Marine lifeboat. Lifeboats. General requirements for lifeboats. duty boats. Fully enclosed lifeboats

General requirements for lifeboats

4.4.1 Construction of lifeboats

4.4.1.1 All lifeboats should be of proper construction and of such shape and proportion of main dimensions as to have sufficient sea stability and sufficient freeboard when they are loaded with their full complement of men and supplies. All lifeboats must be rigidly hulled and maintain positive stability in an upright position in still water when loaded with their full complement of persons and equipment and pierced at any one point below the waterline, assuming no loss of buoyant material has occurred and no other damage.

4.4.1.2 Each lifeboat should carry a statement, confirmed by the Administration, containing at least:

Manufacturer's name and address;

Boat model and serial number;

- month and year of manufacture;

The number of people approved to be placed in the boat; And

- information approved in accordance with subparagraph 1.2.2.9.

The organization conducting the survey of the lifeboat must issue a certificate of approval, which, in addition to the above information, indicates:

Approval number of the Boat Approval Administration;

The material from which the boat's hull is made, giving details of material compatibility issues in the event of a repair;

The total mass of a fully equipped and manned lifeboat;

The fact of approval, taking into account, respectively, paragraphs 4.5, 4.6, 4.7, 4.8 or 4.9.

4.4.1.3 All lifeboats should be of sufficient strength to:

1 they can be safely launched when loaded with their full complement of men and equipment; And

2 they could be launched and towed at the forward speed of the vessel at a speed of 5 knots in calm water.

4.4.1.4 Shells and rigid closures shall be non-flammable or non-combustible.

4.4.1.5 Seats for people should be equipped on transverse and longitudinal banks or fixed seats and be so designed as to withstand:

1 total static load equivalent to the mass of the approved number of persons to accommodate, weighing 100 kg each, in places in the lifeboat that meet the requirements of paragraph 4.4.2.2.2;

2 for a lifeboat intended to be hoisted, a load of 100 kg at any landing place when it is dropped into the water from a height of at least 3 m; And

3 for a lifeboat intended to be launched by free fall, a load of 100 kg at any landing place when it is dropped from a height at least 1.3 times greater than that approved on the certificate.

4.4.1.6 Every lifeboat, other than those designed to be launched by free fall, shall be of sufficient strength to withstand the load specified below without permanent deformation after removal:

1 for metal-hulled lifeboats, a load of 1.25 times the total mass of such lifeboat when loaded with its full complement of persons and equipment; or

2 for other lifeboats, a load of 2 times the total mass of such lifeboat when loaded with its full complement of persons and equipment.

4.4.1.7 Each lifeboat, other than those designed to be launched by free fall, when loaded with its full complement of persons and equipment and equipped, where applicable, with skids or external rubbing rails, shall be of sufficient strength to withstand a blow against the side of the lifeboat's ship in direction perpendicular to the ship's side at a speed of at least 3.5 m/s, as well as dropping into the water from a height of at least 3 m.

4.4.1.8 The vertical distance between the flooring of the bottom and the inner surface of the closure or canopy extending over 50% of the area of the bottom should be:

1 not less than 1.3 m for lifeboats with a capacity of 9 people or less;

2 not less than 1.7 for lifeboats with a capacity of 24 persons or more;

3 not less than a distance calculated by linear interpolation between 1.3 and 1.7 m for lifeboats with a capacity of 9 to 24 persons.

4.4.2 Lifeboat capacity

4.4.2.1 Lifeboats with a capacity of more than 150 persons are not permitted.

4.4.2.2 The number of persons permitted to be placed in a lifeboat to be launched on a hoist should be the lesser of the following numbers:

1 the number of persons, with an average mass of 75 kg, who can sit in a normal position in lifejackets without interfering with the lifeboat's propulsion and any of its equipment; or

2 the number of seats that can be equipped on banks and seats in accordance with fig. 1. Seat areas may overlap as shown in the figure, provided there is sufficient legroom and footrests, and the vertical distance between the upper and lower seat is at least 350 mm.

4.4.2.3 Each seating position should be clearly marked in the lifeboat.

4.4.3 Access to lifeboats

4.4.3.1 Each lifeboat of a passenger ship shall be arranged and positioned in such a way that all persons assigned to the lifeboat can quickly board it. It should also be possible to quickly disembark people from the lifeboat.

4.4.3.2 Each lifeboat of a cargo ship shall be arranged and located in such a way that all people assigned to the lifeboat can board it within no more than 3 minutes from the moment the command to board is given. It should also be possible to quickly disembark people from the lifeboat.

4.4.3.3 Lifeboats should be provided with a boarding ladder that allows persons in the water to climb into the lifeboat and which can be used for any of its boarding entrances. The bottom step of this ladder shall be at least 0.4 m below the lifeboat's light waterline.

4.4.3.4 The lifeboat shall be designed so that helpless persons can be lifted on board the lifeboat both from the water and on a stretcher.

4.4.3.5 All surfaces on which people can walk should be non-slip.

4.4.4 Lifeboat buoyancy

All lifeboats must be self-floating or be equipped with seawater, oil or oil resistant buoyancy material sufficient to keep the lifeboat and all its equipment afloat when flooded and exposed to the sea. In addition, additional buoyancy must be provided in an amount sufficient to provide a buoyancy force of 280 N for each person allowed to be placed on the lifeboat. No buoyant material shall be placed outside the lifeboat's hull, except for material provided in excess of the quantity required above.

4.4.5 Freeboard and lifeboat stability

4.4.5.1 All lifeboats should be stable and have a positive metacentric height (GM) when loaded with 50% of the number of persons the lifeboat can accommodate, sitting in a normal position on one side of its centreline.

4.4.5.2 For the loading condition referred to in paragraph 4.4.5.1:

1 each lifeboat having openings for entry close to the fenders shall have a freeboard, measured from the waterline to the lowest opening through which flooding of the lifeboat may occur, equal to not less than 1.5% of the length of the lifeboat or 100 mm, whichever that more;

2 each lifeboat not provided with entry openings close to the fenders shall not have an angle of heel greater than 20° and a freeboard measured from the waterline to the lowest opening through which flooding of the lifeboat may occur.

lifeboats shall be at least 1.5% of the length of the lifeboat or 100 mm, whichever is greater.

4.4.6 Means of propulsion of the lifeboat

4.4.6.1 Each lifeboat shall be equipped with a compression ignition internal combustion engine. Engines running on fuels with a flash point of 43°C or lower (when tested in a closed cup) are not allowed.

4.4.6.2 The engine shall be equipped with either a manual starting device or a starting device driven by two independent rechargeable power sources. Any devices necessary for starting the engine must also be provided. Starting devices and appliances should be capable of starting the engine at an ambient temperature of -15°C within 2 minutes from the start of the start, unless the Administration, considering the specific voyages regularly made by the ship on which the lifeboat is installed, considers that the temperature should be different . The operation of the starting devices must not be obstructed by the engine cover, banks or other obstacles.

4.4.6.3 The engine shall be capable of running for at least 5 minutes from cold start when the lifeboat is out of the water.

4.4.6.4 The engine should be able to operate when the lifeboat is flooded along the axis of the crankshaft.

4.4.6.5 The propeller shafting shall be arranged so that the propeller can be disengaged from the engine. Provision should be made for the lifeboat to move forward and astern.

4.4.6.6 The exhaust pipe shall be so arranged as to prevent water from entering the engine during normal operation.

4.4.6.7 All lifeboats should be designed to ensure the safety of occupants in the water and to prevent damage to the propeller by floating debris.

4.4.6.8 The forward speed of a lifeboat in calm water when loaded with its full complement of persons and equipment and when its engine-powered auxiliaries are in operation should be not less than 6 knots and not less than 2 knots when the liferaft is towing with a capacity of 25 people loaded with a full set of people and equipment, or its equivalent. Sufficient fuel, suitable for use in the temperatures expected in the area of operation of the vessel, shall be provided to enable the fully laden lifeboat to move at a speed of 6 knots for at least 24 hours.

4.4.6.9 The lifeboat's engine, transmission and engine-related appliances shall be protected by a flame-retardant casing or other suitable means providing similar protection. At the same time, it must also protect people from accidentally touching hot or moving parts and protect the engine from bad weather and the effects of the sea. Adequate means shall be provided to reduce engine noise so that a loudly given command can be heard. Starter batteries shall be provided with shrouds forming a waterproof seal around the base and sides of the batteries. Battery casings should have a tight-fitting lid to provide adequate gas venting.

4.4.6.10 The lifeboat engine and related devices shall be designed to limit electromagnetic radiation so that the operation of the engine does not interfere with the radio equipment used on the lifeboat.

4.4.6.11 Means shall be provided for recharging all starter batteries, radio equipment and searchlight. Batteries of radio equipment must not be used as a source of energy to start the engine. A means shall be provided for recharging the batteries installed in the lifeboat or from the ship's electrical network with a voltage not exceeding 50 V *, disconnected from the place of embarkation into the lifeboats or by means of a solar battery.

4.4.6.12 A water-resistant instruction manual for starting and operating the engine should be provided, which should be located in a clearly visible place near the engine start controls.

4.4.7 Lifeboat equipment

4.4.7.1 All lifeboats other than free-fall lifeboats should be equipped with at least one bleed valve, located near the lowest point of the hull, which should open automatically to drain the lifeboat when it is out of the water and close automatically , preventing water from entering the lifeboat while it is afloat. Each bleed valve must be fitted with a cap or plug to close it, which must be attached to the lifeboat with a pole, chain or other appropriate means. Bleed valves must be easily accessible from inside the lifeboat and their location must be clearly marked.

4.4.7.2 All lifeboats should be provided with a rudder and tiller. If there is also a steering wheel or other means of remote control of the steering wheel, then in the event of failure of such means, it shall be possible to control the steering wheel using the tiller. The rudder must be permanently attached to the lifeboat. The tiller shall be permanently mounted on or connected to the rudder stock, however, if the lifeboat is equipped with a remote rudder control, the tiller may be removable and stored secured close to the rudder stock. The rudder and tiller shall be so arranged that they cannot be damaged by the operation of the release mechanism or the propeller.

4.4.7.3 From the outside around the lifeboat above the waterline and within reach of a person in the water, except for the area near the location of the rudder and propeller, a suitable handrail or a buoyant lifeline shall be secured with sags.

4.4.7.4 Lifeboats that are not self-recovering when capsized should be fitted with suitable handrails in the lower part of the hull to enable persons to hold on to the lifeboat. The attachment of these handrails to the lifeboat shall be such that, if they are torn away from the lifeboat by an impact of sufficient force, this will not result in damage to the lifeboat's hull.

4.4.7.5 All lifeboats should be equipped with a sufficient number of watertight boxes or compartments for the storage of small items of supplies, water and provisions required by paragraph 4.4.8. The lifeboat shall be provided with means to collect rainwater and, if required by the Administration, in addition a manual watermaker. The operation of the desalination plant should not depend either on solar energy or on chemical elements other than in sea water. Means must be provided for the storage of collected water.

4.4.7.6 Every lifeboat, other than free-falling lifeboats, intended to be launched on a single point or by hoists, shall be equipped with a release mechanism meeting the following requirements, subject to the provisions of paragraph 5 below:

1 the mechanism must be arranged so that all hooks are released simultaneously;

2 the mechanism shall be capable of disengaging the lifeboat from the hoists in the following two ways:

1 conventional, in which release occurs after the lifeboat is launched into the water or when there is no load on the hooks;

2 under load, at which release occurs when there is a load on the hooks. This method should ensure that the lifeboat is disengaged from the hoists under all loading conditions, from no load at all when the lifeboat is in the water, to a load of 1.1 times the total weight of the lifeboat when loaded with its full complement of persons and equipment. This method must provide reliable protection against accidental or premature disconnection. In addition to the signal

hazard, appropriate protection should be provided, including a special mechanical device (locking), usually not required for disengagement when the lifeboat is unloaded on the hooks of the hoists or afloat after launching. To prevent accidental release while the lifeboat is being raised, this mechanical device (lockout) should only operate when the release mechanism is properly and fully returned to its original position. In order to avoid premature tripping under load, a deliberate and constant force must be applied by the operator to the release mechanism. The release mechanism must be designed so that the occupants of the lifeboat can clearly see when it is in its rest position and ready to be lifted. There should be clear operating instructions with appropriate wording of the warning;

3 the release mechanism controls must be clearly marked with a color that contrasts with the color of the surrounding objects;

4 structural elements of fastening the release mechanism to the lifeboat shall be designed with a safety factor of six times the tensile strength of the materials used, assuming that the mass of the lifeboat is evenly distributed between the hoists;

5 the use of a single-point suspension system for launching a lifeboat or rescue boat in combination with an appropriate painter does not require the application of paragraph 4.4.7.6.2. In this case, it is sufficient to release the lifeboat or rescue boat only when they are fully afloat.

4.4.7.7 Each lifeboat shall be equipped with a painter fastening device in the bow of the hull. This arrangement must be such that the lifeboat can be safely towed by the vessel at a speed of up to 5 knots in calm water without affecting its stability characteristics. With the exception of free-fall lifeboats, the painter attachment device must include a mechanism to release the painter from inside the lifeboat when the boat is towing at speeds up to 5 knots in calm water.

4.4.7.8 Each lifeboat equipped with permanently installed two-way radiotelephony VHF equipment with an antenna installed separately shall be equipped with devices for mounting and securely fastening the antenna in its working position.

4.4.7.9 Lifeboats intended to be launched on board a ship shall be fitted with skids and external fenders necessary to facilitate the launching of the lifeboat and prevent damage to it.

4.4.7.10 A light bulb with a manual switch shall be installed. The light must be white with a continuous duration of at least 12 hours and an intensity of at least 4.3 cd in all directions of the upper hemisphere. If the light is flashing, it must give at least 50 but not more than 70 flashes per minute for 12 hours of intensity equivalent to a constant light.

4.4.7.11 A light bulb or other source of light shall be installed inside the lifeboat to provide at least 12 hours of illumination sufficient to read life saving instructions and operating instructions. However, the use of kerosene lamps for these purposes should not be allowed.

4.4.7.12 Each lifeboat shall be so constructed that from the helm station there is sufficient visibility forward, stern and on both sides to ensure safe launching and manoeuvring.

4.4.8 Supply of lifeboats

All lifeboat equipment required by this paragraph or anywhere in section 4.4 shall be lashed inside the lifeboat, stored in boxes or compartments, mounted on brackets or similar fasteners.

fixtures, or must be secured in another appropriate manner. However, if the lifeboat is lowered by hoists, the release hooks must not be secured so that they can be used to push the lifeboat away from the ship's side. Equipment must be secured in such a way that it does not interfere with abandonment operations. All lifeboat supplies should be, as far as possible, small and light in size, and they should be in a convenient and compact package. Except where otherwise specified, the normal equipment of each lifeboat shall include:

1 except for free-fall boats, a sufficient number of buoyant oars to keep the boat moving in still water. Each oar must be provided with a kochet type oarlock, a swivel oarlock or other equivalent device. Oarlocks must be fastened to the boat with pins or chains;

2 two rebate hooks;

3 floating scoop and two buckets;

4 instructions for saving life *;

5 luminous or appropriately illuminated compass. On fully enclosed lifeboats, the compass must be permanently installed in the helm station; in all other lifeboats, the compass must be in a binnacle if weather protection is required and must be fitted with appropriate attachments;

6 a buoyant anchor of sufficient size with a dreck capable of withstanding jerks, which provides a firm grip when wet. The strength of the floating anchor, drektov and niral, if provided, should be sufficient under all sea conditions;

* See Instructions for operations in lifeboats and rafts adopted by Organization resolution A.657(17).

7 two secure painters with a length not less than twice the distance from the lifeboat's stowage to the waterline at the ship's lightest seagoing draft, or 15 m, whichever is greater. In free-fall lifeboats, both painters must be in the bow of the boat, ready for use. On all other lifeboats, both bow painters shall be ready for use, and one of them shall be fixed to the release device in accordance with paragraph 4.4.7.7, and the other shall be firmly attached to the stem or close to it;

8 two axes, one at each end of the lifeboat;

9 watertight receptacles containing a total quantity of fresh water at the rate of 3 liters for each person of the number of persons allowed to be placed on a lifeboat, of which 1 liter of this rate per person may be replaced by water obtained from a desalination apparatus capable of producing a total amount of fresh water of water for two days, or 2 liters of this norm per person can be replaced by water obtained from a manual watermaker, as described in paragraph 4.4.7.6, capable of producing a total amount of fresh water for two days;

10 stainless steel bucket;

11 stainless steel graduated drinking vessel;

12 the food ration described in paragraph 4.1.5.1.18, with a calorie content of not less than 10,000 kJ per person allowed to be placed on the lifeboat; this food ration should be in breathable packaging and stored in a waterproof container;

13 four parachute rockets complying with the requirements of section 3.1;

14 six hand flares complying with the requirements of section 3.2;

15 two buoyant smoke signals in accordance with the requirements of section 3.3;

16 one waterproof electric torch suitable for Morse code signaling, with one spare set of batteries and one spare bulb in waterproof packaging;

17 one daytime signal mirror with instructions for its use for signaling ships and aircraft;

18 one copy of the table of life-saving signals referred to in regulation V/16 of the Convention, waterproof or in waterproof packaging;

19 one whistle or other equivalent sound signal;

20 a first aid kit in waterproof packaging, which can be tightly closed again after opening;

21 seasickness medicines sufficient for at least 48 hours and one hygiene pack for each person;

22 folding knife attached to the boat with a string;

23 three can openers;

24 two floating life rings attached to a floating line not less than 30 m long;

25 hand pump of adequate capacity, if the boat is not of a self-draining type;

26 one set of fishing accessories;

27 a sufficient number of tools to make minor adjustments to the engine and related devices;

28 portable fire extinguisher of an approved type, suitable for fighting oil fires*;

* See the revised Manual for Marine Portable Fire Extinguishers adopted by the Organization by resolution A.602(15).

29 searchlight with a horizontal and vertical beam sector of at least 6° and a measured light intensity of 2500 cd, which is capable of continuously illuminating for at least 3 hours;

30 effective radar reflector if the lifeboat does not have a radar transponder;

31 thermal protective aids complying with the requirements of section 2.5 sufficient for 10% of the number of persons permitted to be placed on the lifeboat or two, whichever is greater; And

32 for ships engaged on voyages of a nature and duration such that, in the opinion of the Administration, the items listed in paragraphs 4.4.8.12 and 4.4.8.26 are not necessary, the Administration may not require them.

4.4.9 Lifeboat markings

4.4.9.1 The number of persons in the lifeboat's approved capacity shall be clearly marked on the lifeboat in indelible ink.

4.4.9.2 The ship's name and port of registry shall be marked on each side of the ship in the bow in block letters of the Latin alphabet.

4.4.9.3 The means of identification - to which vessel the lifeboat belongs and its number - shall be marked in such a way that they are visible from above.

Collective ship life-saving appliances are means that can be used by a group of people and must provide reliable and safe rescue when the ship is listing up to 20 ° on any side and trim 10 °.

The boarding of people in life-saving appliances and the launching of the latter in calm conditions should not exceed in time:

10 minutes for cargo ships;
30 minutes - for passenger and fishing vessels.

Lifeboats and liferafts, as a rule, should be placed on the same deck, it is allowed to place liferafts one deck above or below the deck on which the lifeboats are installed.

A lifeboat is a boat capable of saving the lives of people in distress from the moment they leave the ship (Fig. 1). It is this appointment that determines all the requirements for the design and supply of lifeboats.

The number of lifeboats on board a vessel is determined by the navigation area, type, vessel and the number of people on board. Cargo ships of an unlimited navigation area are equipped with boats that provide the entire crew from each side (100% + 100% = 200%). Passenger ships are equipped with lifeboats with a capacity of 50% of passengers and crew on each side (50% + 50% = 100%).

Rice. 1 Lifeboats of closed and open types

All lifeboats must:

have good stability and buoyancy even when filled with water, high maneuverability;
ensure reliable self-healing on an even keel when capsizing;
have a mechanical engine with remote control from the wheelhouse;
be dyed orange.

The lifeboat must be equipped with a compression-ignition internal combustion engine:

the engine must run for at least 5 minutes from the moment of cold start, when the boat is out of the water;
the speed of the boat in calm water with a full complement of people and equipment must be at least 6 knots;
the fuel supply must be sufficient to run the engine at full speed for 24 hours.

If a ship has partially enclosed lifeboats, their davits shall be fitted with a hatchet with at least two life-sustaining pendants attached to it.

The buoyancy of the boat is provided by air boxes - sealed compartments filled with air or foam, the volume of which is determined taking into account that the heads of the people sitting in the boat are above the surface of the water, even if the boat is completely flooded.

Information about the capacity of the boat, as well as its main dimensions, are applied to its sides in the bow with indelible paint (Fig. 2), the name of the vessel, the port of registry (in Latin letters) and the ship number of the boat are also indicated there. The marking by which it is possible to establish the vessel to which the boat belongs, and its number must be visible from above.

Along the perimeter of the boat, under the fender and on the deck, strips of reflective material are glued. In the bow and stern parts, crosses made of reflective material are applied on the upper part of the closure.

Rice. 2 Lifeboat markings

An electric light bulb is installed inside the boat. The battery charge ensures operation for at least 12 hours. A signal light with a manual switch is installed on the upper part of the closure, giving a constant or flashing (50-70 flashes per minute) white light. The battery charge ensures operation for at least 12 hours.

Lifeboats for oil tankers have a fireproof design, equipped with a spray system that provides passage through continuously burning oil for 8 minutes, and compressed air that ensures the safety of people and the operation of engines for 10 minutes. The hulls of the boats are made double, they must have high strength, the wheelhouse must provide all-round visibility, the windows are made of fire-resistant glass.

To ensure the use of the boat by unqualified people (for example, passengers), in a clearly visible place near the engine controls, instructions for starting and operating the engine should be provided, and the controls should be appropriately marked.

All lifeboats, liferafts, rescue boats and launching appliances are visually inspected weekly to ensure they are always ready for use. All lifeboats and rescue boats must run for at least 3 minutes. Lifeboats, with the exception of free-fall boats, must be moved out of their stowed positions. The results of the check are recorded in the ship's log.

Every month, all lifeboats, with the exception of free-fall boats, fall out of their installation sites without people in the boat. Supplies are checked to ensure they are complete and in good condition.

Each lifeboat, with the exception of free-fall boats, is launched and then maneuvers on the water with a control command painted on it at least once every 3 months.

In the stowed position, the boats are mounted on davits (Fig. 3). The boat rests on one-sided keel blocks, which, for a tighter fit of the boat to the keel blocks, are equipped with felt cushions covered with canvas. The boat is secured with lashings with verb-hooks, which must be given away before launching.

Rice. 3 Securing the lifeboat on board

Preparing the boat for launch:

deliver to the boat the equipment and supplies necessary for survival after leaving the ship: a portable VHF radio station and a radar transponder beacon (Fig. 4), warm clothes, an additional supply of food and water, an additional supply of pyrotechnic signaling means;
spread the boat painters as far as possible in the bow and stern and securely fasten them to ship structures (bollards, ducks, etc.);
remove the railing of the landing deck;
prepare a storm ladder;
give lashings;
give stopper davits.

Rice. 4 Radar beacon transponder (SART) and man-portable VHF radios

The lifeboat must be equipped with a drain valve, which is installed at the bottom of the bottom of the boat to release water. The valve automatically opens when the boat is out of the water and closes automatically when the boat is afloat. When preparing the boat for launching, the valve must be closed with a cap or plug.

Boarding the boat. Depending on the design of the ship, boarding in boats is carried out either at the places of their installation, or after they are dumped and when lowered to the landing deck (Fig. 5).

Boarding a lifeboat is carried out only on the order of the commander of the life-saving equipment or other responsible officer. People get into the boat, following the order established by the commander of the boat. First of all, the members of the launch team, assigned to assist in boarding the boat and ensuring the descent, go into the lifeboat. Then people who need help with landing pass: the wounded and sick, children, women, the elderly. The last place is taken by the commander of the rescue vehicle.

For landing, you need to use the bow and stern hatches of the boat. The boat commander directs the placement of people so that their weight is evenly distributed over the entire area of the boat. The survivors must take their places in the boat, fasten their seat belts and follow the commander's orders.

To ensure the landing of people with the help of a ladder, each boat in the area of \u200b\u200bits installation has a landing ladder, the bowstrings of which are made of a manila cable with a thickness of at least 65 mm, and the balusters are made of hardwood with a size of 480 x 115 x 25 mm. The upper end of the ladder should be fixed in its regular place (under the boat), and the ladder itself should be folded up, always ready for use.

Rice. 5 Boarding the crew and launching the boat

Launching the boat. The dumping of the boat occurs only under the action of gravity and is carried out with the help of boat hoists (Fig. 6). By command:

give the folding parts of the rotary keel blocks (if they are provided for the installation of the boat in the stowed position) and the lashings holding the boat;
release the stoppers of the davits, protecting against accidental descent of the boat;
acting with the hand brake of the boat winch, they set the davits in motion, take the boat overboard and lower it to the level of the landing deck;
fix the running ends of the falls of the sloops, start the pull-up device and with its help press the boat to the side;
choose a tight fallini and fix them.

Uniform etching of the bow and stern hoists is achieved by the fact that both falls are fixed on the drum of one boat winch (Fig. 7). The boat should be lowered so that it sits in the hollow between the waves. When the boat is on the crest of a wave, it is necessary to separate it from the hoists by operating the lifting hook control device.

Lopari - steel cables attached to the boat at its extremities and carried out to the winch, designed to lower and raise the boat. Lopari should be periodically tired.

In order to exclude the possibility of launching the boat until it is completely thrown overboard, there is a horn on the davit, on which the earring of the movable block of davits is hung. The length and shape of the horn is chosen in such a way that the movable block falls off it only at the lower limit position of the davit.

The launching of the boat on hoists can be controlled both from the deck of the vessel and from the boat. This allows, under favorable weather conditions, not to leave the descent support team on board.

Rice. 6 Lifeboat launch: 1 - davit; 2 - Lapp; 3 - sloops; 4 - painter

Rice. 7 Boat winch

The lifeboat release mechanism is a device by which the lifeboat is connected to or released from the falls when being launched or taken aboard. It includes a hook block and a drive mechanism (Fig. 8).

Rice. 8 Disconnect devices

The mechanism must provide separation in two ways: normal (without load) and under load:

normal - the hooks are released only when the boat is completely on the water, or when there is no load on the hooks, and manual separation of the sloop toe and hook toe is not required. To prevent disengagement in the presence of a load on the hooks, a hydrostatic blocking device is used (Fig. 9). When lifting the boat out of the water, the device will automatically return to its original position;
under load (emergency release) - the hooks are released by repeated, deliberate and prolonged actions, which should include the removal or shunting (bypassing) of the safety interlocks designed to prevent premature or unintentional release of the hooks. This way of overcoming blocking must have special mechanical protection.

Rice. 9 Lifeboat release mechanism with hydrostatic locking device

The crew members remaining on board the vessel descend into the boat with the help of a ladder, pendants with musings or a net. The boat at this time is held at the side of the vessel on the falines.

After landing all people need:

close all hatches from the inside and open ventilation openings;
open the fuel cock and start the engine;
give up the fallini (in extreme cases, they are cut with axes located at the ends of the boat), and the boat moves away from the ship. It is recommended to keep the fall-ni, because they may still be needed.

If it is not possible to launch part of the life-saving equipment, the captains of the boats and rafts will organize the redistribution of people so that the remaining boats and rafts are loaded evenly.

Supply of boats (Fig. 10). Each lifeboat must be equipped in accordance with the requirements of the International Convention SOLAS-74, including:

on rowing boats, one floating oar per rower plus two spare and one helmsman, on motor boats - four oars with oarlocks attached to the boat hull with pins (chains);
two rebate hooks;
floating anchor with a cable length equal to three lengths of the boat, and a guy attached to the top of the anchor cone;
two painters with a length of at least 15 meters; two axes, one at each end of the boat for cutting painters when leaving the ship;
food ration and supply of drinking water 3 liters for each;
stainless ladle with shtert and stainless graduated vessel;
fishing equipment;
signal means: four red parachute rockets, six red flares, two smoke bombs, an electric flashlight with a Morse code signaling device in a waterproof design (with a set of spare batteries and a spare bulb), one signal mirror - heliograph - with instructions for its use , signal whistle or equivalent signal device, tables of life-saving signals;
floodlight capable of continuous operation for 3 hours;
first aid kit, 6 seasickness tablets and one hygiene bag per person;
a folding knife attached to the lifeboat with a pin and three can openers;
hand drain pump, two buckets and scoop;
fire extinguisher for extinguishing burning oil;
a set of spare parts and tools for the engine;
radar reflector or ;
binnacle with compass;
individual heat-protective means in the amount of 10% of the passenger capacity of the boat (but not less than two).

Rice. 10 Lifeboat inside

Free fall boats (Fig. 11). The hull of the boat has a stronger structure and well-streamlined smooth lines that prevent a strong impact when the boat enters the water. Since overloads occur when hitting water, special seats are installed in the boat with shock-absorbing pads.

Rice. 11 Free fall boat design

Before the boat leaves the ramp, the crew must securely fasten themselves with seat belts and a special head restraint. Free fall boats guarantee the safety of people when falling from a height of up to 20 meters.

Free-fall boats are considered the most reliable life-saving equipment that ensures the evacuation of people from a sinking ship in all weather conditions.

Standby lifeboat (Fig. 12). This is a type of lifeboat designed to rescue people from the water and to collect lifeboats and rafts.

The advantage of a rescue boat is the speed and reliability of launching and recovering on board on the move with little roughness. A powerful stationary or outboard motor provides a speed of at least 8 knots and allows you to quickly examine the area where a person has fallen overboard, pick him up and deliver him to the ship. The rescue boat is capable of performing rescue operations in stormy conditions and with limited visibility. The duty boats are in constant readiness. Preparation and descent of the boat are made in 5 minutes.

The boat provides a place for transporting the rescued person in the supine position. The propeller is protected to prevent injury to people at sea.

Rice. 12 Standby lifeboat

life rafts

A life raft is a raft capable of saving the lives of people in distress from the moment they leave the ship (Fig. 13). Its design must be such as to withstand the influence of the environment afloat for at least 30 days under any hydrometeorological conditions.

Rafts are made with a capacity of at least 6 and usually up to 25 people (rafts with a capacity of up to 150 people can be found on passenger ships). The number of rafts is calculated in such a way that the total capacity of the life rafts on each side is sufficient to accommodate 150% of the total number of people on board.

Rice. 13 Installation of PSN on board ship

On ships where the distance from the bow or stern to the nearest raft exceeds 100 m, an additional raft must be installed. At least 2 vests and 2 wetsuits must be stored nearby, and there must also be landing aids on each side (boarding ladders on high-sided vessels, life-saving pendants with musings on low-sided vessels).

The total mass of the raft, its container and equipment must not exceed 185 kg, unless the raft is intended to be launched by an approved launching device or it is not required to be carried from side to side.

According to the method of delivery to the water, life rafts are divided into those launched by mechanical means (using rafts) and dumped. Launchable rafts are installed mainly on passenger ships, since boarding in them is carried out at deck level, which is a great advantage in rescuing passengers who may find themselves in a wide variety of physical and mental conditions.

The main distribution, due to its compactness, received inflatable rafts (PSN - inflatable life raft).

The main elements of a life raft are (Fig. 14):

buoyancy chamber (provides buoyancy for the raft);
the bottom is a waterproof element that provides insulation from cold water;
An awning is a waterproof element that provides insulation of the under-tent space from heat and cold.

Rice. 14 Inflatable life raft

The buoyancy chamber of an inflatable raft consists of at least two independent compartments, so that if one compartment is damaged, the remaining compartments can provide a positive freeboard and keep the staff and supplies afloat. Usually, the compartments are arranged in rings one above the other, which makes it possible not only to provide sufficient buoyancy, but also to preserve the area for accommodating people if one compartment is damaged.

To ensure that the working pressure is maintained in the compartments, valves are installed for manual pumping with a pump or bellows.

The task of thermal insulation of the under-tent space is usually solved by installing an awning consisting of two layers of waterproof material with an air gap. The outer color of the tent is orange. To install an awning in inflatable rafts, arch-type supports are made, which automatically inflate together with the buoyancy chamber. The height of the tent is made such that a person can be in a sitting position in any part of the tent space.

The tent should have:

at least one viewing window;
device for collecting rainwater;
a device for mounting a radar reflector or SART;
stripes of white reflective material.

A signal light is installed on the top of the awning, which automatically turns on when the awning is opened. The battery charge ensures operation for at least 12 hours.

An internal light source with a manual switch is installed inside the raft, capable of continuous operation for at least 12 hours.

A lifeline is attached to the outer perimeter of the buoyancy chamber of the raft, helping to get to the entrance. A lifeline is also installed along the inner perimeter to help people stay during a storm.

Entrances to life rafts are equipped with special devices that help people climb out of the water into the raft. At least one of the water level entrances must have a landing pad. Entrances that are not equipped with a landing platform must have boarding ladders, the lower step of which is at least 0.4 meters below the waterline.

Pockets filled with water are installed on the bottom of the inflatable raft around the perimeter. They are hanging down bags with holes in the upper part. The holes are made large enough that within 25 seconds after the raft is in the open state on the water, the pockets are filled to at least 60%.

Pockets perform two functions:

provide stability, which is especially important during a storm, when the open raft is on the water without people;
the open raft has a very large surface windage compared to the submerged part, which leads to a strong wind drift. Water-filled pockets significantly reduce the wind drift of the raft.

To inflate the raft, a cylinder with non-toxic gas is attached to its bottom, closed with a special starting valve, which opens when the starting line attached to it is pulled. When the starting valve is opened, the gas fills the compartments within 1 - 3 minutes.

The length of the starting line is at least 15 meters. Launch line:

used to open a valve on a gas cylinder;
used to hold the raft at the side of the vessel.

PSN installation. On the ship, the PSN (inflatable life raft) is stored in a plastic container consisting of two halves, hermetically connected and fastened with bandage tapes (Fig. 15).

The strength of the tapes, or links connecting the ends of the tape, is calculated for rupture from the internal gas pressure when the raft is inflated.

The container with the raft is mounted on a special frame, pressed against it by a lashing, brought to the recoil device.

Rice. 15 Scheme of fixing the PSN to the vessel: 1 - lashings; 2 - verb-gak; 3 - starting line; 4 - hydrostat; 5 - weak link; 6 - bandage tape

The launching device of life rafts must ensure safe launching of the raft with a full set of people and equipment with a list of up to 20 ° on any side and a trim of up to 10 °.

The installation of the raft provides for two ways to release from the lashing - manual and automatic.

To manually release the raft from the nayto-wa, it is enough to drop the fixing link from the verb-hook. There are devices in which the lashing is released by turning a special handle, as a result, the pins holding the root ends of the lashing are pulled out. Such a device is used when several rafts are placed on the same frame one after the other. This design provides for both successive release of rafts, and the release of all rafts by turning one handle.

To automatically release the raft when the vessel is submerged, a hydrostat is switched on in the uncoupling device - a device that releases lashings at a depth of no more than 4 meters.

According to the principle of operation, hydrostats are of the uncoupling type and the cutting one.

In a cutting-type hydrostat, the spring-loaded knife is initially held by a locking pin fixed to a spring-loaded membrane (Fig. 16). The space above the membrane is hermetically sealed, so when immersed in water, the pressure begins to rise only under the membrane. The stiffness of the spring holding the membrane is calculated so that at a depth of up to 4 meters, external pressure will press the membrane and release the knife. The compressed spring of the knife, after being released, straightens sharply, and the rope loop holding the lashings is cut with a blow of the knife.

Rice. 16 Cutting type hydrostat

Uncoupling type hydrostat (Fig. 17). The cases of disconnecting type hydrostats are quite diverse, but they all use the mechanical principle of disconnection when a predetermined pressure on the sensitive element is reached. The body of this hydrostat is divided by a membrane into two chambers, one of which is sealed, and the second can receive water when immersed.

The detachable head, to which the lashing is attached, is held from the inside by a locking device mechanically connected to the membrane.

The stiffness of the spring holding the membrane is designed to release the detachable head of the hydrostat under water pressure, which will lead to the release of the raft from the lashing.

Rice. 17 Structure of the decoupling type hydrostat

When the ship is immersed, the container with the PSN floats up, while the launch line is pulled out of the container. The launch line is connected to the vessel through a weak link. The breaking strength of the weak link is sufficient to pull the launch line out of the container and open the launch valve. With further tension, the weak link breaks and the raft is released from attachment to the ship's side.

There are designs where the weak link is part of the root end of the starting line itself. The strength of the weak link is small enough to keep the raft against the side in strong winds and waves. Therefore, in case of manual recoil, the first thing to be done before lashing recoil is to select a small section of the launch line from the container and securely tie it above the weak link to the vessel structure (isolate the weak link). If you do not tie the launch line in the area of normal strength, then the raft will be torn off and carried away.

The weak link is visually easy to distinguish: it can be a thinner insert into the starting line or an incision on the line.

Launching and boarding life rafts

Brief instructions for getting the raft operational and boarding are affixed to the raft's container and near the installation site.

Before boarding the inflatable life raft, the raft commander seizes knives, screwdrivers and other piercing and cutting objects from the escaping.

The procedure for launching the PSN on the water and landing in it provides for the following actions:

release the knights;
push the raft overboard. For a high-sided vessel, it is not recommended to drop the raft when heeling over 15 ° from the side that has left the water. Jumping to the water without touching the side is unlikely in this case, and slipping on the board that has come out of the water, overgrown with shells, can lead to serious injuries;
pull the launch line out of the container and pull hard;
pull the opened raft to the side and fix the line;
If the raft has opened upside down, then there are special straps on the bottom of the raft, holding which with your hands and resting your feet on the edge of the bottom, you can turn the raft to its normal position. Since the raft has a large windage, before turning it over, it must be turned so as to be on the leeward side. In this case, the wind will help turn the raft over;
move into the raft, trying to get into it with a su-him;
you can jump on a raft from a height of up to 4.5 meters, if you are sure that there are no people in it;
you can go down the ladder;
you can go down the rescue pendant with musings;
you can jump into the water next to the raft, and then climb into the raft;
help other survivors climb into the raft (use a life ring with a line from the raft's emergency supply).

After all the escaping are on a raft or in the water (Fig. 18), but holding on to the lifeline of the raft, it is necessary to move away from the sinking ship to a safe distance, for which you need:

cut off the launch line. The knife is in a pocket on the canopy of the raft at the place where the line is attached;
choose a floating anchor;
pull up the water pockets, for which it is necessary to pull the pin, which is attached to the bottom of the pocket, then squeeze the water out of the pocket, press the pocket to the bottom and fix the pin in this state;
use emergency oars.

Rice. 18 In a life raft and on the water

Being close to the boat is dangerous for the following reasons:

the formation of a funnel when the ship is submerged under water;
the possibility of an explosion in case of fire;
surfacing from a sinking ship of large floating objects;
the possibility of boarding the ship.

After moving to a safe distance, all rescue equipment must be united and held at the place of the shipwreck. Combining rescue equipment allows you to:

evenly distribute people, water, food, etc.;
more rational use of signaling means;
more rational distribution of human resources for the performance of work (watch keeping, fishing, etc.).

The organization of the search and rescue operation will begin from the coordinates of the place of the death of the vessel, therefore, in order to reduce wind drift, it is necessary to place floating anchors and lower water pockets.

Life raft supplies:

2 floating oars;
drainage means: floating scoop and 2 sponges;
2 floating anchors, one of which is permanently attached to the raft, and the second is a spare. Immediately after opening a drop-type raft, the attached floating anchor opens automatically;
a special clumsy knife without a piercing part with a floating handle. The knife is in a pocket near the attachment point of the starting line to the raft;
life ring with a floating line not less than 30 meters long;
repair kit for sealing punctures: glue, plugs and clips;
3 can openers;
scissors;
hand pump or bellows for pumping the raft;
canned drinking water at the rate of 1.5 liters per person;
food ration at the rate of 10,000 kJ per person;
first aid kit;
seasickness tablets with a duration of action of at least 48 hours per person;
one hygiene bag per person;
fishing equipment;
heat protective equipment in the amount of 10% of the estimated number of people, but not less than 2 units;
instructions for saving life on life rafts.

Signaling means:

radar beacon - transponder (SART);
VHF portable radio station;
4 red parachute rockets;
6 red flares;
2 floating smoke bombs;
electric waterproof flashlight;
signal mirror (heliograph) and signal whistle.

Auxiliary rescue equipment

Storm ladders. Each descent site or each two adjacent descent sites must have a landing ladder. If a different approved lifeboat or liferaft access device is installed at each launch site for the collective survival craft, there must be at least one ladder on each side.

Marine evacuation system (MES) is a means for quickly moving people from the landing deck of the vessel to lifeboats and rafts on the water (Fig. 19).

The marine evacuation system is stored packed in a container. It must be installed by one person. Bringing it into working condition is similar to actions with PSN - dropping or launching; pulling and jerking the starting line; fastening on the draperies at the side.

The system consists of a guiding device such as an inflatable chute or ramp and an inflatable platform that functions as a floating berth. Going down the slope to the platform, people move to a raft or boat moored to it.

The total number of people for which the system is designed must be evacuated to life rafts from a passenger ship within 30 minutes from the moment the signal to leave the ship is given, and from a cargo ship - within 10 minutes.

In general, the MES is not a mandatory life-saving device.

Rice. 19 Maritime evacuation system

Line throwing devices (Fig. 20). Each vessel must have a line-throwing device capable of throwing the line with sufficient accuracy. The kit includes:

at least 4 rockets, each of which provides a line throwing at a distance of at least 230 meters in calm weather;
at least 4 lines with a breaking force of at least 2 kN;
pistol or other device for launching a rocket.

Rice. 20 Line throwing devices

1.4. Closed lifeboat project 02340. (not tanker).

1. Boat hull arrangement.

1). Fiberglass outer shell 8 mm thick, filler (rigid polyurethane foam) and inner 4 mm thick.

2). Two onboard hatches for boarding / disembarking the crew and passengers and receiving people from the water.

2. Coxswain:

Swivel chair with seat belts

Diesel control station on the left side (handle: forward - neutral, forward, backward - reverse)

Nozzle steering wheel with rudder

Hook control handle

Boat Electrical Switch - Left

magnetic compass

Dashboard of instrumentation and signaling devices of diesel engine.

3. Helm hatch cover:

Headfire lantern

Searchlight

Bushing for cable entry of remote control winch.

4. The left side of the wheelhouse has a connector for the input of the onboard network cable, the aft wall of the wheelhouse has a bracket for the radar reflector.

5. 15 seats for crew and passengers.

7. Engine compartment and shafting - in the stern of the boat.

8. Manual bilge pump - on the aft wall of the boat.

9. Boxes for storing property - in the bow of the boat.

10. Side collars for collecting rainwater.

11. On the side walls of the slide, and inside the mechanisms of their return (handles).

A lifeboat is a lifeboat capable of saving the lives of people in distress from the moment they leave the ship. It is this appointment that determines all the requirements for the design and supply of lifeboats.

According to the method of delivery to the water, lifeboats are divided into mechanically launched and free-fall.

Regardless of design differences, all lifeboats must:

have good stability and buoyancy even when filled with water, high maneuverability
provide reliable self-healing on an even keel when capsizing
have a mechanical engine with remote control from the deckhouse, ensuring the speed of the boat in calm water with a full complement of people of at least 6 knots and a propeller protected from accidental impacts
be dyed orange

Lifeboats for oil tankers have a fireproof design, equipped with systems:

irrigation, providing passage through continuously burning oil for 8 minutes
compressed air, ensuring the safety of people and the operation of engines for 10 minutes
boat hulls are made double, they must have high strength
cabin should provide all-round visibility, portholes are made of fire-resistant glass

The lifeboat must be equipped with a compression-ignition internal combustion engine:

the engine must run for at least 5 minutes from the moment of cold start, when the boat is out of the water
the speed of the boat in calm water with a full complement of people and equipment must be at least 6 knots
the fuel supply must be sufficient to run the engine at full speed for 24 hours

To ensure that the boat can be used by unqualified people (for example, passengers), instructions for starting and operating the engine should be provided in a clearly visible place near the engine controls, and the controls should be appropriately marked.

If a ship has partially enclosed lifeboats, their davits shall be fitted with a hatchet with at least two life buoys attached to it.
Toprik- a cable stretched between the ends of the davits.
Rescue pendant- a vegetable or synthetic rope with musings (knots) used as an emergency means for launching from a vessel into a boat or into the water.

Information about the capacity of the boat, as well as its main dimensions, are applied to its sides in the bow with indelible paint; the name of the ship, the port of registry (in Latin letters) and the ship's boat number are also indicated there. The marking by which it is possible to establish the vessel to which the boat belongs, and its number must be visible from above.

The boat must either be self-draining or have a hand pump to remove the water.

The lifeboat must be equipped drain valve. A drain valve (one or two depending on the size of the boat) is installed at the bottom of the bottom of the boat to release water. The valve automatically opens when the boat is out of the water and closes automatically when the boat is afloat. Usually this task is performed by a float type valve. When the boat is stored on board, the drain valve must be open to allow any water that has entered the boat to drain. When preparing the boat for launching, the valve must be closed with a cap or plug.

Boats lowered on hoists are equipped with a release mechanism, which is designed in such a way that both hooks are released simultaneously. In this case, the uncoupling mechanism provides for two ways of uncoupling:

normal - disconnection occurs after the boat is launched into the water, when the load on the hooks disappears
under load - when disengagement can be carried out both on the water and on weight in the presence of a load on the hooks.

An electric light bulb is installed inside the boat. The battery charge ensures operation for at least 12 hours.

A signal light with a manual switch is installed on the upper part of the closure, giving a constant or flashing (50-70 flashes per minute) white light. The battery charge ensures operation for at least 12 hours.

Lifeboats with an independent air supply system must be designed so as to ensure normal engine operation for at least 10 minutes with closed entrances and openings. At the same time, the air must remain safe and breathable.

Fireproof lifeboats must ensure the safety of the people in them for at least 8 minutes, being on the water in the zone of fire covering it from all sides, and the air temperature at the level of the head of a sitting person should not exceed 60 ° C. Typically, such boats are equipped with a water spray system to increase fire resistance. Outboard water is used for irrigation. The water intake device of the system is located in the lower part of the boat in such a way as to prevent flammable liquids from entering the system from the surface of the water.

The vertical distance between the flooring of the bottom and the inner surface of the closure or canopy extending over 50% of the area of the bottom should be:

not less than 1.3 m - for lifeboats with a capacity of 9 people or less
not less than 1.7 - for lifeboats with a capacity of 24 people or more
not less than a distance calculated by linear interpolation between 1.3 and 1.7 m for lifeboats with a capacity of 9 to 24 persons.

Lifeboat capacity

Lifeboats with a capacity of more than 150 people are not allowed.

The number of persons permitted to be placed in a lifeboat to be launched on a hoist must be the lesser of the following numbers:

number of persons, with an average mass of 75 kg, who can sit in a normal position at , without interfering with the lifeboat's means of propulsion and any of its equipment
the number of seats that can be equipped on banks and seats. The seating areas may overlap, provided that there is sufficient legroom and footrests, and the vertical distance between the upper and lower seat is at least 350 mm.

Each seating position must be clearly marked in the lifeboat.

Lifeboat access

Each lifeboat of a passenger ship must be arranged and located in such a way that all people assigned to the lifeboat can quickly board it. It should also be possible to quickly disembark people from the lifeboat.
Each lifeboat of a cargo ship must be arranged and located in such a way that all people assigned to the lifeboat can board it within no more than 3 minutes from the moment the command to board is given. It should also be possible to quickly disembark people from the lifeboat.
Lifeboats must have a boarding ladder that allows persons in the water to climb into the lifeboat and which can be used for any of its boarding entrances. The bottom step of this ladder shall be at least 0.4 m below the lifeboat's light waterline.
The lifeboat must be designed so that helpless people can be lifted on board the lifeboat both from the water and on a stretcher.
All surfaces that people can walk on must be non-slip.

For more details on the requirements for lifeboats, see the International Life-Saving Appliances Code, chapter IV "Lifeboats and rafts"

In port cities, among the pleasure and tourist amateur ships, you can always see a lot of boats, and even yachts, converted from ship boats that have served their time. Most of them hung on davits for ten or fifteen years; they were warmed by the tropical sun, covered with an ice crust in the northern seas, thrown by a wave against the side of the ship, poured with showers, and now the stern inspector of the Naval Register finds defects during the next survey of life-saving appliances, the boat can no longer be considered absolutely reliable.

But the crew of the ship in the event of an accident will be forced to trust her with their lives! And this can happen in the most difficult conditions - in a stormy sea, far from the coast, or vice versa - on a cruel breaking wave. There are doubts about the reliability - it means that the naval service is over! (and many boats are generally “written off” ashore only because they are being replaced with more advanced ones - plastic, motor ones.)

In a calm environment - on a river or in a bay - the same old boat, turned into a pleasure craft by an amateur, can still serve for many years. The new owner of the lifeboat may leisurely make repairs that are not permitted or deemed unreasonable for the ship's life-saving appliances. For example, to eliminate the water leakage of the dried skin by pasting the body with fiberglass; change worn trim belts; install duplicate frames next to the cracked ones.

It's worth the work! After all, having repaired a decommissioned boat, an amateur shipbuilder receives a obviously seaworthy and durable hull with a large internal volume, which can be rationally used to equip a comfortable cabin and all the necessary premises of a displacement pleasure-tourist vessel.

It will take much less materials to purchase than when building a new ship. All work can be performed outdoors - under any cover or canopy, and most importantly - work on the interior fittings no longer requires such a high qualification of the performer as the construction of the building itself. However, it would be a mistake to think that a person who, on his own, converts a boat into a boat (or, moreover, a yacht) does not encounter difficulties.

There are many. They are explained by the specific purpose of the lifeboat, which should, first of all, accommodate as many people as possible in case of an accident (this is not up to convenience!) And give them the opportunity to hold out until the rescuers approach (it is not required to develop high speed!).

Now you have to remove the transverse and longitudinal banks, air boxes; close the bow with a deck and mount the wheelhouse; take care of ensuring sufficient draft and deepening of the propeller with a relatively small load that a pleasure boat will have; it is not uncommon for the hobbyist to adapt a purely rowboat to fit the engine and fuel tanks.

The number of design problems increases dramatically if you want to get a motor-sailing vessel: it is far from easy to ensure stability and good controllability when sailing, to achieve a decrease in drift on sharp courses. How are these problems solved by amateur shipbuilders? This is the subject of our next review.

0 conversion of old boats into yachts was reported in the 30th edition of the collection (“Asmodeus” from a 6.7-meter boat and “Au-ra” from a 7.8-meter work boat), 9th edition (a yacht from a 10-meter longboat), 3rd edition (a yacht from a 6.1-meter yal-"six"). Two options for converting the "six" into a boat and a motor-sailing vessel are considered in the 5th issue. Articles will also be useful: “A boat must be beautiful” (issue No. 7), “Motor-sailing yachts” (issue No. 9), “Slow boats” (issue No. 18) and other materials.

Former naval boats (yawls) also quite often begin a second life, falling into the hands of amateur shipbuilders. In 1969, the Irkutsk Marine Club DOSAAF handed over to M. A. Zubovich for restoration the YAL-6, produced in 1955, which had served its time. Time had its inexorable effect on the hull of the boat: many frames were broken, the skin boards cracked.

Old rusty patches and remove a thick layer of putty and paint accumulated over many years of operation (no scraping helped, the paint was annealed with a blowtorch). The entire outer surface of the body was sanded, and then pasted over with fiberglass in three layers.

In the felling area, three frames with a section of 50 X 60 were additionally installed in the boat hull at a distance of a meter from one another. The upper ends of the top-timbers protruded 450, 375 and 300 mm above the fender, thus forming the basis for the installation of longitudinal coamings of the cabin.

The felling beams are cut into a spike on the protruding ends of the frames and fixed with bakelized plywood brackets on galvanized screws. Beams and frames under mast standers are reinforced. M.A. Zubovich removed the second and third banks, which were within the cabin.

In a cabin with dimensions of 1.8 × 2.0 m, he installed two locker-seats, between which there is a passage with a width of 350 mm in the bow and 550 mm in the stern. The floor covering the hold in this passage rises to the level of the seat at night and a solid couch is obtained, on which its entire crew of four can freely fit across the boat.

On a foundation of wooden beams, a stationary engine "L-12" is installed, the long-term operation of which on many slow-speed boats has created a stable reputation for reliability and economy. Outboard water is supplied to the cooling system by pressure from the injection surfaces of the propeller blades. Hot water, before being thrown overboard, is passed through a radiator that heats the cabin in the autumn.

The engine is closed on top with two hinged covers, which serve as the aft deck. The engine shaft is connected to the propeller shaft through the lift cardan from the ZIL-585 dump truck. The shaft is brought out beyond the transom 275 mm above the keel line. The screw is protected from below by a spur (ski) made of a steel channel; the steering wheel bearing is fixed on it. Thanks to this, both the propeller and the rudder remain intact when the ship is grounded.

A generator with a relay-regulator from a Moskvich car is mounted on the engine, powered by a 12 V battery. The device allows you to power the lighting system and navigation lights, a receiver and a tape recorder. (The generator was installed according to the drawings and materials given in No. 9 of the collection.)

The bow compartment - from the stem to the first can, is closed by a sealed bulkhead and is used to store sails. The mast is placed on a metal stand on the roof of the cabin. The standard armament of the yawl has been replaced by more efficient armament from the Flying Dutchman class dinghy, however, when tacking under sails, the boat has a strong drift, since the area of lateral resistance of the underwater part is insufficient.

Since the "Wind Rose" is a motor-sailing vessel, such a disadvantage, according to M. A. Zubovich, can be put up with. The ship goes well in the backstay and jibe. Considering that the vessel is used for navigation on Lake Baikal, where it is sometimes very difficult to find fuel, the possibility of using sails on one passing course already seems to be a considerable advantage - it allows you to save gasoline, and sometimes just take a break from engine noise.

Here is what M. A. Zubovnch says about his first trip to the Wind Rose:

“It was back in 1968. We went out into the lake in calm weather, leading the Kazanka in tow, loaded with fuel and other equipment. The crew consisted of four people. With all this, the average speed under the engine was about 7 knots, which suited us perfectly.

In long-distance hiking trips, the main thing is reliability and safety! Two hours later, a light southeast wind blew - a kultuk. The wind picked up quickly. They set the sails and turned off the engine - the boat was heading north at a speed of about 5 knots. Ten hours later we were on the way to Peschanaya Bay.

At the crossing, we had to use a patent reef, reducing the area of the grotto, since we were heeling heavily during gusts of wind. The ship, even when heeled, did not take on water. We passed the next stage to the Olkhon Gates under the motor: we could afford such a “luxury”, since there is a gas station in the village.

Having stocked up with gasoline there, they headed for Nizhne-Angarsk. A distance of 600 km was covered in six days. And in total, about 2000 km were covered during the first voyage. In order to save fuel, the slightest possibility of sailing was used. In the course of many years of operation, the Wind Rose has shown excellent seaworthiness.

The use of a sailing rig in combination with a motor allows for very interesting voyages over long distances.” M. A. Zubovich used highly efficient sailing equipment from a modern racing dinghy, however, on a ship not equipped with any devices to counteract lateral drift - drift, of course, it was not possible to realize the high qualities of Bermuda sails.

Moreover, the high windage with armaments of this type also led to the appearance of a large roll when the wind increased. (It can be noted that as a result of the alterations, the stability of the boat has deteriorated: the deck in the bow, the design of the wheelhouse, the gas tank of a solid capacity - are located high and accordingly increased the center of gravity of the vessel.)

Therefore, for such cases of using sails as an auxiliary means - mainly in fair winds - more convenient armament with latin, gaff or guari sails is strongly recommended. These sails have a lower center of wind pressure than Bermuda sails of equal area; accordingly, the ship will list less in a fresh wind.

The advantages of hafel and rake weapons are also a lighter spars and a lower mast height; this not only simplifies the manufacture of the mast, but is also important when sailing on inland waterways, when you have to pass under numerous bridges and power lines.

Generally speaking, on motor-sailing. ships sailing mainly along rivers can be content with an even simpler type of weaponry - with a straight sail briefcase. All the same, sailing against the wind and current is tedious, and sometimes simply impossible; on fair winds, a brief is also good.

The direct sail device is quite well known. Ray is lifted by a halyard fixed to its middle with the help of a rax-yoke sliding along the mast. To set the sail at the right angle to the center plane of the vessel, braces are used, drawn from the cockpit to the ends - the legs - of the yard, and sheets, which, for ease of sail control, are best carried out, as shown in the sketch.

In its middle, the sheet is attached to the lower corner of the sail, one end (it is, strictly speaking, a tack) is passed through a guide shoe or block located at the side in front (about 0.5-0.7 m) of the mast, the other end (actually sheet) - through the same butt behind the mast. On the windward side, the “tack” wraps around the front leech of the sail, and on the leeward side, the “sheet” is selected so that the sail does not rinse with the wind.

The shrouds with such armament should be sufficiently carried aft so that they do not interfere with the turn of the yard and more reliably unfasten the mast from behind. Along the way, a few recommendations for choosing the size of the brief. The mast is usually made with a height (from the deck or deckhouse roof) approximately equal to half the length of the boat. The width of the sail along the luff is taken equal to the width of the vessel, and the upper (along the yard) may be somewhat larger.

On the "Windrose" quite a lot of space is occupied by the "engine room" - the engine is installed far from the sternpost. It would be possible to move it a little aft and gain additional cockpit area if the author applied a different foundation design.

An original solution is offered by E. K. Likhushin (from Kuibyshev), who also used the body of the old "six". Since it is very narrow in the stern itself, it turned out to be impossible to install the engine on the longitudinal sub-engine bars in the usual way. E. K. Likhushin fixed these bars to the frames not lower, as usual, but above the engine paws in a plane parallel to the waterline.

The horizontal angle between the bars was about 30°, and the space between them was sufficient to accommodate the engine. The engine paws are supported on two welded trapezoidal brackets (made of steel squares) fixed on the longitudinal bars.

The aft seat had to be lengthened forward by 150 mm; for servicing the motor, a hatch is cut in it, closed by a lid; here, under the seat, there is also a gas tank. E. K. Likhushin retained the standard rudder blade. It was necessary to cut it (as well as the stern beam) to accommodate the screw quite a bit. This was possible thanks to the displacement of the steering pins from the stem.

As a good example of solving the issues of architecture and interior layout of yachts equipped from lifeboats, one can name a 5.5-meter yacht built by Leningrader M. N. Bogdanov (general drawings were developed by A. B. Karpov). The sides of the boat are built on with a wide belt made of bakelized plywood: at the stem the width of this belt is 300 mm, in the stern - 360 mm. The upper part of the cabin is designed as a forecastle - a superstructure that extends from side to side along the entire width of the hull.

The side walls of the superstructure are installed with an inclination of 8-10 ° inward; at the extremities they are vertical and are attached to the bars with which the stems are built up. The result was a spacious, wide cabin with a sufficient clear height (1.3 m) with a slender silhouette of the yacht. Aesthetic perception is subject to the coloring of the superstructure in a dark color, which differs from the color of the side; a powerful oak collar also separates these surfaces, visually reducing the overall height.

Another advantage of the variant with a forecastle is a spacious, comfortable deck for work and rest. The mast step is supported by a semi-bulkhead dividing the internal volume into two rooms - two cabins. The bow cabin has a wide double sofa, and wardrobes are located to the side of it on the starboard side. The cover of the forluka (its size is 500×400 mm) is made of thick Plexiglas.

In the layout of the aft cabin, the designer also departed from the traditional symmetrical arrangement of sofas. On many lifeboats, the keelson, which is laid in the DP on top of the frames, protrudes above them and above the payolas to a height of up to 100 mm and, with a symmetrical layout, is underfoot; usually the height of the cabin because of this has to be further increased.

In this case, the keelson does not create any inconvenience, since it turned out to be on the side of the main passage. The table on the left side can be lowered to the level of the seats to form a one-and-a-half place. The cockpit is self-draining (since its bottom is only 200 mm above the waterline, the drain scuppers must be fitted with non-return valves, such as float type).

The engine is installed in the afterpeak separated by a watertight bulkhead and is serviced through a hatch in the deck. An interesting variant of converting a 7-meter lifeboat into a sailing-motor yacht was performed by A. Tabachnik from Leningrad.

All air boxes and cans were removed from the hull, sensible things and the gunwale were removed. After cleaning from the old paint, defects were found in the sheathing, made from strips of bakelized plywood. The sheet piling belt suffered the most - the groove along the keel leaked heavily. However, they did not begin to replace this belt, and the groove was sealed by putting here an overhead triangular rail on canvas and oil putty (see sketch).

The damaged areas of the skin on the stems were covered with overlays of 1-2 mm brass. The places repaired in this way did not let water through at all. The future yacht was supposed to sail in Ladoga and Onega lakes, known for their stormy nature, so the need to install a heavy false keel and equipment for a self-draining cockpit did not raise doubts among the participants in the construction of the vessel.

To attach a 500-kilogram false keel, 60 mm thick pine floors were installed on the bottom, and powerful keel bolts were passed through five of them. The floors are cut into keel and sheathing, and a regular keelson is laid on top of them. The engine foundation is a welded structure consisting of two steel floors connected by longitudinal beams made of 45X45X5 square.

The height inside the cabin was chosen as minimal - 1450 mm from the floorboard. Due to this, the cabin turned out to be low, in good harmony with the hull and not adversely affecting the seaworthiness of the vessel. They decided to arm the yacht with a two-masted Bermuda schooner. This made it possible to obtain a significant total sail area (about 30 m 2) with a relatively low position of the sail center.

In addition, the distribution of windage on two masts allows you to use different options for carrying sails, depending on the specific sailing conditions and improve the agility of the vessel: after all, boats with their long keel are “not very willing” to make turns, especially in strong winds.

However, these fundamentally correct calculations of the builder in this case were not fully justified. Under full sail, the ship is strongly driven; Bermuda sails of a small area work inefficiently on it (in particular, due to harmful mutual influence). In the future, it was decided to re-equip the yacht with an ordinary sloop with a large genoa.

In the very first trip along the restless Ladoga, the ship demonstrated high stability. It has a two-cylinder water-cooled gasoline engine that develops 20 hp. With. at 3000 rpm. In order to do without a reversible clutch to ensure reverse and idling, the yacht builders manufactured a three-blade adjustable-pitch propeller (using the drawings of A.P. Shirshov, published in the 10th edition of the collection).

The speed under the motor was 7 knots. The dimensions of the engine room did not allow using the handle to start the engine, so I had to put a starter from the Moskvich-408 car, and replace the flywheel with another - with a ring gear (from the Zaporozhets engines). The battery is charged from a 300-watt generator from the GAZ-21 engine.

Water is supplied to the cooling system by a two-section pump, the design of which uses impellers from the Moskva-25 outboard motor. From this same The engine also has a fuel pump. The fuel supply is stored in two regular air boxes of the boat with a total capacity of 80 liters.

Naturally, with an increase in the size of the boat, there are more opportunities to make the future boat or yacht more comfortable, it is better to adapt them to long-distance voyages. For example, in the project for the conversion of a 10-meter rowboat into a motor-sailing yacht, carried out by D. A. Kurbatov, it is planned to increase the side height to 1.6 m and equip two cabins with a height in the rooms of 1.9 m and 1.7 m, with six beds.

Four-cylinder diesel engine "4CHSP8.5/11" with a capacity of 23 liters. With. gives the yacht a speed of 6.5 knots. It is installed in the very stern, under the cockpit, and is closed by the hood. The helmsman's post is protected by a cabin open from the stern, which also serves as an entrance vestibule. Two fuel tanks located under the cockpit platform have a total capacity of 360 liters and provide an engine cruising range of 450 miles.

The galley is located directly at the entrance, thanks to which the room is well ventilated when a similar hatch is open; the amplitude of pitching in the middle part of the vessel is small - this contributes to the successful operation of the cook at sea. The forepeak is used as a sail storage and sleeping quarters for three crew members.

The forluk with a porthole built into it has an enlarged size for the convenience of working with sails. The wardroom, in addition to the portholes in the cabin coamings, is illuminated (and ventilated) through the upper light hatch. The yacht is designed for combined navigation with access from inland waters to the sea, therefore, the vessel is equipped with a gaff tender with a retractable topmast.

By changing the sails on the tender, you can effortlessly "follow" the changes in the wind and vary the sail area over a very wide range. With a fresh wind at sea, the yacht will be able to sail only under the working staysail and mainsail (total area 41.5 m 2), having the position of the center of sail 600 mm forward of the center of lateral resistance.

The jib increases the total windage by 12 m 2; the ship will also be able to sail steeply into the wind. Topsail increases the total sail area to 61.5 m, but this option is of course only acceptable in light winds (it can be very useful when sailing in conditions where it is important to use a top wind).

This vessel will not be a good tacker: this would require a more efficient and deep keel, unsuitable for the given navigation conditions (draft is limited) and, in addition, much worse driving performance under the engine. A compromise option is proposed with a 500 mm high false fin, made, as usual, in the form of a welded steel box filled with scrap metal and cement; this false keel is attached to reinforced floors through the keel with M18 - M20 bolts.

Its weight is 1200 kg, and the total displacement of the yacht is about 5 tons with a draft of 1.4 m. will be convenient, for example, when setting up a jib or mooring to a high wall.