessel will seek the wind. Maintain sternway until clear of the quay.
This should not be attempted in a strong wind without the aid of a tug or
bow thrust.
Unberthing – Stemming the Tide
Unberthing – Stemming the Tide
1. Single up to 1 spring and one line each end. Transfer the after spring to the
quarter lead.
2. Let go fwd ropes and let bow come off the jetty release the slack stern line
but hold the back spring.
3. Release spring and wait for lines to be clear.
4. Kick ahead.
5. Helm to starboard and clear quay. If the vessel is stern to tide do the same
manoeuvrer but fender the bow to prevent damage when the stern comes
clear. In all cases a kick on the engine will usually start the process.
Turning Short Round – Head to Wind/Tide
Turning Short Round – Head to Wind/Tide
1. Vessel moves to the left hand side of the channel where the rate of the
current will be less.
2. Starboard helm is applied canting the bow into the faster flowing centre
channel.
3. Vessel engages astern propulsion to keep bow in the faster flowing water.
4. Full starboard helm and ahead movement completes the manoeuvrer
Transverse thrust will act on the stern at 2 because it is in calmer water
than the bow. In a strong wind take all way off the ship before attempting
the starboard swing across the wind. This will take full advantage of the
pivot point movement.
Turning Short Round – Stern to Wind/Tide
Turning Short Round – Stern to Wind/Tide
With wind/tide astern. The vessel moves from the starboard side of the channel
into a central point of a river.
1. Engines stopped and full starboard helm applied.
2. With tidal stream now on the side of the vessel – Amidships helm and Full
astern to take the headway off the ship. When the vessel gains a slight
sternway the helm again to starboard engines full ahead to pivot on the
centre line.
3. Engines astern and helm to port to assist turn. When wash reaches
amidships, helm full to starboard and full ahead to turn.
4. Vessel is now turned but on the left side of the river.
This manoeuvrer uses the transverse thrust of a right-handed propeller when
going astern which thrusts the stern to port. If tidal stream is very strong or when
running before the wind it is prudent to use the starboard anchor to ‘snub round’
and reduce drift. Trim, freeboard, list and draught in relation to available depth of
water will all vary the tactical turn. With restricted swinging room it is advisable to
make use of the starboard anchor. When any vessel is moving astern it will seek
the wind astern as the pivot point moves aft. This can be reduced by ensuring the
engines are stopped as the backwash reaches the conning position.
Running Moor
Running Moor
A running moor uses two anchors to reduce the scope of the anchor when tides
change from ebb to flood. In this case vessel is approaching on the ebb. A final
anchor position must be selected and number of cables determined. This must
not be more than half your available anchor chain. Both anchors must be lain in
line with the ebb/flood tide direction. A helpful transit bearing should be
identified.
1. Drop anchor. Run double the intended length of anchor chain out as vessel
runs forward. Proceed into tidal flow at slow speed.
2. As weight comes onto the chain drop the port anchor.
3. Take up weight on starboard anchor and pay off the port anchor. Adjust
length of anchor chain to suit desired transit position.
4. Ship should only be allowed to swing at tide changes between position 3 &
4.
If the ship swings inshore of the anchor position the hawse will foul. This can be
controlled by use of helm or helm and engine at tidal changes.
Standing Moor
<="" figcaption="">
A standing moor uses two anchors to reduce the scope of the anchor when tides
change from ebb to flood. In this case vessel is approaching on the ebb.
A final anchor position must be selected and number of cables determined. This
must not be more than half your available anchor chain. Both anchors must be
laid in line with the ebb/flood tide direction. A helpful transit bearing should be
identified.
1. Pass the transit position, head to tide. Drop anchor then drift astern. Run
double the intended length of anchor chain out as vessel drops astern.
2. Hold onto the port anchor when astern of the transit and on the second
anchor position.
3. Take up weight on port anchor and pay off the starboard anchor as you
run ahead. Adjust length of anchor chain to suit desired transit position.
4. Ship should only be allowed to swing at tide changes between position 3 &
4.
If the ship swings inshore of the anchor position the hawse will foul. This can be
controlled by use of helm or helm and engine at tidal changes.
