Forepeak. The meaning of the word forepeak What is a forepeak on a ship
Ship premises are located in the main hull, superstructures and deckhouses.
main building
The main hull includes all spaces formed by the outer plating, the upper continuous deck, as well as decks, platforms, main transverse and longitudinal bulkheads and partitions located inside. There are rooms formed by the main hull structures - compartments and other ship spaces formed by enclosures and decks in superstructures, deckhouses, and also in the main hull.
The most important compartments of the hull include: the forepeak slope - the outermost bow compartment; tilt-terpeak - the outermost aft compartment; slope between bottoms - the space between the outer skin and the second bottom; tilted hold - the space between the second bottom and the nearest deck; tilted winddecks - spaces between adjacent decks of the main hull; tilted diptanks - deep tanks located above the second bottom; inclined cofferdams - narrow oil- and gas-tight dry compartments located between compartments or tanks for oil products and adjacent rooms; tilt compartments of main and auxiliary mechanisms; propeller shaft tilt tunnel - on ships with an engine room in the middle part of the ship, and the like. The presence of the above compartments on specific vessels is determined by the purpose and design of the vessel.
location of ship premises on a dry cargo ship:
1 - forepeak; 2 - chain box; 3 - deep tank; 4 - cargo hold; 5 - cargo twin-deck; 6 - double bottom space (double bottom); 7 - rubber dam; 8 - deep tank; 9 - engine room; 10 - propeller shaft corridor; 11 - after peak; 12 - poop (stern superstructure); 13 - middle superstructure; 14 - tank (bow superstructure); 15 - felling;
add-ons
The superstructures are located on the upper continuous deck of the main hull. They extend across the width of the vessel: either from side to side, or so that their sides are spaced from the sides by no more than 0.04 of the width of the vessel.
Superstructures serve not only to accommodate ship premises, but also to improve the seaworthiness of the vessel.
Bow superstructure
- tilt tank reduces deck flooding;
Stern superstructure
- the poop, increasing the freeboard in the stern, increases the reserve of buoyancy and unsinkability of the vessel in case of damage to the aft end and the trim of the vessel to the stern;
Middle superstructure
increases buoyancy reserve.
Fellings
differ from superstructures by being smaller in width. They are installed on the upper deck of the main hull or on superstructures (on warships, the deckhouses located on the upper deck are called superstructures).
ship premises
Depending on the purpose, all ship premises are divided into special, service, residential, public, consumer services, catering, sanitary and hygienic, medical purposes, workshops, ship supplies and fuel, water, oil and water ballast compartments.
Special rooms depending on the purpose of the vessel, they are used: to accommodate cargo (cargo holds) - on cargo and cargo-passenger ships; for special technological equipment for fish processing - on fishing vessels; for laboratories - on research vessels. Special ones also include hangars for placing helicopters on board ships and rooms for their maintenance.
Office premises
are designed to ensure normal operation of the vessel as a floating structure. These include:
- premises of main and auxiliary mechanisms;
- premises for placing deck mechanisms and mechanisms of ship systems - tiller compartment, carbon dioxide fire extinguishing stations, remote cargo level measurement station, fuel receiving and dispensing stations, fan stations, air conditioning rooms, etc.;
- wheelhouses, navigation rooms and posts - steering room, navigation room, radio room, log and echo sounder room, gyrocompass room, fire stations, emergency stations, automatic telephone exchange, broadcast room, battery room, aggregate room, etc.;
- workshops - mechanical, plumbing, electrical, welding station, repair shop for watercraft, instrumentation, etc.;
- administrative premises - ship, engine room, cargo office, administrator's office, ship archive, dispatch room, etc.
Living spaces (cabins) are intended for permanent residence of the ship's crew and for accommodating passengers.
Crew quarters They are divided into command cabins and crew cabins, differing in location, area and equipment. Crew quarters designed to accommodate more than four people are usually called a forecastle.
Passenger cabins Depending on their location, area, number of seats and equipment, they are divided into luxury cabins, cabins of I, II and III classes. On most modern liners, class II and III cabins are usually replaced by one, so-called tourist class. On passenger ships of local lines, premises for seating are provided.
Public premises serve for organizing and conducting various cultural events, collective recreation and meals for crew and passengers. This category includes public premises for the ship's crew and separate public premises for passengers, as well as areas on open decks and passage rooms.
TO crew public areas include a wardroom, officers' and crew's salons, command and crew canteens, command and crew canteens, smoking rooms, a gym, a swimming pool, a room for sports activities, a library, and cabins of public organizations. Large sea vessels have cinema halls.
TO public areas of passengers include restaurants, canteens, buffets, bars, cafes, salons (musical, smoking, games, recreation), concert hall, gym, swimming pools, library with reading room, children's rooms. Outdoor deck areas include verandas, promenade decks, solariums, outdoor swimming pools (for adults and children), sports fields, dance floors and so on. Passage spaces include corridors, vestibules, lobbies, foyers, and closed promenade decks.
Household service premises equipped on passenger, expedition ships and large fishing vessels. These include: consumer service studios, hairdressers, beauty salons, photo studios, ship shops, kiosks, storage lockers and others. tilt The catering area is used for preparing and serving food to the crew and passengers, as well as for washing and storing tableware. There are galley rooms (galley for passengers, galley for crew, bakery, storage rooms for consumables for the galley and bakery) and preparatory rooms (cutting meat, fish, vegetables, bread slicer, pantry, dishwasher, pantry for dishes and table linen). tilt Sanitary and hygienic premises are divided into sanitary and household (laundries, drying, ironing, storage rooms for clean and dirty linen, disinfection chamber, work dress rooms) and sanitary and hygienic (men's and women's washrooms, showers, baths, baths, sanitary inspection rooms and toilets).
Medical premises include an outpatient clinic, a doctor's reception room, an operating room, X-ray, dental and other rooms (on ships with a large number of passengers), an infirmary, an isolation ward, a pharmacy, medical and sanitary storerooms. Typically, a complex of medical care facilities on ships is called a medical unit.
Ship stores and supplies premises
serve for storing provisions, skipper, navigation and other ship supplies. These include:
- provision pantries, uncooled (for dry provisions, bread, flour) and refrigerated (for wet provisions, meat, fish, vegetables, dairy products, fats, canned food), as well as refrigerated chambers; - utility pantries - for storing carpets, walkways, covers, sports equipment, cleaning equipment;
- skipper's storerooms - skipper's, painting, lamp, carpentry, rigging, awnings and tarpaulins, sailing;
- navigational and navigational storerooms - navigational equipment, maps and other things;
- linen and clothing storage rooms.
Compartments and tanks are used to accommodate liquid cargo - oil, water, oil and water ballast. In addition to the compartments formed by the structures of the main hull and intended to accommodate the bulk of liquid cargo, ships also have tanks in which large, consumable reserves of fuel, water and oil are placed (the so-called loose tanks).
GENERAL LOCATION OF THE VESSEL
The general arrangement of the ship is understood as the general layout in the hull, superstructures and deckhouses of all premises intended to accommodate on the ship the main and auxiliary mechanisms, ship equipment, ship stores, transported cargo, crew and passengers, as well as all service posts, household, utility and sanitary premises. Their relative arrangement, layout and equipment depend mainly on the type and purpose of the vessel, the size of the vessel, as well as the requirements placed on it.
On vessels of the same type and similar in size, their general arrangement may be different, depending on customer requirements. However, recently in the world shipbuilding there has been a typification of ship premises, and first of all, residential and office premises.
location of ship premises
To orient the location of a particular room on a ship, the following names of decks and inter-deck spaces are adopted (Diagram 2).
names of decks and inter-deck spaces
1 - second bottom; 2 - second platform; 3 - first platform; 4 - third (lower) deck; 5 - second deck; 6 - upper deck; 7 - deck of the superstructure of the first tier (deck of the forecastle, poop deck, etc.); 8 - wheelhouse deck of the second tier (promenade deck); 9 - deckhouse deck of the third tier (boat deck); 10 - deckhouse deck of the IV tier (lower, navigation bridge); 11 - wheelhouse deck of the V tier (upper, navigation bridge).
In the building (from top to bottom): upper deck, second deck, third deck (on multi-deck ships the last deck is called the lower deck), second bottom.
In superstructures and deckhouses (from bottom to top): deck of the first tier of the superstructure (forecastle, poop, middle superstructure), deck of the second tier of the deckhouse, deck of the third tier of the deckhouse, and so on. Sometimes these terms are supplemented with names that characterize the purpose of the decks: pleasure deck, saloon deck, boat deck, sports deck, lower (navigation) bridge, upper (navigation) bridge.
The space between the outer lining of the bottom and the second bottom is called the inclination-inter-bottom space or double-bottom inclination. The space between the second bottom and the nearest deck is called the tilt-hold, the remaining spaces between decks are called the tilt-tween decks.
The position of the room along the length and width of the vessel is indicated, respectively, by the numbers of the frames that limit the room along the length, and the name of the side on which the room is located (starboard and left sides - PrB and LB).
Diagrams 3 and 4 show the location of the main groups of premises on a dry cargo ship and a passenger ship. The general layout of a dry cargo vessel is described in the publication “Operational and Seaworthiness of the Vessel”.
layout of compartments and main premises of a dry cargo ship:
I - peaks; II - cargo compartments; III - double-bottom compartments; IV - deep tanks; V - compartments of main and auxiliary mechanisms;
layout of compartments and main premises of a passenger ship:
1 - deckhouse deck of the IV tier (upper bridge); 2 - deckhouse deck of the third tier (lower bridge); 3 - deckhouse deck of the second tier (boat deck); 4 - platform II; 5 - deck of the superstructure of the first tier (deck of the forecastle, poop deck); 6 - upper deck; 7 - platform I; 8 - second bottom; 9 - deck of the second tier of the superstructure (promenade deck); 10 - second deck (bulkhead deck); 11 - third deck;
special premises
Special rooms - cargo holds, rooms for processing and storing catch, etc. - occupy the bulk of the hull volume on cargo, cargo-passenger and fishing vessels. The layout of these premises is determined by the requirements for cargo operations, storage and placement of cargo, reception, processing and storage of catch, etc.
The location of special premises that determine the operational and economic performance of the vessel is subordinated to the location of all other ship premises.
office premises
Service premises are located throughout the ship, mostly in the hold, at the ends of the ship, in the deckhouses on the upper deck, in the forecastle and poop rooms, sometimes where it is prohibited to equip living quarters, for example, above the forepeak and afterpeak and below the waterline. Part of the navigation rooms - the helmsman's room, the navigation room, and the radio room - are located on the bridge; the log and echo sounder room is on the second day.
Workshops They are usually located in the area of machine and boiler rooms.
Living spaces
The crew's living quarters on cargo ships are, as a rule, located in the superstructure or under the upper deck of the main hull, but not below the waterline, mainly closer to the middle part of the ship, where pitching and vibration from operating propellers is least felt. The exception is cargo ships with a purely aft engine room: here all the living quarters of the ship's crew are located in the aft superstructure. On passenger ships, the crew's cabins are located in the bow, aft and below the passenger cabins, and the crew's cabins are located on one of the upper tiers of the superstructure, usually in the area of the wheelhouse (the tier below).
The captain's cabin is usually located on the starboard side on a tier below the pilothouse. All navigators' cabins are located here or below the tier; the cabins of the chief engineer, mechanics and engine crew are located as close as possible to the engine room; The deck crew's cabins are located on the starboard side, and the engine cabins on the port side.
passenger accommodation
Passenger living quarters on passenger ships are located, if possible, in the middle part, mainly in superstructures and in the upper tween decks of the main hull. Placing passenger cabins below the bulkhead deck is not recommended, and below the waterline is prohibited. Passenger cabins usually have natural light, but on large ships carrying large numbers of passengers there are cabins without natural light.
public areas
The best areas of superstructures and decks with good visibility are allocated for public spaces. Some public spaces - restaurants, theaters, indoor swimming pool, gym and the like - are installed in rooms that do not have natural light.
consumer service premises
Public service premises are located in the area of public premises, but they, as a rule, do not have natural light. The food service premises should be located close to the facilities they serve. Thus, a galley or bakery is placed near the crew mess, wardroom or restaurant, usually on the same deck, or under them, with a special elevator equipped for serving food from the galley to the pantry. In turn, provision pantries are located next to or one or two tiers below the galley. When locating provision storerooms, the convenience of loading provisions onto the ship using ship facilities must be taken into account.
sanitary facilities
Sanitary and hygienic premises are located in close proximity to residential premises or in the same block with them. The bath and laundry unit is located in the aft part of the hull below the upper deck, in an area not used for permanent human habitation.
medical block
The medical unit is located in the superstructure, usually in the middle part of the ship, away from the main main corridors and places where crew and passengers gather.
ship stores and supplies premises
The ship's stores and supplies are located in the area of residential and public premises (storerooms for cleaning equipment, carpets, walkways, covers, sports equipment), as well as in the area of open decks (storerooms for emergency equipment, diving equipment). Supplies of fuel, boiler feed water, oil, as well as water ballast are placed in double bottom compartments and in deep tanks, which are equipped in the area of the engine and boiler room and in the forepeak area. The forepeak and afterpeak are usually used as ballast tanks. Consumable fuel tanks are located in the area of the engine and boiler room. Supplies of fresh drinking water are stored in storage tanks.
When planning and equipping ship premises, the requirements for these premises depending on their purpose are taken into account.
Residential and public premises of the crew and passengers must be comfortable for the people on board the ship. These requirements are regulated by the Lloyd's Register Rules and are also established by the agencies operating the vessels. They determine the minimum area, cubic capacity and height of residential and public premises, as well as the range of equipment necessary to create normal living conditions. The width of passages, slope and width of ladders, fire-fighting structural measures and other safety requirements are also regulated.
The command personnel are accommodated in single cabins (diagram 5), and the cabins of the senior command personnel - the captain, the chief mate and the chief engineer - consist of an office, a bedroom and a bathroom with a lavatory. On larger ships, the captain's block also has a saloon.
layout of crew living quarters on a transport ship:
a - crew cabin; b - captain's block; c - crew cabin;
The crew is accommodated in single cabins and double cabins, which have everything necessary for a comfortable stay for people. Each cabin, in addition to soft single or bunk beds, has a sofa, chairs (armchair), wardrobes, a desk, a washbasin with hot and cold water (on modern supertankers there is a shower with a toilet), air conditioning, and comfortable lighting. All cabins must have natural light through the porthole.
Ship equipment is distinguished by its marine design, which, first of all, ensures the normal functioning of the equipment in rolling conditions. For this purpose, all ship furniture, which can be moved under normal conditions, has storm fastenings that securely fasten it to the deck during a storm. Ship berths must have a small lip to prevent them from falling off the berth when rocking. Low edges are also installed on the tables around the perimeter. On shelves, especially on shelves for dishes, fastening sockets should be made for each item. All other equipment - players, TVs, telephones, table lamps, etc. - are also equipped with a storm mount. For safe passage along the corridors, storm handrails are installed along the bulkheads. They provide reliable fastening of cabin doors, both in closed and open positions.
The crew's public areas, located near the cabins, are equipped in such a way as to provide the crew with good conditions for rest, meals and entertainment.
Even more comfortable living and public accommodations for passengers on passenger ships. Ocean cruise ships, which have recently been increasingly used for long sea voyages, are equipped like the best modern hotels. Passengers are accommodated in single and double cabins with all amenities. For passengers, there are relaxation lounges, music and dance salons, smoking rooms, restaurants, cafes, bars, games rooms, a swimming pool, saunas, a gym, children's rooms, a library, a theater, etc. Marble, wood and new synthetic materials are widely used for finishing and equipping residential and public premises.
Particular attention is paid to the placement of open verandas, solariums, swimming pools, sports grounds, which occupy a significant area on the upper deck and superstructure decks in the aft part, protected from the wind.
pleasure and sports decks and outdoor swimming pools of the cruise ship "Carnival Spirit"
On passenger ships, passenger accommodation and public areas are separated from those of the crew. Therefore, special attention is paid to communications, that is, the ways of movement of passengers and crew around the ship. Both should have access to “their” public premises, isolated from each other, and the crew, in addition, to their workplaces. For this purpose, special main corridors and stairways are equipped - separately for passengers and crew.
When planning a medical unit, special attention is paid to the convenience of transporting patients to and from the infirmary. The isolation room must have an entrance from the open deck through the vestibule. The bed in the isolation ward must be approached from three sides.
Special cargo spaces on cargo ships - cargo holds, occupying about 60 percent of the cubic capacity of the main hull, are equipped in accordance with their purpose. The length of cargo holds is taken to be as long as possible (within the limits of the requirements for ensuring unsinkability when one compartment is flooded). The inside of the cargo hold of a dry cargo ship is lined with wood:
Along the flooring of the second bottom from side to side - continuous flooring - overlay - made of boards about 50 mm thick, laid on bars (joists) running in the transverse direction, about 40 mm thick;
along the sides - with removable wooden beams with a cross-section of 50X200 mm - overlays - installed along the hold on top of the side frame at a distance of 200-300 mm from one another.
Rybinsy not only isolate the cargo from contact with the wet side, but also protect the cargo and the side from accidental damage. Cargo tween decks are also equipped in a similar way to holds.
On ships carrying cargo unloaded by grab, the wooden flooring in the holds is replaced by strengthening the second bottom flooring by at least 4 mm.
On ships transporting grain, temporary removable longitudinal bulkheads with a height equal to one third of the hold's height are installed in the cargo holds in their upper part. These bulkheads, called shifting boards, prevent grain from spilling onto one side when the ship is rocking, which could cause the ship to capsize. Shiftingboards are made from metal racks and embedded boards, or are provided as standard ones, and are made in the form of folding panels.
The internal surfaces of refrigerator holds are covered with heat-insulating material and sewn with light alloy sheets. Such holds are equipped with good ventilation and devices for stowing and securing cargo: cages on fishing refrigerators, shelves on fruit carriers, hooks under the ceiling for transporting meat, and the like.
There are specially equipped rooms in the hull and superstructures of any vessel. The number, size and location of 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, but, for example, the following groups can be distinguished: residential, office, household, sanitary and hygienic, public, special, auxiliary.
Living quarters for passengers are divided into luxury cabins, I, II and III classes or tourist class. Crew quarters consist of command and crew quarters.
Service premises include: administrative, main, auxiliary and deck machinery, various workshops, etc.
Domestic premises include beauty and hairdressing salons, storage rooms, benches, kiosks, etc.
Sanitary and hygienic premises combine an outpatient clinic, an operating room, an infirmary, showers, etc.
Public premises are considered to be music salons, cinema halls, discos, restaurants, cafes, buffets, etc.
Special rooms are cabins for various purposes, rowing electric motors, battery rooms, transformer rooms, air conditioning rooms, etc.
Auxiliary premises include linen rooms, carpentry rooms, laundries, drying rooms, storerooms, provisions rooms, and holds.
A general idea of the location of premises on dry cargo and oil tankers is given in Fig. 1.3 and 1.4. These ships have: cargo spaces for the transportation of general, bulk or liquid cargo. Such premises include tween decks, holds, and tanks. Storerooms for storing various equipment: painting, lamps, skippers, electrical equipment, etc.
Rice. 1.3. Location of premises on a dry cargo ship. 1 - tiller compartment; 2 - fresh water tank; 3 - after peak; 4 - engine room; 5 - refrigerated room; 6 - tweendeck; 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 - storage rooms; 3 - dry cargo hold; 4 - forepeak; 5 - deep tank; 6, 10 - rubber dams; 7 - pump room; 8 - cargo tanks; 9 - cargo pump room; 11 - fuel tank; 12 - engine room; 13 - feed water tank; 14 - afterpeak; 15 - aft tank; 16 - boiler room; 17 - tiller compartment; 18 - tanks of the second bottom.
Machinery and boiler rooms are used to accommodate main power plants, auxiliary mechanisms, boilers, compressors, pumps, batteries, current converters, power plants, etc. Control stations include a radio room, steering room, gyrocompass room, navigation room, etc. Navigation instruments are located in them , equipment, ship radio installations, fire extinguishing stations, etc.
The internal structure of powerful icebreaking ships, which represent the largest structures, is much more complex (Fig. 1.5). Everything necessary for working in difficult polar conditions is provided here. Their coloring is discussed in Chapter. 7.
Rice. 1.5. The internal structure of a large icebreaker.
1, 2 - bow and stern engine rooms, 3 - propulsion motor compartment; 4 - swimming pool; 5 - cargo hold; b - aft wheelhouse; 7 - helicopter hangar; 8 - painting; 9 - wheelhouse; 10 - dining room; 11 - provisions; 12 - anchor spire.
In connection with the intensive development of the North, a large number of barges, pushers, cargo, towing, core drilling, research, tankers, etc., designed for operation in Arctic conditions, have been built.
Gas carriers that transport liquefied gases are equipped with four to six spherical containers. Their upper part protrudes above the deck, giving the ship a unique profile (Fig. 1.6). Service, residential and auxiliary premises are concentrated in the aft superstructure, where the crew cabins are located.
Rice. 1. 6. Location of premises on a gas carrier. 1 - chain box; 2 - forepeak; 3 - drive motor compartment; 4 - compartment of cargo pumps and compressors; 5 - intermediate tank; 6 - spherical cargo tanks; 7 - engine room.
A characteristic feature of ships with horizontal cargo handling (ro-ro) is the presence of outboard ramps, lapports (side cutouts) through which loading and unloading operations are carried out, as well as wide decks, convenient for quickly stowing wheeled equipment - cars, trailers and other cargo being moved knurling (Fig. 1.7).
Rice. 1.7. Location of cargo spaces on a ro-ro ship: a - along the ship; b - on decks.
Forepeak (English forepeak, Dutch voorpiek)
the outermost bow compartment of the ship. Since the bow of the ship is most susceptible to damage, classification societies (See. Classification Society) regulate the shortest length of the f. of sea vessels. The F. is separated from the rest of the premises by a forepeak (collision) bulkhead. Usually a water tank is placed in the F. Ballast ,
when taken, the depth of the bow increases, which reduces wave impacts at the bottom of the vessel.
Great Soviet Encyclopedia. - M.: Soviet Encyclopedia. 1969-1978 .
Synonyms:See what “Forepik” is in other dictionaries:
Forepeak… Spelling dictionary-reference book
- (Fore peak) the bow compartment on civil ships, located directly at the stem. Serves as a ballast tank for trimming the vessel. Samoilov K.I. Marine dictionary. M.L.: State Naval Publishing House of the NKVMF of the USSR ... Marine Dictionary
- (English forepeak Dutch voorpiek), the outermost bow compartment of the ship, where the ballast water tank is usually located ... Big Encyclopedic Dictionary
Forepik, forepik m. The extreme bow compartment of the ship, where the tank for ballast water is usually located. Ephraim's explanatory dictionary. T. F. Efremova. 2000... Modern explanatory dictionary of the Russian language by Efremova
Exist., number of synonyms: 2 compartment (9) peak (23) ASIS Dictionary of Synonyms. V.N. Trishin. 2013… Synonym dictionary
forepeak- The extreme forward compartment of the main hull of a ship, extending from the stem to the forepeak bulkhead. [GOST 13641 80] Subjects: ships and vessels... Technical Translator's Guide
FORPIK, FORPIK, a; m. [English] forepeak] Mor. The outermost compartment of a ship, where a ballast water tank is usually located. * * * forepeak (English forepeak, Dutch voorpiek), the outermost bow compartment of the ship, where a tank for water is usually located ... encyclopedic Dictionary
Rus. peak(end compartment of the vessel) peak (end compartment of the vessel).
Eng. peak(end compartment of the ship) beak (16-19 centuries, bow of a galley) bec(beak) beccus (bird's beak).
Russian term peak It is almost never used independently, but is included in complex words and is used in the plural - peaks , this implies forepeak and afterpeak (bow and stern compartments of the ship's hull). The same applies 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. - long-nosed, with a beak) - the name of a type of small high-speed vessel. “Lat. Picatus- brittan Name eines Bootes” (Lat. picatus- Breton name for a boat). “Scaphae...exploratoriae...quas Brittani picatos vocant” (reconnaissance vessel, 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 a mountain, the highest point of a spring flood, the top of a sea wave, the top of a graph), hour peak, piquant, squeak, snipe.
The forepeak on the ship is
Water transport, theory and practice, all about sea and river vessels
Design 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 ship. Let's consider the location of premises on transport ships.
Dry cargo ship. The main body is divided by transverse bulkheads into a number of compartments (Fig. 66, a). The outer compartments (bow - forepeak and stern - afterpeak) are usually used to receive liquid ballast. The remaining compartments of the main hull are used for cargo spaces - holds and for the placement of power plants - the engine room.
The height of 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 line. Between-deck space - tweendeck can be used for transporting cargo, as well as various ship premises.
Most dry cargo ships have a double bottom - a space occupied by a bottom frame and separated from the holds by a second bottom flooring. The double bottom is usually used to receive liquid ballast and store the internal structure of sea vessels
liquid fuel and fresh water supplies.
In addition to the main hull, ship premises are located in superstructures and deckhouses. As already noted, a cargo ship usually has three superstructures: a forecastle, a poop deck and a middle superstructure (spardeck). On the middle superstructure, almost its entire length, there is usually a wheelhouse. 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-tier deckhouse for service premises.
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, since this helps to reduce the longitudinal overflow of liquid cargo when the ship rocks
Most of the compartments - cargo tanks - are used to transport liquid cargo. A dry cargo hold can be located in the bow of the forepeak, designed to transport a small amount of containerized cargo.
The tanker's engine room is located in the stern and occupies a compartment adjacent to the afterpeak. The row may contain a pump room where cargo pumps used for loading and unloading liquid cargo are located.
Rice. 66. 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; 9- ut; 10 - middle superstructure; 11- felling; 12— tank; 13- dry cargo hold; 14- pump compartment; 15- rubber dam
In addition to the indicated compartments, oil tankers have cofferdams and slop 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 rooms and prevent the penetration of gases released from transported petroleum products into these rooms.
Settlement tanks are designed to collect and settle washing water, contaminated ballast, oil residues and oil-containing 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 early 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 that reduce
transfusion of liquid cargo during rollover. 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 reaches three.
The length of 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 on these ships is most developed. On the deck of this superstructure there is a large pilothouse, which houses almost the entire ship's crew. The middle superstructure is short in length. In the wheelhouse located on it there are office premises for the management of the vessel and cabins for the navigation staff. Nowadays, most tankers do not have a middle superstructure at all. All service and living quarters are located in a multi-tiered deckhouse 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. General layout drawings, which are the main document on the internal structure of a particular vessel, help to analyze their location in detail.
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Ship premises of the main building
In the main building (Fig. 1.) the premises are formed by decks, platforms, transverse waterproof and ordinary bulkheads (fences). Premises formed by transverse watertight bulkheads, platforms, and decks are called compartments. The main compartments on the ship include: forepeak– the outer bow compartment, which houses the chain box 20, fresh water tanks 3.4, ship stores 2; afterpeak– the outermost aft compartment, in which the tiller compartment 9 and the stern tube room 8 are located; There is another fresh water tank 11 nearby; double bottom space– the space of the double bottom, divided into compartments 5, used for receiving ballast; holds 6 – cargo spaces between the second bottom flooring and the nearest deck (refrigerated holds are equipped with thermal insulation); twin 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 for storing boiler water, ballast, fuel, oil; coffee shoes 13 and 19 – narrow dry compartments located between the fuel tanks and adjacent compartments; machine and boiler room 15 – room where the ship’s power plant is located (main diesel engines, auxiliary boilers, mechanisms, etc.); propeller shaft tunnel 7 – room where the shafting passes.
On production and processing vessels, the main hull houses fish shop. Typically on mining vessels it is located below the fishing deck. Processing and freezing equipment is installed in the fish workshop. The finished products are sent to the holds.
Add-ons. These are enclosed deck structures 16 on the upper deck, extending from side to side or not reaching the sides of the ship. Bow superstructure 1 is called tank, aft 10 – Utah. Depending on the type of vessel, the superstructures contain residential and service premises.
Logging. These are office premises 17, in which the ship's control posts are concentrated. The steering control station, as well as intercom and alarm systems are located in the helm and navigation rooms.
=Textbook for motor mechanic, class II (p. 12)=
Ship premises are divided for residential, office and public use.
Living quarters include cabins and cockpits. Office premises include premises intended for the placement and maintenance of technical equipment, medical care, storage of ship supplies and cargo, and performance of ship and repair work. Common areas include areas for eating, personal hygiene, recreation and cultural events.
TO cargo spaces dry cargo ships include holds and tween-decks (between-deck space). To protect the cargo in the holds, the second bottom flooring is covered with wooden flooring made of pine boards (payol) 40–60 mm thick and 60–100 mm wide.
To close the bilges (catchment space) formed by the outermost double-bottom sheet and the outer skin, removable wooden panels are used, which are placed on the zygomatic brackets.
To protect the cargo from damage by the on-board set, longitudinal slats are used - fishbins with a thickness of 40 - 50 mm, a width of 100 - 120 mm. They are placed along the ship’s 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, polystyrene foam, etc. Two layers of tongue and groove boards are laid on top of the insulation and covered with anti-corrosion aluminum sheets on top. The holds are cooled with cold air supplied from refrigeration units through pipes or batteries located on the sides.
On some fishing vessels, cargo is transported in special cells - attics, made of boards laid in the grooves of special pillars and plinths. Attic transportation eliminates deformation of containers and fish products.
When transporting bulk cargo, permanent or removable longitudinal bulkheads (shifting boards) are used to avoid spilling them.
To increase fuel and water reserves, and sometimes for ballasting, ships are provided with special tanks 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; onboard 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 office premises include the engine room, refrigerator room, steering and chart rooms, radio room, tiller room, log shaft, echo sounder, gyrocompass room, service and utility rooms (lamp room, paint room, skipper's storeroom).
The engine room is usually located in the middle or aft part of the vessel. Here are the main and auxiliary engines, electric generators, and 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 - recess. To ensure natural ventilation, a shaft is provided above the engine room, which ends with a skylight - the engine hood. The skylight covers have portholes.
The wheelhouse and charthouse are the place where the navigational watch is maintained. 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-finding instruments, and various signaling devices. On modern ships, many of these devices are installed in a remote control version. In the chart room, which is always adjacent to the wheelhouse, there is a table for navigation and storage of nautical charts. Part of the navigational instruments (direction finders, receiver indicators of radio navigation and satellite systems, echo sounder depth indicators, log repeaters) and navigational work tools are also located here.
On old-built vessels of the BMRT type there are two wheelhouses: bow (chassis0 and stern (fishing - for steering the vessel while working with fishing gear). On modern vessels RTM of the Atlantic type, BMRT of the Prometheus type, BMRT of the Horizon type and others, the vessel is controlled from a single navigation and fishing room.
The radio room is located in the area of the navigation bridge or in close proximity to it. This is dictated by the need for prompt communication between the radio operator and the watch officer.
The log and echo sounder shafts are made separate or combined. They are made in the form of a sealed pipe, 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.
In the gyrocompass room there are all gyrocompass devices, with the exception of peripheral ones.
Service and utility premises, as a rule, are placed under the forecastle due to their increased fire hazard. This arrangement allows you to keep these premises under surveillance and prevent dangerous situations in a timely manner.
Accommodations 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 strive to use the middle superstructure - the place least susceptible to pitching and flooding.
On modern ships, living quarters for command personnel are, as a rule, single cabins, and for ratings, depending on the size of the ship and purpose, they are single, double and even four-berth cabins. Cabins are usually located along the sides of the ship, which allows for natural light and ventilation through portholes.
On passenger ships, living quarters are located not only in superstructures and deckhouses, but also in 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-berth cabins of III class are on the lower decks.
Cabins are usually arranged along a corridor system. The doors open into the cabins to allow free movement along the corridors.
Public premises are a dining room and a salon for the crew, a wardroom for the command staff, on large modern ships gyms, swimming pools, rest rooms, etc. On passenger ships there are usually much more public spaces. These can be restaurants, canteens, smoking rooms, music salons, cinema halls, reading rooms, children's cabins, gyms, etc.
Utility premises include a galley, bakery, provision pantry, pantry, and storage rooms.
Sanitary and hygienic premises are divided into sanitary (laundries, dryers, ironing rooms for bed linen and work clothes) and sanitary and hygienic (washbasins, showers, baths, toilets, etc.).
Medical facilities include an isolation ward, a hospital, and an outpatient clinic. On floating bases, as a rule, there are operating rooms, x-rays, dental rooms and others.
Bulkheads and tanks
A bulkhead is a water- and dust-tight vertical wall installed in the hull of a ship. Based on their position relative to the ship's main frame, longitudinal and transverse bulkheads are distinguished. Watertight bulkheads divide the vessel into watertight compartments; on passenger ships they are located so that when one or more adjacent compartments are flooded, the buoyancy of the ship is maintained. Transverse bulkheads increase the lateral strength and, by preventing longitudinal bending 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. Each vessel is equipped with an emergency collision bulkhead behind the stem. In screw-driven ships, an afterpeak bulkhead is installed at the aft end, which usually limits the afterpeak. Steamships and motor ships have one transverse bulkhead at the ends of the engine and boiler rooms. The rest of the hull, in accordance with the length of the vessel, is divided by other transverse bulkheads, the distance between which does not exceed 30 m. The collision bulkhead of ships with a solid superstructure or forecastle extends from the bottom to the deck of the superstructure or forecastle, while the afterpeak bulkhead usually extends only to the watertight deck above the summer load waterline.
Watertight transverse bulkheads:
a - location of bulkheads on a cargo ship (full ship); b - transverse bulkhead; c - corrugated bulkhead; d - collision bulkhead
1 - yut; 2 - after peak; 3 - afterpeak bulkhead; 4 - holds; 5 - middle superstructure; 6 - bulkhead deck; 7 - engine room; 8 - lower deck; 9 - tank; 10 - chain box; 11 - forepeak; 12 - collision bulkhead; 13 - double bottom; 14 - propeller shaft tunnel; 15 - booklets; 16 - bulkhead trim straps.
As a rule, watertight bulkheads consist of panels of sheets 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 increases continuously 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 is usually given to watertight bulkheads using vertical stiffeners made of profile steel; Only in the area below the ballast tank deck is the emergency bulkhead reinforced with horizontal stiffeners. The stiffening ribs of the bulkheads are welded or attached using brackets to the second bottom flooring and to the decks. Stiffening ribs 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. Corrugated bulkheads can be installed instead of flat ones. On transverse bulkheads the corrugations run horizontally or vertically; on longitudinal bulkheads of tankers they are usually horizontal. Compared to flat corrugated bulkheads, with equal strength, they have less weight and are cheaper to manufacture. When corrugated bulkheads are long, to reinforce their individual elements, beams are welded perpendicular to the direction of the corrugations and reinforced with brackets at the ends.
Openings, such as doors or manholes, are installed in watertight bulkheads only when they are absolutely necessary for the operation of the ship and cannot be detrimental to the safety of the ship. Thus, 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 transverse hatch coamings, and also as longitudinal semi-bulks for bulk cargo (shifting boards) in the space between the hatch and the bulkhead. Shifting boards are designed to prevent the movement of grain or other bulk cargo during rough seas (which is dangerous for the stability of the vessel). Shifting boards consist of bars placed in guides.
Support semi-bulkhead
1 - supporting semi-bulkhead in the tween deck; 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 no 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 a fire from spreading beyond the burning compartment. Fire bulkheads are constructed 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, 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 defined 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 that form a closed frame. This reduces the deformation of deep tank bulkheads and the load on the skin, 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 vessel's stability. All deep tanks with a width of more than 4 m have fender beams 6-8.5 mm thick, which, when the ship rolls on the side, reduce the impact force of the overflowing liquid. The forepeak tanks are equipped with fender beams, some of which extend across the vessel. For reasons of reliability, deep tanks for fuel are separated from deep tanks with drinking water, boiler feed water and purified oil by a space one space wide. This space is called a rubber dam.
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 there are living quarters above the fuel tanks, then a horizontal cofferdam is placed between them. Each tank is equipped with ventilation air, measuring and bypass pipes. The air tubes serve to ensure that when the tank is filled, excess pressure cannot arise in it, and when draining, insufficient pressure cannot arise. Using the measuring tubes on the level indicator, you can see the filling level of the tanks. When the tank is filled, excess liquid flows out through the overflow tubes, and dynamic pressure cannot arise in it. For water tanks, the air and bypass pipes are usually routed as one tube and lead to the upper deck. From the fuel and lubricating oil tanks, a bypass pipe goes to a drain tank equipped with signaling devices. Access to the tanks is through manholes, the covers of which are bolted on. When choosing the sizes of stiffeners and beams, as well as the thickness of the bulkhead sheets, the determining factor is the fluid pressure to the upper edge of the bypass and air tubes. The thickness of tank lining is usually 6.5-15 mm. Brackets are used to secure the ends of the tank bulkhead stiffeners. The distance between the stiffening ribs is 0.5-0.9 m. The vertical stiffening ribs of the bulkheads of fuel tanks and high water deep tanks are supported by horizontal beams (shelves), the distance of which from each other, from the deck and from the second bottom flooring is no more than 3 ,0 m. Shelves form closed frames in tanks; they are usually placed on the outer lining. Horizontal beams consist of walls and shelves; they are connected to each other by brackets. If the stiffeners in fuel tanks are located horizontally, then they are supported by 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 do vertical beams with under-deck and bottom connections .
Great Soviet Encyclopedia. - M.: Soviet Encyclopedia. 1969-1978.
See what “Forepik” is in other dictionaries:
forepeak- forepeak ... Spelling dictionary-reference book
FOREPEAK- (Fore peak) the bow compartment on civil ships, located directly at the stem. Serves as a ballast tank for trimming the vessel. Samoilov K.I. Marine dictionary. M.L.: State Naval Publishing House of the NKVMF of the USSR ... Marine Dictionary
FOREPEAK- (English forepeak Dutch voorpiek), the outermost bow compartment of the ship, where the tank for water ballast is usually located ... Big Encyclopedic Dictionary
Forepeak- forepik, forepik m. The extreme bow compartment of the ship, where the tank for ballast water is usually located. Ephraim's explanatory dictionary. T. F. Efremova. 2000 ... Modern explanatory dictionary of the Russian language by Efremova
forepeak- noun, number of synonyms: 2 compartment (9) peak (23) ASIS Dictionary of Synonyms. V.N. Trishin. 2013 ... Dictionary of synonyms
forepeak- The extreme forward compartment of the main hull of a ship, extending from the stem to the forepeak bulkhead. [GOST 13641 80] Subjects: ships and vessels ... Technical Translator's Guide
forepeak- FORPIK, FORPIK, a; m. [English] forepeak] Mor. The outermost compartment of a ship, where a ballast water tank is usually located. * * * forepeak (English forepeak, Dutch voorpiek), the outermost bow compartment of the ship, where the water tank is usually located ... Encyclopedic Dictionary
forepeak- (English forepeak, Gol. voorpiek) mor. the 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 fo/rpik = forpi/k; (English forepeak); mor. The outermost compartment of a ship, where a ballast water tank is usually located. II forpi/k a; m.; see forepeak II... Dictionary of many expressions
Forepeak- 21. Forepeak The extreme bow compartment of the main hull of a ship, 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 normative and technical documentation
The hull of a modern marine metal vessel and its main parts
Metal shipbuilding, which dates back less than a hundred years (1) of its existence, in a short period of time, compared with 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 terms of design.
Wrought iron, and then cast steel, which soon replaced it, was the material that turned out to be particularly suitable for shipbuilding, providing, along with its relative cheapness (compared to other materials), at the same time, much more than wood had previously provided. , strength and durability of ships made from it.
The possibility of using iron and steel to obtain a vessel of greater strength, capable of withstanding large forces acting on it, resulted in a significant increase in the size of metal vessels, compared to the size of marine wooden vessels that existed before that time. Moreover, if at the first time of their existence metal ships were very close in their design to wooden ships, then as they increased in size they also received and continue to receive 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 weight reduction provides a gain in the useful lifting power of the vessel, which is the most significant for a commercial vessel. However; If you take the most common typical hull design of a modern steel commercial vessel and compare it with the design of a wooden vessel, you can still quite easily find in them the common and at the same time you can trace those features in the design that, gradually developing, led to modern, the most typical 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 relates to the very design of the ship’s hull, a detailed acquaintance with which will be our further main task.
As for the geometric shape of the ship’s hull, which should first be discussed a little, here too modern commercial sea vessels have largely retained the same features as the shape of wooden ships. Namely, in its geometric shape, the vessel is a hollow prismatic body, the outer shell of which is waterproof, pointed towards the ends, called nose And stern, and also tapering, to a greater or lesser extent, downwards, i.e. towards bottom. You can imagine a vertical plane passing along the ship ( center plane), which will cut the ship into two parts symmetrical to each other (right and left - looking along the ship from the stern towards the bow). This plane will intersect the bottom along its length and the intersection line will be the line of the ship’s keel; 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 upward, to a vertical or close to 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 chine, rising upward, passes into the steep sides of the vessel (right and left, depending on which of the symmetrical parts of the vessel they belong to). The sides extend upward to the upper shell of the vessel, called the deck. As we have indicated, the vessel tapers towards the extremities, therefore, at some section, usually just in the middle of its length, it must have a cross-section of 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. 1.
The upper continuous surface of the ship's hull, called upper deck vessel, has, as a rule, a double curvature: across the vessel, a curvature called pepper death decks and longitudinal curvature along the length of the vessel, called grayness(see Fig. 1).
The presence of both curvatures, accepted since ancient times, is explained by the desire to improve the seaworthiness of the vessel, as ensuring less flooding of the deck by waves and better drainage of water falling on the deck. (2) On the decks of ships, which are generally of great structural interest, below we Let us dwell in a little more detail, but first we will complete a general overview of the main parts of the vessel.
The vessel, bearing the load from its own weight and the weight of the cargo on it and being afloat, is immersed in water to a certain level, the line of intersection of which with the outer shell of the vessel is called waterline. Without a load, the ship, being under the influence of its own weight alone, will sit in the water less, 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 the floating vessel. You cannot 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 immersed in water, the stronger the pressure the bottom and sides experience from the water displaced by the submerged part of the ship, and in the end for each type of ship from this point of view there is strength limit at which further immersion of the vessel in water is dangerous and can, due to excessive water pressure, cause breakdown of its connections, and as a result, water flowing into the hull from the vessel; secondly, the limit of permissible immersion of a vessel in water is established from the condition of ensuring a minimum seaworthiness of the vessel, (3) for which the vessel must have the so-called buoyancy reserve so that, in case of extremes - when water gets inside the ship, or when the ship's deck is flooded by a wave, etc., this reserve of buoyancy will help maintain the ship's buoyancy and stability. Obviously, the reserve of buoyancy is determined by that part of the ship’s hull (having a waterproof shell) that is above the water level, i.e. surface part the vessel, and therefore is determined by the size of that part of the vessel’s side that is above the water level. If we want to fix the maximum reserve of buoyancy required for a particular vessel, then it is enough for us to establish what part of the side of the vessel should always remain above the water or, as they say, it is enough to set the minimum safe freeboard vessel. By assigning a safe freeboard to a ship, we at the same time assign it the maximum permissible immersion limit, i.e., the maximum position of the ship’s waterline when fully loaded. This waterline will be the so-called load waterline vessel (see Fig. 1). The position of the load waterline is accurately recorded with a special sign marked midway along the length of the vessel on 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 load waterline for a given vessel, according to the conditions of its strength and seaworthiness, deeper than which a given vessel is not allowed to dive into the water during normal navigation. The distance from this waterline to the keel line, measured vertically at mid-length of the vessel, is called average cargo draft vessel. The draft corresponding to the light waterline of the ship is called the average draft of the ship when it is light (without cargo).
The vessel's draft, added to the freeboard height, gives the full depth of the side (see Fig. 1). In addition to the height of the side and the draft when loaded, 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 stem to stern, and the width of the vessel between its sides, measured at the widest point; Usually this place is the beam along the load line, taken amidships (see Fig. 1). We will talk more precisely about the measurement of the indicated 4 main dimensions of the vessel later.
In the stern of the vessel, above the load waterline aft of the sternpost, the hull of the vessel has an additional protruding part called the stern valance of the vessel. The stern valance protects from damage the most vulnerable structure of the vessel in the underwater part, namely: the rudder mounted at the back of the sternpost. Without a rudder, the ship loses the ability to steer at sea in the desired direction. On large ships, a machine for turning the rudder is often located in the stern valance, and various ship rooms are made. The presence of a stern valance increases the free area of the upper deck of the vessel in the aft part. The shape of the stern valance on 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 appeared recently, was borrowed from military shipbuilding, where it finds use as a particularly well-protecting rudder and allows the rudder itself to be conveniently given a balanced (semi-balanced) shape.
The entire hull of the ship, formed by its waterproof shell, is divided internally by waterproof transverse bulkheads along with individual compartments(see Fig. 1); The purpose of such division of the vessel into compartments is to increase the safety of the vessel's navigation in the event of loss of watertightness of the outer shell of the vessel in the area of one of them. compartments In this case, the sea water that gets into the compartment 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. In passenger ships, the vessel is divided into compartments in order to obtain maximum safety, often 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 sternpeak bulkhead. The collision bulkhead forms the outermost bow compartment of the vessel, called the forepeak, just as the afterpeak bulkhead forms the same aft compartment, called the afterpeak. The forepeak and afterpeak are used to receive seawater into them in cases where a vessel afloat wants to give a large load to the bow or stern of the vessel, i.e., when the so-called trim of the vessel is performed. The transverse bulkhead, located in the plane of the sternpost and separating the stern valance from the stern peak, is called the transom bulkhead. All specified bulkheads are shown in Fig. 1.
In addition to transverse waterproof bulkheads, inside the hull of modern sea vessels, with the exception of small vessels, at a distance from 700 to 1200 mm from the bottom (depending on the size of the vessel), a so-called second bottom is arranged, (4) running in the form of a horizontal impenetrable plane along the length of the vessel, from the collision bulkhead to the afterpeak bulkhead (in exceptional cases it is made partial). The double-bottom space thus formed 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 vessel and the transported cargo in the event of damage to the outer bottom, is necessary for modern ships in order to be able to increase the draft of the vessel when the vessel is running empty, by accepting seawater into the double-bottom compartments . This increase in the vessel's draft, called its ballasting (taking on ballast) - which is why double-bottom compartments are often called ballast - is necessary from the point of view of preserving the seaworthiness of the vessel, since modern ships, with their relatively low weight when unladen, have draft along the light waterline is too small, and the surface borg is too large, as a result of which the ship does not hold well in the sea against the wind and swell. In addition, with a shallow draft, the performance of the engine of a modern sea vessel is significantly deteriorated - the propeller, which in its dimensions (as will be seen when considering the design of the sternpost) is taken in accordance with the full draft of the vessel along the load waterline; when the ship is drafted along the light waterline, most of the propeller ends up above the water, and the performance of the propeller becomes unsatisfactory. Finally, some of the double-bottom compartments of modern ships are also used to store fresh water and liquid fuel for the ship’s engines. If the ship has a double bottom, only the collision and afterpeak bulkheads necessarily reach the bottom of the ship, while the remaining bulkheads located between the collision and afterpeak bulkheads reach only the second bottom.
Returning to the decks of a ship, first of all it should be pointed out that in addition to one upper deck, which should be considered as the main one for a given vessel, large seagoing vessels also have decks (one or more) located below it, usually at a distance of 2 - 2 1/ 2 m from each other, called the second, third, etc. lower decks. Lower decks usually retain the same or similar curvature as the upper deck. 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 living quarters and, less often, for stowing cargo; as for the inter-deck spaces located below the load waterline and the ship's compartments between the lowest deck and the double bottom, they are used for storing 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 house the ship’s boilers and engines, as well as fuel reserves (mainly solid). Compartments used 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 inter-deck space, as well as along the sides of the ship in the area of the engine-boiler compartments, separated from the latter longitudinal bulkheads. Longitudinal bulkheads (usually one in the center plane of the ship) are sometimes made in the cargo holds of ships, namely in ships intended for the transportation 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 waterproof, since otherwise, if the side is damaged and sea water penetrates into the vessel on one side of the longitudinal bulkhead, the vessel may receive a dangerous tilting it on board.
If the ship's bunker is intended for liquid fuel, it must be separated from the cargo hold by a narrow, watertight compartment called a cofferdam; The rubber dam eliminates the risk of oil products entering through bulkhead leaks into the adjacent room. Cofferdams are also installed in double-bottom compartments to separate two adjacent compartments, if they want to avoid the possibility of mixing the liquids in these compartments, such as the compartments for fuel and fresh water. A special compartment is installed next to the collision bulkhead, which serves to place the anchor rope (chain box). All transverse bulkheads of the ship, as a rule, are brought in height to the upper deck; the exception is: the afterpeak bulkhead, which can only be extended to the first deck above the load waterline, with the condition, however, that this deck will be watertight in the area from this bulkhead to the sternpost. In the same way, on ships with a significant freeboard, all bulkheads, except the collision one, are allowed to be extended only to the second deck, however, the latter in this case must necessarily be located above the load waterline. As for the collision bulkhead, it, as a rule, always reaches the upper deck; in one case, indicated below, it must extend even above the upper deck.
In conclusion, it should also be pointed out that for ships that have an engine compartment in the middle part of the vessel, in order to remove the propeller shaft from the engine compartment to the aft part of the vessel, a waterproof tunnel or propeller shaft corridor is installed on top of the second bottom in the aft cargo holds, running from the rear bulkhead of the engine compartment to the afterpeak bulkhead and cutting through the bilge aft bulkheads encountered on its way, and the places where these bulkheads are cut by a tunnel must receive a waterproof lining.
If the lower deck of a ship is not installed along the entire length of the ship, but only over a certain extent, then it is called platforms.
In some cases, the transverse bulkhead of the ship is made with some ledge, forming a local platform.
Modern sea vessels have superstructures above the upper deck, and each of these superstructures extends in width from side to side, that is, the side of the superstructure is extended upward along the length of the superstructure by the side of the ship. In terms of their length, superstructures can have different extents, as well as different locations. The first, the most significant from the point of view of the seaworthiness of the vessel, serving as a cover for the deck from being heavily flooded by an oncoming wave, is located in the bow of the vessel, 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 at the stern of the vessel is called the 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 vessel, then the superstructure is called short, otherwise long. The 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; In cases, a vessel with an elongated forecastle or an elongated poop, although, essentially, in this case we have an elongation of the middle superstructure (Fig. 4 shows a vessel with an elongated poop). Along the length of the ship, superstructures are limited by transverse bulkheads, and these bulkheads differ in their design, as will be discussed later, depending on whether this bulkhead is a front one, taking on the impact of a wave rolling onto the deck, or whether it is is back, protected from waves. The superstructure deck has a structure similar to the main decks of the ship.
With a long forecastle on passenger ships, the collision bulkhead extends above the upper deck and extends to the deck of this superstructure. The vessel's long midship superstructure is subject to exceptional operating conditions. Namely, when the ship gets bent, hitting the bottom or top of a wave (this is discussed in more detail later in Chapter II, pp. 21-22), then at such a moment its bottom is in the most stressed state and its deck is in the top of the ship; Moreover, of the decks, the greatest stresses fall on the deck furthest from the bottom. If the middle long superstructure, due to its length, is firmly connected to the hull of the vessel, then it must be considered as working integrally 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, based on the above, the greatest stresses. It would be possible to avoid these stresses in the superstructure only if it were possible to eliminate the strong connection between the superstructure and the ship's hull. However, in practice this is very difficult to achieve. Therefore, they usually do the opposite: the middle superstructure is especially firmly connected to the hull of the ship and, thus forcing it to definitely absorb all the stresses along with the hull of the ship, they 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 strengthening of the middle superstructure is achieved.
Next, we should also dwell on one fairly common type of upper deck of a ship - this is the so-called elevated upper deck of a ship (quarterdeck). This type is obtained if the upper continuous deck of the ship along its length along the length of the ship receives a transverse ledge (usually about 1.2 m high), as can be seen in Fig. 5. Raising the deck can be done both in the bow half of the ship and in the stern, although it should be noted that the latter is more often done. The arrangement 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 point of the ledge, the continuity of the deck is interrupted, therefore, in order to maintain the longitudinal strength of the hull, its structure in the area of \u200b\u200bthe ledge must receive local reinforcement. The combination of a raised deck with superstructures can produce the various deck types shown in Fig. 6-9.
It should also be noted that there are special, although rarely encountered, types of decks on some ships specially transporting liquid and bulk cargo. In these types of ships, the upper deck has a ledge in cross section that runs along the ship. In Fig. 10 shows similar types of ships called: 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 upper superstructure, separate deckhouses are very often installed, which do not go from side to side, like the superstructures discussed above, but have a width less than the width of the vessel. The cabins therefore have bulkheads on all four sides: front, rear and two sides. The deckhouses located on the long middle superstructure, as well as on the long poop deck, can be very developed, located one above the other in several tiers. The decks of such deckhouses usually extend from side to side, thus forming a series of decks located one above the other, open on the side side, (6) running above the superstructure deck. The general arrangement of such decks, as well as the location of the lower decks of the ship, is shown in section in Fig. eleven.
The uppermost deck shown in the figure usually houses the ship's lifeboats, which is why it is called the boat deck ( boat deck). On the boat deck in front of it there is usually a separate small deckhouse - helm(helms), from where the ship's rudder is controlled. Adjacent to it at the back navigational a deckhouse used for storing nautical instruments and accessories. The area of the deck in question near these deckhouses is called running bridge. Often the bridge with the 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 the deckhouses are strongly developed and have a large extent, then when constructing 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 purpose the deckhouses are made cut along cross sections, and in Waterproof connections are made at the places of cuts.
The ship's superstructures give it, in comparison with the deckhouses, the advantage that, according to the current rules, if these superstructures have sufficiently reliable closures of the holes in their end bulkheads and in these decks, they can be fully or partially (8) counted in the ship's buoyancy reserve, 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, provide great advantages in the design of the vessel, increasing in part the strength, and most importantly, the capacity of the vessel (especially in the sense of living quarters on passenger ships); but it should be borne in mind that their greater development can also have a negative side: firstly, from the weight of their vessel the ability to easily form a list 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.
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