Forepeak in relation to the ship. The meaning of the word forepeak
Rus. peak(end compartment of the ship) peak (end compartment of the ship).
Eng. peak(end compartment of the vessel) beak (16-19 centuries, galley bow) bec(beak) beccus (bird's beak).
Russian term peak almost never used on its own, but is included in compound words and is used in the plural - peaks , meanwhile forepeak and afterpeak (fore and aft compartments of the ship's hull). Also apply English term peak (end compartment of the vessel) and Spanish term pique (end compartment of the vessel).
In dictionaries you can find Breton term Bret. picatos (lit. - nosy, with a beak) - the name of a type of small high-speed vessel. “Lat. Picatus- britten. Name eines Bootes” (Lat. picatus is the Breton name for a boat. “Scaphae…exploratoriae…quas Brittani picatos vocant” (reconnaissance ship, which the Bretons call picatos).
From PIE root ( s) pico(woodpecker) a lot of words happened. among which - peak(weapon), peaks(suit in playing cards), peak(pointed peak of the mountain, highest point spring flood, peak sea wave, graph top), hour peak, piquant, spit, snipe.
Forepeak on the ship is
Water transport, theory and practice, everything about sea and river vessels
Device and technical operation of the vessel
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The number and location of ship premises, their equipment and dimensions are determined by many factors, the most important of which is the purpose of the vessel. Consider the location of the premises on transport ships.
Dry cargo ship. The main body is divided by transverse bulkheads into a number of compartments (Fig. 66, a). The extreme compartments (bow - forepeak and aft - afterpeak) are usually used to receive liquid ballast. The remaining compartments of the main body are used for cargo spaces - holds and for the placement of power plants - the engine room.
In height, the main hull is divided by decks and platforms (decks that do not extend along the entire length of the vessel). It is customary to count decks on multi-deck ships from top to bottom, starting from the top continuous. Interdeck space - tween deck can be used for the transport of goods, as well as various ship spaces.
Most dry cargo ships have a double bottom - the space occupied by the bottom set and separated from the holds by a second bottom flooring. The double bottom usually serves to receive liquid ballast and store the scheme of the internal device. sea vessels
liquid fuels and reserves fresh water.
In addition to the main hull, ship premises are located in superstructures and wheelhouses. As already noted, a cargo ship usually has three superstructures: forecastle, poop and middle superstructure (spardeck). On the middle superstructure, almost for its entire length, there is usually a cabin. The deck of this cabin, called the boat deck, is used to accommodate lifeboats. On the same deck there is a small one- or two-story cabin for office space.
Oil tanker. The hull is also divided by transverse bulkheads into a number of compartments (Fig. 66, b). However, the number of installed transverse bulkheads is much larger, as this helps to reduce the longitudinal transfusion of liquid cargo when the vessel is rolling.
Most compartments - cargo tanks - are used to transport liquid cargo. In the forward part of the forepeak, a dry cargo hold can be placed, designed to carry a small amount of cargo in containers.
The engine room for the tanker is located aft and occupies a compartment adjacent to the afterpeak. The row may house a pump room where the cargo pumps used for loading and unloading liquid cargoes are located.
Rice. 66. Internal organization vessels: a - dry cargo; b - tanker; 1-forepeak; 2-cargo holds (tanks); 3-tween deck; 4-double bottom; 5- deep tank; 6- engine room; 7- propeller shaft tunnel; 8- afterpeak; 9-yut; 10- medium superstructure; 11 - felling; 12— tank; 13 - dry cargo hold; 14- pumping department; 15- rubber dam
In addition to these compartments, oil tankers have rubber dams and settling tanks.
Cofferdams are formed by two bulkheads located at a distance of 0.7-1.5 m from each other. They separate cargo tanks from other spaces and prevent the penetration of gases released from transported oil products into these spaces.
Settling tanks are designed to collect and settle wash water, contaminated ballast, oil residues and oily mixtures. Cargo or ballast tanks permanently designated for this purpose may be used in this capacity.
Old oil tankers did not have a double bottom, but, according to new international rules, since the beginning of the 80s. all tankers are built with a double bottom, some have double sides. This reduces the risk of oil spilling into the sea in the event of a tanker accident.
A distinctive feature of an oil tanker is the presence of longitudinal bulkheads, which reduce
transfusion of liquid cargo during rolling. This reduces the harmful effect of liquid cargo on the stability of the vessel. The number of longitudinal bulkheads depends on the width of the vessel and on large tankers it reaches three.
The length of the deck superstructures of oil tankers is different than that of dry cargo ships. Since the engine room on oil tankers is located in the stern, the stern superstructure is the most developed on these ships. On the deck of this superstructure, a large cabin is arranged, which accommodates almost the entire ship's crew. The middle superstructure is short. In the cabin located on it, office space for managing the ship and cabins for the navigator's staff are placed. Now most tankers do not have a middle superstructure at all. All service and living quarters are located in a multi-tiered cabin at the stern. This trend extends to many types of dry cargo ships.
A large modern ship has a very large number of different rooms. Drawings of a general arrangement, which are the main document on the internal structure of a particular ship, help to analyze their location in detail.
Ultrasonic cleaning
Ultrasonic cleaning 
Cleaning the injector 
Ship premises of the main building
In the main body (Fig. 1.), the premises are formed by decks, platforms, transverse waterproof and ordinary bulkheads (barriers). The spaces formed by transverse watertight bulkheads, platforms, decks are called compartments. The main compartments on the ship include: forepeak- extreme bow compartment, in which a chain box 20, fresh water tanks 3.4, ship storerooms 2 are located; afterpeak- the extreme aft compartment, in which the tiller compartment 9, the stern tube room 8 are located; next to it is another cistern 11 of fresh water; bottom space- the space of the double bottom, divided into compartments 5, used to receive ballast; holds 6 - cargo spaces between the deck of the second bottom and the nearest deck (refrigerator holds are equipped with thermal insulation); tween decks 12 - cargo spaces between decks and platforms; deep tanks 14 and 18 - deep tanks located above the double bottom, from side to side, used to store boiler water, ballast, fuel, oil; cofferdams 13 and 19 - narrow dry compartments located between the fuel tanks and adjacent compartments; engine room 15 - the room where the ship's power plant is located (main diesel engines, auxiliary boilers, mechanisms, etc.); propeller shaft tunnel 7 - the room where the shafting passes.
On mining and processing vessels, the main hull accommodates fish shop. Usually on mining vessels it is located below the fishing deck. Technological and freezing equipment is installed in the fish shop. Finished products are sent to the holds.
Add-ons. These are closed deck structures 16 on the upper deck, extending from side to side or not reaching the sides of the vessel. Nasal superstructure 1 is called tank, stern 10 - yut. In superstructures, depending on the type of vessel, residential and service premises are placed.
felling. These are service premises 17, in which the ship control posts are concentrated. The rudder control post, as well as intercom and signaling facilities are concentrated in the steering and navigation rooms.
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Ship spaces are subdivided for residential, office and general use.
Living quarters include cabins and cockpits. Service premises include premises intended for the placement and maintenance of technical equipment, medical care, storage of ship stores and cargo, performance of ship and repair work. Common areas include rooms for eating, personal hygiene, recreation and cultural events.
To cargo spaces dry cargo ships include holds and tween decks (inter-deck space). For the safety of cargo in the holds, the flooring of the second bottom is covered with a wooden flooring made of pine boards (floor) 40 - 60 mm thick, 60 - 100 mm wide.
To close the bilges (catchment space), formed by the extreme double-bottom sheet and the outer skin, removable wooden shields are used, which are placed on the zygomatic knees.
To protect the cargo from damage by the onboard set, longitudinal rails are used - fish 40 - 50 mm thick, 100 - 120 mm wide. They are placed along the hull in special brackets at a distance of 200 - 250 mm from each other.
On refrigerated ships, cargo spaces have special thermal insulation made of cork, foam, etc. Two layers of sheet pile boards are laid on the insulation, they are covered with anti-corrosion aluminum sheets on top. The holds are cooled with cold air supplied from refrigeration units through pipes or batteries located along the sides.
On some fishing vessels, the cargo is transported in special cells - attics, made of boards laid in the grooves of special pillars and skirting boards. Attic transportation eliminates the deformation of containers and fish products.
When transporting bulk cargoes, permanent or removable longitudinal bulkheads (shifting boards) are used to avoid spillage.
To increase the reserves of fuel and water, and sometimes for ballasting on ships, special tanks are provided, located outside the double bottom. These include deep tanks, occupying space from side to side, and in height - from the second bottom to the lower deck; side tanks located in the area of the engine room or holds.
On large fishing vessels, intra-hold mechanization of loading and unloading operations is provided - elevators and conveyors, and on transport refrigerators - electric cars.
To service premises include the engine room, refrigerator room, wheelhouse and navigational cabin, radio room, tiller room, log shaft, echo sounder shaft, gyrocompass room, service and utility rooms (lantern, paint, skipper storerooms).
The engine room is usually located amidships or aft of the vessel. Here are the main and auxiliary engines, electric generators, the main power distribution board. If a steam engine or turbine is used as the main engine, they are usually placed in one compartment, and steam boilers in another compartment (boiler room).
Rotation from the engine to the propeller is transmitted using the propeller shaft, which is located in the propeller shaft tunnel, which has a slight expansion at the end - a recess. To ensure natural ventilation, a shaft is provided above the engine room, which ends with a skylight - an engine cap. There are portholes in the skylight covers.
The wheelhouse and navigational cabin - the place of keeping the navigational watch. From here, the operation of the vessel as a whole is controlled. The wheelhouse is equipped with a steering column, a traveling magnetic compass, gyrocompass repeaters, an engine telegraph, radars, fish-searching devices, and various signal devices. On modern ships, many of these devices are installed in the console version. In the chart house, which is always adjacent to the wheelhouse, there is a table for navigation and storage nautical charts. Some of the navigational instruments (radio direction finders, receiver indicators of radio navigation and satellite systems, depth indicators of echo sounders, lag repeaters) and navigational work tools are also located here.
Old-built vessels of the BMRT type have two wheelhouses: bow (navigation) and stern (commercial - for steering the vessel while working with fishing gear). On modern vessels, the Atlantic type RTM, Prometheus type BMRT, Horizont type and others, the vessel is controlled from a single navigational and commercial cabin.
The radio room is located in the navigation bridge area or in close proximity to it. This is dictated by the need for operational communication between the radio operator and the officer in charge of the watch.
Log and echo sounder shafts are made separate or combined. They are made in the form of a sealed tube, in the lower part of which, near the bottom, there is a central log device with a receiving tube and an echo sounder sending unit with vibrators.
The gyrocompass room contains all the gyrocompass devices, except for the peripheral ones.
Office and utility rooms, as a rule, are taken out under the forecastle due to their increased fire hazard. This location allows you to keep these rooms under surveillance and timely prevent dangerous situations.
Accommodation for crew and passengers are divided as follows: residential, public, economic, sanitary and hygienic, medical.
Living quarters on ships are usually located in superstructures and deckhouses. First of all, for this purpose, they tend to use the middle superstructure - the place least subject to the action of pitching and flooding.
On modern ships, the living quarters of the officers are, as a rule, single cabins, and the ratings, depending on the size of the vessel and purpose, are single, double and even quadruple cabins. Cabins are usually placed along the sides of the vessel, which provides the possibility of natural light and ventilation through the portholes.
On the passenger ships living quarters are located not only in the superstructures and deckhouses, but also in the spaces between decks. Cabins for passengers are divided into classes. Single and double cabins of I and II classes are usually located in the middle superstructure and deckhouses, and four-bed cabins of class III are on the lower decks.
Cabins, as a rule, have a corridor system. The doors open into the cabins to allow free movement along the corridors.
Public spaces are a dining room and a salon for the crew, a wardroom for officers, on large modern ships there are gyms, swimming pools, recreation rooms, etc. On passenger ships, public spaces, as a rule, are much larger. These can be restaurants, canteens, smoking rooms, music salons, cinema halls, reading rooms, children's cabins, gyms, etc.
Utility rooms include a galley, a bakery, a pantry, pantry, storage rooms.
Sanitary facilities are divided into sanitary facilities (laundries, dryers, ironing facilities for bed linen and work clothes) and sanitary facilities (washbasins, showers, baths, toilets, etc.).
Medical premises include an isolation ward, a hospital, an outpatient clinic. On mother ships, as a rule, there are an operating room, X-ray, dental rooms and others.
Bulkheads and tanks
A bulkhead is a water- and dust-tight vertical wall installed in the ship's hull. According to the position relative to the DP of the vessel, longitudinal and transverse bulkheads are distinguished. Watertight bulkheads divide the ship into watertight compartments; for passenger ships, they are located so that when one or more adjacent compartments are flooded, the ship's buoyancy is preserved. Transverse bulkheads increase the transverse strength and, preventing buckling of the sides and ceilings, the longitudinal strength of the vessel. Watertight and oiltight longitudinal bulkheads are installed only on ore carriers and tankers. The number of watertight bulkheads depends on the length and type of vessel. An emergency collision bulkhead is provided on each ship behind the stem. For screw ships, an afterpeak bulkhead is installed at the aft end, which usually limits the afterpeak. Steamboats and motor ships have one transverse bulkhead at the ends of the engine and boiler rooms. The rest of the hull is divided according to the length of the vessel by other transverse bulkheads, the distance between which does not exceed 30 m. The collision bulkhead in ships with a solid superstructure or forecastle extends from the bottom to the deck of the superstructure or forecastle, while the afterpeak bulkhead usually reaches only to the watertight deck above the summer load waterline.
Watertight transverse bulkheads:
a - location of bulkheads near a cargo ship (full-board ship); b - transverse bulkhead; c - corrugated bulkhead; d - collision bulkhead
1 - yut; 2 - afterpeak; 3 - after peak bulkhead; 4 - holds; 5 - middle superstructure; 6 - bulkhead deck; 7 - engine room; 8 - lower deck; 9 - tank; 10 - chain box; 11 - forepeak; 12 - ram bulkhead; 13 - double bottom; 14 - propeller shaft tunnel; 15 - knees; 16 - bulkhead sheathing belts.
As a rule, watertight bulkheads consist of sheet panels and stiffeners welded to them. The dimensions of bulkhead sheets and stiffeners depend on the hydrostatic pressure of water penetrating the ship's hull during an accident. This pressure constantly rises from the top edge of the bulkhead to the bottom edge (bottom). Therefore, the thickness of the watertight bulkhead sheets increases from top to bottom. Rigidity to watertight bulkheads is usually given with the help of vertical stiffening ribs made of profile steel; only in the area below the deck of the ballast tanks is the emergency bulkhead reinforced with horizontal stiffeners. Bulkhead stiffeners are welded or attached with the help of knees to the decking of the second bottom and to the decks. Stiffeners without strengthening the ends are installed only between the bulkhead deck and the deck below it, if the span does not exceed 2.75 m. Instead of flat ones, corrugated bulkheads can be installed. For transverse bulkheads, the corrugations run horizontally or vertically; for longitudinal bulkheads of tankers, they are usually horizontal. Compared to flat corrugated bulkheads, with equal strength, they have a lower mass and are cheaper to manufacture. With a large length of corrugated bulkheads to reinforce them individual elements beams are welded perpendicular to the direction of the corrugations and reinforced at the ends with knees.
Cut-outs, such as doors or manholes, shall be made in watertight bulkheads only when they are absolutely necessary for the operation of the ship and cannot impair the safety of the ship. So, in the collision bulkhead below the bulkhead deck there are no doors or manholes; in bulkheads between holds, watertight doors are made only above the summer load waterline. Support bulkheads serve on cargo ships to reinforce the deck and hatch transverse coamings, as well as longitudinal semi-bulkheads for bulk cargo (shifting boards) in the gap between the hatch and the bulkhead. Shifting boards are designed to prevent the movement of grain or other bulk cargo in rough seas (which is dangerous for the ship's stability). Shifting boards consist of bars placed in guides.
Support semi-bulkhead
1 - support semi-bulkhead in tweendeck; 2 - manhole; 3 - supporting semi-bulkhead; 4 - guides for shifting boards; 5 - lower deck
Fire bulkheads are installed on the living decks of passenger ships at a distance of not more than 40 m from one another. The thickness of the sheets does not exceed 5 mm, because the purpose of the bulkhead is to prevent the fire that has arisen from going beyond the burning compartment. Fire bulkheads are made and insulated in such a way that, firstly, for 1 hour at a temperature above 900 ° C, they can prevent the penetration of smoke and flame into adjacent compartments and, secondly, they do not heat up much more than 100 ° C. Dust-tight bulkheads are installed on ships for isolation from coal bunkers and between the boiler room and engine rooms for boilers with corner heating. They are lighter than watertight bulkheads. Deep tanks are understood as limited bulkheads of space outside the double bottom, which are filled as ballast with fresh or sea water, as well as liquid fuel. Bulkheads are made of welded sheets and reinforced with welded horizontal or vertical stiffeners. In fuel deep tanks, additional beams are installed, which form a closed frame. This reduces the deformation of the bulkheads of deep tanks and the load on the plating, and also increases the unsinkability of the vessel. Deep tanks, which run across the entire width of the vessel and are limited by two transverse bulkheads, are separated by at least one longitudinal bulkhead to increase the stability of the vessel. All deep tanks with a width of more than 4 m have baffle beams 6-8.5 mm thick, which, when the vessel rolls, reduce the impact force of the overflowing liquid. The forepeak tanks are equipped with baffle beams, some of which run across the vessel. For reliability reasons, deep tanks for fuel are separated from deep tanks with drinking water, water for feeding boilers and for refined oil with a space of one spacing wide. This space is called a cofferdam.
1 - fuel tanks outside the double bottom; 2 - tank deck; 3 - transverse bulkhead; 4 - longitudinal bulkhead; 5 - fender bulkhead; 6 - double bottom; 7 - longitudinal side beam (side stringer).
If living quarters are located above the fuel tanks, then a horizontal cofferdam is placed between them. Each tank is equipped with ventilation air, measuring and bypass tubes. Air tubes are used to ensure that when filling the tank, it could not develop excess pressure, and when draining, insufficient pressure. Using the measuring tubes on the level indicator, you can see the degree of filling of the tanks. When filling the tank, excess liquid flows out through the overflow pipes, and dynamic pressure cannot build up in it. In water tanks, air and bypass pipes are usually carried out as one pipe and brought to the upper deck. From the tanks for fuel and lubricating oil, the bypass pipe goes to a drain tank equipped with signaling devices. Access to the tanks is through manholes, the covers of which are bolted. When choosing the dimensions of the stiffeners and beams, as well as the thickness of the bulkhead sheets, the determining factor is the liquid pressure to the upper edge of the bypass and air tubes. The thickness of the lining of tanks is usually 6.5-15 mm. Knits are used to fasten the ends of the stiffeners of tank bulkheads. The distance between the stiffeners is 0.5-0.9 m. The vertical stiffeners of the bulkheads of fuel tanks and high deep water tanks are supported by horizontal beams (shelves), the distance of which from each other, from the deck and from the deck of the second bottom is no more than 3 .0 m. Shelves form closed frames in tanks, they are usually placed on the outer skin. Horizontal beams consist of walls and shelves; they are connected to each other by knits. If the stiffeners in the fuel tanks are located horizontally, then they are reinforced with vertical posts, the distance of which from each other and from the walls of the tanks does not exceed 3.0 m. The horizontal stiffeners form closed frames with each other, as well as vertical beams with deck and bottom connections .
Great Soviet Encyclopedia. - M.: Soviet Encyclopedia. 1969-1978.
See what "Forpeak" is in other dictionaries:
forepeak- forepeak ... Spelling Dictionary-Reference
FOREPEAK- (Fore peak) bow compartment on civil ships, located directly at the stem. Serves as a ballast tank for trimming the ship. Samoilov K.I. Marine vocabulary. M. L .: State Naval Publishing House of the NKVMF of the USSR ... Marine Dictionary
FOREPEAK- (English forepeak Dutch voorpiek), the extreme bow compartment of the ship, where a tank for ballast water is usually located ... Big Encyclopedic Dictionary
Forepeak- forepeak, forepeak m. The extreme bow compartment of the vessel, where the tank for water ballast is usually located. Explanatory Dictionary of Efremova. T. F. Efremova. 2000 … Contemporary dictionary Russian language Efremova
forepeak- n., number of synonyms: 2 compartment (9) peak (23) ASIS synonym dictionary. V.N. Trishin. 2013 ... Synonym dictionary
forepeak- The extreme bow compartment of the main hull of the vessel, extending from the stem to the forepeak bulkhead. [GOST 13641 80] Topics ships and vessels ... Technical translator's guide
forepeak- FORPIK, FORPIK, a; m. forepeak] Mor. The outermost bow compartment of a ship, where the ballast water tank is usually placed. * * * forepeak (English forepeak, Dutch voorpiek), the extreme bow compartment of the vessel, where a water tank is usually located ... Encyclopedic Dictionary
forepeak- (English forepeak, goal voorpiek) sea. bow compartment on ships, located directly at the stem. New dictionary of foreign words. by EdwART, 2009. forepeak a, m. (Dutch voorpiek, English forepeak ... Dictionary of foreign words of the Russian language
forepeak- I f/rpik = forpi/k; (English forepeak); sea The outermost bow compartment of a ship, where the ballast water tank is usually placed. II forpi/k a; m.; see forepeak II ... Dictionary of many expressions
Forepeak- 21. Forepeak The outermost bow section of the main ship's hull, extending from the stem to the forepeak bulkhead Source: GOST 13641 80: Structural elements of the metal hull of surface ships and vessels. Terms and definitions ... Dictionary-reference book of terms of regulatory and technical documentation
The hull of a modern marine metal vessel and its main parts
Metal shipbuilding, numbering less than a hundred years (1) of its existence, in a short period of time compared to the existence of wooden shipbuilding, not only managed to occupy a dominant position, displacing wooden shipbuilding at sea almost completely, but also managed to achieve high degrees of its technical development, while wooden shipbuilding over the millennia of its existence has progressed very slowly in a constructive sense.
Wrought iron, and then cast steel, which soon replaced it, was the material that turned out to be especially suitable for shipbuilding, giving, along with its relative cheapness (compared to other materials), at the same time and significantly more than wood has given up to now. , strength and durability of ships made from it.
The possibility of using iron and steel to obtain a ship of greater strength, capable of withstanding large forces acting on it, resulted in a significant increase in the size of metal ships, against the sizes of wooden sea ships that existed until that time. At the same time, if at the first time of their existence, metal ships were very similar in design to wooden ships, then as they increase in size, they also received and continue to receive at present a number of changes and features in their design.
The goal pursued with these design changes is to strive to increase the strength of the vessel, while simultaneously striving for a possible reduction in its weight, since any lightening of the weight gives a gain in the useful carrying capacity of the vessel, which is the most significant for a commercial vessel. However; if we take the most common typical hull design of a modern steel commercial ship and compare it with the design of a wooden ship, it is still quite easy to find common things in them and at the same time you can trace those features in the design that, gradually developing, led to modern, the most characteristic types of hulls of marine steel ships. At the same time, it is possible to establish the reasons for the introduction of these features into the design of the vessel.
What has been said here refers to the very design of the ship's hull, a detailed acquaintance with which will constitute our further main task.
As for the geometric shape of the ship's hull, on which one should first stop a little, here, too, modern commercial marine vessels have basically retained something in common with the shape of wooden ships. Namely, in its geometric shape, the ship is a hollow prismatic body inside, the outer shell of which is waterproof, pointed to the extremities, called nose and stern, and also tapering, to a greater or lesser extent, downwards, i.e. to bottom. One can imagine a vertical plane passing along the ship ( diametral plane), which will cut the vessel into two parts symmetrical to each other (right and left - looking along the vessel from the stern towards the bow). This plane will cross the bottom along its length and the line of intersection will be the line of the keel of the ship; at the same time, at the ends, the keel gradually or immediately (in the bow with a rounding, in the stern, usually at a right angle) rises upwards, to a vertical or close to a vertical position, forming the extreme parts of the ends of the vessel - in the bow stem, in the stern sternpost(Fig. 1). The bottom of the vessel, in cross-section with a rounding called the cheekbone, rising upwards, passes into the sheer sides of the vessel (right and left, depending on which of the symmetrical parts of the vessel they belong to). The sides reach up to the upper shell of the vessel, called the deck. As we have pointed out, the vessel is pointed towards the extremities, therefore, in a certain section, usually just at the middle of its length, it should have a cross section of the greatest completeness. This cross-section is called the ship's midsection plane, and in the drawings its position is indicated by a symbol consisting of a circle with two ∫ intersecting in the center of the circle. All of the above is clear from Fig. one.
The upper surface of the ship's hull, continuous along the length, called upper deck ship, has, as a rule, a double curvature: across the ship, a curvature called by peppery death deck and the longitudinal curvature along the length of the vessel, called sheer(see fig. 1).
The presence of one or the other curvature, adopted since ancient times, is explained by the desire to improve the seaworthiness of the vessel, as providing less flooding of the deck by the wave and better drainage of water that has fallen on the deck. (2) On the decks of ships that are of great structural interest in general, below we let us dwell in more detail, but first we will finish a general overview of the main parts of the ship.
The vessel, bearing the load from its own weight and the weight of the goods on it and being afloat, is immersed in water at a certain level, the line of intersection of which with the outer shell of the vessel is called waterline. Without cargo, the ship, being under the influence of its own weight alone, will sit less in the water, namely, according to the so-called light waterline. Thus, a number of successive waterlines can be located above the light waterline, corresponding to different degrees of loading of a floating vessel. You can not load the ship more and more, bringing the waterline arbitrarily close to the upper deck of the ship. This cannot be done for two reasons: firstly, the more the ship is submerged in the water, the stronger the pressure is on the bottom and sides from the side of the water displaced by the part of the ship submerged in the water, and in the end, for each type of ship, from this point of view, there is tensile strength at which further immersion of the ship in water is dangerous and can, with excessive water pressure, cause a breakdown of its joints, and as a result, water flows into the hull from the ship; secondly, the limit of permissible immersion of the vessel in water is set from the condition of ensuring the minimum seaworthiness of the vessel, (3) for which the vessel must have the so-called buoyancy margin so that, in extreme cases, when water gets inside the vessel, or when the deck of the vessel is flooded with a wave, etc., this buoyancy margin helps to maintain the vessel's buoyancy and stability. Obviously, the buoyancy margin is determined by that part of the ship's hull (having a waterproof shell) that is above the water level, i.e. surface part ship, and therefore, is determined by the size of that part of the ship's side, which is above the water level. If we want to fix the maximum buoyancy margin necessary for a particular ship, then it is enough for us to establish what part of the ship’s side should always remain above the water, or, as they say, it is enough to establish a minimum safe freeboard ship. By assigning a safe freeboard to a ship, we at the same time assign to it the limit value of the greatest allowable immersion, i.e., the maximum position of the ship's waterline in full load. This waterline will be the so-called cargo waterline vessel (see Fig. 1). The position of the load waterline is precisely fixed by a special sign applied to the middle of the length of the vessel from each side. This sign basically consists of a circle and a horizontal line passing through its center, and called cargo brand.
The position of this line determines the maximum permissible for a given ship, according to the conditions of the fortress and according to the conditions of its seaworthiness, the load waterline, deeper than which this ship is not allowed to dive into the water during normal navigation. The distance from this waterline to the keel line, measured vertically at the middle of the ship's length, is called average cargo draft vessel. The draft corresponding to the light waterline of the vessel is called the average draft of the vessel light (without cargo).
The ship's draft, added to the freeboard, gives the total height of the side (see Fig. 1). In addition to the height of the side and draft in the load, it is necessary to note two more main dimensions of the vessel: this is the length of the vessel (between perpendiculars), which is measured along the load waterline, from the stem to the stern, and the width of the vessel between its sides, measured at the widest point; usually this place is the width at the load waterline, taken amidships (see Fig. 1). We will say more precisely about the measurement of the indicated 4 main dimensions of the vessel in the future.
In the stern of the vessel above the load waterline, stern from the sternpost, the hull of the vessel has an additional protruding part, called the stern valance of the vessel. The stern gap protects from damage the most vulnerable device in the underwater part of the vessel, namely: the rudder hung from the rear on the sternpost. Without a rudder, a ship loses its ability to steer the sea in the desired direction. For large ships, a rudder machine is often located in the aft gap, and various ship rooms are made. The presence of a stern clearance gives an increase in the free area of the upper deck of the vessel in the stern. The shape of the stern gap in modern marine commercial vessels is of two main types: or ordinary, shown in fig. 2a, or the so-called cruising type; the last type (Fig. 2b), which has recently appeared, is borrowed from military shipbuilding, where it finds its application as a particularly good protection of the rudder and allows you to conveniently give the rudder itself a balanced (semi-balanced) shape.
The entire hull of the ship, formed by its waterproof shell, is divided inside by waterproof transverse bulkheads compartments(see fig. 1); the purpose of such a division of the vessel into compartments is to give an increase in the safety of navigation of the vessel in the event of loss of water resistance of the outer shell of the vessel in the area of one of them. compartments. The outboard water that has entered the compartment in this case will not be able to fill the entire vessel. The number of transverse watertight bulkheads on a ship depends on the size of the ship. For passenger ships, the division of the vessel into compartments is often carried out in order to obtain maximum safety in such a way that even if two adjacent compartments are flooded, the vessel retains its ability to float on the surface of the water.
Of the transverse watertight bulkheads, the first bulkhead from the stem is called the collision bulkhead; the first bulkhead from the sternpost, counting towards the bow, is called the afterpeak bulkhead. The collision bulkhead forms the outermost forward compartment of the ship, called the forepeak, just as the afterpeak bulkhead forms the same aft compartment, called the afterpeak. The forepeak and afterpeak are used to receive outside water in them in cases where they want to give a large load to the bow or stern of the vessel afloat, that is, when the so-called trimming of the vessel is performed. The transverse bulkhead, located in the plane of the sternpost and separating the aft gap from the afterpeak, is called the transom bulkhead. All of these bulkheads are shown in Fig. one.
In addition to transverse watertight bulkheads, inside the hull of modern marine vessels, with the exception of small vessels, at a distance of 700 to 1200 mm from the bottom (depending on the size of the vessel), the so-called second bottom is arranged, (4) going in the form of a horizontal impenetrable plane along the length of the ship, from the ram to the after peak bulkhead (in exceptional cases it is made partial). The double bottom space formed in this way is in turn divided into separate watertight double bottom compartments (see Fig. 1). The double-bottom space, the design of which will be discussed further, in addition to ensuring the safety of the ship and the transported goods in case of damage to the outer bottom, is necessary for modern ships and in order to be able, when the ship is empty, to increase the draft of the ship by accepting seawater into the double-bottom compartments . This increase in the ship's draft, called its ballasting (taking ballast) - which is why double-bottom compartments are often called ballast - is necessary from the point of view of maintaining the ship's seaworthiness, since modern ships, with their relatively low empty weight, draft at light waterline is too small, and the surface borg is too large, as a result of which the vessel does not hold well in the sea against wind and swell. In addition, with a small draft, the operation of the engine of a modern sea vessel - a propeller, which in size (as will be seen when considering the design of the stern) is taken in accordance with the full draft of the vessel along the load waterline; when the vessel is drafted along a light waterline, most of the propeller is above the water, and the operation of the propeller becomes unsatisfactory. Finally, part of the double-bottom compartments of modern ships is also used to store fresh water and liquid fuel for the ship's engines. If the vessel has a double bottom, only the ram and after peak bulkheads necessarily reach the bottom of the vessel, while the rest of the bulkheads located between the ram and after peak only reach the second bottom.
Returning to the decks of the vessel, first of all it should be noted that in addition to one upper deck, which should be considered as the main one for a given vessel, large sea vessels have more decks (one or more) located below it, usually at a distance of 2 - 2 1 / 2 m apart, called the second, third, etc. lower decks. The lower decks usually retain the same or close to curvature as the upper deck. The decks form separate inter-deck (tween-deck) spaces in the ship's hull; of these spaces, those located above the load waterline are used mainly for the location of accommodation and less often for the placement of goods; as for the spaces between decks located below the load waterline and the compartments of the ship between the lowest deck and the double bottom, they are used for placing cargo; the last compartments are called holds. One or more hold compartments in the middle part of the ship, less often in the stern, serve to locate the ship's boilers and engines, as well as fuel supplies (mainly solid fuel). Compartments that serve to store fuel, called bunkers (and for coal - also coal pits) are arranged not only between two transverse bulkheads in the hold, but also in the interdeck space, as well as along the sides of the ship in the area of engine and boiler compartments, separating from the latter longitudinal bulkheads. Longitudinal bulkheads (usually one - in the diametrical plane of the ship) are sometimes made in the cargo holds of ships, namely, ships intended for the carriage of liquid or bulk cargo. At the same time, the longitudinal bulkheads in the holds of dry cargo ships, as well as the longitudinal bulkheads separating the coal pits from the engine and boiler compartments, are not made watertight, because otherwise, if the side is damaged and the outboard water penetrates into the vessel on one side of the longitudinal bulkhead, the ship may receive a dangerous leaning him on board.
If the ship's bunker is intended for liquid fuel, then it must be separated from the cargo hold by a narrow impervious compartment called a rubber dam; The cofferdam eliminates the risk of oil products getting through bulkhead leaks into the adjacent room. Cofferdams are also arranged in double-bottom compartments to separate two compartments adjacent to each other, if it is desired to avoid the possibility of mixing liquids in these compartments, such as compartments for fuel and for fresh water. A special compartment is arranged next to the ram bulkhead, which serves to place the anchor rope (chain box) in someone. All transverse bulkheads of the vessel, as a rule, are brought in height to the upper deck; the exception is: an afterpeak bulkhead, which can only be carried up to the first deck above the load waterline, provided, however, that this deck is watertight in the area from this bulkhead to the sternpost. In the same way, in ships with a significant freeboard, all bulkheads, except for the ram, are allowed to be brought only to the second deck, and, however, the latter in this case must necessarily be located above the load waterline. As for the collision bulkhead, it, as a rule, always reaching the upper deck, in one case, indicated below, it must pass even above the upper deck.
In conclusion, it should also be noted that for ships with an engine compartment in the amidships, in order to remove the propeller shaft from the engine compartment to the aft part of the ship, a waterproof tunnel or a propeller shaft corridor extending from the rear bulkhead of the engine compartment is arranged over the second bottom in the aft cargo holds. to the afterpeak bulkhead and cutting through the aft hold bulkheads encountered on its way, and the places where these bulkheads are cut by the tunnel must receive a watertight lining.
If the lower deck of the vessel is not arranged along the entire length of the vessel, but only for some distance, then it is called platforms.
In some cases, the transverse bulkhead of the vessel is made with a ledge, forming a local platform.
Superstructures are located above the upper deck of modern sea vessels, and each of these superstructures extends in width from side to side, i.e., the side of the superstructure is the side of the vessel extended upwards throughout the superstructure. Along their length, superstructures can have different lengths, as well as different locations. The first most significant from the point of view of the seaworthiness of the ship, which serves as a cover for the deck from a large flood of its oncoming wave, is located in the bow of the ship, starting directly at the stem, and is called the forecastle; the second most developed superstructure in its design is located in the middle part of the vessel, in modern terminology it is called the middle superstructure (5) and finally the third superstructure in the stern of the vessel is called poop. (Figure 3 shows a ship with all three superstructures.) As mentioned above, superstructures can have different lengths, and if this length is less than 15% of the length of the ship, then the superstructure is called short, otherwise long. Long and short superstructures are structurally significantly different from each other. Often, with a large length of the middle superstructure, the latter is brought to the forecastle or poop, merging with it and forming into these; cases, a ship with an elongated forecastle or an elongated poop, although, in essence, in this case we have an elongation of just the middle superstructure (Fig. 4 shows a ship with an elongated poop). Along the length of the vessel, superstructures are limited by transverse bulkheads, and these bulkheads differ in their design, as will be discussed later, depending on whether this bulkhead is front - front, absorbing the shock of a wave rolling onto the deck, or whether it is posterior, protected from waves. The superstructure deck has a structure similar to the main decks of a ship.
With a long forecastle on passenger ships, the collision bulkhead goes above the upper deck and is brought to the deck of this superstructure. The long middle superstructure of the vessel is in exceptional working conditions. Namely, when the ship gets a bend, hitting the bottom or top of the wave (this is discussed in more detail later in Chapter II, pp. 21-22), then at such a moment the bottom in the lower and the deck are in the most stressed state - in the top of the vessel; at the same time, from the decks, the greatest stresses fall on the share of the deck furthest from the bottom. If, however, the average long superstructure, due to its length, is firmly connected with the ship's hull, then it has to be considered as working together with the hull. Participating in the bending of the ship itself on the wave, the deck and sides of the superstructure will receive, along with the bottom of the ship, on the basis of what has been said, the greatest stresses. These stresses in the superstructure could be avoided only if it were possible to eliminate the strong bond between the superstructure and the ship's hull. However, this is very difficult to implement in practice. Therefore, they usually do the opposite: the middle superstructure is especially firmly connected to the ship's hull and, having thus made it definitely take all stresses together with the ship's hull, make its structure so strong that it can withstand these stresses without destruction. Naturally, the strength of the entire vessel benefits from such strengthening of the superstructure. In the future, considering the design of the decks and side plating of the ship, we will see how such a strengthening of the middle superstructure is achieved.
Further, we should also dwell on one fairly common type of upper decks of a ship - this is the so-called elevated upper deck of a ship (quarter deck). This type is obtained if the upper continuous deck of the vessel, along its length along the length of the vessel, receives a transverse ledge (usually about 1.2 m high), as can be seen in Fig. 5. Elevation of the deck can be done both in the bow half of the vessel and in the stern, although it should be noted that the latter is more often done. The device of the deck ledge is explained by the desire to increase the volume of the holds, which in the aft part lose part of the volume due to the passage of the propeller shaft tunnel through them, or it is done for a more convenient location under the elevated deck of the living quarters.
At the place of the ledge, the continuity of the deck is interrupted, therefore, in order to preserve the longitudinal strength of the hull, its design in the area of the ledge must receive local reinforcement. The combination of an elevated deck with superstructures can produce a variety of deck types shown in fig. 6-9.
It should also be pointed out to the special, though rare, types of decks on some ships carrying specially liquid and bulk cargo. In these types of ships, the upper deck has a ledge in cross section that runs along the ship. On fig. 10 shows similar types of ships, bearing the name: tower-deck and box-deck.
In addition to the superstructures discussed above, on the upper deck of the ship, as well as on the poop deck and especially on the deck of the superstructure, separate deckhouses are very often placed, which do not go from side to side, like the superstructures discussed above, but have a width less than the width of the vessel. Cabins therefore have bulkheads on all four sides: front, rear and two side. The cabins located on a long middle superstructure, as well as on a long poop, can receive a very large development, being located one above the other in several tiers. The decks of such deckhouses are usually passed from side to side, thus forming a series of decks open on the side of the side, located one above the other, (6) going above the superstructure deck. The general arrangement of such decks, as well as the location of the lower decks of the vessel, is shown in section in Fig. eleven.
On the uppermost of the decks shown in the figure, there are usually lifeboats ship, which is why it is called the boat deck ( botdeck). On the boat deck in front of it, a separate small cabin is usually placed - steering(helmsman), from where the steering wheel of the vessel is made. Behind it adjoins navigational cabin serving for storing nautical instruments and devices. The area of the considered deck near these fellings is called running bridge. Often a bridge with a wheelhouse located on it is arranged in the form of a separate short deck (7) located above the boat deck and, finally, a second, very short, completely open upper or command bridge.
If in the middle of the ship O the deckhouses are strongly developed and ^0 have a large extent, then when designing them, special measures are taken to ensure that the side bulkheads and deckhouse decks do not take part in the general bending of the hull, for which the deckhouses are made cut in cross sections, and in places of cuts are arranged waterproof connections.
The ship's superstructures give it, in comparison with deckhouses, the advantage that, according to the current regulations, if these superstructures have adequately secure closings of openings in their end bulkheads and in these decks, they can be fully or partially (8) included in the ship's buoyancy margin, which was discussed on page 8 and thus allow you to increase the cargo draft of the vessel, and therefore its carrying capacity.
Strongly developed superstructures and deckhouses, as we have just seen, give great advantages in the design of the ship, increasing partly the strength, and most importantly, the capacity of the ship (especially in the sense of living quarters on passenger ships); but it should be borne in mind that their greater development may also have a negative side: firstly, from the severity of their vessel, the ability to easily form a roll can be obtained, and, secondly, a large number of superstructures and deckhouses in the opposite direction of the wind reduces the propulsion of the vessel, and with a lateral (onboard) wind direction, it further contributes to the formation of a roll.
What is representation in arbitration proceedings? Representation in an arbitration court is a procedural activity carried out on behalf of and in the interests of the persons participating in the case: parties, third parties, state bodies. AT […]
BUT
Autonomy - the duration of the voyage without replenishment of fuel, water and food.
Water area - limited area of the water surface.
Anticyclone - an area of high atmospheric pressure with air moving around its centre.
Axiometer - indicator of the angle of deflection of the rudder blade or the axis of the propeller relative to the center plane of the vessel.
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.
B
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 in the 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.
AT
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.
- a jet engine that uses acceleration from the ejection of water through a nozzle.
To choose- pull up, pull up the tackle.
G
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.
D
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.
Z
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.
To
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 is the angle between northern part meridian and direction of movement.
L
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. Used mainly 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.
M
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 latitudes in different places on the planet, it has different meanings. The distance of 1852 meters is accepted as international value.
H
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.
O
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 ship.
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.
P
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.
R
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.
FROM
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 navigational hazard protection system adopted by International Association lighthouse services.
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.
T
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.
At
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.
F
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.
C
Cyclone - A large air vortex around an area of low pressure.
W
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.
I
Yacht- Recreational vessel without tonnage limitation.
Forepeak (English forepeak, Dutch voorpiek)
extreme bow compartment of the vessel. Since the bow of the vessel is most susceptible to damage, classification societies (See Classification Society) regulate the smallest length of the F. of sea vessels. F. is separated from the rest of the premises by a fore peak (ram) bulkhead. Usually water ballast is placed in F. ,
the reception of which increases the depth of the bow, which reduces the impact of waves in the bottom of the vessel.
Great Soviet Encyclopedia. - M.: Soviet Encyclopedia. 1969-1978 .
Synonyms:See what "Forpeak" is in other dictionaries:
Forepeak … Spelling Dictionary
- (Fore peak) bow compartment on civil ships, located directly at the stem. Serves as a ballast tank for trimming the ship. Samoilov K.I. Marine Dictionary. M. L .: State Naval Publishing House of the NKVMF of the USSR ... Marine Dictionary
- (English forepeak Dutch voorpiek), the extreme bow compartment of the vessel, where a tank for ballast water is usually located ... Big Encyclopedic Dictionary
Forepeak, forepeak m. The extreme forward compartment of the ship, where the tank for water ballast is usually located. Explanatory Dictionary of Efremova. T. F. Efremova. 2000... Modern explanatory dictionary of the Russian language Efremova
Exist., number of synonyms: 2 compartment (9) peak (23) ASIS synonym dictionary. V.N. Trishin. 2013 ... Synonym dictionary
forepeak- The extreme bow compartment of the main hull of the vessel, extending from the stem to the forepeak bulkhead. [GOST 13641 80] Subjects ships and vessels ... Technical Translator's Handbook
FORPIK, FORPIK, a; m. forepeak] Mor. The outermost bow compartment of a ship, where the ballast water tank is usually placed. * * * forepeak (English forepeak, Dutch voorpiek), the extreme bow compartment of the vessel, where a water tank is usually located ... encyclopedic Dictionary
The design of the hull (Fig. 1) is determined by the purpose of the ship and is characterized by the size, shape and material of the parts and parts of the hull, their mutual.
Rice. 1 Internal structure of the ship: a) dry cargo ship; b) tanker 1 - forepeak; 2 - cargo holds (tanks); 3 - tween deck; 4 - double bottom; 5 - deep tank; 6 - engine room; 7 - propeller shaft tunnel; 8 - afterpeak; 9th; 10 - middle superstructure; 11 - felling; 12-tank; 13 - dry cargo hold; 14 - pump room; 15 - rubber dam
The set system is determined by the direction of most of the beams and is transverse, longitudinal and combined. With a transverse framing system, the beams of the main direction will be: in the deck ceilings - beams, in the sides - frames, in the bottom - floras. Such a framing system is used on relatively short vessels (up to 120 meters in length) and is most advantageous on icebreakers and ice-going vessels, as it provides high hull resistance during transverse compression of the hull by ice.
With a longitudinal framing system in all floors in the middle part of the length of the hull, the beams of the main direction are located along the vessel. At the same time, the ends of the vessel are recruited according to the transverse dialing system, since the longitudinal system is not effective at the ends. The beams of the main direction in the middle bottom, side and deck ceilings are, respectively, the bottom, side and below-deck longitudinal stiffeners: stringers, carlings, keel. Cross-links are floors, frames and beams. The use of a longitudinal system in the middle part of the length of the vessel allows for high longitudinal strength. Therefore, this system is used on long ships experiencing a large bending moment.
Rice. 2 Mixed set of the vessel: 1 - keel; 2 - flooring of the second bottom; 3 — side stringers; 4 - beam; 5 — deck stringer; 6 - knee; 7 - sheerstrake; 8 - frame; 9 - side belt; 10 - zygomatic belt; 11 - flora; 12 — bottom stringer; 13 - keel belt 
Rice. 3 Underdeck set: 1- deck flooring; 2 - beams; 3 - carlings; 4 - pillers; 5 - beam knees; 6 - frames; 7 - side skin With a combined framing system, deck and bottom floors in the middle part of the hull length are nailed along the longitudinal framing system, and side ceilings in the middle part and all ceilings at the ends are nailed along the transverse framing system. The combined recruitment system is used on large-capacity and tankers. The mixed framing system of the vessel is characterized by approximately the same distances between the longitudinal and transverse beams. In the bow and stern of the vessel, the set is fixed to the stem and stern that close the hull.
The ship's hull is a complex engineering structure, which is constantly subjected to deformation during operation, especially when sailing in waves or during cargo operations. So, when the wave top passes through the middle of the vessel, the hull experiences tension, while the bow and stern ends simultaneously hit the wave crests, the hull experiences compression. Also, it is not always possible to evenly distribute the cargo among the ship's cargo spaces. There is a deformation of the general bend, as a result of which the vessel can break (Fig. 4). The vessel's ability to resist general bending is called overall longitudinal strength.
Rice. 4 Distribution of loads on the ship's hull on a wave Distinguish, in addition to the overall strength, local strength, i.e., the permissible load on the decks of the holds, tween decks, the main deck and the covers of the holds. Its meaning is given in the Stability and Strength Information for the Master.
| autonomy swimming | duration of the vessel's stay in flight without replenishment of fuel, provisions and fresh water. |
| afterpeak | the extreme aft compartment of the vessel, occupies the space from the leading edge of the sternpost to the first aft watertight bulkhead from it. It is used as a ballast tank to eliminate the ship's trim and store water. |
| Ramp (ramp) | a composite platform designed for the entry of vehicles of various types on their own or with the help of special tractors from the shore to one of the decks of the vessel and the exit back. |
| Akhtershteven | the lower aft part of the vessel in the form of an open or closed frame, which serves as a continuation of the keel. Front the branch of the sternpost, in which there is a hole for the stern tube (sternwood) pipe, is called the star post, the rear one, which serves to hang the rudder, is called the rudder post. On modern single-rotor ships, a sternpost without ruderpost. |
| Tank | a superstructure at the bow of a vessel, starting from the stem. It serves to protect the upper deck from being flooded in the oncoming wave, as well as to increase the buoyancy margin and accommodate servicemen. A tank partially recessed into the ship's hull (usually half the height) is called a forecastle. On the deck of the ba-ka or inside it usually have anchor and mooring devices. |
| Ballast | cargo taken on board to provide the required fit and stability when there is not enough payload and stores to do so. Distinguish between variable and permanent ballast. As variable ballast usually use water (liquid ballast), and permanent - cast iron ingots, a mixture of cement with cast iron shot, less often chains, stone, etc. (solid ballast). |
| Rudder stock | a shaft fixedly connected to the rudder blade (nozzle), which serves to turn the rudder blade (nozzle). |
| Beam | a beam of the transverse set of the vessel, mainly a T-section, supporting the deck (platform) flooring. Beams of continuous sections of the deck rest with their ends on the frames, in the span - on carlings and longitudinal bulkheads, in in the area of hatches - on side frames and longitudinal coamings of hatches (such beams are often called half-beams). |
| Board | the side wall of the ship's hull, extending along the length from the stem to the stern stem, and in height from the bottom to the upper deck. The side sheathing consists of sts oriented along the vessel, forming belts, and a set of frames and longitudinal stiffeners or side stringers. The height is impenetrable th freeboard is determined by the margin of buoyancy. |
| Bracketa | a rectangular or more complex plate used to reinforce beams of the ship's set or connecting them together. |
| Breshtuk | horizontal triangular or trapezoidal bracket connecting the side walls of the stem (sternpost) and giving it the necessary strength and rigidity. |
| Windlass | deck winch type mechanism with a horizontal shaft, designed for lifting the anchor and tensioning the cables when mooring. |
| Buoy | floating sign for navigation dangerous places (shoals, reefs, banks, etc.), in the seas, straits, channels, ports. |
| Bridle | anchor chain, attached by the root end to a dead anchor on the ground, and by the running one - to the raid mooring barrel. |
| Bulb | thickening of the underwater part of the bow of the vessel, usually round or tear-shaped, which serves to improve propulsion. |
| Shafting | designed to transmit torque (power) from the main engine to the mover. The main elements of the shafting are: propeller shaft, intermediate creepy shafts, main thrust bearing, thrust bearings, stern tube device. |
| waterways | special channel along the edge decks used to drain water. |
| Waterline | a line drawn on the side of a ship that shows her draft with a full load at the point of contact of the water surface with the hull of a floating vessel. |
| Swivel | a device for connecting two parts of the anchor chain, allowing one of them to rotate around their own axis. Used to prevent twisting anchor chain when deploying a vessel at anchor, when changing wind direction. |
| Light displacement | displacement of the ship without cargo, fuel, lubricating oil, ballast, fresh, boiler water in tanks, provisions, consumables, as well as without a pass- fats, crew and their belongings. |
| Gak | steel hook used on ships to lift cargo with cranes, booms and other fixtures. |
| Helmport | a cutout in the lower part of the stern or in the sternpost of the vessel for the passage of the rudder stock. A helmport pipe is usually installed above the helmport, providing the impermeability of the passage of the stock to the steering gear. |
| Cargo capacity | the total volume of all cargo spaces. Cargo capacity is measured in m3. Gross tonnage, measured in register tons (1 reg. t \u003d 2.83 m3), pre- represents the full volume of the hull premises and closed superstructures, for including the volumes of double bottom compartments, ballast water tanks, as well as volumes of some service premises and posts located on the upper deck and above (wheelhouse and chart house, galley, crew bathrooms, lighting hatches, shafts, rooms for auxiliary mechanisms, etc.). the value is obtained as a result of deducting from the gross tonnage of the volume of premises structures unsuitable for the carriage of commercial cargo, passengers and supplies, in including residential, public and sanitary premises of the crew, premises, occupied by deck machinery and navigational instruments, engine room, etc. In other words, net tonnage includes only rooms which bring direct income to the shipowner. |
| load capacity | the weight of various types of cargo that the ship can carry, provided that the design landing is maintained. There is net tonnage and deadweight. |
| load capacity pure | the total mass of the payload carried by the vessel, i.e. weight of cargo in holds and the mass of passengers with luggage and fresh water and provisions intended for them, the mass of fish caught, etc., when the ship is loaded according to the design draft. |
| cruising range | the longest distance a ship can travel at a given speed without replenishment of fuel, boiler feed water and lubricating oil. |
| Deadweight | the difference between the displacement of the vessel along the load waterline, corresponding to to the designated summer freeboard in water with a density of 1.025 t/m3, and empty displacement. |
| Stern tube | serves to support the propeller shaft and ensure water tightness, including where it leaves the body. |
| Trim | inclination of the vessel in the longitudinal plane. The trim characterizes the landing of the vessel and measured by the difference between its draft (recesses) stern and bow. The trim is considered positive when the nose draft more draft stern. |
| Cable | tenth of a mile. Therefore, the value of the cable is 185.2 meters. |
| Carling | the longitudinal deck beam of the vessel, supporting the beams and providing together with the rest of the decking set, its strength in action transverse load and stability in the general bending of the vessel. Carlings are supported by transverse bulkheads of the hull, transverse coamings of hatches and pillers. |
| Pitching | oscillatory movements around the equilibrium position, performed freely a vessel floating on the surface of the water. Distinguish side, keel and vertical pitching. The swing period is the duration of one complete oscillation. |
| kingston | outboard valve on the underwater part of the ship's outer plating. Through kingston, connected to the inlet or outlet pipes of ship systems (ballast, fire fighting, etc.), fill the ship’s compartments with sea water and drain water overboard. |
| Keel | the main longitudinal bottom beam in the diametrical plane (DP) of the vessel, going from stem to stern. |
| Hawse | a hole in the ship's hull, bordered by a cast iron or steel frame for skipping the anchor chain or mooring cables. |
| Knecht | a pair of bollards with a common base on the deck of the ship, used for fixing mooring or towing cable superimposed by eights. |
| Coaming | vertical watertight fencing of hatches and other openings in the deck vessel, as well as the lower part of the bulkhead under the door cutout (threshold). Protects rooms under the hatch and behind the door from water ingress in the open position. |
| Knica | triangular or trapezoidal plate connecting converging under the angle of the hull framing beam (frames with beams and floors, bulkhead struts with stringers and stiffeners, etc.). |
| Cofferdam | a narrow impenetrable compartment separating adjacent rooms on a ship. Cofferdam prevents the penetration of gases emitted by oil products from one room to another. For example, on tankers, cargo tanks are separated cofferdam from the bow rooms and the engine room. |
| Leer | fencing of the open deck in the form of several stretched cables or metal bars. |
| Lyalo | a recess along the length of the hold (compartment) of the ship between the bilge belt of the outer plating and the inclined double-bottom sheet (bilge stringer), designed to collect bilge water and then remove it using a drainage system. |
| midship frame | frame located on the middle of the estimated length of the vessel. |
| Nautical mile | a unit of length equal to one arc minute of a meridian. Nautical mile length taken equal to 1852 meters. |
| Payol | wood flooring for hold deck. |
| gunwale | plank of steel or wood, attached to the top edge of the bulwark. |
| Podvolok | sewing the ceiling of the living and many service spaces of the ship, i.e. the lower sides of the deck floor. It is made of thin metal sheets, or non-flammable plastic. |
| Stanchion | a single vertical post supporting the ship's deck covering; can also serve as a support for heavy deck machinery and cargo. ends pillars are connected to the beams of the set with the help of knees. |
| spars | a set of above-deck structures and parts of ship equipment designed on ships with mechanical engines to accommodate ship lights, communications, surveillance and signaling equipment, fastening and supporting cargo devices (masts, booms, etc.). |
| Rosters | grating on half-beams, between the cabin and special racks along on board the ship. Lifeboats and work boats can be placed on rosters. On the cargo ships on rosters install cargo winches and other equipment, store spare parts, etc. |
| Steering gear | a device that ensures the agility and stability of the vessel on the course. Includes rudder, tiller, steering gear and helm station. The force created by the steering machine is transmitted to the tiller, which causes the stock to rotate, and with him shifting the steering wheel. |
| Rybinsy | longitudinal wooden slats, 40-50 mm thick and 100-120 mm wide, are installed in special brackets welded to the frames. Intended for protection of the cargo from soaking and damage to the package by the onboard kit. |
| Cheekbone | place of transition from the bottom to the side of the ship. |
| Stringer | a longitudinal element of the ship's hull set in the form of a sheet or T-beam, the wall of which is perpendicular to the hull skin. There are bottom, zygomatic, side and deck stringers. |
| Lanyard | device for tensioning standing rigging and lashings. |
| Twindeck | space inside the ship's hull between 2 decks or between a deck and platform. |
| Bulwark | fencing of the open deck in the form of a solid wall with a height of at least 1 m. |
| door panel | a sheet of plywood or plastic covering an opening in a ship's door intended for emergency exit from the premises. |
| floor | steel sheet, the lower edge of which is welded to the bottom plating, and a steel strip is welded to the upper edge. Floors go from side to side, where they are connected to the frames with cheekbones. |
| Forepeak | the extreme forward compartment of the ship, extending from the stem to the ram (fore peak) bulkhead, usually serves as a ballast tank. |
| stem | a beam along the contour of the vessel's bow, connecting the skin and a set of starboard and port sides. In the lower part, the stem is connected to the keel. The stem is tilted to the vertical to increase seaworthiness and protect destruction of the underwater part of the hull upon impact. |
| moorings | a cable, usually with an eye at the end, designed to pull and hold the vessel at the berth or at the side of another vessel. As mooring lines, steel, as well as vegetable and synthetic cables made of durable, flexible and wear resistant fibers. |
| space | the distance between adjacent beams of the ship's hull set. Cross spacing - the distance between the main frames, longitudinal - between the longitudinal beams. |
| Scupper | hole in the deck to remove water. |
Recommended for reading.
There are specially equipped rooms in the hull and superstructures of any vessel. The number, size and location of the premises, as well as their equipment, are determined by the purpose and operating conditions of the vessels. There is no strict division of such premises, however, for example, the following groups can be distinguished: residential, service, household, sanitary-hygienic, public, special, auxiliary.
Living quarters for passengers are divided into luxury cabins, I, II and III classes or tourist class. The crew cabins consist of command and crew cabins.
Office premises include: administrative, main, auxiliary and deck mechanisms, various workshops, etc.
Cosmetic and hairdressing salons, left-luggage offices, shops, kiosks, etc. are considered to be household premises.
Sanitary and hygienic premises combine an outpatient clinic, an operating room, an infirmary, showers, etc.
Music salons, cinema halls, discos, restaurants, cafes, buffets, etc. are considered public premises.
Special premises are cabins for various purposes, propeller motors, accumulators, transformers, air conditioning, etc.
Ancillary facilities include linen, carpentry, laundries, drying rooms, pantries, provisions, and holds.
Fig. 1.3 and 1.4. These vessels have: cargo spaces for the transportation of general, bulk or liquid cargo. Such premises include tween decks, holds, tanks. Storerooms for storing various inventory: painting, lantern, skipper, electrical equipment, etc.
Rice. 1.3. Location of premises on a dry cargo ship. 1 - tiller compartment; 2 - fresh water tank; 3 - afterpeak; 4 - engine room; 5 - refrigerator room; 6 - tween deck; 7 - chain box; 8 - pantry; 9 - forepeak; 10, 12, 13 - deep tanks, 11, 14 - cargo holds; 15 - ballast tank; 16, 17 - fuel tanks; 18 - lubricating oil tank; 19 - feed water tank.
Rice. 1.4. Location of premises on an oil tanker.
1,2 - pantries; 3 - dry cargo hold; 4 - forepeak; 5 - deep tank; 6, 10 - rubber dams; 7 - pumping room; 8 - cargo tanks; 9 - cargo pump room; 11 - fuel tank; 12 - engine room; 13 - feed water tank; 14 - afterpeak; 15 - stern tank; 16 - boiler room; 17 - tiller compartment; 18 - tanks of the second bottom.
Machine and boiler rooms are used to accommodate the main power plants, auxiliary mechanisms, boilers, compressors, pumps, batteries, current converters, power plants, etc. Control posts include a radio room, a steering wheel, a gyrocompass room, a navigational room, etc. They are located navigation devices , equipment, ship radio installations, fire extinguishing stations, etc.
Much more complicated is the internal structure of powerful icebreaking ships, which are the largest structures (Fig. 1.5). It provides everything you need to work in difficult polar conditions. Their coloring is discussed in Chap. 7.
Rice. 1.5. The internal structure of a large icebreaker.
1, 2 - bow and stern engine rooms, 3 - compartment of propeller motors; 4 - swimming pool; 5 - cargo hold; b - aft wheelhouse; 7 - helicopter hangar; 8 - painting; 9 - wheelhouse; 10 - dining room; 11 - provisional; 12 - anchor capstan.
In connection with the intensive development of the North, a large number of barges, pushers, cargo ships, towing ships, core drilling ships, research ships, tankers, etc., designed for operation in Arctic conditions, have been built.
Gas carriers carrying liquefied gases are equipped with four to six spherical tanks. Their upper part protrudes above the deck, giving the vessel a peculiar profile (Fig. 1.6). Service, living and auxiliary premises are concentrated in the aft superstructure, where the crew cabins are also located.
Rice. 1. 6. Location of premises on the gas carrier. 1 - chain box; 2 - forepeak; 3 - separation of drive motors; 4 - department of cargo pumps and compressors; 5 - intermediate tank; 6 - spherical cargo tanks; 7 - engine room.
A characteristic feature of vessels with horizontal cargo handling (ro-ro) is the presence of outboard ramps, lazports (side cutouts), through which loading and unloading operations are carried out, as well as wide decks, convenient for quick placement of wheeled vehicles - vehicles, trailers and other goods moved knurling (Fig. 1.7).
Rice. 1.7. Location of cargo spaces on a ro-ro ship: a - along the ship; b - on decks.
