Marine teams on a sailing ship. Brief Dictionary of Marine Terms. Commands and orders in the fleet

Captain
The ships of that time were usually commanded by aristocrats who did not have special knowledge of navigation and navigation. The pirates chose the most experienced and courageous member of the team as the captain. Contrary to literature, a pirate captain rarely enforced discipline from his sailors through scolding and iron fists. He was respected by the rest of the crew if he had a strong character, was bold and could successfully capture enemy ships. If the captain showed cowardice or cruelty towards his crew, the pirates rebelled and threw the captain overboard, or at best, landed on a desert island. Although some of these unfortunate captains were more lucky - they managed to persuade the crew to land them in the nearest port and they got a chance to recruit new sailors and buy new ship. The captain had no right to be last anywhere. The only thing that was not considered a manifestation of cowardice was if the captain remained on his bridge during the hand-to-hand combat, and did not climb ahead of the boarding team. In fact, the captain had no more power than any other pirate, he only led the ship and the crew during the battle. The captain decided when and to which port the ship would go, was responsible for navigation and performed the duties of a pilot. If the team believed that the captain was not coping well with his duties, he became an ordinary pirate, and another sailor chosen by the whole team took his place.

Quartermaster
The quartermaster was responsible for the condition of the ship. His main task was to distribute and supply various materials needed on the ship, including gunpowder, as well as carry out repairs, distribute spoils and punish the offenders. Thus, it can be said that the duties that on an ordinary ship were performed by one person, the captain, were distributed among the pirates between two. This made it possible to exclude unity of command on the ship, which the pirates hated so much. When the captain was leading the ship in battle, the quartermaster had to lead the boarding party and be in the hottest part of the battle. He also had to determine how valuable the captured cargo was and distribute the booty. Naturally, gold and silver were of the greatest value in mining. But the quartermaster also had to determine how to deal with the cargo of the captured ship. After all, often the hold of a pirate ship could already be filled with booty, and one product had to be thrown away for the sake of another, more valuable one. The quartermaster was also the only person in a team that could determine the punishments for the offending pirate. The captain could only demand that the guilty be punished, but the degree of guilt was determined by the quartermaster, even if this went against the opinion of the majority. In addition, the quartermaster acted as a judge in disputes between members of the team and also in duels, if they did not contradict the pirate code. Thus, the quartermaster in matters of military operations, the division of booty and management of the team was higher than the captain of the ship.

First Mate
On most ships, there was also the position of first mate, who acted as captain during his absence. The first mate was also needed to lead the team in capturing an enemy ship. Some of the pirate captains always had a first mate on the ship, but most often this position was occupied by the owner of the ship. But often the first assistants led riots on ships against the captain. Especially dangerous was the collusion of the first mate with the quartermaster or boatswain. In fact, two or three officers could easily seize power on the ship into their own hands without bloodshed, it was enough just to draw up a new agreement with the team, and then the most terrible fate awaited the former captain. He was either landed on a desert island, or hung on the yardarm of his own ship, although it sometimes happened that the former captain became a simple member of the team.

Navigator
The most experienced sailors, who know the pilot's nautical charts, become navigators. Plotting a course and determining the location of a ship is a very difficult task. The navigator must be able to use various astronomical instruments, calculate the course of the ship and navigate it in the most dangerous places while swimming. Often the navigator could single-handedly save the ship during the battle, directing it only to him alone through the known passage between the rocks. The navigator is in charge of priceless nautical charts, navigational instruments and ship clocks. If there was no clerk on the ship, then keeping records and accounting was also assigned to the navigator. In turn, the first mate sometimes acted as navigator.

Boatswain
The crew of the ship has always had people whose responsibility was to maintain the technical condition of the ship and manage the crew. It was these duties that were performed by junior officers - ship's boatswains. One boatswain was responsible for equipping the ship, the other for managing the deck crew. There was also a boatswain, carrying out the setting of the ship at anchorage. Of course, on a small ship, all these duties were combined by one person. In this case, boatswain duties were carried out by captains and quartermasters. Sometimes one of the boatswains, whose duties were charged with managing the sails, was called the Master of Sails. Such specialists were highly valued among pirates, since sailing was a rather complicated science. To help the Master, an ordinary boatswain also stood out, who monitored the condition of the sails, gear and rigging, and also duplicated the master's commands during a battle or storm.

A carpenter
The carpenter was an extremely important member of the crew, who was responsible for maintaining the buoyancy of the ship, the health of the hull and masts. Good carpenters were also highly valued by carpenters - pirates were sometimes even allowed not to participate in hand-to-hand combat. The carpenters were responsible for quickly repairing damage to the hull during the battle, and also fastened the cladding boards during a storm. In addition, the carpenter's duties included maintaining the state of good condition of wooden masts, decks, as well as purchasing high-quality materials on the shore for repairs on the high seas. During the cruising of the ship, the main part of organizing this hard work also fell on the carpenter, but at the same time the whole team helped him.

Gunner
The gunners were also highly valued specialists who were responsible for the serviceability of the guns, their readiness to fire, and also personally commanded their guidance during the battle. This science was very difficult, so they were required not only to have a good eye and sober calculation, but also years of constant training and participation in real naval battles. In addition to the gunner, the cannon crew could consist of several people, whose duties included cleaning the gun barrel, loading, lighting the fuse, rolling the gun back into place after the shot. A separate team could be responsible for the tray of cores and gunpowder, opening and closing loopholes. On pirate ships with a small team, the cannon crew often consisted of 2-3 people, and fire could only be fired from one side.

ship's doctor
Doctors were highly valued among pirates, and often, when an enemy ship was captured, the doctor was first of all offered to join the winning team. The doctor was the only person who was allowed not to sign the pirate agreement. often the doctors of a captured ship were paid a reward if they simply provided assistance to members of the pirate crew. If there was no real doctor on the ship, any suitable pirate who had at least some knowledge of medicine was chosen for this position. A case is mentioned when a ship's carpenter was chosen as a doctor - as he had the necessary "tools" to perform amputations. Sometimes ship cooks were involved in healing - they were familiar with working with meat, but they were less skilled than carpenters.

Ship cook (cook)
The ship's cook was responsible for food and food supply. In order to become a real cook, one had to learn how to butcher meat carcasses, know the rules for storing food, and also follow certain rules for cooking, otherwise the team could easily send the unfortunate chef overboard due to wasted food or rotten drinking water. When visiting ports, the ship's cook had to provide the ship's crew with provisions throughout the entire upcoming voyage, so with the help of the strongest sailors, he had to visit local markets and food stalls. During the voyage, assistants were constantly allocated to the koku, whose duties included maintaining the fire in the hearth and carrying food. Food was cooked in special ovens, as wooden ships were very fire hazardous. During the battle, the cook participated in the battle along with the entire team.

Pirate
The pirate is the main cell of the team. The main skill should be the ability to fight and risk your life. Freedom, wild cheerful life, contempt for death are the basic principles of pirate philosophy.

gunpowder monkey
This position originated in the British navy. That was the name of the boys who were part of the weapons team. Pirates often kidnapped or lured the most dexterous and sly port boys onto their ships and used their dexterity and dexterity. 11-13 year old pirates were engaged in cleaning weapons, cleaning ship premises, bringing gunpowder and charges during the battle, in a word, they were ordinary errand boys. They could crawl into the most hidden corners of the ship, so pirates often used them to look for various caches on captured ships. On the shore, the boys delivered secret letters to the allies of the pirates and were used as scouts in enemy cities. Due to their agility and speed, gunpowder monkeys were often the only ones who managed to escape during the death of a ship or the capture of pirates. Beginners on a pirate ship were usually trained as gunpowder monkeys regardless of age. The gunpowder monkeys were the most underpaid and unskilled sailors.

Piracy Agreement
"June 30, 1683
June 30th day, 1683. Articles of the agreement, adopted between us on board the "Camelion" under the command of N. Klov, that we will jointly dispose of all goods that are on board; each must receive his rightful share in full. The commander alone will receive two and a half shares for the ship, and whoever the captain pleases to take as an assistant will receive one and a half shares.
Such things, Gentlemen, should satisfy you, as well as that the doctor is entitled to a share and a half, and such are the articles to which we all adhere, both individually and collectively.
This should assure you that we intend to trade with the Spaniards and not to deal with any nation that we meet at sea.
So, Gentlemen, we hereby declare that if anyone should continue to oppose us, he will be severely punished according to what he did, and all of you present here have taken a joint oath on the holy gospel to hold on to each other until the end of life.
John Hallamore
thomas dixon sign
Robert Cockram
cross of Joe Darwell
Arthur Davis Cross
D. Morrin cross
John Renals
sign of Robert Duzin
Nick. clov
Samuel Hainsworth
Daniel Kelly
William Heath
John Griffin
Henry Mickelson
Albert Dezen
Simon Webson sign
William Strocher
Edward Doe
John Watkins
Edward Starkey
George Paddisson sign
John Copping
Henry Levin sign.

Rules
Disciplinary norms were stipulated in special "Rules" - a charter adopted on every pirate ship.

Bartholomew Roberts Rules
I
Each crew member has the right to vote on pressing issues; he has an equal right to fresh provisions and spirits as soon as they are seized; he may use them as he pleases, unless it becomes necessary for the common good to restrict their use.
II
Each member of the crew must be called, in accordance with the established procedure, on board the prize ship, because, in addition to his share of the captured booty, he can still take a change of linen. But if anyone tries to deceive the partnership and appropriate a silver plate, jewelry or money, then his punishment will be landing on a desert island.
III
No member of the crew is allowed to play cards or dice for money.
IV
Lights and candles must be extinguished at 8 pm. If any of the crew after this hour still wants to continue drinking, they must do so on the upper deck.
V
Each member of the crew must keep the guns, pistols and cutlasses clean and in good working order.
VI
No child or woman is allowed on board. The one who brings a disguised woman to the ship should be executed.
VII
Anyone who willfully leaves the ship or his place during the battle is sentenced to death or landing on a desert island.
VIII
No one has the right to fight on board the ship, but any quarrel can be resolved on shore with a saber or a pistol. In the event that both sides could not come to an agreement, the quartermaster rides with them to the shore in order to monitor the correctness of the duel and put the opponents with their backs to each other at the prescribed distance. When the command is given, they turn and must fire immediately or the pistol is knocked out of their hands. In the event of a mutual miss, the boarding sabers go into action, and the quartermaster declares the winner of the one who bled first.
IX
No member of the crew has the right to talk about disbanding the fraternity until each has collected a share of 1000 pounds. If during the service someone lost a limb or became a cripple, then 800 dollars are transferred to him from the social capital; in case of lesser damage, he receives proportional compensation.
X
When dividing the spoils, the captain and quartermaster receive two shares each, the skipper, boatswain and gunner - one and a half shares, the remaining officers - one share and a quarter.
XI
Musicians rest only on Sundays, and on the other six days and nights they are not entitled to this unless they receive special permission.

Phillips rules
I
Everyone must obey the established rule: when dividing the booty, the captain is entitled to one and a half shares, the quartermaster, carpenter, boatswain and gunner - a share and a quarter.
II
If it happens that someone gets away from the ship or hides some secret from the company, then he should be landed on a desert island with one gun of gunpowder, one bottle of water, a musket and a bullet.
III
For stealing any item from the company or for cheating during the game, the culprit must be left on a desert island or shot.
IV
If we meet one of those left on a desert island (i.e. a pirate) and this person signs our charter without the consent of the whole company, then he must be punished, as the captain and carpenter determine.
V
While this rule remains in force, anyone who strikes another will receive according to the law of Moses (which is forty lashes without one) on his bare ass.

2. And if the guilty person is worthy of a beating, then let the judge order him to be put down and beaten with him, depending on his fault, according to the score.
3. Forty blows may be given to him, and not more, so that your brother may not be disfigured before your eyes from many blows.

VI
Anyone who rattles a weapon, smokes tobacco in the hold without a cap on his pipe, or carries a lit candle without a lantern will be subject to the same punishment.
VII
Anyone who does not keep his weapons clean and ready at all times, or neglects this matter, will be deprived of his share and punished by the sentence of the captain and the carpenter.
VIII
A person who has lost a hand or foot in battle is entitled to 400 reais; who lost a limb - 800.
IX
If we meet a respectable woman and someone pokes her head without her consent, he will immediately be put to death.

What did the pirates drink?

It is generally accepted that real pirates drank only rum. This is true, in those days rum enjoyed great fame due to its properties. Rum was made from molasses, and thanks to this, it did not spoil in the heat. While fresh water began to stink of rot after a couple of days, a small addition of rum returned the normal taste to the water. Hence the well-known name appeared - grog - a "cocktail" of water and rum.

Naturally, since I wanted to drink all the time, rum and water were also consumed very often. It is not surprising that almost all pirates were the worst drunkards. The amount of rum issued to pirates was practically unlimited, and therefore sea voyages often turned into formal drinking parties and ended in disasters.
Pirates were very fond of beer, which they took a lot with them on trips, but beer has a habit of spoiling, so it was naturally less than rum. Wine also took place on pirate ships, but it is disproportionately less than other drinks. Wine was an officer's privilege and they drank it little and rarely.

Sailor food was special because it had to meet several vital requirements: be reasonably compact, super-nutritious, and preferably non-perishable.
As for the diet of pirates, it was based on meat food captured from the port and goods intercepted from merchants. It is quite difficult to call pirates picky about food, therefore, it does not make much sense to investigate this issue.
Crackers, corned beef, cereals, rum. Under good circumstances - onions, garlic (the most valuable means). In case of bad ones - “potage” (well-boiled bones, cartilage and other remnants). Sometimes - cheese, fish. I must say that bad times happened more often than good ones: neither the captain nor the commissary services could clearly enough determine how long the voyage would last. That's why we saved everything.

So, meat: beef or pork corned beef. Lies in the hold in barrels. It doesn't seem to spoil quickly. However, it is possible that the villain quartermaster turned a blind eye to the low-quality product delivered to the ship for a certain bribe. Or instead of the small barrels set by the documentation, he took corned beef in large ones. This means that the sailors will eat spoiled food for a long time - after all, the meat in them goes rotten before they manage to eat it.

Another option is corned beef "second grade": sinewy, tough, too salty. Before use, such meat was usually chopped into pieces and thrown into a vat, filled with water. Then one of the sailors kneaded it with their feet for a long time to soften the product.
Rusks or biscuits were stored in special chests. Rats and worms often climbed freely there. Experienced sailors therefore advised beginners to eat crackers in the dark - not to injure, so to speak, the nervous system. Biscuits differed from crackers in the complete absence of salt: this product was designed to balance its excess in corned beef. Often the biscuits were so hard that the sailors had difficulty breaking them, for example, on the table.

Cereals: most often peas. I must say that the hot was cooked on a sailboat not every day. During a storm or hostilities, sailors were content with dry rations. Rats and worms also loved peas, so stew "with meat" was a familiar dish. Speaking of rats: there were a lot of them on sailboats. There is evidence that 4,000 rats were killed on one of the Spanish galleons - and this is only during one voyage to Europe from the Caribbean.

On land, pirates, as well as at sea, could not do without their favorite rum, not because they were thirsty, but because they became addicted to alcohol. Many pirate ships were captured only because not a single member of the crew was in a defensive state - everyone was drunk. In general, this shows the state of the pirates of that time. The image of a pirate will always be associated with a bottle of rum. Yo-ho-ho!

BOARDING- the approach of hostile ships close for hand-to-hand combat.
VANGUARD- the forward (head) part of the battle formation of a squadron or fleet.
ACCIDENT- damage to the vessel.
AVISO- a small ship used for reconnaissance and messenger service in the 18th-19th centuries.
AVRAL- work on an urgent call of the entire personnel of the ship, when one watch cannot cope with the task.
ADMIRALTY- the highest body of command and control of the naval forces.
ADMIRALTY ANCHOR- an anchor with two fixed horns with triangular paws on their horns, and a rod, fixed on the upper part of the spindle in a plane perpendicular to the plane of the horns. The name "Admiralty anchor" appeared in 1352 after extensive field tests of anchors of various designs, carried out by the British Admiralty.
ANKEROC- a barrel in one, two, three buckets and more; used to store water, wine, and vinegar.
ANTICYCLONE- area of high pressure in the atmosphere, with a maximum in the center. It is characterized by cloudy and dry weather with light winds.
ARTEL- an association of sailors or soldiers in the Russian fleet or army in order to organize food from a common boiler, at the expense of the money they put in for food. The economy of the artel was in charge of the artel, elected by soldiers or sailors. The artel worker was approved by the senior officer of the ship.
REAR GUARD- the trailer (closing) part of the battle formation of a squadron or fleet.
AKHTERLUK- stern hatch.
AKHTERSTEVEN- a vertical bar forming the aft end of the ship's keel. The steering wheel is suspended from the sternpost.
TANK- the bow of the deck of the ship from the stem to the foremast. A forecastle is an elevated superstructure that occupies part of the forecastle.
BAKAN, or buoy - a large float, sometimes with a bell, sometimes with a lantern, anchored to indicate a dangerous shallow place.
TANK- a sailor on duty performing work on the forecastle.
BACKSTAY- 1) the course of the ship at an obtuse angle to the wind direction line; 2) tackle holding topmasts, bram-masts and bam-bram-masts from the sides and back.
BALL- a number indicating the strength of the wind or wave on a scale. According to the Beaufort scale adopted by us, wind strength is indicated from 0 (total calm) to 12 (hurricane) points, and waves - from 0 to 9.
JAR- 1) stranded in a deep place; 2) bench, seat on the boat.
BAR- shallow water, a ridge across the river from alluvial sand and silt.
BARQUE- a ship with direct rigging on the forward masts and with oblique rigging on the rear mast.
BARQUENTINE, or schooner-bark, - a ship with three or more masts, of which the foremast has direct armament, and all the rest are oblique.
RUNNING RIGGING- rigging, providing maneuvers with sails and spars. For simplification of draft it is passed through blocks.
BEIDEWIND- the course of the ship at an acute angle to the wind.
BAYFOOT- a clip that presses the rail to the mast or topmast.
MIZAN MAST- rear mast of all ships with three, four or more masts.
BEAMS- transverse bars connecting the sides of the vessel and serving as beams for decking.
BITT- a wooden or cast-iron pedestal used for fastening thick gear, tugboats, and sometimes anchor ropes (chains).
BITENG-KRASPITSA- a transverse bar on a bitten or a pair of bitten.
BLOCK- a device with a rotating pulley wheel inside, through which a cable is passed for traction.
BLOCKSHIVE- an old ship, anchored and serving as a floating warehouse, wharf or barracks.
BOKANTS, or davits - iron racks of a special device and shape, located on the ship and used to raise and lower boats.
BOM-BRAMSELY- fourth from the bottom of the sails on a ship with direct armament.
BORA- local, strong (up to 40-80 m/s) cold wind on the Adriatic coast of Yugoslavia, on Black Sea coast V
area of Novorossiysk. Usually happens in winter.
BOATSWAIN- the head of the deck crew of the ship's crew, manages all work on the deck and keeps the ship clean.
BRAMSELS- third from the bottom sail on a ship with direct armament.
BRACES- gear used to rotate the rails in a horizontal direction. Brasopit - turn the yards with the help of braces.
WINDLASS- a mechanism with a horizontal arrangement of drums, used for lifting and lowering anchors and mooring operations.
BRIG- a two-masted vessel with straight sails on both masts.
BRIGANTINE, or schooner brig, is a two-masted ship with straight sails on the fore mast and oblique sails on the main mast.
YOKE- flat metal ring on spars.
BUOY- see cormorant.
BUEK- a small float showing the place of the anchor when it is released.
BAY- 1) a small bay; 2) a cable rolled up in circles. The coil of cable, manufactured at the factory, has a length of 200 meters, or 100 fathoms.
BOWSPRIT- inclined mast on the bow of the vessel.
BULL-PROUD- one of the gear for cleaning sails.
SHAFT- a separate major war, in a storm it reaches a height of 9 meters or more.
OUTRIGGER- the thickened part of the oar, it is divided into a handle, a roll, a spindle and a blade.
VALKOST- insufficient stability, the tendency of the vessel to tilt to one side from the slightest reason; Valkost is considered a bad and even dangerous property of the vessel.
GUYS- cables strengthening the masts, topmasts, bram-masts from the sides.
WATERWAYS- a wooden beam or metal sheet connecting the deck to the sides of the vessel.
WATERLINE- the line along which the ship goes deeper into the water. The maximum deepening permitted by law for each vessel is limited by the load waterline.
waterstay- thick metal bars or chains that pull the bowsprit to the stem.
WATCH- duty on the ship.
MONOGRAM- tying of a thin line for fastening two cables together.
VERP- a small anchor.
SHIPYARD- a place where ships are built, a shipyard.
MILESTONE- a pole with a float, anchored or on a stone. At the upper end, either a kind of broom made of thick rods, or a colored flag is attached. Milestones are surrounded by shoals and other obstacles in the way of ships, such as sunken ships.
DISPLACEMENT is the volume of water displaced by the vessel. The weight of this volume is equal to the weight of the ship.
CUTWATER- the outer edge of the stem below the waterline.
WEAPONS- equipment of the vessel, a set of spars, rigging and sails.
LOOKING FORWARD- the sailor on duty at the bow of the ship, watching the horizon and immediately reporting everything. what he sees, the captain's officer on duty.
Vyblenky- thin ropes tied across the shrouds and forming, together with the shrouds, a kind of rope ladder for climbing the masts and yards.
VYMBOVKI- long bars of hard wood, used to rotate manual spiers (gates). Vymbovka has the form of a stick about two meters long and in diameter, at one end about 10 cm, and at the other - about 6 cm.
PENNANT- a long narrow flag.
HARBOR- the space of water, protected by nature or artificial structures from sea waves and serving for the parking of ships.
GAK- metal hook.
GACOBORT- a board enclosing the stern of a ship.
TACK- 1) tackle that attracts the lower corners of direct sails from the windward; 2) if the wind blows from the right, then they say: the ship is on the right tack, if on the left - on the left tack.
GALFWIND, or half wind - the direction of the wind perpendicular to the ship's course.
HALLYUN- lavatory on board.
LEVER- increased vymbovka, serving as a lever when working with large weights.
GAFF- an inclined tree attached with one cone to the mast and used to fasten or stretch the upper luff (side) of oblique sails having the shape of an irregular trapezoid.
GIK- a log for attaching or stretching the lower leg (side) of slanting sails.
GITOV- gear that serves to pull up the lower corners of the sail when cleaning.
DRIVE TO THE WIND- keep the close-haul cool, i.e. very close to the wind line.
GORDEN- tackle. passing through one single-sheave block.
GROTTO- the lower sail on the main mast.
GROT HATCH- the middle hatch on the deck of the vessel.
MAINT MAST- medium, largest, mast on the ship.
GROT-HOLD- medium ship hold.
JACK- a special flag that is raised when anchoring on the bow of a warship of the 1st or 2nd rank.
DOUBLE BOTTOM, or internal - available on all warships and large ships of the merchant fleet; serves to protect the bottom from the effects of holes, increases the reliability of the hull. The space between the inner bottom and the outer one is called the double bottom and is divided by longitudinal and transverse partitions into compartments that are empty or used to store water, oil, etc.
TWO-DECK SHIP- an old-type warship that had two more above the water in addition to the top lower decks with guns.
DEADWOOD- sharp places of the bottom at the very ends of the vessel.
DEVIATION- deviations of the magnetic compass needles under the action of the ship's iron.
DECA- deck.
KEEP ON TARGET, go along the alignment - go so that two or more objects observed from the vessel merge into one line, for example, see the masts and pipe of an oncoming steamer in the alignment or walk along the alignment of two lighthouses.
TRIM- the difference in the depth of the vessel in the water between the stern and the bow. Trim to the stern is usually done to give the ship better agility. The trim on the bow, on the contrary, worsens the agility and gives the vessel an ugly look. If the ship has a trim on the bow, then the sailors say: "The ship sits in the water like a pig."
PKD- Wet dock - a section of a harbor or port in which the water is kept at the same level. Such docks are arranged in places subject to the action of ebb and flow, for the convenience of loading and unloading ships moored at the berths. Dry docks - pools, pools in which ships are placed for repair. After entering the vessel into such a dock, the water is pumped out of it, and the vessel remains on supports, called slipway blocks. The gates of a special device that tightly close the entrances to the docks are called batoports. Floating dock - a floating structure that is sunk, and then, after pumping water from the dock compartments, rises along with the ship put on it for repair.
HEAVER- an oblong cone made of hard wood, used in rigging.
DRAW, to scuff - to pull tight, in a figurative sense - to scrub, to clean something. For example, sailors say: "to polish a copper", which means to polish copper parts to a shine.
DRYREP- a chain or wire rope attached to the yard and passing through the block to lift it. Any dryrep usually ends with hoists, called halyards. For example, marsa-drayrep and marsa-fal together make up a device for lifting the marsa-yard.
DRIFTING- deviation of a moving ship from the intended path under the influence of wind, current, strong wave and ice pressure. To drift - arrange the sails in such a way that from the action of the wind on one of them the ship goes forward, and from the action on the others it backs away, as a result of which the ship keeps almost in place.
INCH- longitudinal unit of length, equal to 2.54 centimeters.
EAT- a word that replaces answers in the fleet: well, I listen, I understand, it will be done. Derived from English word Yes (Yes).
ZHVAKA-GALS- a piece of chain of the same thickness as the anchor rope is attached to the butt, embedded in the ship's hull with a bracket
MAGAZINES watch and engine - a cord book in which the captain's officer on duty on the bridge, in the wheelhouse, and the engineer on duty in the car record all the circumstances of navigation and all incidents with the ship, mechanisms and its crew at sea, near the coast, while moored at the berth.
ZAGREBNOY- the rower closest to the helmsman, all other rowers of the boat are equal to him.
BOARD- Close tightly.
BUY, seize in a pulley - they talk about tackle when something has clamped it and prevents it from stretching freely.
ZUIDWESTKA- wide-brimmed marine waterproof hat.
SWELL, dead swell - gently sloping waves without wind, sometimes can reach large sizes; it happens either after a long wind, when the sea cannot immediately calm down, or before the wind, when a strong wind blows in the neighborhood and drives a wave in front of it. Small hammer, or ripples - small excitement.
GO- the ship is moving, its crew, taking part in the movement of the ship, is also moving. The passengers carried by the sailors are on their way.
For example, a passenger will say: "I am going on a ship," and a sailor will say: "I am going on a ship."
PORTHOLE- a round window made of thick cast glass in a metal frame built into the side of the ship.
CABLE- thick wire. Since earlier sailing ships, without the help of tugboats, often had to be dragged from place to place by bringing a verp with a cable tied to it on a boat, it became a practice to measure a distance of less than a mile by the number of cables. Cables - 100 six-foot fathoms. There are 10 cables in one nautical mile.
KABOLKA- a thick thread from which cables are twisted, which consist of strands, and strands of cables.
WIRE SLINGS- hemp rings that are connected; they cover the load when lifting with hoists.
CABOTAGE- sailing along their coasts and between the ports of their state. Coaster, coaster - ship. floating near its shores without calling at foreign ports.
GALLEY- ship's kitchen.
CAMLET- a dense fabric made of wool (often with an admixture of silk or cotton fabric).
CAMPAIGN- floating, hiking navigation.
ROPE- the thickest pearls and cables were called a rope, tied to an anchor before chains were used for this purpose. Until now, the anchor chain is often called a chain rope or simply an anchor rope.
QUARANTINE FLAG- a yellow quadrangular flag, hoisted on the forward mast and means that everything is safe on the ship in terms of sanitary conditions.
CAT- anchor lifting crane.
ROLL UNDER THE WIND- tilt the bow of the ship into the wind.
CABIN- a room on the ship.
QUARTERDEC- aft deck raised to the line of bulwarks.
QUEBRACH WOOD(upper bracho) - subtropical South American tree species, have hard, heavy wood, bark and tannic extract.
KEEL- a longitudinal beam or steel sheet running along the vessel and serving as the basis of its entire structure.
KILSON- the inner keel running over the frames (ribs) of the vessel.
WAKE- a jet astern of a moving vessel.
LAYING THE RUDDER right or left on board - turn the steering wheel, and hence the steering wheel to the right or left side to failure.
CELL, kletnevka - safety upholstery of the cable with thin lines in those places where it is subjected to constant friction.
JIB- one of the slanting sails on the bowsprit.
CLIPPER- a large, narrow and sharp, fast ship on the move.
CLIPER POST- a beautifully curved stem decorated with gilded carvings.
CLOT, klotik - a chiseled bump or circle worn on top of a mast or flagpole. thin gear is passed through the klotik, called signal halyards, which serve to raise flags.
HAWSE- a round hole in the side of the vessel for the passage of perlines, mooring lines or anchor ropes (anchor hawse).
KNEHT- a cast-iron pedestal or a wooden column for attaching gear.
KNOP- a knot at the end of the tackle, not tied, but in a special way woven from loose strands.
KNYAVDIGED- the upper, broadened part of the stem on old ships, strongly protruding forward.
CASING- attachment, superstructure to cover something, such as a chimney casing.
COOK- the ship's cook.
BILL OF LADING- a document for the cargo.
COPRA- dried nutrient tissue (endosperm) of the fruit of the coconut palm - coconut. Used to produce coconut oil, margarine and soap.
SHIP- 1) ship in general; 2) a large sailing vessel, at least three-masted, with direct armament on all masts.
STERN- rear end of the vessel.
DIRK- something like a four-sided dagger, used during boarding battles of ships. Subsequently, the dagger received the value of a distinctive personal weapon of naval officers.
KOFEL-NAGEL- iron pin for fastening gear.
KOFEL-PLANK- an oak thick board with nests, reinforced at the side of the ship or mast to pass coffee pins through it.
CRUMBALL- bracket on the bow of the ship for hanging the anchor.
FENDER- a piece of wood or a rough pillow stuffed with soft cork and braided with a vegetable cable, hanging overboard to protect the ship's hull from friction against a berth or other ship.
CRUISE- swim in a certain sea between certain places.
BANK- the inclination of the vessel on its side, measured in degrees of arc by an instrument called an inclinometer.
COOLER TO KEEP- keep closer to the direction of the wind.
ATTACH THE SAILS- roll up, tie them on the yards, or on the bowsprit, or near the masts.
ATTACH GEAR- wrap or wrap it around the head of the bollard or coffee nagel.
KRUYSEL- topsail on a mizzen mast.
COCKPIT- common living quarters for the team.
WELL- the direction in which the ship is heading.
MANAGE- move forward in zigzags against the wind.
LAS- 1) a tool for measuring the distance traveled in travel speed; 2) board of the ship. For example, to moor with a lag (i.e. sideways) to the pier, to another ship, to stick with the whole lag to the shallows.
LEVENTIK- the position of the sails when they are not inflated and flutter from the wind blowing at their edges.
LEER- a tightly stretched rope, wire or metal rod, used to tie sails (handrails on yardarms) or to protect people from falling into the water (side lifeline).
LIE TO- to stop the course of the ship and keep in place, not letting go of the anchor, properly positioning the sails or maneuvering the machines.
LICTROS, or likovina - a cable with which the sail is sheathed for strength.
TENCH- a cable less than 25 millimeters in diameter.
LISELI- additional sails placed on the sides of direct sails to increase their area.
LIGHTER- a shallow-draft auxiliary vessel, serves for the delivery and transportation of cargo to anchored ships.
BLADE- a paddle of an oar, a steamship propeller or a wheel; the latter is sometimes called a stroke or plinia.
LOT- a device that measures depths, with its help they get soil samples from the bottom of the sea.
LOCATION- part of the science of navigation, a guide for navigators, a detailed description of the seas and the shores washed by them, lighthouses, signs, alignments, etc.
PILOT- a sailor-navigator engaged in escorting ships in a certain area: in a strait, port, fiord, channel.
EYELINGS- sheathed holes in the sail for passing gear.
HATCHES- holes in the decks: for lowering cargo into the hold - cargo hatches; for light transmission - skylights.
LUSTRIN- thin dark woolen or cotton fabric with a sheen.
MANILA(abaca) - manila hemp, a fiber obtained from the leaves of the tropical abaca plant. Marine ropes, plant cables, etc. are made from manila.
MANEUVER- control a ship or a detachment of ships, changing the direction of movement and speed.
MARLIN- a thin line twisted from two cables or threads.
MARS- a platform at the junction of the mast with the topmast.
MARSELY- the second from the bottom straight sails.
MARTYN-GIK- a wooden or iron spacer under the bowsprit for wiring the rigging of the jib and bom jib.
MAT- a carpet woven from strands or cables of an old cable.
MAST- a vertically or almost vertically installed spar tree, used to lift sails and weights.
LIGHTHOUSE- 1) a tower with a specially arranged lantern on top; 2) a floating lighthouse - a ship anchored at dead anchors at a shoal far from the coast. Floating lighthouses have a characteristic coloration, an inscription in large letters on the board, balls of thick rods and strong lanterns on the tops of the masts.
MILE- sea measure of length, equal to 1852 meters.
MOLESKIN- a kind of thick paper fabric that goes on clothes.
BRIDGE- a platform raised above the sides of the vessel and protected from wind and waves, extending from side to side. The ship is controlled from the bridge.
MOUSSONS- periodic winds that change their direction depending on the time of year.
MUSHKEL- a massive wooden hammer for rigging.
SHIP SET- the totality of all timber beams and strips of shaped steel that make up the skeleton or frame of the ship.
WINDWIND, coast, board - side, coast, board, from which or from the side of which the wind blows.
HAIR- to clean.
BINNACLE- 1) a copper cap with a glass window and lamps; not put on at night and in bad weather on the compass; 2) a wooden or silumin cabinet (pedestal) on which the compass is installed.
FILL THE SAILS- expose the sails to the wind so that they inflate and the ship gets a move.
NIGHTS- a strong bundle of two or more objects with a cable. To accept - to bind; snite - to connect with each other.
NIRAL- tackle for lowering or pulling down the sails.
NOC- the tip of the yard, hafel or boom.
DEWEATHER SAILS- turn them or the ship so that the wind hits the side edge of the sails and they rinse or become head-to-head.
SET THE SAILS- turn them or the ship so that the wind blows in the opposite direction of the sails and they are pressed against the masts and topmasts. With bare sails, the ship gets reverse.
OVERSTAG- transition from the hauled wind of one tack to the hauled wind of another tack through the wind line.
fire- a loop braided on a cable.
OBTAIN- an order to the helmsman to slow down the turn of the vessel that has begun.
DRAFT- the depth of the ship, measured in feet or metric measures.
STABILITY- the ability of a ship that has received a list to quickly straighten up. Insufficient stability, resulting from a too high center of gravity, makes the vessel rolly and even dangerous, it may capsize. Excessive stability makes the roll too fast, gusty and loosens not only the masts, but also the hull of the ship.
FUCK OFF- move away from the pier or other vessel.
GIVE AWAY- untie, unfasten this or that tackle; give sails - dissolve them; drop the anchor - throw it into the water.
SHALLOW- shallow, connected to the shore.
GROOVE- a gap between planks or deck boards. The grooves are caulked and filled with pitch or covered with putty on drying oil and oil varnish.
DECK- flooring, the same as the floors in houses. The number of decks on the ship shows, as it were, the number of floors. Normal distance between decks is 2 meters; on passenger and new ships, it reaches 2.5 and even up to 3 meters.
APEAK- the moment when the anchor is raised, when it has not yet separated from the ground, but the length of the chain is already equal to the depth of the sea and the anchor chain is vertical. After the paner, when the anchor is separated from the ground and the chain trembles, they say: "the anchor has risen."
trade winds- winds blowing with a fairly constant force (three or four points), their direction is not always constant, but varies within close, however, limits.
HAWSER- the cable is thicker than 13 centimeters.
PERTS AND BACKS- cables, now always wire, suspended under the yards, on which the sailors stand with their feet, diverging along the yards for attaching the sails.
PIER- Pier on piles, arranged perpendicular to the coastline.
GUNWALE- a horizontally laid thick board of hard wood, limiting the upper side of the vessel.
PONTOON- the same as the lighter, but more shallow-sitting.
LEETH SIDE, coast, board - side, coast, board, opposite to windward.
VALANCE- overhang of the stern of the ship.
PODSHIPPERSKAYA- room for storage of ship's property.
"HOLANDRA!"- "beware!". From the Dutch word "fall under" - "falls down". A warning cry.
PUMPS- ship pumps serving for different purposes: bilge pumps, fire pumps, sanitary pumps, feed pumps (for boilers), etc.
PORT- 1) a place near some city where the parking of ships is concentrated. Ports are natural and artificial; 2) a door on board the ship: cargo or lazports, gun ports, garbage ports. Small ports are called half ports.
SWEET- an oar that replaces the steering wheel.
SURF, or breakers - excitement near the coast.
LEAD- steer closer to the wind line, steer steeper.
STRAIGHT SAILS- sails of the correct quadrangular shape or the shape of a regular trapezoid, tied to the yards.
DISARM THE SHIP- during long stays and winterings on sailing ships, they untie and put all the sails into the hold, pull out the gear of the running rigging, remove the blocks, sometimes lower the upper yards and bram-topmasts - this is called "disarm the ship."
spars- a collective word for all the wooden parts of the ship, such as: masts, topmasts, bram-topmasts, yards, booms, gaffs, cargo arrows, etc.
REY- a transverse tree suspended by the middle, to which one of the direct sails is tied.
RAID- a place more or less closed from the winds in front of the entrance to the port.
REEF- 1) a ridge of stones or coral formations hidden under water or barely protruding from it; 2) a row of ties at the sail to reduce its area during an intensifying wind.
ROSTERS- a place on the deck where the spare spars are stowed. Large boats are sometimes installed on the rostras.
CUTTING- 1) a house built separately on the deck with a flat roof; 2) Staff only: wheelhouse, navigational cabin.
RUMB- 1/32 of the horizon. A card (a circle attached to a magnetic compass needle) is divided into 32 points and, like any circle, into 360. Compass points, counting from north through east, south and west, have the following names: north (N), north-ten-east (NtO), north-north-east (NNO), north-east ten-north (NOtN); north-east(NO), north-east-ten-east(NOtO), east-north-east(ONO), east-ten-north(OtN), east(O), east-ten-south(OtS), east-south-east(OSO), south-east-ten-east(SOtO), south-east(SO), south-east-ten-south(SOtS), south-south-east(SSO), south-ten -ost(StO), south(S), south-ten-west(Stw) and further: SSW, SWtS, SW, SWtW, WSW, WtS, west (W), WtN, WNW, NWtW, NW, NWtN, NNW , NtW, N.
TILLER- lever at the steering wheel to control it.
RUMPEL-TALI- hoists, which are laid on the tiller.
SHOUT- a metal cone-shaped pipe to amplify the voice. A large horn made of pressed corton or linoleum is called a megaphone.
RUSLENI- platforms for the removal of shrouds and back stays from the side of the vessel.
RYM- a strong iron ring built into the deck, side or pier.
BELL- bell.
SKILL- the tendency of the ship to rush towards the wind.
FATTH- old Russian measure of length. Since 1835, its size has been determined at 7 English feet, which corresponded to 213.36 centimeters. The navy used a six-foot fathom, equal to 183 centimeters. 100 six-foot fathoms were one cable length.
CROSSTREES- lattice platform when connecting the topmast to the topmast.
PILE- a round metal wedge, similar to a large and thick awl, is used for rigging.
FRESH BREEZE- a strong even wind, not yet reached the degree of a storm.
SEASON, or harness - a short braid or piece of cable used to fasten retracted sails.
SEY-TALI- large hoists for lifting weights.
phials- hourglass. To beat the bottles - to indicate the time by ringing the ship's bell.
CHEEKBONE- turn, steepness in the lines of the ship's hull; bottom, bow, stern cheekbone.
SPARDEC- medium elevated superstructure, extending from side to side.
SPLICE- Two ends of a cable woven together.
TO GO DOWN- turn the ship, increasing the angle between the ship's course and the direction of the wind.
STAYSAIL- oblique sail, walking on rings (raks) along the bar.
STAPEL- the foundation on which the ship is built.
STAPEL-BLOCKS- bars placed under the keel of a ship under construction or being repaired in the dock.
STEPS- a socket into which the lower end (spurs) of the mast is inserted.
STOP ANCHOR- see ANCHOR.
SLING- a piece of cable, woven with ends into a circle or loop.
STRING- a small strap.
SUPERCARGO- a member of the commanding staff responsible for ensuring the correct and most efficient transportation of goods on the ship.
TABANIT- row the oars in the opposite direction.
RIGGING- the totality of all the gear on the ship. Standing rigging - at present, wire cables securing masts, topmasts, bram- and bom-bram-topmasts, bowsprit and jib. Running rigging - consists of a part of a flexible steel cable, a part of a plant cable and a part of chains. It passes through the blocks and serves to lift and turn spars, weights, setting and cleaning sails.
RIGGING- production of various products from a cable, processing of a cable for rigging.
TALI- a cable passed through a system of blocks to facilitate traction. (In physics - polyspas)
TALREP- type of hoist or tension screw for pulling standing rigging or pulling cargo
TWINDEC- intermediate deck deck.
TENT- a canopy made of canvas stretched over the deck to protect people from rain and sun.
TEAK- 1) a very strong, non-rotting Indian tree; 2) striped matter.
TIR- a type of oil varnish.
CRUSHING- wrong high and short excitement.
TONE- the top of a vertical spar tree, for example, masts, topmasts.
TOPENANT- tackle supporting the legs of yardarms, booms and cargo arrows.
BEAM- the position of some sign on the shore or an object on the water, perpendicular to the course of the vessel.
PICK TACKLE- gradually release, weaken.
CABLE- rope. Cables are steel, vegetable (hemp, manila, coconut), nylon. The cable thickness is always measured around the circumference.
HOLD- the interior of the ship, intended for the carriage of goods.
LITTLE- the tendency of the ship to throw its nose from the wind.
DEEP SHIP- distance in decimeters or feet, measured from the waterline to the lower edge of the keel.
NODE- 1) a conditional measure of speed, indicating a nautical mile per hour; 2) a knot on a cable.
oarlocks- metal devices in the form of grips for resting the oars when rowing.
UTLEGAR- the second knee of the bowsprit, its continuation. The continuation of the utlegar is called the bom-utlegar.
GET AWAY FROM THE WAVE- keep so many sails during a passing storm so that the wave cannot catch up with the ship and roll in from the stern, "cover", according to the sea expression, which is very dangerous.
FAL- tackle in the form of special hoists, used to lift spars and sails
BULWARK- the upper part of the ship's side, the side is higher than the upper deck.
FANS- a cardboard tube stuffed with sparkler powder and equipped with a handle for holding, is used to produce night signals.
FAIRWAY- a deep passage among shallows and other underwater hazards.
FLAG- a rectangular panel sewn from a light woolen fabric - a flag - of different colors and serving as a distinctive sign. Flags are divided into signal and national, meaning which state the given vessel belongs to, and national flags are divided into military, commercial and personally assigned.
FLAGPOLE- the top of the mast or a special pole used to raise the flag.
FLOTILLA- a small group of ships.
FLOOR- the lower part of the frame.
FOC- lower sail on the foremast.
foremast- forward mast of the ship.
FORDEWIND- a tailwind blowing directly into the stern.
FORDUNES- the same as backstays.
FOR-LUX- Front cargo hatch.
FOREPEAK- a bottleneck in the hold at the very bow of the vessel. The same place in the stern is called the afterpeak.
BOOST WITH SAILS- carry more windage than it should at a given wind speed.
stem- front edge of the vessel.
FOOT- sea measure, equal to 0.305 meters.
SHOOT STOCK- a long stick, marked in feet, is used to measure shallow depths.
RUNNING END- the end of the tackle being pulled. The reverse end attached to something is called the root.
WALKER A good walker is a fast boat.
CHAIN ROPE, or anchor rope - a chain attached to an anchor.
CYCLONE- an area of low pressure in the atmosphere with a minimum in the center. The weather during this period is overcast, with strong winds.
CHECHEN- an island in the northwestern part of the Caspian Sea. Sand spits, overgrown with reeds, stretch from the coast into the sea. The Chechen lighthouse was installed.
CHICKS- wooden or metal slaps on the mast under the tops, sometimes under the salings.
CLEAR ANCHOR- the message of the assistant captain, who is watching the lifting of the anchor from the water, that the anchor came to the surface not tangled, clean, the ship can be set in motion.
MOORING, to moor - to attract the vessel to the shore, to the pier or to another vessel.
DOTTERS, or shkhans - part of the deck between the main and mizzen mast, a place of honor on the ship.
WAIST- part of the deck between the fore and main masts.
SQUALL- a strong gust of wind.
PENDANT- the short end of the cable with a point at the end.
SHKIF- a wheel with a hollow in a block or in a spar.
SKIPPER, or skipper - this is how the captain of a merchant ship used to be called.
SHEET- tackle that attracts the lower corner of the sail to the side, deck or to the leg of the underlying spar tree.
FRAME- a wooden or metal rib in the ship's set.
SPACE- the distance between the frames.
SCUPPER- a hole for water flow in the side of the ship.
SPIRE- vertical gate.
SPOR- the lower part of the vertical spar tree.
STAG- standing rigging, holding the spar tree in front.
STERT- a short piece of line used to tie something.
STOCK- any pole that has a special purpose - a flagpole, footstaff.
WHEEL- a wheel with handles used to control the steering wheel.
STORMTRAP- rope ladder with wooden steps.
SHTURTROS- a cable connecting the tiller to the steering wheel.
SCHOONER- a vessel with slanting sails and at least two masts.
EZELGOFT- a double forged ring made of strip metal for connecting the top of the mast with the topmast, the top of the topmast with the topmast, the bowsprit with the jib.
CREW- all personnel of the ship, except for passengers.
ELLING- the place of construction or repair of the vessel.
SQUADRON- a large detachment of ships under the command of a person who has his own distinctive flag - a flagship or admiral.
YUZEN- a thin line, hand-woven from three cables.
CABIN BOY- a young sailor apprentice.
UT- part of the deck from the mizzen mast to the end of the stern - the tailboard. Poluut - a short, elevated part of the poop, superstructure, starting from the stern, but not reaching the mizzen mast.
UFERS- a kind of round thick block with smooth holes, called windows, instead of pulleys. Cable lanyards are based through the yufers.
ANCHOR- a forged metal projectile that serves to stop the ship by traction with the bottom of the sea. Anchors come in different systems. Two anchors, always ready for return and located on the bow of the ship, are called anchors. In addition to these, there is one or two spares stored nearby. Small anchors that serve to drag the ship from place to place by delivery are called verps. The heaviest verp is called the stop anchor.
ANCHOR ROPE- a chain attached to an anchor.
YACHT- a ship that has neither military nor commercial significance and serves for the purposes of water sports or rest.

Autonomy - the duration of the voyage without replenishment of fuel, water and food.

Water area - limited area of the water surface.

Anticyclone - high atmospheric pressure with the movement of air around its center.

Axiometer - indicator of the angle of deflection of the rudder blade or the axis of the propeller relative to the center plane of the ship.

Arneson drive - type of transmission with a horizontal shaft.

afterpeak- the extreme aft compartment of the vessel.

Akhtershteven- aft end of the vessel, an element of the hull set. It can be a frame on the transom or a continuation of the keel beam.

Buchan - anchored floating navigation mark.

Ballast- liquid or solid cargo placed inside or outside the ship's hull, providing the necessary stability and draft. It may also be redundant and talk a lot.

Baller - a vertical shaft that serves as a drive for the rudder blade.

Jar- 1. Sitting on deckless boats, at the same time serves as a spacer between the sides. 2. Separately located strand of limited dimensions. 3. Capacity for storing worms.

Bar— 1. Alluvial stranded coastal zone. 2. Unit of pressure, approximately equal to 1 atmosphere.

Barhout- thickening of the outer skin of the ship's hull in the area of the waterline.

beidewind- the course of the yacht, at which the diametrical plane of the vessel in relation to the direction of the wind is less than 90 degrees.

Seizing- ligation of thick cables with a thinner line.

Buttocks- lines of a theoretical drawing, giving an idea of the volumetric shape of the hull.

Batoport- movable dry dock wall.

Beam- a transverse beam connecting the side branches of the frame, an element of the hull set.

Bitt- cabinet for fastening cables on large cruising yachts.

Bon- a fixed floating structure for mooring small boats and other purposes and works.

Bora- He's a Nord-Ost.

Barrel- barrel. Large float at dead anchor. Facilitates the process of anchoring in difficult places. "Stand on the barrel."

Brandwacht- a ship installed to observe something (someone).

Windlass- deck mechanism for lifting the anchor.

Bridle- anchor cable, chain, rope, fixed with the root end to the anchor in the ground, and running - to the barrel, boom.

Breeze- coastal breeze, changing its direction during the day, due to the temperature difference between day and night, land - sea.

Throwing end- throwing end.

Broching- for sailing yachts: a sharp loss of control in a tailwind with the release of the rudder blade from the water and falling on the cheekbone.

Buoy— floating navigation mark.

Buyrep- cable, on the trend of the anchor and a buoy on the surface. Indicates the place where the anchor lies and makes it easier later to detach it when lifting.

Vessel's capacity- a significant drawback - the property of the vessel to heel due to insignificant external forces at large angles and very slowly return back to the equilibrium position. Strongly manifested on ships with low stability.

waterways- a bed on the open deck for the flow of water. It is also used in the meaning of beams on the sides, as part of the deck flooring.

Waterline- the boundary of two media, clearly visible on the ship's hull. Of course, it depends on the load.

Spindle anchors- anchor rod.

Verp- auxiliary anchor.

Swivel- spar swivel joint. Fishing swivel - little brother.

Milestone— floating navigation mark. Protects dangers and indicates the sides of the fairway.

Vessel displacement- the amount of water that is displaced by the underwater part of the vessel afloat. The amount of water displaced is equal to the mass of the entire boat.

— jet engine, which uses the acceleration from the ejection of water through the nozzle.

Choose- pull up, pull up the tackle.

Harbor- coastal parking of ships, protected from the wind.

Gak- hook

gulfind- For sailing ships- a course with an angle of the diametrical plane and a wind direction of 90 degrees.

latrine- toilet

Tack is the direction of the wind relative to the hull. For example, starboard tack is the wind to starboard.

Helmport- a cutout in the stern for posting the stock.

planing- a mode of motion in which the ship's hull is supported on the surface of the water only due to hydrodynamic forces, and not due to Archimedean ones. It is possible only when a certain speed is reached and on planing hull contours (very low deadrise on the transom). Launching flat pebbles with a pancake on the water is a planing option. The rock will sink when it stops, but when planing, the Archimedes forces don't work, and as long as it maintains the required speed, a flat pebble will be able to cross the Atlantic, as long as it's completely calm, of course.

Magnetic compass deviation- deviation of the compass indicators associated with the action of the ship's own magnetic field.

Deadwood- 1. Underwater parts of the ship's points from the stern and from the bow, associated with the keel. 2. Outboard motor leg housing.

sensible things- the general name of various details and small things included in the necessary and not very equipment of the vessel.

Vessel diametral plane- a vertical imaginary plane passing through the stem and stern.

Trim- the inclination of the ship's hull in the longitudinal vertical plane relative to the surface of the water.

Drek- small anchor on boats and tenders.

Drektov- anchor rope dreka.

Drifting- the drift of the boat relative to the course as a result of the influence of the winds, but without taking into account the currents.

AND

Vessel survivability- the reliability of the vessel and its ability to maintain its characteristics, even with severe damage.

Lay- 1. Fix the end, the rope. 2. Lay a turn.

AND

true course- course taking into account deviation and magnetic declination.

Bend- the bend of the river.

Cable- 185.2 m - 1/10 nautical mile.

Galley- kitchen

cavitation- shock loads arising as a result of the collapse of vapor or gas bubbles, which were formed as a result of a critical decrease in pressure and met with the boundary of the high pressure area. The result of this meeting may be blows to the edge of the propeller with a force comparable to a hammer blow. As a result, the edges of the blades are chipped, which is why this phenomenon is also called cavitation erosion.

cardinal system- a system for installing maritime navigational danger signs, in which their detour and maneuvers are closely related to the cardinal points.

Cartushka- a detail of a magnetic compass that determines the direction of the magnetic meridian.

Deadrise- a characteristic of the transverse profile of the boat hull. It is measured by a numerical characteristic on the transom and amidships - deadrise angles.

Knecht- a metal contraption for securing the mooring ends.

Stern- rear end of the vessel. Whaleboat feed is spicy. Transom - a flat cut at the stern.

Keel- the main beam of the longitudinal set of various materials, located in the diametrical plane. The keel boat may not have this device, and the deadrise will be formed by the joint of the skin sheets. Inflatable keel boats have an inflatable keelson, which, when inflated, rests on the payol on one side, and on the other side stretches the bottom fabric sheets, cut in a special way, which creates deadrise.

Keelblock- support for dry storage of the boat.

Wake- 1. The line of motion of ships in the conditions of the formation of ice. 2. Formation of ships following the same line.

Wake stream- a footprint on the water behind a moving ship.

kilson- on rigid hulls - connection of frames in the bottom area.

Kipa- a horned device on the deck or sides for the removal of sheets or springs.

Hawse- a hole in the body with a protective edging for wiring gear. For example, an anchor chain.

Knica- a triangular or diamond-shaped plate connecting the elements of the body kit.

Knop- thickening or knot at the end of the rope.

Cockpit- open space on the upper deck for crew work. For example, for catching fish or taking sunbathing. On good yachts, the cockpit is easy to recognize by finding a folding table with a bottle of wine in it.

Coaming- waterproof threshold at the entrance to the wheelhouse or cabin.

Compass- the main navigational device.

compass heading- compass heading.

End- any non-metallic cable or line.

Fender- expendable material, softening the blows of the hull on the berth or on other vessels during mooring, withdrawal and maneuvers. Fenders are inflatable, wicker - an expensive exclusive and simply stuffed with hemp. It is not recommended to enter the marina without fenders, where very expensive yachts are moored.

Cruising speed- the most economical mode of movement of the boat. Each has its own and depends on many factors.

all round fire- circular fire.

Vessel course- the angle between the northern part of the meridian and the direction of movement.

Lavrovka- on sailing yachts - movement to the intended point against the wind, by constantly changing the course, changing the tacks.

lag- a device for measuring speed and distance traveled.

Lagom mooring - mooring side to side.

Lateral system- navigation system for installing navigation signs. Mainly used in inland waters. Uses the principle of marking the axis of the ship's passage or its right and left edges.

Leventik- for sailing yachts - the position of the bow into the wind when the sail begins to idle.

Leer- handrail or fence in the form of a stretched cable.

Likpaz- the groove into which the lyktros enters.

Location- section of navigation. Cunning navigational aids for a particular navigation area - also called a pilot.

Pilot- a person who has a sailing position, or he knows the given navigation area by heart.

Luke- hatch.

Brand- termination of the end of a sheet or cable, or a mark on it for a specific purpose.

Lighthouse- lighthouse.

Midel- an imaginary line of intersection of the outer surface of the boat hull with a cross section that divides its overall length into equal parts.

sea mile- the length of the arc of the meridian of the planet Earth is 1 degree. Due to the difference in latitude in different places planets has different meanings. The distance of 1852 meters is accepted as international value.

Bulk- contact of the hull with the berth, another vessel, occurring as a result of inertia.

Windward- located closer to the wind.

superstructure- deck closed structure from side to side.

Knights- tackle for fixing equipment. A must have in a storm.

ABOUT

Observation- determination of the location by objects with known coordinates.

Overkill- an unpleasant thing, entailing an indispensable unplanned bathing.

Overstay- for sailing yachts - change of tack with the bow crossing the wind line.

fire- a loop at the end of a cable, rope. Also called fire is an insert in a loop for wear protection made of metal, leather, etc.

to win- slow down the inertia of the vessel.

Draft is the distance from the surface of the water to the lowest point of the vessel.

Stability- an important factor determining the ability of a boat, brought out of equilibrium under the action of external forces, to return to its original position.

go-ahead- a method of signaling when ships diverge with the help of a person with flags or with flashlights.

back off- move away.

give away- unbind.

Pal- support for mooring. Sometimes it is also used in the meaning of a locking finger.

Payol- flooring on the bottom of the boat.

Bearing- the angle formed by the meridian line and the line passing through the observer and the observed object.

Bulkhead- a wall separating the compartments of the body.

pass sign- a bank sign indicating the place where the fairway passes from one bank to another.

Stanchion- support for the perception of vertical loads of the body.

gunwale- beam of the upper edge of the bulwark.

Podvolok- ceiling lining in the ship's room.

Valance- overhang of the stern of the vessel.

Pick up- the same as choosing.

half wind- gulffind.

Pontoon- floating structure.

Fender, halt- A beam of various materials running along the side. It acts in conjunction with the fenders, but by itself only protects our boat from bulk.

Sterndrive- type of transmission with a horizontal shaft. Despite the fact that the engine itself is located inside the hull of the boat, thanks to the use of a cardan drive, it allows the column to work like an outboard motor - to recline when it hits an obstacle and adjust the angle of attack.

Redan- there are transverse and longitudinal. A ledge, a step on the bottom of gliding high-speed boats and boats. Without dribbling deep hydrodynamics, the longitudinal redans serve to stabilize the movement and to correct the wetted surface, a kind of “wet” triangle, which is formed during the gliding mode. Transverse steppers are designed to reduce the wetted surface at high speeds. However, the use of redans of both types should be made only after rather complicated calculations. By applying hull editing without calculating hydrodynamics and a bunch of characteristics, you can pretty much worsen the ship's driving performance. For each hull from reputable manufacturers, redans are used only after a series of test tests in the pool and life-size in open water, which, together with the calculation of the designers, determine their number and configuration. In the displacement mode, the redans, especially the transverse ones, play a negative role.

Reverse- reversal of the direction of action. Definition for motors. On outboard babies, up to 3.5 hp, reverse is carried out by turning the motor around its axis. On older motors - by shifting the gear lever. Essentially reverse gear.

Raid- open coastal part of the water surface. The raid is intended for mooring vessels on anchors or buoys and mooring barrels.

Reling- deck fencing in the form of racks with cables, forming a kind of bulwark.

recession- a niche in the stern for an outboard motor.

Reef- a rock in shallow water.

Reef, take a reef- for sailboats - to reduce the sail area by using special gear.

Anchor rollers- a device for facilitating the return / lifting of the anchor. Rolls can also have an anchor rope or chain stopper.

felling- a structure on the deck, leaving a passage from the sides.

Rumb- division of the compass card, a flat angle equal to 1/32 of a circle, 11.25 degrees.

Tiller- the steering lever on the baller, or on the outboard boat motor.

Locker- a closed box for personal belongings or ship's property.

Rym- a ring or half ring, most often, metal. It has a bunch of attachment points and it depends on what task a particular eyelet performs. For example, a mooring eye on the bow of a boat.

Bell- a kind of battle in the ship's bell. Recently, the bell itself has also been called the rynda, which, in general, is incorrect.

WITH

skeg- the lower part of the gearbox of an outboard motor or an angular column, a feather-fin. Some yacht steering devices also have a skeg - a profile in front of the rudder blade.

slip- an inclined surface that goes into the water and is designed specifically for launching ships. On the slipway, you can also observe many funny situations that occur when boats are lowered from the trailer.

Demolition- drift of the vessel from the course under the influence of the current without taking into account the winds.

IALA system- a system of protection for navigational hazards, adopted by the International Association of Lighthouse Authorities.

Cheekbone- in addition to the human one, it also exists on the hull of the vessel, it is the steepest bend in the side in the bow of the vessel. Depending on the design and purpose, ships are round-billed and sharp-billed.

Slane— Removable bottom flooring.

Leading signs- paired signs along the banks.

stop anchor- spare anchor or auxiliary.

crew list- a detailed list of the crew and positions, the time of arrival / departure on board.

ship's passage- inland navigation routes marked on the map and navigational signs.

Gangway- portable ladder.

Rigging- a set of gear. Standing and running.

Lanyard- swivel threaded for screed.

Tombuy- a float to indicate the location of the anchor.

Registered ton- 2.83 cubic meters, 100 cubic feet.

Beam- the direction to the object, which is perpendicular to the diametrical plane of the vessel. The traverse is right and left, and the distance to the object is the traverse distance.

poison- weaken, hold. The opposite is to choose.

Trim plate- adjustable plate behind the transom, which makes it easier to enter the planing mode and reduce the running trim.

Ladder- outboard - for lifting / lowering people. Internal - a staircase for communication between rooms at different levels.

trend- the connection of the paws and the anchor spindle.

Hold- the lower space on the ship under the floorboard, deck.

Knot A nautical unit of speed equal to 1 nautical mile per hour. On inland waterways, km/h is still used.

Duck- two-horn casting, more often metal. Serves for easy fastening of cables and ropes on it.

Fal- tackle for lifting all sorts of things.

Falin- cable on the bow eye of the boat.

Bulwark- deck side plating above its level.

Fairway- a place for the safe passage of ships, having navigation signs.

jibe- for sailboats - a course coinciding with the direction of the wind.

Vordek- forward part of the deck.

Forepeak- bow compartment to the first bulkhead.

stem- bow beam of the vessel, passing into the keel.

Freeboard- freeboard.

Footstock- a pole with divisions to control the water level.

Cyclone - A large air vortex around an area of low pressure.

moorings- cable, rope for mooring.

Mooring- a set of actions related to putting the boat into the parking lot.

Mooring device-all sorts of devices to facilitate the mooring process.

sheerstrake- one of the side plating belts, thicker than the rest. Adjacent to the upper deck.

Hose- one turn of the rope.

frame- transverse part of the ship's skeleton, stiffener, part of the skeleton.

space- the distance between the frames.

Scupper- a hole for draining excess water.

Spring- mooring lines from bow to stern and vice versa.

Shturtros- a cable for connecting the steering wheel with the tiller, stock or PLA.

Yacht- Recreational vessel without tonnage limitation.

Since the boats of our distant ancestors began to accommodate not one, but several people, among them the one who controlled the boat with a steering oar began to stand out, while the rest, following his instructions, rowed or set sail. This man, who enjoyed the unlimited confidence of the crew, because he was able to navigate the ship, relying on his own experience and intuition, and was the first helmsman, navigator and captain in one person.

In the future, with the growth in the size of ships, the number of people needed to set the ship in motion and control it also grew. A natural division of labor began, when everyone became responsible for their specific business and all together - for the successful outcome of the voyage. Thus, gradation and specialization began among seafarers - positions, titles, specialties appeared.

History has not preserved the first names of those whose lot was navigation, but it can be assumed that already thousands of years before our era, the coastal peoples had terms that determined whether people belonged to the maritime profession.

One of the seven estate castes in Ancient Egypt there was a caste of helmsmen. These were brave people, according to Egyptian concepts - almost suicide bombers. The fact is that, leaving the borders of the country, they lost the patronage of domestic gods ...

The first reliable information about the system of naval ranks dates back to the times Ancient Greece; later it was borrowed by the Romans. Arab navigators developed their own system of maritime knowledge. So, the word "admiral", derived from the Arabic "amir al bahr", which means "lord of the seas", has firmly entered into all European languages. Europeans learned about many of these Arabic terms from the oriental tales of the Thousand and One Nights, in particular, from the Journey of Sinbad the Sailor. And the very name of Sinbad - a collective image of Arab merchants - is a distorted Indian word "Sindhaputi" - "ruler of the sea": this is how the Indians called the shipowners.

After the 13th century, an original system of maritime ranks arose among the southern Slavs: shipowner - "wanderer" (from "ford" - ship), sailor - "brodar" or "ladyar", rower - "oar", captain - "leader", team - "Posada", the head of the naval forces - "Pomeranian governor".

In pre-Petrine Russia, there were no maritime ranks and could not be, since the country had no access to the sea. However, river navigation was very developed, and in some historical documents of those times there are Russian names of ship positions: captain - "head", pilot - "vodic", senior over the team - "ataman", signalman - "mahonya" (from "waving" ). Our ancestors called sailors "sar" or "sara", so that in the formidable cry of the Volga robbers "Saryn on a kitchka!" (on the bow of the ship!) "Saryn" should be understood as "ship's team".

In Rus', the shipowner, captain and merchant in one person were called "shipman", or guest. The original meaning of the word "guest" (from Latin hostis) is "alien". In the Romance languages, it went through such a path of semantic changes: a stranger - a foreigner - an enemy. In the Russian language, the development of the semantics of the word "guest" went in the opposite direction: a stranger - a foreigner - a merchant - a guest. (A. Pushkin in "The Tale of Tsar Saltan" uses the words "guest-gentlemen" and "shipmen" as synonyms.)

Although under Peter I the word "shipman" was replaced by new, foreign ones, it existed as a legal term in the Code of Laws of the Russian Empire until 1917.

The first document in which, along with the old Russian words "shipman" and "feeder", there are foreign ones, were "Article Articles" by David Butler, who led the crew of the first Orel warship. This document was a prototype of the Naval Charter. On its translation from the Dutch by the hand of Peter I, it is written: "The articles are correct, against which it is worthy of any ship captains or initial ship people to apply."

In the reign of Peter I himself, a stream of new, hitherto unknown job titles and titles poured into Russia. "For the sake of" he considered it necessary to "create" the Naval Charter, so that on every large and small ship "everyone knew his position, and no one would excuse himself with ignorance."

Let's try to cast at least a cursory glance at the history of the origin of the main terms related to the composition of the ship's crew - the crew of a yacht or a boat.

BATALER- the one who manages clothing and food supply. The word has nothing to do with "battle", as it comes from the Dutch bottelen, which means "to bottle", hence bottelier - cupbearer.

BOATSWAIN- the one who keeps order on the deck, the serviceability of spars and rigging, supervises general ship work, trains sailors in maritime affairs. It is formed from the Dutch boot or English boat - "boat" and man - "man". In English, along with boatsman, or "boat (ship) man", there is the word boatswain - this is the name of the "senior boatswain", who has several "junior boatswain'mates" (boatswain'mate, where our old "boatswain" comes from).

In Russian, the word "boatswain" is first encountered in D. Butler's "Article Articles" in the forms "botsman" and "butman". In the same place, for the first time, the scope of his duties was defined. In the merchant marine, this title was officially introduced only in 1768.

WATCH GUARD- at first this "land" word came into the Russian language from German (through Poland), in which Wacht means "guard, guard". If we talk about maritime terminology, then the Maritime Charter of Peter I contains the word "watchers" borrowed from the Dutch.

DRIVER- boat helmsman In this sense, this Russian word appeared recently as a direct translation of the English draiver. However, in the Russian maritime language it is not so new: in the pre-Petrine era, the words of the same root - "vodic", "ship's leader" - were called pilots.

"Boatmaster" is a currently existing and purely official term (for example, in maritime law), as well as "amateur boatmaster" - in the meaning of "captain", "skipper" of a small pleasure-tourist fleet.

DOCTOR- a completely Russian word, is the same root as the word "liar". They come from the Old Russian verb "lie" with the primary meaning "talk nonsense, idle talk, talk" and the secondary - "talk", "treat".

CAPTAIN- one-man on board. This word came to us in a complicated way, having entered the language from medieval Latin: capitaneus, which is formed from caput - "head". In the written monuments, it is found for the first time in 1419.

The military rank of "captain" first appeared in France - the so-called commanders of detachments numbering several hundred people. The rank of "captain" entered the navy, probably from the Italian capitano. On the galleys, the captain was the first assistant to the "sapro-comite" in military matters; he was responsible for the training of soldiers and officers, led boarding battles, and personally defended the flag. Subsequently, this practice was adopted on sailing military and even merchant ships that hired armed detachments for protection. Even in the 16th century, those who could better protect the interests of the crown or the shipowner were often appointed to the position of the first person on the ship, since military qualities were valued above maritime knowledge and experience. So the title of "captain" from the 17th century became mandatory on warships of almost all nations. Subsequently, captains began to be divided into ranks in strict accordance with the rank of the ship.

In Russian, the title of "captain" has been known since 1615. The first "ship captains" were David Butler, who led the crew of the Orel ship in 1699, and Lambert Jacobson Gelt, who led the crew of the yacht built together with the Orel. Then the title of "captain" received an official status in the Amusing Troops of Peter I (Peter himself was the captain of the bombardment company of the Preobrazhensky Regiment). In 1853, the rank of captain in the navy was changed to "commander of the ship." On the ships of the ROPiT since 1859 and the Volunteer Fleet since 1878, skippers from officers of the navy began to be informally called "captains", and officially this rank in the civilian fleet was introduced in 1902 instead of "skipper".

COOK- a cook on a ship, has been called that since 1698. The word came into Russian from Dutch. Derived from lat. cocus - "cook".

COMMANDER- head of the yacht club, head of a joint trip of several yachts. Initially, it was one of the highest degrees in knightly orders, then, during the time of the Crusades, it was the title of commander of an army of knights. The word is derived from Latin: the preposition cum - "with" and the verb mandare - "to order."

In the Russian navy at the beginning of the 18th century, the officer rank "commander" was introduced (between a captain of the 1st rank and a rear admiral; it still exists in foreign fleets). The commanders wore the admiral's uniform, but the epaulettes did not have an eagle. Since 1707, instead of it, the title of "captain-commander" was assigned, which was finally abolished in 1827. This title was worn by outstanding navigators V. Bering, A.I. Chirikov, and one of the last - I.F. Krusenstern.

KUPOR(English cooper, Dutch Kuiper - "cooper", "cooper", from kuip - "tub", "vat") - a very important position on wooden ships. He not only maintained the barrels and tubs in good condition, but also monitored the watertightness of the ship's hull. The foreign word "cork" quickly entered into everyday Russian speech, forming derivatives "cork" and "uncork".

PILOT- a person who knows the local conditions of navigation and takes on the safe wiring and mooring of the vessel. Usually this is a middle-aged navigator, about whom sailors jokingly, remembering the lights installed for the pilot ship, say: "White hair - red nose." Initially, the pilots were members of the crew, but in the XIII-XV centuries, those who work only each in their own specific area appear. Such a "pilot" among the Dutch was called "pilot" (loodsman, from lood - "lead", "sinker", "lot"). The first document regulating the activities of pilots appeared in Denmark (the “Naval Code” of 1242), and the first state pilot service was organized in England in 1514.

In Rus', the pilot was called the "ship's leader", and his assistant, who measured the depth on the bow with a lot, was often called the "carrier". In 1701, by decree of Peter I, the term "pilot" was introduced, but until the middle of the 18th century, the term "pilot" could also be found. The first state pilotage service in Russia was established in 1613 in Arkhangelsk, and the first manual for them was the instruction for pilots of the St. Petersburg port published in 1711 by Admiral K. Kruys.

SAILOR- perhaps the most "dark" word in origin. It is only known for certain that it came to us in the 17th century from the Dutch maritime language in the form of "matroz". And although the form "sailor" is already found in the Naval Charter of 1724, until the middle of the 19th century, "sailor" was still more common. It can be assumed that this word comes from the Dutch mattengenoot - "comrade in bed": matta - "mat", "mat", and genoot - "comrade".

In the middle of the century, the word mattengenoot in a truncated form matten came to France and was transformed into the French matelot - a sailor. And after some time, this same "matlo" returned to Holland again and, not recognized by the Dutch, turned first into matrso, and then into a more easily pronounceable matroos.

There is another interpretation. Some etymologists in the first part of the word see the Dutch matt - "comrade", others - mats - "mast". Some scholars see the Viking heritage in this word: in Icelandic, for example, mati - "comrade" and rosta - "fight", "fight". And together "matirosta" means "combat friend", "comrade in arms".

DRIVER- the word is relatively young. It appeared in those days when the sails in the fleet began to be replaced by a steam engine, and borrowed from it. Mashinist (from other Greek machina), but for the first time in Russian it was noted in 1721! Naturally, then this specialty was not yet marine.

MECHANIC- the origin is similar to the word "driver", but in Russian in the form "mechanicus" it was noted even earlier - in 1715.

SAILOR- a person who has chosen the maritime profession as his destiny. It is believed that this profession is about 9000 years old. Our ancestors called its representatives "morenin", "moryanin" or "sailor". The root "move" is very ancient. The expression "to walk on the sea" is already found in the annals when describing the campaign of Prince Oleg against Constantinople in 907. We can also recall Athanasius Nikitin's "Journey Beyond the Three Seas".

In the modern language, the root "move" has been fixed in the terms "seaworthiness", "navigation", "propulsion", etc. Peter I tried to instill a foreign Italian-French name for a military sailor - "mariner" (from Latin mare - sea). It has been found since 1697 in the forms "mari-nir", "marinal", but by the end of the 18th century it was out of use, leaving only a trace in the word "midshipman". The same fate befell another Dutch term - "zeeman" or "zeiman". It lasted only until the end of the first quarter of the 19th century.

PILOT- the driver (less often - the navigator) of the racing boat; an obvious borrowing from aviation "as a sign of respect" for high speeds. During the early Middle Ages, this was the personal title of a pilot who accompanied the ship throughout the passage from the port of departure to the port of destination. This word came to us through the Italian pilota, and its roots are ancient Greek: pedotes - "pilot", formed from pedon - "oar".

STEERING- the one who directly controls the course of the vessel, standing at the helm. The word goes back to the Dutch pyp ("rudder") and in this form is mentioned in the Naval Charter of 1720 ("To inspect the Ruhr before the campaign"). By the middle of the 18th century, the word "ruhr" had finally supplanted the ancient Russian "helm", but the title of "helmsman" was officially retained in the Russian galley fleet until the last decade of the same century.

SALAG- an inexperienced sailor. Contrary to the original "interpretations", for example, on the topic of a historical anecdote about the mythical island of Alag ("Where are you from?" "From Alag"), the prosaic version is closer to the truth, connecting this word with "herring" - a small fish. "Salaga" in some Russian dialects, mainly in the northern provinces, for a long time was called small fish. In the Urals, the use of the word "herring" as a nickname is recorded, that is, in the meaning of "salaga".

SIGNALER- a sailor who transmits messages from ship to ship or to shore by means of a hand-held semaphore or by hoisting signal flags. The word "signal" came to us under Peter I through the German Signal from Latin (signum - "sign").

STARPOM- both parts of this word come from Old Slavonic foundations. The senior (from the stem "hundred") here has the meaning "chief" because it must be the most experienced of the captain's assistants. And "assistant" originates from the now lost noun "mog" - "strength, power" (its traces have been preserved in the words "help", "nobleman", "sickness").

SKIPPER- captain of a civilian ship. The word is the "namesake" of the "shipman" - "shchipor", and then the goll. schipper (from schip - "ship"). Some etymologists see the formation from a word from Norman (Old Scandinavian Skipar) or Danish (skipper) with the same meaning. Others point to the proximity of the word to the German Schiffer (from schiff (s) herr - "master, head of the ship").

In Russian, the word first occurs at the beginning of the 18th century as a junior officer rank. According to the Naval Charter, the skipper had to "see that the ropes were well folded and that they lay neatly in the tank"; "in throwing and taking out the anchor, it is guilty to be at the biting [biting] and look over the tying of the anchor rope."

In the merchant fleet, the nautical rank of skipper was introduced only in 1768 with the obligatory passing of exams at the Admiralty. In 1867, the rank was divided into long-distance and coastal skippers, and in 1902 it was abolished, although the position of "sub-skipper" - the owner of the ship's supply for the deck part - still exists on large ships, like the word "skipper pantry".

SHOT- a sailor working on sheets (from Dutch schoot - floor). The word "sheet" (tackle for controlling the clew angle of the sail) is first found in the Naval Charter of 1720 in the form "shkhot".

NAVIGATOR- Maritime Specialist. This word in Russian was first noted in the form "sturman" in D. Butler's Article Articles, then in K. Kruys's "Painting for supplies on the barcolumn ..." (1698) in the forms "sturman" and "navigator" and Finally, in the Naval Charter of 1720, the modern form of the word is found. And it comes from the Dutch stuur - "steering wheel", "rule". In the heyday of navigation, when the ships of the Dutch East India Company were already plying the waters indian ocean and the role of navigators increased enormously, the Dutch word "navigator" became international. So in Russian, it replaced the ancient "helmsman" or "helmsman" (from "stern", where the ship's control post was located from ancient times). According to the "Article Articles", the navigator had to inform the captain "the acquired height of the semi-pole (pole) and show his notebook about ship navigation and the book of sea traffic in order to best advise on the preservation of the ship and people ...".

CABIN BOY- a boy on a ship, studying maritime affairs. In the domestic vocabulary, this word appeared under Peter I (from the Dutch jongen - a boy). At that time, there were "cabin cabin boys" recruited as servants, and "deck cabin boys" for deck work. Many well-known admirals, including the "Admiral of Admirals" - Horatio Nelson, began their naval service as cabin boys.

The practice of navigation has developed a fairly clear system of commands. These standard commands play a big role in improving the safety of navigation and maneuvering of the vessel. All crew members are required to know the commands, understand them and execute them correctly. Consider the basic command words and expressions used on the ships of the merchant fleet.

Commands to the sailor-helmsman. The sailor is obliged to rehearse all commands to the steering wheel verbatim, prefixing them with the interjection “Yes”, and immediately report on the execution of the order.

The helmsman must especially clearly repeat the name of the course. Calling loudly and clearly the full meaning of the course, it is necessary to emphasize the last digit, raising your voice towards the end of the phrase. This requirement is explained by the fact that the captain or navigator usually knows the first two digits of the course, i.e. tens, and even more so hundreds of degrees, in advance, based on a quarter of the horizon.

When reporting on a course that has tenths of a degree, it is necessary to say the word “tenths” at the end of the phrase, for example: “One hundred and seventy and five tenths!”. You can’t pronounce this number like this: “One hundred and seventy and five!”, Since, said in a tongue twister, it can be heard as “175”.

Among the many commands on the steering wheel, the most important are the following.

Command: “So many degrees to the right (left) of the steering wheel!”. Execution: the helmsman rehearses the command: “There are so many degrees to the right (left) of the rudder!” and smoothly, without jerks, shifts the steering wheel to the right (left), fixing it along the axiometer at the indicated number of degrees. Having executed the command, the helmsman reports this to the captain "or the officer on duty, depending on who gives the commands. In this case, the report on the execution of the command will be:" Rudder right (left) so many degrees!

Command: “So many degrees to the right (left) according to the compass!”. Execution: The helmsman rehearses and changes the given compass heading by the specified number of degrees in the appropriate direction, keeping the vessel on the new heading. Report: "There are so many degrees on the course!"

Command: "Right (left) rudder!". Execution: they rehearse and the steering wheel is smoothly shifted by approximately 10-15 ° along the axiometer in the indicated direction. Report: “The steering wheel is right (left) so many degrees!”, That is, the helmsman indicates the number at which he stopped the axiometer needle.

Command: "Halfboard right (left)!". Execution: the steering sailor rehearses and shifts the rudder to the appropriate side, fixing it along the axiometer about 15 °. Report: "Half-board rudder right (left)!".

Command: "More right (left)!" or " Less right(left)! Execution: the helmsman rehearses and, by appropriately shifting the rudder, increases or decreases the angular velocity of the vessel's turn. Report: "The steering wheel is right (left) so many degrees!".

Team: “Right (left) rudder! The course is so many degrees! Execution: the helmsman rehearses and brings the ship on a given course and keeps it on it. When assigning a course, which contains the number "50", this course is recommended. pronounce with the use of the term "fifty", for example "The course of fifty is seven!" or "Heading two hundred and fifty three!". This is necessary in order to avoid misunderstandings and mistakes, since the words "fifty" and "sixty" are very similar in sound and under certain conditions can be easily confused by the helmsman or navigator.

When turning the vessel at a sufficiently large angle, the helmsman is obliged every 5 or 10 ° to loudly call even readings on the compass card passing through the heading line, for example: “35, 40, 45 °, etc.” When the ship is on a given course, the helmsman reports: “There are so many degrees on the course,” and the assistant in response to this confirms: “Keep it up!”.

Command: "Right (left) on board!". Execution: they rehearse and put the steering wheel in the indicated direction along the axiometer to the set limit. The rudder shift must be carried out as quickly as the design of the given steering device allows, but in all cases smoothly, especially in the sector of limitation. Report: "The steering wheel is right (left) on board!".

Team: "Remove!" Execution: they rehearse and the rudder is gradually retracted in the opposite direction and set to a position close to the center plane of the vessel from the side of the side of the turn. Report: “The steering wheel is so many degrees to the right (left)!”.

Team: "Hold!" is preliminary to the command “Keep it up!”, i.e. warns the helmsman that the ship will soon approach the line of the intended new course. Execution: the helmsman rehearses and reduces the rudder angle to a minimum and even, if necessary, shifts it to the other side. This is done to reduce the angular rate of the ship's turn so that at the moment it passes the course line, it can be easily delayed and accurately fixed in the desired direction. The rudder shift in the direction opposite to the direction of the ship's circulation is performed with the expectation of slowing down the speed of this circulation, but not so much that the ship completely stops rolling in the original direction. Report: "The steering wheel is right (left) so many degrees!".

Command: "Direct steering wheel!". Execution: rehearses and the rudder is brought into the diametrical plane of the vessel and set according to the axiometer to the reading 0 °. Report: "Steering wheel straight!".

Team: Keep it up! This command is given at the moment when the ship enters the line of the new course. Execution: the helmsman rehearses and immediately notices, with an accuracy of 1 °, the reading of the course on the compass card, on which the ship turned out at the time the command was given by the captain or navigator. At the same time, while rehearsing the command, the helmsman must immediately name the observed course, i.e., answer: “Yes, keep it up. So many degrees! Then, shifting the rudder so as to stop the further turn of the vessel, he brings it to a fixed course. When the ship is finally brought to a new course, the sailor is obliged to report loudly: “There are so many degrees on the course!”.

Team: "Keep on such and such an object!". Execution: the helmsman, rehearsing and shifting the rudder in the right direction, leads the ship to the indicated landmark and keeps it on it. At the same time, he notices the course on the compass and reports: “There are so many degrees on the course!”.

Command: "Leave such and such an object on the right (left)!". Execution: the helmsman rehearses and independently controls the rudder, leaving a given object, such as a buoy, to the right (left) of the vessel. Having passed the indicated object, the helmsman returns to the previous course.

Command: "Lie down on the target!". Execution: the helmsman, rehearsing and independently steering the helm, brings the vessel to the target and accurately lies on it, at the same time he notices the compass course, reporting to the captain or watch officer: “On target. There are so many degrees on the rumba! In response, the captain or assistant confirms the command with the phrase: “Keep it up!”. Sometimes the helmsman is given the command: "Keep on the alignment!". The sailor, holding the vessel on the alignment, notices the compass course and reports: “On the alignment. The course is so many degrees!

Team: "Right (left) do not go!". Execution: the helmsman rehearses and keeps the ship on a given course so that the division of this course on the card does not go to the left (to the right) of the compass heading line, but also does not deviate too much in the opposite direction.

When setting a new course for the helmsman, the previous command “Right (left) de walk!” loses its meaning and automatically, without special instructions, is removed. If on a new course it is necessary to execute this command, then it must be repeated to the helmsman, regardless of whether the course has changed by 2-3 or by 20-30 degrees or more.

Question: "On the rumba?" are given to the helmsman in the process of comparing compass readings or at the moment when the navigator needs to find out what is the direction of the ship's diametrical plane according to the directional compass. Execution: noticing the countdown of the course on the compass card at the time of this command, the helmsman reports: “There are so many degrees on the rumba!”. Readings must be read to the nearest tenth of a degree.

Question: How is the steering wheel? is given to the sailor when it is necessary to find out what position the rudder blade is in. Execution: the helmsman notices the position of the arrow on the axiometer and reports this. For example: “The rudder is right (left) so many degrees!”, Or “The rudder is right (left) on board!”, Or “The rudder is straight!”.

Teams in the engine room. On ships of the merchant marine fleet, commands to the watch mechanic are usually given with the help of a machine telegraph, which has corresponding divisions on the dial, in the event of a telegraph malfunction, by intra-ship communications: by telephone, speaking pipe, using conditional signals (loud calls, etc., d.).

Through the same channels, those commands that are not on the telegraph dial at all are transmitted to the engine control post. All commands to the engine room must be rehearsed before execution.

Machine telegraphs often do not have divisions for the "smallest" and "most complete" modes. Therefore, in order to transmit such a command, the captain or his assistant put the telegraph handle in a row twice in the same division, respectively, “slow speed” or “full speed”. However, this method of transmitting commands must be previously agreed once and for all with the chief engineer, who is obliged to instruct the watch service in the car. The number of propeller revolutions in each mode of travel is also set in advance, based on the characteristics of the main engine and the maneuverability of the vessel itself. If you need to keep some other, not scheduled engine speed, then the necessary command is transmitted by telephone or voice tube.

On ships that do not have a telegraph lock with a reversing device, a great danger is the phenomenon when the engineer on duty confuses the reverse: instead of reverse, which is required from the bridge by telegraph, he gives the front, or vice versa. In order to prevent such cases, the actions of the mechanic are not< обходимо контролировать. В машине контроль осуществляет стармех, или лицо, его заменяющее. На мостике, заметив ошибку, не следует после команды «стоп» снова давать предыдущий ход, так как механик машинально повторит свой промах. В подобной ситуации рекомендуется прибегнуть к резервным каналам связи с машинным постом, либо обратить внимание вахтенного механика на ошибку путем многократного перемещения ручки телеграфа из одного крайнего положения в другое и лишь затем поставить ее на нужное деление. Механики должны быть заблаговременно проинструктированы о значении такой чрезвычайной" сигнализации на случай, если она будет подана. Рекомендуется, чтобы перед маневрированием с мостика каждый раз напоминали механику, об этой условной сигнализации.

The command that the machine is not needed can be expressed in two ways, depending on the design of the telegraph. If the telegraph has a division “Hang up”, then the officer on duty puts the pen on this division, and the mechanic rehearses. After that, the navigator moves the stick to "Stop", and the engineer on duty must do the same. If there is no special “Release” division on the dial circle of the telegraph, then it is customary to give this command by moving the handle back and forth two or three times throughout the sector, followed by setting it to the “Stop” division. The mechanic rehearses in the same way. The readiness of the engine is reported to the mechanic by telephone or voice tube with the following command phrase: “The readiness of the machine is so many minutes (hours)!”.

Under the readiness of the machine is understood such a state of the main engine and mechanisms in which they can be put into action exactly after the appointed period of time from the moment the order is received to ensure the upcoming voyage.

The command to prepare the machine for anchoring or for unmooring is given by setting the telegraph knob to the “Get Ready” or “Get Ready” division, regardless of whether the engineer on duty was warned about this in advance personally or by telephone. The mechanic rehearses the command, and when the engine is ready to reverse, he puts the knob on "Stop". The watch officer must do the same, confirming that the report from the car has been received.

If at the end of the process of preparing the car, the telegraph handle moved to one or another step of the stroke due to a short-term turning of the engine, then after that the navigator should again put “Get ready” on the division, but in this case this will already mean: “Is the car ready?” . And until the mechanic sets the telegraph knob to "Stop", the navigator has the right to consider that the engine is not yet ready and the engine room watch will be responsible for the consequences of the delay. Only the translation of the telegraph by the engineer on duty from the division "Tovs" to "Stop" and a similar rehearsal of the officer on duty give reason to believe that the engine is in full readiness for immediate reverses and that this fact is understood on the bridge and noted in the ship's log.

The watch officer should remember that the time for preparing the main engine for action for which the mechanic is responsible begins to be calculated only from the moment the navigator sets the engine telegraph handle to the "Get up" division, not at all from the moment of talking about it with the watch mechanic.

The watch mechanic under normal conditions does not have the right to delay the preparation of the machine for longer than the time that was established by the team on the readiness of the main engine. Before giving the command "Get ready!" clock readings in the engine room and on the bridge should be coordinated.

All moments of transmission of commands to the engine room both by telephone and other means of communication, as well as receipt of reports from there, are recorded simultaneously in the ship's and watch engine logs with an accuracy of 15 se / s.

Commands on the forecastle when working with an anchor. When the vessel is anchored or when shooting from anchor, the commands are transmitted from the bridge to the forecastle and rehearsed from there by the navigator in charge of the work, and, as a rule, verbatim. Below are the most important of these commands.

Commands when anchoring. Command: "Both (or only the right or left) anchors to prepare for return!". Execution: the boatswain, at the direction of the assistant, prepares the anchors for return: removes additional lashings and stoppers, leaving only the tape stopper clamped; disengages the windlass; checks that nothing interferes with the course of the anchor chain. The disengagement of the windlass, as well as its communication, is checked personally by an assistant each time. Assistant's report: "Both anchors (right, left) are ready for recoil!".

Command: “Adjust the right (left) anchor to such and such a position!”. Execution: the boatswain, under the supervision of an assistant, informs the windlass, i.e., connects its kinematic system with an asterisk on which the anchor-chain lies, then, using the windlass, lowers the anchor under the hawse, to water or even g water, depending on which one was received on this account the team from the bridge. Under the clewse or to the water, the anchor is pitted for greater reliability (it should not linger in the clewse and should easily go when the stopper is released). If you have to anchor at depths greater than 30 m, then it is usually pitted into the water using a windlass with one or two bows of the anchor chain. In such cases, the correct engagement of the windlass coupling device is personally checked each time by the mate who is responsible for all windlass operations.

Command: "Stand on the return of the right (left) anchor!". Execution: the boatswain approaches the corresponding windlass sprocket and stands ready at the helm of the band stopper in order to immediately execute the command to release the anchor at any time. The captain's assistant gives the sailors working on the forecastle a command: "Away from the right (left) anchor chain!".

Command: “Give up the right (left) anchor!”. Execution: the boatswain depresses the stopper and releases the appropriate anchor, and does this at the command of the assistant, who, before releasing the anchor, is obliged to check if there are any watercraft under the hawse. Before issuing a command, it is recommended to report from the bridge to the forecastle, what is the depth in this place, so that it would be easier for the boatswain to navigate in choosing the moment when it is necessary to hold the anchor chain by clamping the tape stopper. It should be noted that the stopper is not clamped until the anchor reaches the ground, and it must be pressed smoothly so that the anchor-chain comes out evenly and in the right number of bows.

Command: "Etch the anchor-chain (rope)!". Execution: the boatswain etchs the anchor chain as it is tensioned; the assistant reports to the bridge how much this moment the bows of the anchor-chain came out. At the same time, the number of etched bows is marked by blows to the bell. If it is necessary to speed up or slow down the etching of the anchor chain, then options for a similar command can be given: “Etch the anchor chain weakly!” or "The rope is tight!" etc.

It should be mentioned that in addition to the term "anchor-chain", adopted in the marine technical literature, in everyday practice they often use the "word" rope ", which has been used in the fleet since the days of the sailing fleet.

Team: "So many bows in the water!". Execution: etch the specified number of anchor chain links into the water and clamp the stopper. The concept of "into the water" means that the bracket connecting the named bow with the next one has just disappeared beyond the "water" level. Other variants of this command may be given, for example, "So many bows on the windlass." !" etc.

Command: Hold. As soon as he comes to the rope, report! Execution: the boatswain clamps the tape stopper; the assistant monitors the state of the anchor chain. If the anchor does not hold, and this is clearly seen from the characteristic shudders of the anchor chain, the assistant reports: “The anchor is creeping!”. If the anchor chain is pulled tight, and then sags under its own gravity, then this means that the anchor has been taken away. The assistant in this case reports: “I took the anchor. The ship has come to the rope!

Team: "Pin like that! You can leave the tank! Execution: the boatswain, under the guidance of an assistant, finally clamps the tape stopper and, if necessary, at the direction of the bridge, imposes additional fastenings on the anchor chain. After that, people leave the tank.

Commands when shooting from anchor. Command: "Report windlass!" Execution: the boatswain, under the direct supervision of an assistant, shifts, using a special device, the clamping couplings that serve to connect the cam drums to the main gear of the windlass, preparing the latter to lift the anchor. Assistant's report: Windlass reported!

Team: "Vira anchor!". Execution: the boatswain, at the direction of the assistant captain, sets the windlass in motion and begins to select the anchor-chain, reporting to the bridge how many bows remain in the water after the release of each next report either by telephone, or by the ship's command radio broadcasting installation, or using special hand-held transistor transceivers . Along with this, bell signals are given from the tank. Rare, measured, separate blows correspond to the number of anchor-chain bows remaining in the water. A series of frequent strikes on the bell means that the anchor is "paner":

one blow - the anchor stood up, that is, it separated from the ground. Two separate blows announce that the anchor is out of the water, three - the anchor is in place.

After two blows, the assistant is obliged to report to the bridge in what condition the anchor is: clean or not clean. The report: “The anchor came out of the water - it’s clean!” Means that there are no foreign objects on it: cables, cables, chains, etc. Silt and other soil residues do not give the assistant a reason to report that the anchor is not clean. If the anchor is not clean, then this is immediately reported to the bridge.

As the anchor chain is nursing, the assistant in charge of the work on the forecastle is obliged to report to the bridge sequentially all the main positions of the anchor without special requests. Before the anchor leaves the ground, the anchor chain assumes the “panner” position, that is, it becomes almost vertical to the “water level”. The windlass starts to work with a greater load. At this moment, the assistant reports: “Rope paner!”.

As soon as the paws of the anchor come off the ground, which is easy to determine by the operation of the windlass, which, with a decrease in load, immediately accelerates movement and increases speed, and the anchor chain weakens at the same time, the assistant reports: “The anchor has risen!”. When the anchor reaches the hawse or enters the hawse, they report accordingly: in the first case - "Anchor under the hawk!", and in the second - "Anchor in place!".

The bell is also signaled when the anchor is dropped; the number of separate blows indicates how many bows of the anchor chain went into the water.

Question: How is the rope? To this question, the assistant is obliged to report the state of the anchor-chain at the moment, i.e., is it tightly or weakly stretched, where does it look - forward or backward, to the side or under the stem, “panner” or peeled, etc. Reports can be as follows: “The rope looks forward (backward, etc.), tight (weakly)”, “Rope paner”, “Anchor has risen”, etc.

In addition to the report by voice during the day, you can use signaling with the help of hands. So, if the anchor-chain is directed forward from the stem, the assistant fixes this with an outstretched hand, standing with his back to the bridge, and if back, to the stern, then with an outstretched hand, facing the bridge. The state of the anchor chain is shown as follows: tightly - with a hand raised and clenched into a fist; weakly - by swaying the hand in the direction of the anchor chain; "paner" - a hand lowered vertically down several times. At night, the use of such signaling is limited, but sometimes it is possible using a hand-held flashlight.

The question "How is the rope?" with the appropriate reports and signaling, it is also used when releasing anchors.

The command "Stop lying!" executed by immediately stopping the windlass.

Command: “Leave the anchor under the hawse (or near the water) and prepare for return!”. Execution: under the supervision of an assistant, the anchors are pulled under the hawse or, depending on the team, left above the water, clamped with a tape stopper and the windlass is disengaged. Report: "Anchor under the hawse (or above the water), ready to return!".

Team: "Anchor-in-travel!". Execution: the anchors, washed with water, are drawn into the fairleads, they are taken to all the main and additional stoppers, the windlass is separated. Anchor fairleads going overboard are closed with special shutters, and deck fairleads are sheathed and, in addition, at large passages into the cargo, they are reliably cemented.

When working with anchors, some other commands can be used as derivatives of the main ones.

During operations for the return and lifting of anchors, it is necessary that the assistant captain carefully observes the anchor, the movement of the anchor chain overboard, and the boatswain is inseparable from the windlass, regulating its operation and controlling the movement of the anchor chain in the deck hawse. If the help of a sailor is required for laying the anchor chain in the rope box, then he is sent there before the anchor is lifted. Before dropping the anchor, the assistant must personally make sure that there are no boats or other obstacles overboard, on the water under the hawse.

The counting of the bows by marks on the links of the anchor chain is made by the boatswain under the control of an assistant who supervises the work on the forecastle and without which it is not allowed to perform any operations with the windlass and in general on the forecastle.

Commands for forecastle and stern during mooring operations. Mooring operations are divided into approach and departure. They consist of vessel maneuvers and work with mooring cables and anchors.

This section will describe the main commands associated with fastening a ship to a structure: a mooring at a mole, another ship, or, conversely, with its release from such fastening.

As you know, the following three main types of mooring lines are used to fasten the vessel: longitudinal, springs, clamping. At the maneuvering stage of mooring operations, towing cables are also used.

For the sake of simplicity, here we will consider commands relating to one of the mooring ends, which must be filed, for example, from the stern. In other cases, and for other ends, the commands are completely similar. All commands are rehearsed, and the assistant immediately reports on their execution to the bridge.

Teams at mooring. Command: “Moor with the right (left) side, prepare mooring lines, fenders, throwing lines!”. Execution: sailors, under the guidance of an assistant, prepare the required number of mooring lines, at least two throwing lines and carry the fenders.

Command: "At the stern, give a throw!". Execution The sailor, holding the throwing line at the ready, delivers it to the shore. If he has not reached the shore or another object where the ship is moored, then the sailor quickly chooses him, and other sailors serve the second, third, etc.

Command: "Give a spring!". Execution: the assistant indicates to the sailors which end to attach the throwing end to, and gives the order to poison the end. To the coastal moorers, he shows the mooring bollard, on which the end should be brought. A mooring bollard is sometimes called a fell, and in some places the term "mooring gun" is used in everyday life.

Team: “At the stern, keep the spring weak (tight)!”. Execution: the assistant observes the end and adjusts its tension, giving appropriate instructions to the sailors.

Command: "Hold the spring!". Execution: the end, fixed on the shore and laid on the ship on the bollards, must be delayed by adding hoses or eights. It is very dangerous to trap a cable placed on the windlass, capstan or winch drum and damage the mechanism. In such cases, the end is usually quickly transferring? on bollards. If the cable is on a special mooring winch, which is now often installed on ships, then it simply stops, and this must be done smoothly, without jerking.

Team: Vira spring! Execution: the windlass, capstan or winch is actuated on the "vira". At the command "Stop choosing!" the mechanism by which the end was selected is stopped.

Team: "To poison the spring!". Execution: the cable is bled from the bollards or the drum of the corresponding mechanism. At the command "Table to poison!" this action is stopped.

Command: "Put the spring on the bollards!" Execution: the indicated end is transferred from the drum to the bollards and, if the command “So fix it!” is received, it is fixed.

Question: “Distance to the berth (another vessel, etc.)?” The assistant determines the distance to the mooring object in meters by eye and reports to the bridge. It is recommended that the assistant, without waiting for a request from the bridge, regularly, every 1-2 min or more often, as he approached the object, he himself reported this distance.

Commands for unmooring. Command: "At the stern, give the spring!". Execution: at the direction of the assistant, this end or at the appropriate command, all ends are slightly poisoned, after which the coastal sailors throw it off the mooring bollard. On board, the end is quickly selected by means of a mechanism or manually. Report: "The spring is given!" and then - "Spring selected!".

Command: "Spring on the drum!". Execution: the specified cable is transferred from the bollards to the drum of the corresponding mechanism.

Question: "How under the stern?". The assistant should immediately carefully check and make sure that there are no mooring cables, floating objects, etc. under the stern, in the area of the propeller and rudder, and, having made sure that nothing interferes or threatens the operation of the propeller and rudder, reports to the bridge: "It's clean under the stern!" Otherwise, he briefly reports to the bridge about the situation in the area of the stern of the vessel. If the situation under the stern suddenly becomes unfavorable and dangerous for the propeller and rudder, then the assistant who directs the work on the stern immediately reports this to the bridge, without waiting for a request.

The assistant captain must remember that he bears full personal responsibility for the reliability and timeliness of information about the position under the stern, with all the ensuing consequences.

Some of the commands described above are used in both cases: both when mooring and when unmooring a vessel, as well as when working with tow lines wound on. tugboats, icebreakers or other vessels. In individual specific cases, all these commands and orders can be modified to one degree or another, but their semantic meaning always remains the same as stated here.

Commands for the tank and stern during mooring and unmooring are usually given by means of a ship's radio broadcasting installation. In the absence of such, or in the event of its failure, navigators resort to using telephones. A backup means of communication during mooring operations is a simple megaphone (mouthpiece). Sometimes on middle-class ships, a mouth whistle is used for signaling. Such signals have the following meaning: one long whistle - choose the end; two long ones - poison the end; three long ones - so fasten the end; a series of short frequent whistles - stop choosing or poisoning! end.

The same mouth whistle signals can also be used when working with an anchor chain, and their meaning is exactly the same.

The disadvantage of the whistle command transmission system is that the performers, although they can rehearse them with similar whistle signals, are unable to report on the execution of command orders. In addition, the whistle signaling from the bridge is simultaneously heard both on the forecastle and on the stern, as a result of which the assistants are not able to determine which of the navigators and which particular mooring end it refers to, especially if there is no bridge between the stern and the bridge. good visual contact. Given this circumstance, it is necessary to use the mouth whistle as a means of transmitting command information during mooring operations with great care, agreeing in advance which signals and which of them will be intended.

The captain's assistants must know all the commands well and clearly represent their meaning. They must firmly grasp, all commands must be repeated, and their execution is immediately reported to the bridge. The accuracy of operations and the safe outcome of all mooring or towing operations depend on compliance with this unconditional requirement. Command information is one of the most important organizational elements of the complex technological process of navigation and ship control, which navigators must constantly keep in mind.

Marine teams on a sailing ship. Brief Dictionary of Marine Terms. Commands and orders in the fleet

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