Forepeak in relation to the ship. Forepeak. The hull of a modern marine metal vessel and its main parts

The design of the hull (Fig. 1) is determined by the purpose of the vessel and is characterized by the size, shape and material of the parts and components of the hull, their mutual relationship.

Rice. 1 Internal structure of the ship: a) dry cargo ship; b) tanker 1 - forepeak; 2 — cargo holds (tanks); 3 — tweendeck; 4 - double bottom; 5 — deep tank; 6 — engine room; 7 — propeller shaft tunnel; 8 — after peak; 9th; 10 - middle superstructure; 11 - felling; 12-tank; 13 – dry cargo hold; 14 - pump room; 15 — rubber dam

The casting system is determined by the direction of most beams and can be transverse, longitudinal or combined. With a transverse framing system, the beams of the main direction will be: beams in the deck floors, frames in the side floors, and floras in the bottom floors. This mounting system is used on relatively short ships (up to 120 meters in length) and is most advantageous on icebreakers and ice-going vessels, as it provides high hull resistance to lateral compression of the hull by ice.

With a longitudinal system of framing in all floors in the middle part of the length of the hull, the beams of the main direction are located along the ship. The extremities of the vessel are cast using a transverse casting system, since at the extremities the longitudinal system is not effective. The beams of the main direction in the middle bottom, side and deck floors are, respectively, the bottom, side and below-deck longitudinal stiffeners: stringers, carlings, keel. Cross connections are floras, frames and beams. The use of a longitudinal system in the middle part of the vessel's length allows for high longitudinal strength. Therefore, this system is used on long ships subject to large bending moments.

Rice. 2 Mixed set of the vessel: 1 - keel; 2 - second bottom flooring; 3 — side stringers; 4 - beam; 5 — deck stringer; 6 - knitsa; 7 — shearstrek; 8 — frame; 9 — side belt; 10 - zygomatic girdle; 11 - flor; 12 — bottom stringer; 13 - keel belt
Rice. 3 Below deck set: 1 - deck flooring; 2 - beams; 3 - carlings; 4 - pillers; 5 — beam booklets; 6 — frames; 7 — side trim

With a combined framing system, deck and bottom floors in the middle part of the hull length are assembled using a longitudinal framing system, and side ceilings in the middle part and all floors at the ends are using a transverse framing system. The combined recruitment system is used on large-tonnage and tankers. The mixed vessel framing system is characterized by approximately equal distances between the longitudinal and transverse beams. In the bow and stern parts of the vessel, the set is attached to the stem and sternpost that close the hull.

The ship's hull is a complex engineering structure, which is constantly subject to deformation during operation, especially when sailing in rough seas or during cargo operations. Thus, when the top of a wave passes through the middle of the ship, the hull experiences tension, and when the bow and stern ends simultaneously hit the crests of the waves, the hull experiences compression. Also, uniform distribution of cargo throughout the ship's cargo spaces is not always possible. General bending deformation occurs, as a result of which the ship may break (Fig. 4). The ability of a ship to resist general bending is called general longitudinal strength.

Rice. 4 Distribution of loads on the ship’s hull on a wave

In addition to general strength, a distinction is made between local strength, i.e., the permissible load on the decks of holds, tweendecks, the main deck and hold covers. Its meaning is given in the Information on Stability and Strength for the Captain.

Autonomy swimming	duration of the vessel's stay in flight without replenishment of fuel, provisions and fresh water.
Afterpeak	the outermost aft compartment of the vessel, occupies the space from the leading edge of the sternpost to the first aft watertight bulkhead. Used as a ballast tank to trim the ship and store water reserves.
Ramp	a composite platform designed for the entry of vehicles of various types independently or with the help of special tractors from the shore onto one of the decks of the ship and exit back.
Sternpost	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 (deadwood), is called the star post, the rear branch, which serves to attach the rudder, is called the rudder post. On modern single-rotor ships, a sternpost without Ruderpost.
Tank	a superstructure at the bow end of a ship, starting from the stem. Serves to protect the upper deck from flooding on the oncoming wave, as well as to increase the reserve of buoyancy and accommodate service personnel. A tank that is partially recessed into the hull of a ship (usually half the height) is called a forecastle. Usually on the deck of the forecastle or inside it anchor and mooring devices are located.
Ballast	cargo taken on board a ship to ensure the required landing and stability when the payload and supplies are insufficient for this. There are variable and constant ballast. As For variable ballast, water is usually used (liquid ballast), and for permanent ballast, pig iron is used, 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 (attachment) that serves to rotate the rudder blade (attachment).
Beam	beam of the transverse frame of the vessel, mainly of T-profile, supporting the deck (platform) flooring. The beams of the solid sections of the deck rest with their ends on the frames, in the span - on the carlings and longitudinal bulkheads, in in the area of ​​the hatches - on the side frames and longitudinal coamings of the hatches (such beams are often called half-beams).
Board	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 plating consists of sts, oriented along the ship, forming belts, and a set of frames and longitudinal stiffeners or side stringers. The height is impenetrable The freeboard is determined by the reserve of buoyancy.
Bracketa	rectangular or more complex plate used for reinforcement ship frame beams 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	winch-type deck mechanism with a horizontal shaft designed for lifting the anchor and tensioning the cables during mooring.
Buoy	floating navigational sign intended for fencing dangerous places (shoals, reefs, banks, etc.), in the seas, straits, canals, ports.
Bridle	an anchor chain attached at the root end to the dead anchor on the ground, and at the running end to the roadside mooring barrel.
Bulb	a thickening of the underwater part of the bow of a vessel, usually round or teardrop-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 terrible shafts, main thrust bearing, support bearings, stern tube device.
Waterways	special channel along the edge decks used for water drainage.
Waterline	a line marked on the side of a ship that shows its draft when fully loaded at the point of contact of the water surface with the hull of a floating vessel.
Swivel	a device for connecting two parts of an anchor chain, allowing one of them to rotate around their axis. Used to prevent twisting anchor chain when turning a vessel at anchor when changing wind directions.
Lightweight displacement	displacement of the vessel without cargo, fuel, lubricating oil, ballast, fresh, boiler water in tanks, provisions, consumables, as well as without pass- fats, crew and their belongings.
Huck	steel hook used on ships to lift cargo with cranes, booms and other devices.
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 tightness 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 registered tons (1 registered t = 2.83 m3), is pre- represents the full volume of the premises of the hull and closed superstructures, ex- inclusion of volumes of double bottom compartments, water ballast tanks, as well as volumes of some office premises and posts located on the top deck and above (wheelhouse and charthouse, galley, crew bathrooms, light exit hatches, shafts, auxiliary machinery rooms, etc.). the cost is obtained by deducting the volumes of premises from the gross capacity buildings unsuitable for the carriage of commercial cargo, passengers and supplies, in including living, public and sanitary premises for the crew, premises, occupied by deck machinery and navigational instruments, engine room, etc. In other words, the net capacity includes only the premises which bring direct income to the shipowner.
Load capacity	the weight of various types of cargo that the ship can transport, provided that the design landing is maintained. There is net tonnage and deadweight.
Load capacity clean	the total mass of the payload transported by the ship, 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 loading the vessel according to the design draft.
Cruising range	the greatest distance a ship can travel at a given speed without replenishment of fuel, boiler feed water and lubricating oil.
Deadweight	the difference between the vessel’s displacement along the load waterline, corresponding to corresponding to the designated summer freeboard in water with a density of 1.025 t/m3, and light-weight displacement.
Stern tube	serves to support the propeller shaft and ensure watertightness, including the place where it comes out of the body.
Trim	tilt of the ship in the longitudinal plane. Trim characterizes the landing of the vessel and measured by the difference between its draft (deepening) stern and bow. The trim is considered positive when the draft at the bow is greater than the draft at the stern.
Cable	tenth of a mile. Therefore, the cable length is 185.2 meters.
Carling	longitudinal beam below deck of a ship that supports beams and provides together with the rest of the deck set, its strength in action lateral load and stability during general bending of the vessel. The supports for the carlings are the transverse bulkheads of the hull, the transverse coamings of the hatches and pillers.
Pitching	oscillatory movements around the equilibrium position, performed freely a ship floating on the surface of the water. There are roll, pitch and heave motions. The swing period is the duration of one complete oscillation.
Kingston	an outboard valve on the underwater part of the outer hull of a ship. Via Kingston connected to the inlet or outlet pipes of ship systems (ballast, fire protection, etc.), fill the ship’s compartments with sea water and drain water overboard.
Keel	the main longitudinal bottom beam in the center plane (DP) of the vessel, running from stem to stern.
Hawse	a hole in the ship's hull surrounded by a cast iron or steel frame for missing anchor chain or mooring cables.
Knecht	a pair of cabinets with a common base on the deck of a ship, used for securing mooring or towing rope applied in figure eights.
Coaming	vertical waterproof fencing for hatches and other openings in the deck the vessel, as well as the lower part of the bulkhead under the door cutout (threshold). Protects premises under the hatch and behind the door from water ingress in the unlocked position.
Knitsa	triangular or trapezoidal plate connecting the converging under angle of the ship's hull frame (frames with beams and floors, bulkhead posts with stringers and stiffeners, etc.).
Cofferdam	a narrow, airtight compartment separating adjacent spaces on a ship. The cofferdam prevents the penetration of gases emitted by petroleum products from one room to another. For example, on tankers the cargo tanks are separated cofferdam from the bow rooms and engine room.
Leer	fencing of the open deck in the form of several stretched cables or metal rods.
Lyalo	a recess along the length of the hold (compartment) of a ship between the bilge belt of the outer plating and the inclined double-bottom sheet (bilge stringer), intended for collecting bilge water and its subsequent removal using a drainage system.
Midship frame	frame located on the middle of the ship's design length.
Nautical mile	a unit of length equal to one arc minute of the meridian. Nautical mile length taken equal to 1852 meters.
Payol	wooden flooring on hold deck.
Gunwale	steel or wood strip, attached to the upper edge of the bulwark.
Podvolok	lining the ceiling of the residential and many service spaces of the ship, i.e., the lower sides of the deck floor. Made from thin metal sheets, or non-flammable plastic.
Stanchion	a single vertical post supporting the ship's deck; can also serve as a support for heavy deck machinery and cargo. ends The pillars are connected to the beams of the set using brackets.
Spar	a set of above-deck structures and parts of ship equipment intended on ships with mechanical engines to accommodate ship lights, communications, surveillance and alarm equipment, fastening and supporting cargo devices (masts, booms, etc.).
Rostra	lattice flooring on half-beams, between the deckhouse and special racks along on board the ship. The rostra can accommodate lifeboats and work boats. On On cargo ships, cargo winches and other equipment are installed on rostra, spare parts are stored, etc.
Steering gear	a device that ensures the maneuverability and stability of a vessel on course. Includes rudder, tiller, steering gear and control station. The force created by the steering machine is transmitted to the tiller, which causes rotation of the stock, and along with the shift of 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 protecting the cargo from getting wet and damaging the packaging by the on-board kit.
Cheekbone	the place of transition from the bottom to the side of the ship.
Stringer	longitudinal element of the ship's hull in the form of a sheet or T-beam, the wall of which is perpendicular to the hull skin. There are bottom, bilge, side and deck stringers.
Lanyard	device for tensioning standing rigging and lashings.
Tweendeck	the space inside the ship's hull between 2 decks or between the 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 panels	a sheet of plywood or plastic covering the hole in the ship's door intended for emergency exit from the premises.
Flor	a steel sheet, the lower edge of which is welded to the bottom plating, and a steel strip is welded to the upper edge. The floras go from side to side, where they are connected to the frames by the zygomatic brackets.
Forepeak	The outermost bow compartment of the ship, extending from the stem to the collision (forepeak) bulkhead, usually serves as a ballast tank.
stem	a beam along the contour of the bow point of the vessel, connecting the plating and a set of starboard and port sides. At the bottom, the stem is connected to the keel. The stem is inclined to the vertical to improve seaworthiness and protection destruction of the underwater part of the hull upon impact.
Shvartov	a rope, usually with a fire at the end, designed to pull and hold a vessel at a pier or against the side of another vessel. Steel, as well as vegetable and synthetic cables made of durable, flexible and wear-resistant fibers.
Spatzia	the distance between adjacent beams of the ship's hull frame. Transverse spacing - distance between main frames, longitudinal - between longitudinal beams.
Scupper	hole in the deck to remove water.

Suggested reading.

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 - deckhouse 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 by 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 - II platform; 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 rooms

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, crew cabins are located in the bow, aft and below the passenger cabins, and crew 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 design 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 decks of the superstructure 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.

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). 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. - 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

17.05.2015 12:07
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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- after peak; 9- ut; 10 - middle superstructure; 11- felling; 12— tank; 13- dry cargo hold; 14- pump room; 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 general 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 ship. 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 (running0 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. Passenger cabins 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, 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 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 grizzled(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 by 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 in the middle of 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, the 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, receiving 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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A

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

Water area — limited area of ​​water surface.

Anticyclone - an area of ​​high atmospheric pressure with air moving around its center.

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

Arneson drive - type of transmission with a horizontal shaft.

Afterpeak- the outermost aft compartment of the ship.

Sternpost- the stern end of the vessel, an element of the hull. It can be framed on the transom or a continuation of the keel beam.

B

Baken - floating navigation sign installed at anchor.

Ballast- a liquid or solid cargo placed inside or outside the hull of a ship, providing the necessary stability and draft. It may also turn out to be superfluous and talk a lot.

Baller - a vertical shaft that drives the rudder blade.

Jar— 1. A seat on undecked boats that also serves as a spacer between the sides. 2.Separately located shoal of limited size. 3. Container for storing worms.

Bar— 1. Alluvial shoal in the coastal zone. 2. A unit of pressure approximately equal to 1 atmosphere.

Barkhout- thickening of the outer hull of the ship in the area of ​​the waterline.

Beidewind- the course of the yacht, at which the diametrical plane of the vessel in relation to the wind direction 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 body.

Batoport— movable dry dock wall.

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

Bitt— a stand for fastening cables on large cruising yachts.

Bon- a fixed floating structure for mooring small vessels and other purposes and work.

Bora- aka Nord-East.

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

Brand watch- a vessel installed to monitor something (someone).

Windlass— deck mechanism for raising the anchor.

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

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

Throwing end- throwing end.

Broching— for sailing yachts: a sharp loss of controllability in a tailwind with the rudder coming out of the water and falling onto the chine.

Buoy- floating navigation sign.

Buyrep- a cable, an anchor on the trend and a buoy on the surface. Indicates the location of the anchor and makes it easier to subsequently remove it when lifting.

IN

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

Waterways- a bed on the open deck for water flow. Also used in the meaning of beams on the sides, as part of the deck flooring.

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

Spindle anchors- anchor rod.

Verp- auxiliary anchor.

Swivel— hinged connection of the spar. The fishing swivel is the younger brother.

Milestone- floating navigation sign. Guards hazards and indicates the sides of the fairway.

Vessel displacement- the amount of water that is displaced by the underwater part of a ship 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.

Choose- pull up, pull on the tackle.

G

Harbor- coastal anchorage for ships, protected from the wind.

Huck- hook

Galfind- for sailing ships - a course with a center plane angle and wind direction of 90 degrees.

Latrine- toilet

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

Helmport— a cutout in the stern for routing the stock.

Planing- a mode of movement in which the hull of the vessel is supported on the surface of the water only due to hydrodynamic forces, and not due to Archimedes. Possible only when a certain speed is reached and on planing hull lines (very low deadrise at the transom). Launching flat stones like a pancake through the water is a variant of planing. The stone will sink when stopped, but when planing, Archimedes' forces do not act, and if the required speed is maintained, a flat stone will be able to cross the Atlantic, provided there is absolute calm, of course.

D

Magnetic compass deviation— deviation of compass indicators associated with the action of the ship’s own magnetic field.

Deadwood— 1. The underwater parts of the ship’s points from the stern and bow, associated with the keel. 2. Outboard motor leg housing.

Smart things- the general name for various parts and small things included in the necessary and not so necessary equipment of the ship.

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

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

Drek- small anchor on boats and tenders.

Drektov— anchor rope of the drek.

Drifting— drift of the boat relative to the course due to the influence of winds, but without taking into account currents.

AND

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

Z

Pawn— 1. Secure the end of the rope. 2. Make a turn.

AND

True course— course taking into account deviation and magnetic declination.

Bend- bend of the river bed.

TO

Cable- 185.2 m - 1/10 nautical mile.

Galley- kitchen

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

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

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

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

Knecht- a metal thing for securing mooring ends.

Stern- the rear end of the ship. Whaleboat stern is spicy. The transom is a flat cut at the stern.

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

Keelblock— support for dry storage of the boat.

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

Wake jet- a trace on the water behind a moving ship.

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

Kippah- a horned device on the deck or sides for retracting sheets or springs.

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

Knitsa- a triangular or diamond-shaped plate connecting the elements of the body set.

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

Cockpit— open space on the upper deck for crew work. For example, for fishing or sunbathing. On good yachts, the cockpit can be easily recognized by the presence of a folding table with a bottle of wine.

Coaming— a waterproof threshold at the entrance to the wheelhouse or cabin.

Compass- main navigation device.

Compass heading- compass course.

End- any non-metallic cable or line.

Fender- a consumable material that softens the impacts of the hull on the pier or on other ships during mooring, departure and maneuvers. Fenders can be inflatable, wicker - expensive exclusive, and simply stuffed with hemp. It is not recommended to enter a marina without fenders where very expensive yachts are moored.

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

All-round fire- all-round fire.

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

L

Tacking- on sailing yachts - moving to the intended point against the wind, by constantly changing the course, changing 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 designating the axis of the navigation channel or its right and left edges.

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

Leer- handrail or fencing in the form of a tensioned cable.

Likpaz- the groove into which the lyktros fits.

Pilot— section of navigation. Cunning navigational aids for a particular navigation area - also called pilotage.

Pilot- a person who has a navigational guide or knows the navigation area by heart.

Luke- hatch.

M

Brand- sealing the end of a sheet or cable, or marking it for a specific purpose.

Lighthouse- lighthouse.

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

nautical mile- the arc length of the meridian of planet Earth is 1 degree. Due to the difference in latitudes in different places on the planet, it has different meanings. The international value is 1852 meters.

N

Naval- contact of the hull with the pier or another vessel, occurring as a result of inertia.

Windward- located closer to the wind.

Superstructure- a closed deck structure from side to side.

Knights— tackle for securing equipment. A necessary thing in a storm.

ABOUT

Observation— determination of location using objects with known coordinates.

Overkill- an unpleasant thing that inevitably entails an unplanned bath.

Overstay— for sailing yachts — changing tack with the bow crossing the wind line.

Ogon- a loop at the end of a cable or rope. An insert in a loop for protection against wear made of metal, leather, etc. is also called an ogon.

Possess- slow down the inertia of the ship.

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

Stability- an important factor that determines the ability of a boat, removed from a position of equilibrium under the influence of external forces, to return to its original position.

Go-ahead- a method of signaling when ships pass by using a person with flags or flashlights.

Fuck off- move away.

Give away- untie.

P

Pal— support for mooring. Sometimes also used to mean a locking pin.

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 coastal sign indicating the place where the fairway passes from one bank to another.

Stanchion— support for absorbing vertical loads of the body.

Gunwale- beam of the upper edge of the bulwark.

Podvolok- ceiling cladding in the ship's premises.

Valance- overhang of the stern of the ship.

Pick up- the same as choosing.

Half the wind— galfind.

Pontoon- floating structure.

Rest bar, rest stop— A beam of various materials running along the side. It works in conjunction with the fenders, but by itself only protects our boat from the pile-up.

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 transmission, it allows the column to operate like an outboard motor - recline when hitting an obstacle and adjust the angle of attack.

R

Redan- can be transverse and longitudinal. A ledge, a step on the bottom of planing fast boats and speedboats. Without affecting hydrodynamics too much, the longitudinal steps serve to stabilize the movement and correct the wetted surface, a kind of “wet” triangle that is formed during planing mode. Transverse steps 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 modifications without hydrodynamic calculations and a bunch of characteristics, you can quite significantly deteriorate the ship's performance. For each hull, reputable manufacturers use redans only after a series of test tests in the pool and full-size in open water, which, together with the calculations of the designers, determine their number and configuration. In the displacement mode, the redans, especially the transverse ones, play a negative role.

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

Raid- open coastal part of the water surface. The roadstead is intended for mooring ships at anchors or buoys and mooring barrels.

Railing- deck fencing in the form of posts with cables, forming a kind of bulwark.

Recession— a niche in the stern for an outboard motor.

Reef- rock in shallow water.

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

Rolls anchor— a device to facilitate the release/raising of the anchor. The roller can also have an anchor rope or chain stopper.

Chopping- a structure on the deck that leaves a passage on the sides.

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

Tiller— steering lever on the stock or on an outboard motor.

Locker— a closed box for personal belongings or ship 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 eyeball performs. For example, a mooring eye on the bow of a boat.

Bell- a type of chiming of a ship's bell. Recently, the bell itself has begun to be called a bell, which, in general, is incorrect.

WITH

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

Slip- an inclined surface extending into the water and designed specifically for launching ships. On the slip you can also observe many funny situations that occur when boats are launched from the trailer.

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

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

Cheekbone- in addition to the human one, it also exists on the hull of the ship; it represents the steepest bend of the side in the bow of the ship. Depending on the design and purpose, ships can be round-chine or sharp-chine.

Slan— removable bottom flooring.

Leading signs— paired signs along the banks.

Stop anchor- spare or auxiliary anchor.

Ship's role— a detailed list of crew and positions, time of arrival/departure on board.

Ship's passage- inland shipping routes marked on the map and navigational signs.

Gangway- portable ladder.

T

Rigging— a set of gear. It can be standing or running.

Lanyard- swivel with thread for tie.

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

Registered ton- 2.83 cubic meters, 100 cubic feet.

Beam- the direction towards the object, which is perpendicular to the center plane of the vessel. The traverse can be right or left, and the distance to the object is the traverse distance.

Poison- loosen, hold. The reverse action is to choose.

Transom plate— an adjustable plate behind the transom, making it easier to enter the planing mode and reducing the running trim.

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

Trend- connection of the legs and spindle of the anchor.

Hold- the lower space on a ship under the floor, deck.

U

Knot- a naval unit of speed equal to 1 nautical mile per hour. On inland shipping routes, km/h is still used.

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

F

False- gear for lifting all sorts of things.

Falin- a cable on the bow of the boat.

Bulwark— side plating of the deck above its level.

Fairway- a place for the safe passage of ships, with navigational signs.

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

Fordeck— bow part of the deck.

Forepeak— bow compartment to the first bulkhead.

stem- the bow beam of the ship, turning into the keel.

Freebort- freeboard.

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

C

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

Sh

Shvartov— cable, rope for mooring.

Mooring- a set of actions associated with parking a boat.

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

Shearstreck- one of the side plating belts, thicker than the others. Adjacent to the upper deck.

Schlag- one turn of the rope.

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

Spatzia- distance between frames.

Scupper- hole for draining excess water.

Spring— mooring lines from the bow to the stern and vice versa.

Sturtros— a cable for connecting the steering wheel with the tiller, stock or PLM.

I

Yacht- a recreational vessel without tonnage limitation.

Forepeak (English forepeak, Dutch voorpiek)

the outermost bow compartment of the ship. Since the bow of a ship is most susceptible to damage, classification societies (See Classification Society) regulate the shortest length of the sails of seagoing vessels. The F. is separated from the rest of the premises by a forepeak (collision) bulkhead. Usually water ballast is placed in the F. , 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