Rules for spelling and pronunciation of some words and expressions adopted in the naval language. Procedure for carrying out mooring and sea trials of electrical equipment Mooring device Purpose, location, general diagram

Mooring device Purpose, location, general diagram

Mooring device is a set of devices and mechanisms located on the upper deck and designed to reliably hold the ship at the pier (pier), floating structures or the side of another ship. It provides mooring of the ship by the stern, side (lag) and bow, and is also used for towing, transferring cargo while moving and in other cases.

Mooring lines.Mooring material. Names of moorings depending on location

Mooring device - a set of devices and mechanisms located on the upper deck and designed to reliably hold the ship at the pier (pier), floating structures or the side of another ship. It provides mooring of the ship by the stern, side (lag) and bow, and is also used for towing, transferring cargo while moving and in other cases.

Warts - steel, vegetable or synthetic ropes (cables). Currently, synthetic mooring lines are mainly used. These mooring lines have a number of advantages: they are light, flexible, strong, elastic (shocks are absorbed), but there are also disadvantages: they melt during friction, are destroyed in the sun, and when broken, release colossal kinetic energy (which is dangerous for mooring operators).

Content: On the introduction of rules for spelling and pronunciation of certain words and expressions adopted in
naval language.

In the official correspondence and in various printed publications of the People's Commissariat of the Navy there is no unity in

designation of the same objects and concepts from the field of naval use.

To stop the inconsistency and maintain the purity of the naval language, it is proposed:

1. Adopt the rules for spelling and pronunciation of certain words and expressions adopted in the naval language.

2. All naval officers should study the rules and be guided by them both in literary work and in everyday official correspondence (reports, reports, orders).

3. Introduce the study of the Rules in naval educational institutions of all levels and ranks, where a course in Russian language and literature is taught.

Appendix: Rules for spelling and pronunciation of some words and expressions adopted in the naval language.

Chief of the Main Naval Staff of the Navy

Vice Admiral ALAFUZOV.

I APPROVED

First Sea Lord
Vice Admiral Alafuzov
September 16, 1944

Agreed with the Institute of Language and
writing system of the USSR Academy of Sciences.

Full member of the USSR Academy of Sciences

S. Obnorsky

Spelling and pronunciation rules
some words and expressions adopted
in naval language

1. Basic benefits

The main tools for resolving questionable spelling and pronunciation issues are:

a) Academician A. A. Shakhmatov, Essay on the modern Russian literary language. Approved by the People's Commissariat of Education of the RSFSR as a manual for higher pedagogical educational institutions, third edition. State Educational and Pedagogical Publishing House, Moscow - 1936

Theoretically based interpretation of general issues of Russian spelling and, partly, pronunciation;

b) Explanatory dictionary of the Russian language, edited by Professor D. N. Ushakov, ed. State Institute "Sov. Encyclopedia", OGIZ,
1935

Interpretation, pronunciation and correct spelling of words of Russian origin included in modern Russian
language (except proper names);

c) Great Soviet Encyclopedia

Spelling and pronunciation of most words, including many proper names, included in the modern Russian language;

d) Naval Dictionary, volume one, A-N, Naval Publishing House of the NKVMF USSR, Moscow 1939 Leningrad;

e) Naval Dictionary, volume two, O-Ya, State Naval Publishing House NKVMF, Moscow 1939 Leningrad

Spelling of naval terms that entered the language before the dictionary was compiled;

f) Manual on combat activities of the headquarters of the Navy units. State, naval publishing house NKVMF, Moscow 1940 Leningrad

Forms of combat documents, correct spelling of numbering of ships and units, links to maps, dates, orientation by cardinal directions, geographical names;

g) Rules for maintaining operational cards, State Publishing House of the NKVMF USSR, Moscow 1940 Leningrad

Correct spelling of abbreviations adopted in the Navy;

h) Manual on field service of the Red Army headquarters. Military publishing house of the People's Commissariat of Defense of the USSR,
Moscow-1942

Correct spelling of conventional abbreviations adopted in the Red Army;

i) Directory of ship personnel of the navies of foreign states 1943, Office of the Naval Publishing House of the NKVMF of the USSR, Moscow - 1943

Correct spelling of the names of modern foreign warships and auxiliary vessels in Russian and Latin transcriptions.

Everything that follows is based on the consensus guidelines of most of the benefits listed.

In the future, the upcoming publication of the Marine Atlas of the Hydrographic Directorate of the Navy will join the list of basic manuals.

d) documentary support for the correct spelling of geographical names.

2. About the spelling of some names
nouns

Nominative singular:

Prepositional singular case:

Nominative plural:

Write	Don't write
agreements (pron. dogov ABOUT ry)	agreement
engineers	engineer
warships	military vessels
boats (pron. boatA )	boats
conductors (pron. conductor ABOUT ry)	conductor
cruiser (pron. cruiser A )	cruisers
pilot (pron. pilot A )	pilots
midshipman (pron. midshipman A )	midshipmen
officers	officer
ports	port
seiners	seiner
ships	vessel
merchant ships	merchant ships
transports	transport
mooring lines	mooring lines
navigator (pron. navigator A )	navigators
anchors	anchors

Genitive, accusative and prepositional plural cases:

3. About the spelling of some adjectives

Write	Don't write
two-kilometer	two-kilometer, 2-kilometer
Odessa direction	Odessa direction
Odessa naval base	Odessa naval base
operational direction	operational direction
operational thinking	operational thinking
identification signal	identification signal
experimental pool	experimental pool
pilot test	pilot test
experimental kit	experimental kit
prototype	prototype
experimental training	experimental training
experienced sailor	-
experienced officer	-
smooth networks	smooth networks
Romanian coast	Romanian coast
three-gun salvo	3-gun salvo
typical operation	-
a typical situation for the operation in the Gulf of Finland	-
Gulf of Finland	-
Finnish coast	-
Finnish skerries	-
mooring testing of mechanisms	mooring testing of mechanisms

4. About the spelling of numerals

Numbers up to nine inclusive to indicate the number of objects should be written in words: eight boats. The number of objects over nine can be shown in words and numbers: ten boats (10 boats). When showing the number of items in numbers, write the items themselves in words: 10 minesweeper divisions, not 10 DTSH (the latter abbreviation means the tenth minesweeper division).

5. About the use of some verbs

6. About the correct spelling of geographical names

The correct spelling of the geographical name is selected from the Index of the Maritime Atlas published by the Hydrographic Directorate of the Navy or from the latest edition of the corresponding navigation guide of the State Administration of the Navy of the USSR (using an alphabetical index). If there is no navigation route covering the required area, then you should be guided by the spelling adopted in the Great Soviet Encyclopedia or in the Index of the Great Soviet Atlas of the World.

If it is necessary to mention in an official document a foreign geographical name that is not in the Maritime Atlas and in the directions of the Main Directorate of the Navy of the USSR, write it in the Latin alphabet, using the transcription of the directions of the British Admiralty.

If a private geographical name consists of two words, both words are written with a capital letter: Western Gogland Reach, Eastern Bosphorus.

7. About orientation in space

All directions should be given in degrees or in bearings, adhering to the following provisions:

a) give in degrees courses, bearings, sectors of lighthouse illumination, alignment directions, directions from noticeable points to find the location of danger, signs of a floating fence, etc.;

b) the directions of winds, currents and shores should always be given in rumbas, and the construction of the phrase in this case should exclude the use of the name rumba in the form of an adjective. For example, you should write the wind S, the current goes to NW, the shore changes direction to SO, the shore has the direction NO - SW or the wind is north, the current goes to the north-east, but not “south wind”, “north-west current”, “ south-west direction”, etc.;

c) directions characterizing the orientation of an object (shore, cape, tip, etc.) relative to the cardinal points, always be given in Russian words, for example, northern shore, southwestern tip, east of the alignment, etc.;

d) directions that give orientation to coastal objects from the sea can be given in bearings and degrees, for example, Cape Krugly on ONO at 3 miles, Mount Vysokaya at 136° at 2.5 miles.

8. About the spelling of surnames

Surnames coming from Slavic roots ending in in, n, h, skiy, tskiy, y, y, a(like Danilin, Ivanov, Matveev, Ivanovsky, Ivanovich, Bely, Ivanetsky, Lebeda), as well as Soviet surnames that came from non-Slavic roots, and, finally, foreign surnames - Russified or firmly established in Russian writing and, moreover, consonant with Russian words ( Altvater, Amundsen), are declined in full accordance with the rules of nouns or adjectives.

Surnames of Slavic origin O and all surnames of non-Slavic origin, discordant with Russian words, are not declined (Konyushenko, Traverse. Georgadze, Georgishvili, Yusuf-Zade).

9. About the spelling of ship names

The gender of the name of a ship (as a part of speech - a noun or adjective), given together with the designation of its class or type, is subject to the gender of the designation of the class or type of ship.

Examples: the cruiser "Aurora" was taken out of the harbor; the submarine "Walrus" left the harbor; The schooner "Sailor" entered the harbor.

In official documents, the names of ships must be preceded by class or type designations: destroyer "Proud". In this case, only the designation of the class or type is declined, and the name of the ship remains unchanged.

Example: It is not advisable to go out without the destroyer Gordy.

10. About abbreviations

The overuse of abbreviations makes reading difficult, obscures the meaning and sometimes leads to erroneous interpretation of the text.

The use of abbreviations is permitted only there. where this is inevitable: in operational documents, in logs - watch, combat, historical, in official manuals and in tables, where this is caused by lack of space or the desire to avoid repetition of cumbersome designations.

Moreover, in publications intended for a wide range of readers. Only those abbreviations that are given in Rules for maintaining operational cards and in Manual on field service of the headquarters of the Red Army . Only in publications intended for a narrow circle of readers belonging to one special service, conventional abbreviations adopted within this service are allowed.

When using the legal abbreviation BTSH, remember that this means a basic minesweeper, and not a “high-speed minesweeper”; KATSCH is a minesweeper-boat, and not a “boat minesweeper”.

Abbreviated designations of ship classes given in operational documents are doubled only in cases where we are talking about a plurality of ships without indicating their number.

Example: CL CL line up in a wake column, but: three CL line up in a wake column.

The number of ships, the class of which is given by an abbreviated designation, is written in words.

Example: three SKR (three patrol ships).

The number preceding the abbreviated designation of the ship's class indicates the serial number of the ship.

Example: 3 SKR = third patrol ship.

An abbreviated designation of a ship class or aircraft type, given without indicating a number, is written without quotation marks.

Example: two MO boats, a U-2 plane, one La-5.

However, the aircraft type, designated by the full name of the designer or the full conventional name, is written in quotation marks.

Example: two Douglass, three Flying Fortress aircraft.

The abbreviated designation of the class or type of ship in combination with a number, thus depicting the name (proper name) of the ship, is written in quotation marks (until the second half of the 19th century, the names of ships were written without quotation marks, but were highlighted in italics in print), For example: "MO-114", "M-172", "Shch-21".

Ultrasonic underwater surveillance device of the type developed by the Anglo-American organization Anti Submarine Defense
International Commitee, call Asdik, not Azdik.

Abbreviated designations for metric measures and various physical quantities adopted in the USSR are depicted in strict accordance with existing all-Union standards (OST).

For example: m (meter), km (kilometer), kg / (kilogram), t (ton) without dots (particularly because m serves as an abbreviation for minute, and t can be taken as an abbreviation for the word thousand). The word mile has no abbreviation and is always written in full (m means meter, and m means minute). The word cabletov is abbreviated as cab.

General names of geographical locations (island, cape, mountain, city) in all cases, except for sailing directions, should be written in full.

For example , Gogland Island. In driving directions, the following abbreviated designations of geographical points are allowed, with proper names following them:

Island - o.
River - r.
Village - village

City - city
Cape - m.
Lake - lake

In other cases (besides driving directions) abbreviation of common names of geographical objects can lead to confusion (b. can be understood as a bay, bank, base and tower, d. can be understood as a city and as a mountain, o. as an island and as a lake, etc.).

In operational documents, charters and in popular literature, the abbreviated designation of geographical coordinates should be depicted as follows: lat. 00°00" N, long 00° 00" 0 or
lat. 00 ° 00" north., long. 00 ° 00" rest.

In the combat log, in accordance with the Rules for Maintaining Operational Maps (p. 28), with abbreviated coordinates, the latitude is given without indicating north or south; longitude - without specifying eastern or western: w = 59°17",0, d = 27°18",5.

In scientific works (according to OST 6345), geographic latitude and longitude are designated fi φ And lambda λ .

Avoid in written documents naming classes of ships with abbreviated designations allowed (according to the Rules for Maintaining Operational Charts) for transmission by telephone and semaphore: battleship, destroyer, gunboat, submarine.

In operational documents drawn up in a hurry, it is allowed to use the abbreviations LC, EM, CL, PL, and in all other cases write in full: battleship, destroyer, gunboat, submarine.

11. About the use of Russian and Latin alphabets

Names of foreign ships in newspapers, magazines (except magazine "Sea Collection" ) and in popular literature write in Russian letters, using the Russian transcription of the alphabetical index "Directory of ship personnel of the navies of foreign states." If at the same time it is necessary to give the original foreign language name, then write it in Latin alphabet in brackets after the Russian name. In the magazine "Sea Collection" and in printed publications of a scientific research nature, the names of foreign ships of modern times should be written in Latin alphabet in the transcription of the publication corresponding to the time "Directory of naval personnel
foreign fleets" or Jane's Fighting Ships. When describing the past names of ships of eastern states that did not use the Latin alphabet at one time (Greece, Egypt, Iran, Turkey, Siam, China, Japan), write in Russian.

Head of the Department of the State Medical School for the study and generalization of war experience

Captain 1st Rank N. OZAROVSKY.

Notes in the order:

The Russian language allows equally both forms: boats - boats. cruisers - cruisers, however, in the everyday life of the fleet and in naval literature to the second
half of the 19th century, the shape of the boat and cruiser was firmly established: "The first mine boats had such little speed that they could not overtake
no warship. . . " (S. O. Makarov. Discussions on issues of naval tactics, p. 321. Voenmorizdat. 1943).

So: boats. cruisers, pilots, midshipmen, navigators, anchors - represent a common literary form.

Uniform: boat, cruiser, pilot, midshipman, navigator, used in naval language as a professional uniform.

Relating to experiments (experimental).

Experienced.

About the movement of the boat.

* Geographical private name - proper name - is written with a capital letter.

Finnish, Romanian and all other coasts - common nouns, may be different - are written with a lowercase letter.

Let it sink.

A mooring device is designed to secure a vessel to a berth, mooring barrels and beams, or to the side of another vessel.

The device includes:

Mooring ropes;

Bale strips;

Guide rollers;

Mooring mechanisms.

Accessories:

Stoppers;

Throwing ends;

Mooring ropes (mooring lines, mooring lines) There are steel, vegetable and synthetic.

Mooring ropes (ropes ). They are used as mooring lines vegetable, steel and synthetic cables . Steel cables are used less and less often, since they do not take dynamic loads well and require great physical effort when transferred from the ship to the pier. The most common on sea vessels are steel mooring lines with a diameter of 19 to 28 mm.

Service life of ship cables:

Steel cables – running rigging from 2 to 4 years ;

Vegetable and synthetic ropes - cable work - 3 years , Perline – 2 years ;

- other cables – 1 year.

The ends of the mooring ropes end in a loop called - fire.

Number mooring ropes on the ship, their length and thickness determined by the Register Rules .

The layout of the mooring lines is shown in rice.

Main mooring lines served from the bow and stern ends of the vessel in directions excluding the movement of the vessel along the berth and departure from it . IN depending on the direction mooring lines got their names . Moorings wound up from the bow and stern ends of the vessel , holding vessel from movement along the pier are called bow (1) and stern (2) longitudinal. Mooring line, whose direction opposite to longitudinal called spring. Nasal (3) and stern (4)springs are used for the same purposes as longitudinal ends. Moorings, wound up perpendicular to the pier , are called nasal (5) And stern (6) clamping. The clamping ends prevent the vessel from moving away from the berth in a strong wind.

Bollards – cast or welded bollards (steel and cast iron) for fastening mooring cables. On transport vessels, paired bollards with two pedestals are usually installed on a common base, having hot flashes to hold the lower cable hoses, and hats does not allow the upper ropes of the mooring line to jump off the bollards.

Bollards are also installed with cabinets without tides,

and bollards with cross .

Bollards with cross convenient for mounting mooring lines , aimed from above at an angle to the deck . Similar bollards install in the bow and stern parts of the ship symmetrically to both sides .

Sometimes on ships they install one pedestal bollards – bitengi , which are used for towing .

Bitengi– represent massive cabinets , the bases of which are attached to upper deck or passed through it and attached to one of the lower decks . To hold the cable on the bits there are spreaders .

Convenient when performing mooring operations – bollards with rotating pedestals, equipped with a locking device.

Pinned to berth moorings put "eight" two or three hoses on the bollard bollards, and then on Turkish girl windlass. When cable is chosen , cabinets rotate and pass the cable freely . When the cable is selected, the bollards rotate and pass the cable freely. At the right moment, remove the cable from little Turks and apply and apply additional hoses to the bollard bollards. At the same time, the stopper keeps the cabinets from rotating.

Cluses – devices through which mooring lines are passed from a vessel. Cluses are steel (cast iron) with holes round shape ,

or oval shape , bordering the holes in ship's bulwark .

Work surface hawse has smooth curves , excluding sharp bends of mooring lines .

For mooring to on board small-size floating craft, use fairleads with tides - horns.

In places where instead bulwark made railing , special fairleads are fixed on the deck at the edge of the side.

Strong mooring line friction about the working surfaces of the fairleads of these structures leads to rapid wear of cables , especially synthetic ones, so they are widely used on ships universal fairleads ,

And rotary universal fairleads.

A universal hawse has vertical and horizontal rollers freely rotating in bearings, forming a gap into which the cable fed to the shore is passed. Rotating one of the rollers when pulling the cable from any direction significantly reduces friction. The rotary universal hawse has a rotating ball-bearing cage in the body.

Bale strips have the same purpose as mooring hawse .

By design, bale strips are simple ,

with biting ,

with one roller ,

with two rollers ,

with three – Rolls.

For wiring mooring lines supplied to high berths and ships with high sides, use closed bale strips.

The most widespread bales with rollers , the use of which is significant reduces the effort required to overcome the frictional forces that arise when pulling out the cable .

To route mooring cables from the hawse to the mooring mechanism drums, metal bollards with guide rollers.

Views – designed for storing mooring ropes. They have locking devices . Install them in bow and stern parts of the ship not too much far from the bollards .

Mooring mechanisms– are used to pull a vessel with mooring lines in place to the pier, the side of another vessel, a barrel, to pull the vessel along the pier, as well as automatically adjust the tension of the mooring lines when the water level fluctuates, tidal water currents, or changes in draft during loading or unloading of the vessel.

Mooring mechanisms include:

- windlass;

- mooring spiers;

- anchor mooring winches;

- simple and automatic winches.

Windlasses and mooring capstans, have drums (turrets) that are used to pull out mooring ropes .

On ships that do not have stern anchor device , installed at the stern of the vessel mooring capstans that do not have a chain drum.

Vertical location of the axis of rotation of the capstan mooring drum allows select moorings from any direction . Concave external the surface of the capstan drum and windlass can be smooth or have vertical welps - rounded ribs .

Welps– prevent the cable from sliding on the drum. However, due to kinks on them cause mooring ropes to be damaged more quickly . Therefore, with widespread use on ships synthetic ropes subject to greater friction when working on a capstan, capstan drums make smooth .

Anchor mooring winches, installed on some ships instead windlasses , and are used during mooring operations in the same way as windlasses.

Simple mooring winch has electric motor with built-in disc brake . The rotation of the winch engine is transmitted through mechanisms inside to the shaft with the mooring drum. Through work disc brake, you can adjust the speed of rotation of the mooring drum.

Automatic mooring winch differs favorably from a simple winch in that it can work in manual and automatic mode . IN manual mode the winch is used for pulling the ship to the pier and for selecting the given cables. After the cable is pulled tight, it remains on the winch drum . winch switched to automatic mode , setting required cable tension force . At change, for any reason, in the tension force of the cable, the winch automatically picks up or releases the mooring cable, ensuring constant tension of the mooring cable .

Automatic winches are manufactured in two versions:

- with mooring turret , connected to the mooring drum by a release coupling;

- without the turret , which are installed near the windlass and capstan.

Stoppers serve to hold mooring ropes in in a tense state when transferring them from the mooring mechanism drum to the bollards.

There are stoppers: chain (Fig. a), vegetable or synthetic (Fig. b).

Chain stopper represents rigging chain with a diameter of 10 mm , And length 2 – 4 m , with a long link for fastening with a bracket to the deck butt, at the other end of the stopper there is a vegetable or synthetic cable at least 1.5 m long . And thick V twice as thin than the mooring end.

Stopper from vegetable or synthetic rope made from the same material as mooring ropes only twice as thin.

Throwing end necessary for supplying the mooring cable to the shore when the vessel approaches the pier.

Throwing end- This vegetable or synthetic tench thick 25 mm , length – 30 – 40 m , on one side of which is tied lightness (a weight braided with a thin plant torso) for increasing throwing distance , the other end is tied to the mooring line light .

Fenders.

Fenders – intended for protection of the ship's hull from impacts on the quay wall , or about on board another ship during mooring operations and vessel anchorage.

Fenders there are soft And hard

Soft fenders- This bags filled tightly with elastic material And braided with strands of plant rope or packed in special cases . Soft fenders have a fender with a thimble for attaching a vegetable or synthetic cable to it, the length of which should be sufficient overboard at low berths and the smallest draft.

Rigid fenders- wooden blocks suspended on cables from the side of the ship. To give such a fender elasticity, it is braided along its entire length with vegetable or synthetic cable.

Steering device of the ship.

Steering gear– serves for ship control . With steering device you can change the direction of the ship's movement or keep it on a given course . During To keep the ship on a given course, the task of the steering device is to counteract external forces:

Currents that can cause the ship to deviate from its intended course .

Steering devices have been known since the appearance of the first floating craft. In ancient times, steering devices were large swinging oars mounted at the stern, on one or both sides of the ship. During the Middle Ages, they began to be replaced with an articulated rudder, which was placed on the sternpost in the center plane of the ship. It has been preserved in this form to this day.

The steering device consists of the following parts:

- Steering wheel allows you to keep the ship on a given course and change the direction of its movement. It consists of a steel flat or streamlined hollow structure - rudder , and the vertical rotary shaft – ballera , rigidly connected to the rudder blade. To the top end ballera brought out onto one of the decks sector planted or lever - tiller, to which an external force is applied to turn baller .

- Steering motor the stock rotates through the drive, which ensures rudder shifting. Engines are steam, electric and electro-hydraulic. The engine is installed in the tiller compartment of the vessel.

- Control station serves for remote control of the steering motor. It is installed in the wheelhouse. The controls are usually mounted on the same column as the autopilot. To control the position of the rudder blade relative to the centerline plane of the vessel, indicators are used - axiometers.

Depending on the principle of operation, they are distinguished:

Passive steering wheels;

Active steering wheels.

Passive They are called steering devices that allow the vessel to turn only while underway, while the water is moving relative to the hull of the vessel.

Unlike him active The rudder allows you to turn the vessel regardless of whether it is moving or stationary.

Based on the position of the rudder blade relative to the axis of rotation of the stock, the following are distinguished:

- simple steering wheel – the plane of the rudder blade is located behind the axis of rotation of the propeller ;

- semi-balanced steering wheel– only a large part of the rudder blade is located behind the axis of rotation of the propeller, due to which a reduced torque occurs when the rudder is shifted;

- balance steering wheel– the rudder blade is located on both sides of the rotation axis so that no moments arise when shifting the rudder.

Active steering device– an electric motor is built into the rudder blade, driving the propeller into rotation. The electric motor is placed in the nozzle to protect it from damage. By turning the rudder blade together with the propeller at a certain angle, a transverse stop is created, which makes it easier to turn the vessel. The active rudder also performs its functions while the vessel is at anchor. Active rudders are usually installed on special vessels where high maneuverability is required.

To facilitate the maneuverability of the vessel during mooring operations, bow and stern thrusters are used. Thrusters are distinguished:

- thrusters With counter-rotating screws.

- thruster with reverse rotation of the propeller.

In order for the active steering device to operate, the passive rudder blade must be at a certain angle. The rudder stock is driven into rotation by a steering gear installed below the deck at the stern of the vessel..

Operating principle electric steering device.

1 manual steering wheel drive (emergency drive);

2 tiller;

3 gearbox;

4 steering sector;

5 electric motor;

6 spring;

7 rudder stock;

8 rudder feather;

9 segment worm wheel and brake;

10 worm.

If necessary turn the rudder , need to run, electric motor with a certain rotation speed which is associated with steering column on the navigation bridge . Through electrical appliances (selsyns, rotating transformers ) torque from the helm steering column on the navigation bridge transmitted to electric motor of the steering device and from it to the rudder blade.

At Electric steering malfunction the steering wheel is driven to movement using a manually controlled mechanism consisting of a manual steering wheel . By turning helm through worm gear rotation is transmitted to tiller and from him to rudder stock .

On modern ships use a steering device with an electro-hydraulic motor .

1 connector for connecting to the ship's electrical network;

2 ship cable connections;

3 spare canister with hydraulic fluid;

4 steering pump;

5 steering column with telemotor sensor;

6 indicator device;

7 telemotor receiver;

8 engine;

9 hydraulic steering machine;

10 rudder stock;

11 steering indicator sensor.

When the steering wheel on the steering column in the wheelhouse rotates, the transmitting and receiving telemotor sensor on the steering column and steering gear is triggered. Flowing under pressure into in the pipeline, the liquid moves the rod in the telemotor receiver, which transmits movement to the steering pump in the appropriate direction . From the steering pump, the movement is transmitted to the steering stock.

Each vessel must have a mooring device that ensures that the vessel is pulled to shore or floating mooring structures and that the vessel is securely fastened to them. The mooring device is used to secure the vessel to the pier, the side of another vessel, roadside barrels, palams, as well as constrictions along the berths. The mooring device includes:

mooring ropes;

• mooring hawse and guide rollers;

  bale strips (with and without rollers);

  views and banquets;

  mooring mechanisms (windlasses, capstan, winches); auxiliary devices (stoppers, fenders, brackets, throwing ends).

Mooring cables (ropes). Vegetable, steel and synthetic cables are used as mooring ends.

Steel cables are used less and less often, since they do not take dynamic loads well and require great physical effort when transferred from the ship to the pier. The most common on sea vessels are steel mooring lines with a diameter of 19 to 28 mm. The steel mooring lines are stored on hand lines equipped with a brake pressed by a pedal to the cheek of the drum. On large-tonnage vessels, mooring eyes with a drive are installed.

Mooring lines made from synthetic cables are widely used. They are lighter than steel and vegetable moorings of equal strength, and have good flexibility, which is maintained at relatively low temperatures. It is not allowed to use synthetic cables that have not undergone antistatic treatment and do not have certificates.

To use the positive qualities of various types of synthetic cables, combined synthetic cables are produced. On mooring winches, where the mooring lines are steel, the part that goes to the shore is made of a synthetic cable in the form of a so-called “spring”.

On ships transporting flammable liquids in bulk with a vapor flash point below 60 0 C, the use of steel cables is permitted only on decks of superstructures that are not the top of cargo bulk compartments, if cargo receiving and delivery pipelines do not pass through these decks. Cables made of artificial fiber may be used on tankers only with special permission from the Register (sparks may be generated when these cables break).

For timely detection of defects, mooring lines must neless often 1raza at 6 monthsV be subject to thorough inspection. Inspection must also be carried out after mooring in extreme conditions.

Depending on the position relative to the vessel, mooring lines are called: longitudinal, clamping, springs (bow and stern, respectively).

The mooring lines at the outboard end have a loop - fire, which is thrown on the shore pal or secured with a bracket to the eye of the mooring barrel. The other end of the cable is secured to bollards installed on the deck of the vessel.

Bollards They are paired cast iron or steel cabinets located at some distance from each other, but having a common base. In addition to ordinary bollards, in some cases, especially on low-sided ships, cross bollards are used, which can be either double or single.

Mooring cables on bollards are secured by placing a number of hoses in the form of a figure eight so that the running end of the cable is on top. Usually two or three full eights are applied and only in exceptional cases the number of hoses is increased to 10. To prevent the cable from self-resetting, a grip is placed on it. To secure each mooring line brought ashore, there must be a separate bollard.

Cluses. To pass mooring lines from the ship to the shore, a mooring hawse is made in the bulwark - a round or oval hole bordered by a cast frame with smooth rounded edges. To pass mooring lines from automatic winches, they are usually installed uniWithal rotary fairleads. Such fairleads protect the cable from chafing. On ships traveling through the Panama Canal, where the vessel is navigated through the locks using shore tractors, Panama hawsees must be installed, which have a larger radius of curvature of the working surface than that of the onboard canal, and are better suited for working with large-diameter moorings.

Bale strips. Bale strips are designed to change the direction of the mooring line. On most modern ships, bale strips are installed from separate two or three rollers. Bales without rollers are usually used only on small ships with a small diameter mooring cable.

Rolls reduce wear on cables and reduce the effort required to pull them out. Outlet (deck) rollers are installed near the mooring mechanism, which prevents the mooring line from skewing on the drum (turret).

Views and banquets. Banquettes and views are used to store mooring ropes. The latter are a horizontal drum, the shaft of which is fixed in the bearings of the frame. The drum has discs on the sides that prevent the cable from coming off.

Mooring mechanisms. To select moorings, both mooring mechanisms specially installed for this purpose (for example, mooring capstans, winches, etc.) and other deck mechanisms (for example, windlasses, cargo winches, etc.) with mooring drums can be used .

To select mooring ropes on the forecastle, use tourAglasses windlass. Mooring capstans are installed to work with stern mooring lines. They take up little space on the deck; the capstan drive is located below the deck.

AutoOmaticesToIe shwarTovnye lebcaustic can be installed to work with stern and bow moorings (Fig. 6.50). The mooring line is constantly on the winch drum; no preliminary preparation is required before feeding or transfer to the bollards after tightening. Winches automatically pull up the vessel, taking up slack in the cable, or release a too-tight cable when the ship's position relative to the berth changes during cargo operations, or during high tide or low tide.

The mooring device must be kept in good condition, ensuring its constant readiness for action. Bollards, mooring fairleads, bale strips, and guide rollers must always be smooth enough to prevent premature wear of the cables. Rollers, rollers and other moving elements should rotate easily, be well spaced and lubricated. Chain and cable stoppers, verb-hooks must be in good working order.

If you have automatic mooring winches and mooring rotary fairleads, you should periodically rotate the fairlead rollers and regularly lubricate the rubbing parts.

All ends, cables, fenders, mats, throwing lines must be dried in a timely manner, metal parts must be cleaned and lubricated.

When mooring the vessel, the following must be done:

it is prohibited to leave steel mooring lines on the windlass drums even for a short time, since when the moorings are pulled or jerked, the shafts of the mechanisms may be bent;

in places with sharp fluctuations in water level, it is recommended to use vegetable cables or cables made of synthetic materials as mooring ends;

During loading and unloading, it is necessary to check that all mooring lines are equally covered and do not have excessive slack or are not too tight. Particular care must be taken to monitor moorings in ports where there are fluctuations in water levels;

During strong winds or currents, the mooring lines that experience the greatest stress should be evenly tensioned. In the presence of swell, the mooring lines should have some slack in order to reduce their tension when the vessel rocks;

during rain, mooring lines and painters made from plant ropes must be periodically etched, since when wet, they are shortened by 10 - 12% and can burst.

A steel mooring cable must be replaced if, anywhere along its length equal to eight diameters, the number of wire breaks is 10% or more of the total number of wires, as well as if the cable is excessively deformed.

The plant cable must be replaced if the heels are broken, damaged, significantly worn or deformed. Synthetic ropes must be replaced if the number of breaks and damage in the form of thread tears is 15% or more of the number of threads in the rope.

Introduction.

During the construction of a vessel, constant technical control is carried out on products that are intermediate products of hull processing, assembly and welding, mechanical installation and other workshops. The scope of inspections during construction is regulated by a list of mandatory acceptances, which is compiled jointly by the construction company and the customer. Technical control ends with testing and delivery of the vessel.

The purpose of the tests is to verify compliance of the technical and operational characteristics of the vessel with the characteristics specified in the design documentation. Before testing the vessel, the installation of all pipelines, main and auxiliary machinery systems must be completed; equipment of premises; impermeability tests; installation of ship equipment and practical items. All work performed during the construction process, included in the list of mandatory acceptances, must be documented with the appropriate documents - certificates signed by the quality control department and representatives of the customer.

In addition to preparation for testing, the vessel testing period includes the following stages: mooring trials, sea trials, inspection, control exit, control tests.

Technical and technological test documentation.

The technical documentation required for verification testing includes:

Acceptance testing programs;

Descriptions;

Maintenance instructions, forms and passports for mechanisms, apparatus and devices;

Drawings and technical specifications for the supply of ship equipment

The technological documentation includes:

Certificate logs, test schedules;

Methodology for testing individual mechanisms, devices and systems;

List of auxiliary materials;

List of special equipment and tools, non-standard instrumentation, etc.

Acceptance test programs are developed by the ship designer, agreed upon, approved and transferred to the ship builder four months before the start of testing of the lead ship and three months before the start of tests of the serial one. The acceptance test programs reflect the accepted procedure for conducting tests and handing over the vessel to the customer, provide a standard list of documentation presented by the builder to the acceptance committee, the scope of the modes and duration of the tests.

For the period of mooring and factory sea trials, certificate logs are developed on the basis of acceptance test programs. Each log certificate contains basic data of the equipment under test and tables of test results; The QCD testing group is responsible for filling out these tables and issuing certificates.

Schedules for mooring and sea trials are divided into technological and calendar. The first ones are developed by the plant's technological service for the lead ships, then, based on test experience, they are adjusted and produced as standard ones for serial ships. They are compiled on the basis of acceptance testing programs with a graphical representation of the duration and sequence of individual inspections and tests. For each type of inspection, the necessary support for preparing and conducting tests is indicated. Based on technological schedules, ship builders draw up testing schedules, taking into account the actual state of readiness of the vessel at the time of drawing up the schedules and the target dates for testing.

Mooring tests of ships.

1. Mooring tests are tests that include the entire scope of testing of the vehicle and the ship as a whole, which can be performed on the slipway and at the outfitting quay afloat.

2. In the process of mooring tests, the Customer carries out acceptance, and the Register - surveys the completeness, quality of construction of the ship, installation and serviceability of ship equipment, as well as determining the readiness of the ship for sea trials at sea.

During the mooring tests, final acceptance of mechanisms, devices, systems, instruments is carried out, which, due to their purpose or operating conditions, do not require testing at sea, for example, a cargo device, a fire system with pumps and all equipment.

3. To conduct mooring tests, the builder must have appropriate areas for capital construction facilities:

The outfitting and commissioning shop has rooms for setting up control systems and complexes, power plant equipment, general ship systems, etc. with the supply of appropriate types of energy;

The outfitting embankment is provided with cranes, berth structures and communications for power supply, means of checking navigation radar stations, navigation lines, landmarks, point objects). The length of the embankment and the depth in the area of ​​the quay wall must correspond to the type of ships being built;

Power unit for the production and supply of the necessary types of energy and media to the ship;

The water area of ​​the enterprise, provided with tugs or towing boats for towing, moving and re-mooring ships;

Other necessary structures depending on the types and purpose of the vessels being built.

4. During mooring tests, as well as during adjustment and preparatory work, power is supplied to all mechanisms, systems and devices with electrical equipment, including systems and devices serving the main engine. Unless otherwise specified, it is carried out from the shore network through the main distribution board of the ship under test.

Tests of electrical equipment, servicing mechanisms and devices are carried out simultaneously with tests of the corresponding mechanisms and devices.

5. The start of mooring tests is established by order of the head of the builder’s enterprise. Coordinated with the representative of the customer and the Register, and the sequence is a schedule plan, which is developed on the basis of a network technological schedule for testing.

6. To conduct mooring tests, the head of the construction company, by his order, appoints the responsible commissioner, the captain, the commissioning engineer and the head of the test party.

7. The responsible commissioner, commissioning captain, commissioning mechanic and head of the test party form the commissioning team (SC) in accordance with the regulatory and technical documentation, establishing the regulations for the formation of the SC, the rights, duties and responsibilities of the SC members and their relationships.

8. Mooring tests begin upon completion of installation work and after the completion of construction certificates. Work on outfitting certificates that does not affect the progress of mooring tests (retrofitting premises, painting, placement of spare parts, salvage equipment, etc.) can be carried out during this period and is not associated with the start of mooring tests.

9. Before the start of mooring tests, the construction company, represented by the head of the test batch, presents the following documents to the Customer and the Register inspection of the test batch:

Director's order to begin mooring tests;

A copy of the contract for the construction of the ship;

List of deviations from the technical design and contractual specifications;

Acts on the implementation of fire safety measures on the ship;

Certificate of testing the ship's hull for impermeability;

Trigger act;

Certificate of diving inspection of the underwater part of the ship's hull, rudders and propellers;

Construction certificate log;

Journal of mooring certificates;

Mooring testing program;

Mooring test schedule;

List of spare parts and supplies.

10. At the beginning of mooring tests, the commissioning foreman of the builder’s workshops conducts presentation tests of the ship’s vehicle. The acceptance of presenter tests is carried out by representatives of the technical control of the construction company.

The results of the presentation tests are presented in tables attached to the test methods, which are signed by the persons who carried out the presentation tests. Vehicles accepted by representatives of the technical control of the construction company are presented by a representative of the Customer and the Register based on notices signed by the head of the relevant workshop and the head of the testing batch.

11. Certain works included in the scope of mooring tests can also be performed during the slipway period. These works include adjustment and delivery of hatch covers, adjustment work of the control system for general ship systems, adjustment work of navigation systems, delivery of electrical networks and communication lines of fire extinguishing systems, etc.

12. Immediately before the ship is launched, the vehicles ensuring its unsinkability and those vehicles that cannot be tested afloat at the outfitting quay are checked.

13. Vehicles that are monitored during sea trials when operating for their intended purpose, i.e. for which special modes are provided under sea conditions are finally accepted based on the results of mooring tests.

14. Mooring tests are considered completed if all points of the mooring test program are completed in full and accepted with the signing of mooring certificates and execution of tables.

15. At the end of the mooring tests, a running commissioning team is selected from the commissioning team in a number sufficient to maintain a round-the-clock watch in the departments.