Mooring lines or mooring lines. Mooring lines Mooring material. Mooring names based on location. Mooring trials of ships
Content:
On the introduction of the Rules of spelling and pronunciation of some words and expressions adopted in
naval language.
In official correspondence and in various printed publications of the People's Commissariat of the Navy, there is no unity in
designation of the same items and concepts from the field of naval use.
To end the confusion and maintain the purity of the naval language, it is proposed:
1. Adopt the rules of spelling and pronunciation of some words and expressions adopted in the naval language.
2. To study the rules for all officers of the navy and be guided by them both in literary work and in daily official correspondence (reports, reports, orders).
3. Introduce the study of the Rules in naval educational institutions of all grades and categories, in which the course of the Russian language and literature is taught.
Appendix: Rules of spelling and pronunciation of some words and expressions adopted in the naval language.
Chief of the Main Naval Staff of the Navy
vice Admiral ALAFUZOV.
APPROVED
First Sea Lord
Vice Admiral Alafuzov
September 16, 1944
Agreed with the Language Institute and
writing systems of the Academy of Sciences of the USSR.
Full member of the USSR Academy of Sciences
S. Obnorsky
Spelling and pronunciation rules
some words and phrases adopted
in naval language
1. Basic benefits
The main tools for solving dubious questions of spelling and pronunciation are:
a) Academician A. A. Shakhmatov, Essay on the modern Russian literary language. Approved by the People's Commissariat for Education of the RSFSR as a manual for higher pedagogical educational institutions, third edition. State Educational and Pedagogical Publishing House, Moscow - 1936
Theoretically grounded interpretation of general issues of Russian spelling and, in part, pronunciation;
b) Explanatory Dictionary of the Russian Language, edited by Professor D. N. Ushakov, ed. State Institute "Sov. Encyclopedia ", OGIZ,
1935 g.
Interpretation, pronunciation and correct spelling of words of Russian origin included in modern Russian
language (except for proper names);
c) Great Soviet Encyclopedia
Spelling and pronunciation of most words, including many proper names, included in modern Russian;
d) Marine Dictionary, Volume One, A-N, Naval Publishing House of the NKVMF USSR, Moscow 1939 Leningrad;
e) Marine Dictionary, Volume Two, O-Ya, State Naval Publishing House of the NKVMF, Moscow 1939 Leningrad
Spelling of naval terms that entered the language before the dictionary was compiled;
f) Manual on the combat activity of the headquarters of the formations of the Navy. State, naval publishing house of the NKVMF, Moscow 1940 Leningrad
Forms of combat documents, the correct spelling of the numbering of ships and units, links to maps, dates, orientation to the cardinal points, geographical names;
g) Rules for maintaining operational maps, State Publishing House of the NKVMF of the USSR, Moscow 1940 Leningrad
Correct spelling of the abbreviations used in the Navy;
h) Manual on the field service of the headquarters of the Red Army. Military publishing house of the People's Commissariat of Defense of the USSR,
Moscow-1942
Correct spelling of the abbreviations adopted in the Red Army;
i) Directory of the ship personnel of the navies of foreign states 1943, Office of the Naval Publishing House of the NKVMF of the USSR, Moscow - 1943
Correct spelling of the names of modern foreign warships and auxiliary ships in Russian and Latin transcriptions.
Everything below is based on the agreed guidance of most of the listed benefits.
In the future, the Marine Atlas of the publication of the Hydrographic Department of the Navy, which is being prepared for publication, will be added to the main textbooks.
d) documentary justification of the correct spelling of geographic names.
2. About the spelling of some names
nouns
Nominative singular:
Prepositional singular:
Nominative plural:
|
Write |
Do not write |
| contracts (pron. ABOUT ry) | contract |
| engineers | engineer |
| warships | military ships |
| boats (pronounced boatAND ) | boats |
| conductors (pronounced conductor ABOUT ry) | conductor |
| cruiser (pronounced cruiser AND ) | cruisers |
| pilot (pronounced pilot AND ) | pilots |
| midshipman (pronounced midshipman AND ) | warrant officers |
| officers | officer |
| ports | port |
| seiners | seiner |
| ships | ship |
| merchant ships | merchant ships |
| transports | transport |
| mooring lines | mooring lines |
| navigator (pronounced navigator AND ) | navigators |
| anchors | anchors |
Genitive, accusative and prepositional plural a:
3. About the spelling of some adjectives
|
Write |
Do not write |
| two kilometer | two-kilometer, 2-kilometer |
| odessa direction | Odessa direction |
| Odessa naval base | odessa naval base |
| operational direction | operational direction |
| operational thinking | operational thinking |
| identification signal | identification signal |
| experimental pool | experimental pool |
| experimental test | pilot test |
| experimental kit | experimental kit |
| prototype | prototype |
| experimental learning | experimental learning |
| experienced sailor | - |
| experienced officer | - |
| smooth networks | floating nets |
| romanian coast | Romanian coast |
| three-gun salvo | 3-gun salvo |
| typical operation | - |
| environment typical of the Gulf of Finland for the operation | - |
| The Gulf of Finland | - |
| finnish coast | - |
| finnish skerries | - |
| mooring tests of mechanisms | mooring tests of mechanisms |
4. About spelling of numbers
Numbers up to nine, inclusive, to indicate the number of objects, write the words: eight boats. The number of items over nine can be shown both in words and numbers: ten boats (10 boats). Showing the number of items in numbers, write the items themselves in words: 10 minesweeper divisions, not 10 DTShch (the last abbreviation means the tenth minesweeper division).
5. About the use of certain verbs
6. About the correct spelling of place names
The correct spelling of the geographical name is selected from the Index of the Marine Atlas of the publication of the Hydrographic Directorate of the Navy or from the latest edition of the corresponding sailing direction of the Main Directorate of the Navy of the USSR (using the alphabetical index). If there is no sailing guide covering the required area, then one should be guided by the spelling adopted in the Great Soviet Encyclopedia or in the Index of the Great Soviet Atlas of the World.
If necessary, in an official document, mention a foreign geographical name that is absent in the Maritime Atlas and in the directions of the Main Directorate of the USSR Navy, write it in the Latin alphabet, using the transcription of the directions of the British Admiralty.
If a private place name consists of two words, both words are written with a capital letter: Western Goglandsky reach, Eastern Bosphorus.
7. About orientation in space
All directions should be given in degrees or in points, adhering to the following provisions:
a) in degrees, give courses, bearings, sectors of illumination of beacons, directions of crossings, directions from noticeable points for finding the location of danger, signs of a floating fence, etc .;
b) the directions of winds, currents and shores should always be given in points, and the construction of the phrase in this case should exclude the use of the name rumba in the form of an adjective. For example, wind S should be written, the current goes to NW, the coast changes direction to SO, the coast has a direction of NO - SW or north wind, the current goes to the north-east, but not "southeastern wind", "north-west current", " southwest direction ", etc .;
c) directions characterizing the orientation of the object (coast, cape, extremity, etc.) relative to the cardinal points, always given in Russian words, for example, the northern coast, south-western extremity, east of the alignment, etc.
d) directions giving orientation to coastal objects from the sea can be given in points and degrees, for example, Cape Round on ONO at 3 miles, Mount High at 136 ° at 2.5 miles.
8. About spelling of surnames
Surnames originating from Slavic roots, ending in v, n, h, sky, tskiy, th, nd, a(like Danilin, Ivanov, Matveev, Ivanovsky, Ivanovich, Bely, Ivanetsky, Lebeda), as well as Soviet surnames derived from non-Slavic roots, and, finally, foreign surnames - Russified or firmly entered into the use of Russian writing and, moreover, consonant with Russian words ( Altvater, Amundsen), declined in full accordance with the rules of nouns or adjectives.
Surnames of Slavic origin in about and all surnames of non-Slavic origin that do not sound in tune with Russian words are not inclined (Konyushenko, Traversa. Georgadze, Georgishvili, Yusuf-Zade).
9. About spelling of ship names
The gender of a ship's name (as a part of speech - a noun or adjective), given together with the designation of its class or type, is subordinate to the gender of the designation of the class or type of ship.
Examples: the cruiser "Aurora" is removed from the harbor; submarine "Morzh" left the harbor; the schooner "Sailor" entered the harbor.
In official documents, the names of ships must be preceded by the designation of the class or type: destroyer "Proud". In this case, only the designation of the class or type is inclined, and the name of the ship remains unchanged.
Example: it is inexpedient to leave without the "Proud" destroyer.
10. About abbreviations
Abuse of abbreviations makes reading difficult, obscures the meaning and sometimes leads to misinterpretation of the text.
The use of abbreviations is allowed only there. where it is inevitable: in operational documents, in logs - watch, military operations, historical, in official manuals and in tables, where it is caused by a lack of space or a desire to avoid repeating cumbersome designations.
Moreover, in editions intended for a wide range of readers. only those abbreviations are allowed, which are given in Rules for maintaining operational maps and in Manual on the field service of the headquarters of the Red Army ... Only in publications intended for a narrow circle of readers belonging to the composition of one special service, abbreviations adopted within this service are allowed.
Using the legal abbreviation BTShch, remember that this means a basic minesweeper, and not a "fast minesweeper", KATSH is a boat minesweeper, not a "boat minesweeper".
The abbreviated designations of the classes of ships, given in operational documents, are doubled only in those cases when it comes to the plural number of ships without indicating their numbers.
Example:
KL KL line up in a wake column, but: three KL line up in a wake column.
The number of ships, the class of which is given by the abbreviated designation, should be written in words.
Example: three TFR (three patrol ships).
The number preceding the ship class abbreviation shows the serial number of the ship.
Example: 3 TFR \u003d third patrol ship.
The abbreviated designation of the ship class or aircraft type, given without specifying the number, is written without quotation marks.
Example: two MO boats, U-2 aircraft, one La-5.
However, the type of aircraft designated by the designer's full surname or full conventional name is written in quotation marks.
Example: two Douglas, three Flying Fortress aircraft.
The abbreviated designation of the class or type of ship in combination with a number, thus representing the name (proper name) of the ship, are written in quotation marks (until the second half of the 19th century, the names of ships were written without quotation marks, but in print they were in italics), eg: "MO-114", "M-172", "Shch-21".
An ultrasonic underwater observation device of the type developed by the Anglo-American organization Anti Submarine Defense
International Commitee, to call Asdik, not Azdik.
Abbreviated designations of metric measures and various physical quantities, adopted in the USSR, should be depicted in strict accordance with the existing all-union standards (OST).
For instance: m (meter), km (kilometer), kg / (kilogram), t (ton) without dots (in particular, because m is the abbreviated designation of the minute, and so it can be taken for an abbreviation of the word thousand). The word mile has no abbreviation and is always written in full (m means meter and m means minute). The word cable is abbreviated as cab.
The general names of geographical points (island, cape, mountain, city) in all cases, except for directions, should be written in full.
for instance , island Gogland. The following abbreviated designations of geographical points are allowed in the sailing directions, with the following proper names:
Island - about.
River - r.
Village - with.
City - g.
Cape - m.
Lake - Lake
In other cases (other than sailing directions) abbreviation of the general names of geographic objects can lead to confusion (b. can be understood as a bay, bank, base and tower, g can be understood as a city and as a mountain, o. as an island and as a lake, etc.).
In operational documents, charters and in the literature of a popular nature, the abbreviated designation of geographical coordinates should be represented as follows: lat. 00 ° 00 "N, long 00° 00 "0 or
lat. 00 ° 00 "nord., Long. 00 ° 00" stop.
In the combat log, in accordance with the Rules for Maintaining Operational Maps (p. 28), with abbreviated designation of coordinates, latitude is given without specifying north or south; longitude - no indication of east or west: w \u003d 59 ° 17 ", 0, d \u003d 27 ° 18", 5.
In scientific works (according to OST 6345), geographical latitude and longitude are designated fi φ and lambda λ .
Avoid in written documents calling the classes of ships by abbreviations allowed (according to the Rules for maintaining operational charts) for transmission by telephone and by semaphore: battleship, destroyer, gunboat, submarine.
In operational documents drawn up in a hurry, it is allowed to use the abbreviated designations LK, EM, KL, PL, and in all other cases write in full: battleship, destroyer, gunboat, submarine.
11. About the use of Russian and Latin alphabets
The names of foreign ships in newspapers, magazines (except the magazine "Marine Collection"
) and in the literature of a popular nature, write in Russian letters, using the Russian transcription of the alphabetical index "Handbook of the ship personnel of the navies of foreign states."
If at the same time it is necessary to bring a genuine foreign language name, then write it in Latin alphabet in brackets after the Russian name. In the magazine "Marine Collection"
and in printed publications of a scientific research nature, write the names of foreign ships of the new era in Latin alphabet in transcription of the corresponding publication time "Directory of naval personnel
fleets of foreign states "
or Jane "s Fighting Ships ... When describing the past names of the ships of the eastern states that did not use the Latin alphabet at one time (Greece, Egypt, Iran, Turkey, Siam, China. Japan), write in Russian.
Head of the Department of the General Music School for the Study and Generalization of War Experience
Captain I Rank N. OZAROVSKY.
Notes in the order:
The Russian language allows equally both forms: boats - boats. cruisers - cruisers, but in the use of the fleet and in naval literature to the second
half of the 19th century, the shape of the boat and the cruiser was firmly established: "The first mine boats had such a slight speed that they could not overtake
no warship. ... ... "
(SO Makarov. Discourses on naval tactics, p. 321. Voenmorizdat. 1943).
So: boats. cruisers, pilots, midshipmen, navigators, anchors represent a general literary form.
Form: boat, cruiser, pilot, midshipman, navigator, used in the naval language as a professional form.
Experimental (experimental).
Experienced.
On the movement of the boat.
* Geographic private name - proper name - is written with a capital letter.
Finnish, Romanian and any other coasts - common nouns, may be different - are written with a lowercase letter.
Go to the bottom.
MOORING
MOORING
(Dutch). The rope with which the ships are attached from the bow and stern to the barks and piles.
Dictionary of foreign words included in the Russian language.- Chudinov A.N., 1910 .
MOORING
[netherl. sjortouw] - marine. a rope, cable (or chain) with which the vessel is pulled and fastened to the pier, to another vessel, etc. during anchorage.
Dictionary of foreign words.- Komlev N.G., 2006 .
MOORING
ropes by which ships and steamers are attached from the bow and stern to the barks and piers.
Dictionary of foreign words that have become part of the Russian language - Pavlenkov F., 1907 .
MOORING
a thick rope with which an anchored ship is tied to the pier.
A complete dictionary of foreign words that have come into use in the Russian language. - Popov M., 1907 .
Shvartov
(goal. zwaartouw) pestilence. a cable (or chain), with which the vessel is tied to the pier, another vessel, etc. during anchorage.
New Dictionary of Foreign Words - by EdwART,, 2009 .
Mooring lines
mooring, m. [head. sjortow] (sea, aviation). A rope (or chain) by which the vessel is tied to the dock, another vessel, etc. during anchorage.
A large dictionary of foreign words. - Publishing house "IDDK", 2007 .
Mooring lines and, m. (netherl. zwaartouw zwaar heavy + touw rope).
pestilence. Rope, a cable by which the vessel is tied to the pier or to another vessel while staying. Give up the mooring lines! (command meaning: untie the ship from the berth).
Mooring - related to work while the vessel is at moorings.
Mooring - to put (the ship) on the mooring lines.
||
Wed backstay, buirep, soil, tench, perlin, halyard, falin, pendant.
Explanatory dictionary of foreign words L.P. Krysin.- M: Russian language, 1998 .
Synonyms:
See what "SHVARTOV" is in other dictionaries:
Steel, synthetic or vegetable rope (chain) designed to fasten a ship (vessel) to a berth or other ship (vessel). The number of mooring lines, their thickness and material depend on the size of the ship (vessel) and the conditions of anchorage. EdwART.…… Marine Dictionary
- (from Dutch. zwaartouw) cable (steel, synthetic or vegetable fiber), with the help of which the ship is pulled and fastened to the berth or other ship ... Big Encyclopedic Dictionary
SHVARTOV, mooring, husband. (Dutch sjortow) (nautical, aviation). In maritime navigation and aeronautics, a hemp or wire rope, with which a ship or aircraft is tied at a stop; Wed chalk1 to 2 digits Give up the mooring lines (untie ... ... Ushakov's Explanatory Dictionary
SHVARTOV, ah, husband. (specialist.). Rope, cable, to the eye of the sea vessel is attached to the berth. Give up the mooring lines (detach the vessel from the berth). Ozhegov's Explanatory Dictionary. S.I. Ozhegov, N.Yu. Shvedova. 1949 1992 ... Ozhegov's Explanatory Dictionary
Male., Mor. pier Volzhsk. rope, perlin (Volzhsk. sheima, jamb), with which ships in the harbor are chased to barks and piles. To moor, to moor the ship for the winter. sya, suffering. and · return. Schwart husband. spare, fifth anchor on the ship. Dahl's Explanatory Dictionary. IN AND.… … Dahl's Explanatory Dictionary
Ex., Number of synonyms: 3 rope (36) rope (55) chal (6) ASIS synonym dictionary. V.N. Trishin. 2013 ... Synonym dictionary
mooring lines - mooring lines, m., genus. mooring lines; pl. mooring lines, genus. mooring lines ... Dictionary of pronunciation and stress difficulties in modern Russian
Content of the article:
In all cartoons and movies about the sea, ships, pirates, we hear the ship's captain or his assistant shouting the command "Give up the mooring lines!" This phrase is clearly associated with works of art, however it is used on real ships to this day, not only on sea, but also on air.
The meaning of the word "mooring"
Most of the nautical terminology associated with the types of ships, sailing methods, has Arabic roots, including the words "ship", "galley", "admiral". This is not surprising, since Arab sailors were the first to connect the Arabian Peninsula with trade routes with Madagascar, Ceylon, India and even China in the pre-Islamic period.
And various devices, mechanisms - refer to the Dutch and English languages, for example galley, bollard, mast, rigging... The Europeans were engaged in the technological development of shipbuilding, it was not without reason that the future emperor Peter I studied maritime affairs in Holland and England. He personally created the first in Russia "Marine charter "In 1720, which mentions mooring lines .
There are two versions of the origin of the word "mooring":
- The Dutch "zwaar touw" mean "heavy rope";
- The English words "shore" and "tow" mean shore and tug.
In this way, a mooring line is a device for tying a vessel to the pier or another ship during docking.
The word is used not only in maritime affairs, but also in aviation. This is how the planes dock at the parking lot so that they are not blown away by a strong gust of wind.
In Dahl's dictionary, in addition to the already indicated value, a mooring berth is called a sea berth, to which a ship moors. Synonyms: sheima, jamb.
Also, in the speech of sailors, the word "moor" is used, which means a spare anchor.
In the structure of the ship, there are many ropes, cables, ropes and chains, which together hold individual parts in a single whole, and are also used for transporting goods, controlling the ship. Together they are called rigging
Separately, the ropes that control the sails are distinguished - they are called tackle.
Mooring ropes, like other ropes on a ship, are made of the following materials:
- Steel chain;
- Hemp;
- Synthetics (polypropylene, terylene);
- Plant fibers;
- Sails;
- In ancient times - coir, coconut fibers;
- Wire.
The following ropes are found on the ship:
- Bakshtov... They are used to fasten small vessels to the ship, including boats;
- Slings... Suitable for handling loads, hanging, tying and moving, both within the board and during unloading to the shore;
- Bouillarep... It is attached to the anchor and, due to a special wooden float, determines its location;
- Sorlin... Controls the operation of the steering wheel and helps in case of a breakdown;
- Springs... One of the types of mooring lines, is fed so as to hold the ship in a given position when moored at the berth.
What does it mean to give up mooring lines?
The command "to give up mooring lines" or "to give up ends" sounds on the ship at the moment when the ship prepares to dock. At this moment, at the pier, they "take the mooring lines", that is, they catch the end of the rope and fasten the ship to the shore. At the same time, the sails are lowered and the anchor is dropped.
Types of ends or blowouts:
- Root;
- Running gear.
The end consists of ogon, tench, that is, a vegetable cable, and ease - a canvas bag filled with sand.
Mooring operations
Mooring to and leaving the shore by a ship is one of the most difficult operations requiring well-coordinated work of the ship's crew and sailors on the berth. These are collectively referred to as "mooring operations".
The mooring process, i.e. mooring, is as follows:
- Senior members of the crew: captain's mates, mechanic, senior sailor - take their proper places on the bow, stern.
- At the end of the mooring line, which is attached to the berth, there is a loop called ogon, from the Dutch "eye";
- On the deck and on the pier there are paired pedestals for attaching the cable - bollards;
- The end is passed through special holes in the deck - haws, bale strips;
- Having laid the rope with a canvas in places of friction, the ends are thrown on command from the bow, then the rest;
- After fixing the ropes to the nautical knot, the attachment points are covered with anti-rat shields.
Between the side of the ship and the pier, fenders are laid - rubber balls or used tires filled with air. They are needed so that the hull of the ship is not damaged.
In cases where it is not possible to moor ashore, the vessel is attached to one or more mooring barrels.
When unmooring, that is, setting off from the shore, the process differs only in that the mooring lines are released from the berth, and they are taken on the deck and pulled in.
Marine units and ship fastening
Naturally, when attaching a vessel to the shore, you cannot do without sea knots. During mooring, the following types are used:
- Seam knot with loop... It got its name thanks to knockouts - rope steps along which sailors climb the mast. Used to tie ropes on objects with a smooth surface;
- Half-bayonet knot... Safety knot, reinforces the root in case of increased load.
As we can see, mooring is a laborious process related to navigation and aviation. It shows the teamwork of the crew, the perfection of technological devices on the ship. Despite the fact that the term is at least three hundred years old, in the fleet you can hear the command "Give up the mooring lines!" daily until now.
Video: how to launch a ship into the water
This video will show the most spectacular launches of giant passenger and cargo ships:
Mooring tests.
Mooring tests - the technological stage of acceptance tests, the main purpose of which is to check the quality of the ship's construction, installation and adjustment of equipment; preliminary testing under load of the main power plant and auxiliary mechanisms; checking the operation of systems and devices that ensure the survivability of the vessel; preparation of the vessel for sea trials.
For mooring tests, special places with sufficient depth are prepared, equipped with mooring coastal devices and having a solid embankment.
Mooring tests are carried out separately for mechanical, electrical and hull parts. The first is the mechanical part, starting with the emergency systems and mechanisms that ensure the safety of the ship during the tests (fire system, flooding and water pumping systems). This is followed by testing of auxiliary power equipment: turbine generators and diesel generators, auxiliary boilers, evaporators, desalination plants, etc. Tests of the main power plant are carried out last. Ship systems, pipelines, power grids, power stations and survivability are tested simultaneously with the main mechanisms. Before testing the GTZA of a steam turbine unit, the action of the barring and shaft braking devices is checked, as well as the turbines moving forward and backward. In the process of mooring tests of a steam turbine unit, hydraulic tests of pipelines of all systems, including fuel, fire, steam, are carried out; check the operation of auxiliary installations (ignition, feed, fuel pumps); oil is pumped through the oil line of the engine room; produce hydraulic and steam samples of the engine room steam lines; testing circulation and condensate pumps, as well as pipelines directly connected to turbines; they check the power and lighting networks and start the turbine generator, as well as start the GTZA at idle. Then, the operation of the GTZA is checked at a rotational speed permissible according to the conditions of mooring reliability, according to the state of coastal structures and the depth of the water area.
If the main unit is diesel on the ship, then at the beginning of its tests, check the serviceability of the barring device, signaling the pressure drop and oil overheating, turning off the fuel supply when the speed rises above the permissible; engine starting qualities and starting air reserves. At the next stages, the operation of the main engines is tested at low and medium speeds. If there is an adjustable pitch screw or special unloading devices, the operation is also checked at full speed corresponding to the running mode.
On the hull part during mooring tests, the displacement of the vessel is checked by measuring the draft according to the deepening marks, the initial stability (by the inclining method), as well as the operation of the anchor, steering, cargo, boat, mooring and towing, railing and awning devices, spars and rigging, overboard ladders, light and sound alarms, searchlights, running lights, bell.
When testing the steering device, check the correct operation of the rudder drive, the correct operation of the rudder position indicators and the action of the limiters. The anchor device is tested by etching and selecting alternately several bows of the anchor chain on the band brake of the spire or windlass, checking the passage of the links of the anchor chain through the hawses, screw stops and along the sprocket of the anchor mechanism. In the cargo device, the reliability of the operation of the drums and brakes of the cargo winches, the reliability of fastening the cargo arrows in a traveling manner, the convenience of opening and closing the covers of the cargo hatches are checked. For the boat device, it is mandatory to check the ease and correctness of the dumping of the boats, measure the time of lowering and raising the boats, checking the reliability of the fastening of the boats in the stowed way.
Hull tests also include checking the operation of the galley, bakery, laundry and other living services on board. In addition, the reliability and impermeability of doors, hatches, covers, portholes, etc. are tested. The household equipment is also checked: the reliability of its fastening, completeness.
http://www.transportway.ru/drives-990-1.html
ispitaniya-i-sdacha-sudov-v189543
http://baumanki.net/show-document/1-158055/9897f89c6ce4c9c56e05a83693c96550/2/
Running tests
After the mooring lines are held sea \u200b\u200btrialsassociated with going to sea. The tests are carried out in a specially equipped water area called "Measured mile" ("measured line")... This is a route of a certain length (for example, one mile), the beginning and end of which are indicated by cross sections - a pair of coastal wooden boards with a vertical black strip painted on them. When for an observer on board, the lanes merge into one, the ship is in alignment. One target marks the beginning, and the other marks the end of the measured section. The direction of movement of the vessel is set either by direction lines, or by the course indicated on the map.
To conduct the tests, a commission is formed, all the results of its work are drawn up in the form of protocols, where, in particular, the names and positions of the members of the commission, the time and conditions of the tests, information about the measuring instruments used, and the measurement results are entered.
Certain requirements are imposed on the vessel at the time of testing, the measured mile, the conditions of testing and the measuring instruments.
The vessel should be freshly painted (no more than 15 days, and in cold water - 30 days after leaving the dock), should not have heel and trim. During sea trials, the displacement is usually less than in full load, which is taken into account when processing the results. For this purpose, it is recommended to measure the draft at the extremities and on both sides amidships, which will make it possible to take into account the list and general bending of the vessel. During docking, the condition of the protruding parts is examined and, if necessary, their damage is repaired. Special requirements apply to the condition of ship propulsion systems. The geometric characteristics of the propellers are checked; if there is damage to the blades, they are eliminated.
Tests are carried out in calm weather: a wind force of up to approximately 3 points is allowed (for small vessels - up to 1000 tons - up to 2 points, for large vessels - over 20,000 tons - up to 4 points), and waves - up to 2 points (also for small vessels - less, and for large - more), and the leading signs should be clearly visible. There should be no strong current in the measured mile region, especially in the transverse direction, which distorts the speed measurement results. It is very important that the depth at the measured mile is deep enough to avoid shallow water affecting drag. Recall that a sharp increase in resistance begins at the Froude number in depth
where H is the depth of water per measured mile. It is believed that the depth of water per measured mile should exceed the greater of the two values, calculated by the formulas
where B and T are the vessel's width and draft, respectively; v is the highest speed of the vessel during the tests. Thus, at 15-16 knots normal for transport vessels, the required depth is about 25-30 m (if the vessel's draft is not very large). With increasing speed, the required depth grows rapidly.
The speed measurement errors should not exceed 0.5%, the time of passing the measuring section - 0.2 s, the number of revolutions of the propeller shaft per minute - 0.2%, the torque on the propeller shaft - 3% of the torque at rated power, fuel consumption - 0.5%, wind speed - 2%, wind direction - 5%, vessel draft - 2 cm, water and air temperature - 1 degree, start and end time of the run - 1 min.
The sea trials program provides for the movement of the vessel in several modes corresponding to the main engine speed from minimum to maximum, including nominal. For lead transport vessels with internal combustion engines, the following modes are mandatory: n \u003d nom, n \u003d 1.03nom, n \u003d 0.91nom, n \u003d 0.80nom, n \u003d 0.63nom. In each mode, the boat makes three runs (the movement pattern is shown in Fig. 11.1; the curve that the boat describes when turning in the opposite direction is called the "coordinate"). To do this, it lays down on a given course, which must be accurately maintained, the required speed is set, and a steady speed is gained. There are observers with stopwatches on board, the number of which must be at least three. When passing the first alignment, the stopwatches start, the second stop. The results are recorded in the protocol; if one of the three results differs significantly from the others, it is discarded. The speed of the vessel during the run is calculated as the quotient of dividing the measured mile by the average time. The average speed for three runs in one mode is calculated by the formula:
Figure: 11.1. Scheme of the movement of the vessel on a measured mile
Thus, the possible flow velocity is taken into account, which will be taken into account twice with plus and twice with minus. Moreover, if during the test the speed gradually changed approximately in a linear manner, the formula eliminates the influence of the flow. This is faster and more accurate than calculating the average speed from four runs.
Modern navigation systems make it possible to determine the position of the vessel with high accuracy at any point in the World Ocean and at any time, which makes it possible in principle to carry out high-speed tests in places that are not specially equipped for this purpose. However, this must take into account the possible course.
Another important measured characteristic is engine speed. On ships under operating conditions, it is measured by tachometers, but their accuracy is insufficient for test conditions. They use a tachoscope - a mechanical or electrical device that has a revolution counter and a stopwatch in one case. The tachoscope roller rests on the motor shaft at the nose end, when pressed, both the stopwatch and the revolution counter start to work, when released they stop.
Pulse tachoscopes are available that work on a variety of physical principles. They are also used in cases where it is not possible to connect a tachoscope to the shaft end.
It is highly desirable to also measure engine power and propeller thrust or thrust. These measurements are technically more complex and less accurate. One of the ways to measure the power of diesel installations is by fuel consumption. To do this, a measuring tank is included in the fuel pipeline, at the inlet and outlet of which there are transparent pipes with risks. At some point, the fuel line is shut off, and fuel from the tank is consumed. At the moment when the fuel level is equal to the input risk on the tank, the stopwatch is started, and at the output, it is stopped. Knowing the specific fuel consumption in g / kWh and measuring the actual consumption in g / h, the power is calculated. But the specific fuel consumption is not a completely stable characteristic and does not guarantee accuracy. The error of this method is about 4-5%.
Diesel power can also be measured using an indicator diagram - recording the pressure in the engine cylinder as a function of piston movement. There are special devices for this purpose. The sum of the powers of all cylinders gives the indicated power; the effective engine power is less due to losses in the engine (by friction), which is taken into account by the mechanical efficiency, the value of which can be determined during bench tests of a diesel engine at the manufacturer's plant, but is also not completely stable.
The power of steam and gas turbine plants is determined in other ways, which we do not consider. On ships with electric propulsion, the power can be determined by the parameters of the current.
There are other, more complex ways. Since the power PD is uniquely related to the torque Q transmitted by the shaft line (PD \u003d 2pn * Q),
it is possible with the help of toriometers to measure the torque through the angle of twisting of the shaft φ on some base 1. In this case
Here Ip is the polar moment of inertia of the shaft section; for solid circular section with diameter D
According to the principle of operation, a distinction is made between electrical and acoustic toriometers. Converting the twist angle to torque requires knowledge of the shear modulus G, which is not a completely stable material characteristic. If you pre-calibrate the measuring section of the shaft to determine the shear modulus, the error in determining the moment is 2-3%.
With the help of strain gauges glued at an angle of 45 degrees to the axis of the shaft, it is possible to measure the shear stresses in the shaft (strictly speaking, the deformation of the shaft from torsion), which can be easily converted into torque and power on the shaft. But here a serious problem arises of transmitting a signal from a rotating shaft to a stationary measuring equipment. Metal deformations are measured in hundredths of a percent, the same order of change in the electrical resistance of the sensors that need to be measured with high accuracy. If readings are taken using slip rings and brushes, resistance arises in the contact, the oscillations of which can be of the same order of magnitude with the measured signal. To reduce this resistance, firstly, the pressing force of the brushes is selected, and secondly, attempts are made to use low-melting metals, for example, gallium alloys (the melting point of pure gallium is 30 C). It is possible to avoid these errors if the preamplifier and radio transmitter are also placed on the rotating shaft, and the receiver and the rest of the measuring equipment next to it. Note that an additional error with this method arises from inaccurate knowledge of the shear modulus of the shaft material.
Propeller stop or thrust measurements are even more difficult. For example, the propeller thrust at the mooring lines can be determined by the tension of the cable connecting the vessel to the shore, for which powerful dynamometers or metal plates with strain gauges glued to them are used.
The most accurate results can be obtained by replacing one of the countershafts with a special insert equipped with instruments for measuring both the stop and the torque. This insertion is made specifically for a specific series of ships. The thrust gauge (hydraulic or electric) can also be installed in the thrust bearing. The stop measurement error usually exceeds 5%.
The test results are processed and analyzed. To recalculate from the displacement at the time of testing to full, the Admiralty formula is usually used. It is desirable that the vessel should reach the design speed at the rated engine speed. Sometimes the test speed is less than the design speed. This may be due to insufficient depth at the measured mile or roughness of the skin - these cases should be excluded during preparation for testing. As we noted, errors can be caused by the insufficient level of development of science and the characteristics of the constructed ship. There are also cases when the test speed exceeds the design speed.
If during the tests the ship's speed, propeller shaft speed and power were measured (the stop often cannot be measured), then according to their results, the coefficients of the associated flow and the influence of the unevenness of the velocity field at the moment, which were previously known from the data of model tests, can be corrected. Further, having calculated the resistance of the vessel, it is possible, if it does not coincide with the results of model tests, to correct either the resistance or the suction coefficient.
Sometimes, according to the test results, the propeller elements are corrected.
http://sudoremont.blogspot.ru/2014/08/hodovie-ispitaniya.html
Procedure for mooring and sea trials of electrical equipment.
Mooring tests
11.4.1 All consumers during mooring tests should be powered by standard ship generators.
In some cases, by special agreement with an expert, it may be allowed to carry out mooring tests when supplying ship consumers from coastal sources of electricity with appropriate parameters.
In the case when the regular consumers of electric energy do not provide the load of the ship's generators required during the mooring tests, special loading devices are used.
11.4.2 In the process of mooring tests of the propeller electric installation, the following is checked:
.1 the correct functioning of the installation for forward and reverse gear in all switching options provided for by the project documentation;
.2 serviceability of means of starting the main diesel generators, backup exciters, fans, cooling and lubrication units;
.3 the ability to control the installation from reserve posts;
.4 the degree of sparking under the brushes at full load and reverse;
.5 serviceability of protection, alarm and blocking devices;
.6 insulation resistance of electrical machines, cable networks and auxiliary units of the electric propulsion system in cold and warm states;
.7 consistency of indications of the propeller shaft speed indicators in the engine room and on the navigating bridge.
11.4.3 The generators of the ship power plant are tested in all modes together with the main switchboard.
When testing, check:
.1 operability of generators according to the test program;
.2 stability of parallel operation at different loads and load switching from one generator to another;
.3 serviceability of voltage regulators and devices for distributing active and reactive loads between generators;
.4 setting up automatic generator protection devices;
.5 the degree of sparking under the generator brushes;
.6 insulation resistance;
.7 serviceability of automatic synchronization and load distribution devices.
11.4.4 When testing batteries in action, check:
.1 density and level of electrolyte in batteries;
.2 insulation resistance;
.3 operation of the charger and battery in discharge mode;
.4 triggering of automatic protection devices (against reverse current, etc.);
.5 battery capacity for discharge for its intended purpose and voltage at its terminals;
.6 ventilation efficiency of the room or cabinet (on lead ships).
11.4.5 When testing switchgear, check:
.1 operability of devices under load in all modes in combinations and options of loads provided for by the project;
.2 the possibility of transferring control of installations from the main posts (consoles) to local ones and their uninterrupted operation with such control;
.3 correspondence of the assigned positions of the controls to the actual operating modes of the controlled object;
.4 setting up automatic protection devices (by examining the values \u200b\u200bof the response settings and selective testing of automatic devices, except for protection against short-circuit currents), interlocks and alarms;
.5 indications of measuring and recording devices;
.6 insulation resistance.
11.4.6 When testing electric drives, the characteristics of each electric drive and its compliance with its purpose must be identified.
In addition to such tests, they check:
.1 operability of the drive under load during the time specified in the test program (with the use of measuring instruments, if necessary);
.2 the ability to control the drive from a remote and local posts and shutdown using emergency switches;
.3 correct functioning of limit switches, brakes, interlocks, control devices, automatic protection and signaling devices;
.4 correspondence of the values \u200b\u200bof the thermal protection settings to the currents of the protected electric motors;
.5 insulation resistance of electric motors and equipment in cold and hot conditions.
11.4.7 When testing control and signaling devices, check:
.1 consistency of the action of master and executive devices (telegraphs, rudder position indicators, tachometers, etc.);
.2 serviceability of alarms, devices, apparatus;
.3 emergency and fire alarm triggering;
.4 insulation resistance.
11.4.8 During the tests of the emergency electrical installation, check:
.1 failure-free automatic start-up of an emergency diesel generator;
.2 failure-free automatic connection of the emergency generator to the buses of the emergency switchboard;
.3 uninterrupted connection of consumers to power supply from an emergency source of electrical energy (diesel generator or storage battery);
.4 uninterrupted connection of consumers to power from an emergency short-term source of electrical energy (if any);
.5 the values \u200b\u200bof the parameters of the emergency diesel generator by measuring the voltage, speed and current during the operation of all emergency consumers.
11.4.9 It is necessary to check the correct functioning of the locking devices of the electric drive of the boat winch when the manual drive and limit switches are turned on.
11.4.10 It is necessary to check the serviceability of the main and emergency lighting fixtures, including at all critical objects of ship equipment, in the premises and spaces of the vessel, at lifeboats, rafts, places for storing individual life-saving appliances, etc.
11.4.11 It is necessary to check the operation of the signal-distinguishing lamps and the signaling about their malfunctions.
Running tests
11.5.1 During sea trials, the operation of the electrical installation of the ship is checked in all modes provided for by the program, under actual loads and conditions occurring while the ship is underway, as well as the correct functioning of electrical equipment that has not been fully tested during mooring tests. The duration of tests and inspections of electrical equipment is assigned taking into account the time specified in the relevant sections of these Rules, when formulating requirements for testing and inspections of ship technical equipment and devices powered by electrical energy.
11.5.2 When testing the ship's power plant, check:
.1 sufficiency of the power of the generators to power consumers in accordance with the table of loads for all modes of operation of the vessel, except for the standby
.2 uninterrupted switching on of an emergency source of electrical energy in the event of the disappearance of voltage on the main switchboard and supply of necessary consumers from it;
.3 uninterrupted switching on of a short-term emergency source of electrical energy (if such is provided) during the commissioning of the emergency diesel generator.
11.5.3 When testing a propeller electric installation, carry out:
.1 checks specified in 11.4.2.1 , 11.4.2.3 and 11.4.2.4 ;
.2 measuring the duration of the reverse at different speeds of the vessel.
11.5.4 Electric drives of pumps, compressors, separators, fans and other objects of ship equipment are checked during operation for their intended purpose from the point of view of reliability (uninterrupted operation) of operation, switching on and off, switching to a backup set, if any, the actions of remote controllers to turn on and off the electrical drive, automatic switching on of backup electric drives according to signals from the regulated parameters of the working environment on automated installations, etc.
Checks of operating electrical equipment for overloads, unacceptable temperature rises of housings, shells, panels, bearings, etc. are carried out using the available instruments or tactile methods. They also check the parameters of both their own vibration and the vibration caused by the operation of the main engines and other objects of ship equipment or the propulsion of the ship.
11.5.5 Electric drives of steering devices, their power systems (main and backup power lines), control systems, indication of the rudder position, signaling of the operation of the electric drive and its stopping, etc. are checked when the steering device is operating in all provided modes.
11.5.6 The check is carried out both when two (if installed) electric steering drive units are in operation, and each power unit separately from all provided remote and local control posts when the electric drives of power units and the control system are powered from the main and backup power lines.
In this case, the cycle of rudder shifts from side to side, provided in section. 9 , should be performed at least five times for each unit from each station and for each power line.
11.5.7 The electric drives of anchor and mooring devices, boat winches are checked when testing the listed devices when the vessel is anchored and unanchored, when the ship is leaving the berth, when mooring and anchored.
11.5.8 During running tests, the insulation resistance of electrical equipment is measured both during its operation with the help of panel meters for measuring insulation resistance, and with a portable megohmmeter immediately after decommissioning at the equipment temperature established during operation.
11.5.9 Electrical machines with collectors and slip rings are checked for sparking.
11.5.10 After sea trials, the scope of the audit is established, during which it is necessary to open the bearings of electrical machines that have heated up during sea trials in excess of the norm.
11.5.11 When opening an electrical machine, check:
.1 technical condition of the stator winding supporting structures;
.2 the location of the groove wedges of the windings;
.3 technical condition and location of poles with their windings;
.4 reliable fastening of rotating parts.
http://files.stroyinf.ru/data2/1/4293827/4293827304.htm#i1364208
Similar information.
Introduction.
During the construction of the ship, constant technical control of products is carried out, which are intermediate products of hull-processing, assembly-welding, mechanical-assembly and other workshops. The scope of inspections during construction is governed by the list of mandatory acceptances, which are jointly compiled by the builder and the customer. The technical control is completed by testing and delivery of the vessel.
The purpose of the tests is to verify the compliance of the technical and operational characteristics of the vessel with the characteristics specified in the design documentation. Before the start of the ship's tests, the installation of all pipelines, main and auxiliary machinery systems must be completed; equipment of premises; impermeability tests; installation of ship devices and practical items. All work performed during the construction process included in the list of mandatory acceptance must be formalized with the appropriate documents - certificates signed by the Quality Department and representatives of the customer.
In addition to preparation for the tests, the period of ships' testing includes the following stages: mooring tests, sea trials, revision, control exit, control tests.
Technical and technological documentation of tests.
The technical documentation required to verify the tests includes:
Acceptance test programs;
Descriptions;
Maintenance instructions, forms and passports for mechanisms, apparatus and devices;
Drawings and specifications for the supply of ship equipment
The technological documentation includes:
Logs of certificates, test schedules;
Test procedure for individual mechanisms, devices and systems;
List of auxiliary materials;
List of special equipment and tools, non-standard instrumentation, etc.
Acceptance test programs are developed by the designer of the vessel, coordinated, approved and transferred to the shipbuilder plant four months before the start of tests of the lead vessel and three months before the start of tests of the serial one. The acceptance test programs reflect the accepted procedure for testing and delivery of the vessel to the customer, a standard list of documentation presented by the plant - the builder of the acceptance committee, the scope of modes and duration of tests are given.
For the period of mooring and factory sea trials, certificate journals are developed on the basis of acceptance test programs. Each journal certificate contains basic data of the equipment under test and tables of test results; the filling of these tables and registration of certificates is carried out by the testing group of the Quality Control Department.
Mooring and sea trials schedules are divided into technological and calendar. The first ones are developed by the plant's technological service for the lead ships, then, based on the test experience, they are corrected and produced in the form of standard ones for serial ships. They are compiled on the basis of acceptance test programs with a graphical representation of the duration and sequence of individual checks and tests. For each type of inspection, indicate the necessary provision for the preparation and conduct of tests. Based on the technological schedules, the ship builders draw up test schedules, taking into account the actual state of readiness of the ship at the time of drawing up the schedules and the directive terms of the tests.
Mooring tests of ships.
1. Mooring tests are tests that include the entire scope of tests of the vehicle and the ship as a whole, which can be performed afloat on the slipway and at the outfitting quay.
2. In the process of mooring tests, the Customer shall carry out acceptance, and the Register shall certify the completeness, quality of the ship's construction, installation and serviceability of the ship's equipment, as well as determine the ship's readiness for sea trials at sea.
In the process of mooring tests, the final acceptance of mechanisms, devices, systems, devices is carried out, which, due to their purpose or operating conditions, do not require verification at sea, for example, a cargo device, a fire system with pumps and all equipment.
3. To carry out mooring tests, the construction company must have the appropriate areas for capital construction:
The outfitting and delivery shop, which has premises for setting up control systems and complexes, equipment for power plant, general ship systems, etc. with the supply of appropriate types of energy;
Outbuilding embankment, provided with cranes, berthing facilities and power supply communications, means of checking navigation radar stations (navigational alignments, landmarks, point objects). The length of the embankment and the depth in the area of \u200b\u200bthe quay wall must correspond to the type of ships under construction;
Power unit for the production and supply of the necessary types of energy and media to the ship;
Water area of \u200b\u200bthe enterprise, provided with tugs or tug boats for towing, moving and re-mooring vessels;
Other necessary structures, depending on the type and purpose of the ships under construction.
4. During mooring tests, as well as during adjustment and preparatory work, power supply of all mechanisms, systems and devices with electrical equipment, including systems and devices serving the main engine. Unless otherwise specified, it is produced from the coastal network through the main switchboard of the test ship.
Tests of electrical equipment, service mechanism and device are carried out simultaneously with tests of the corresponding mechanisms and devices.
5. The beginning of mooring tests is established by order of the head of the builder's enterprise. Agreed with the representative of the customer and the Register, and the sequence - with the schedule, which is developed on the basis of the network technological schedule of testing.
6. To carry out mooring tests, the head of the building enterprise, by his order, appoints the responsible delivery officer, the captain, the commissioning mechanic and the head of the test batch.
7. The responsible deliverer, commissioning master, commissioning mechanic and the head of the test batch form a commissioning team (SC) in accordance with the normative and technical documentation, which establishes the provision for the formation of the SC, the rights, duties and responsibilities of SC members and their relationship.
8. Mooring tests shall begin at the end of the installation work and after the closing of the construction certificates. Work under outfitting certificates that do not affect the course of the mooring tests (additional equipment of the premises, painting, placement of spare parts, emergency rescue equipment, etc.) can be performed during this period with the beginning of the mooring tests are not associated.
9. Before the start of mooring tests, the construction company, represented by the head of the test batch, presents to the Customer and the Register inspection of the test batch, submits the following documents to the Customer and the Register inspection:
Director's order to start mooring trials;
A copy of the contract for the construction of the ship;
List of deviations from the technical design and contractual specification;
Acts on the implementation of fire-fighting measures on the ship;
Testing the ship's hull for impermeability;
Release act;
Act of diving inspection of the underwater part of the ship's hull, rudders and propellers;
Construction certificate journal;
Mooring certificate log;
Mooring test program;
Mooring test schedule;
List of spare parts and supplies.
10. At the beginning of the mooring tests, the commissioning foreman of the workshops of the construction enterprise carries out the presentation tests of the ship's vehicle. Acceptance of bearer tests is carried out by representatives of the technical control of the building company.
The result of the bearer tests is drawn up in tables attached to the test methods, which are signed by the persons who performed the bearer tests. Accepted by the representatives of the technical control of the vehicle builder enterprise are presented by the representative of the Customer and the Register by an apology signed by the head of the relevant workshop and the head of the test batch.
11. Some work included in the scope of mooring tests can be performed during the slipway period. These works include adjustment and commissioning of hatch covers, adjustment work of the control system for general ship systems, adjustment work of navigation complex systems, commissioning of power grids and communication lines of fire extinguishing systems, etc.
12. Immediately before the descent of the ship on the water, the vehicle is inspected, ensuring its unsinkability, and those vehicles that cannot be tested afloat at the outfitting embankment.
13. Vehicles that are monitored during sea trials when working for their intended purpose, i.e. for which special modes are provided for in the running conditions of frost, are finally adopted based on the results of mooring tests.
14. Mooring tests are considered completed if all points of the mooring tests program are completed in full and accepted with the signing of mooring certificates and drawing up tables.
15. At the end of the mooring trials, a running handover team is allocated from the delivery team in an amount sufficient for round-the-clock duty at the management.
It might be useful to read:
- Principles and structure of a submarine Submarine diagram;
- Inquiries from Marines, Divers and Mine Action Specialists;
- Glossary of marine words - marine, yachting and boating terms;
- Patches (states) of the navy of the ussr;
- Sailing ships, model drawings free download;
- Vegetable ropes Types of ropes and ropes on the ship;
- Mooring lines or mooring lines. Mooring lines Mooring material. Mooring names based on location. Mooring trials of ships;
- Lamprey (submarine) Characteristics of the engine for the submarine "Lamprey";