Mooring lines or mooring lines. Mooring lines. Material of mooring lines. Names of mooring lines depending on the location. Mooring trials of ships

Content: On the introduction of the Rules for spelling and pronunciation of certain 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

the designation of the same objects and concepts from the field of naval use.

To stop discord and maintain the purity of the naval language, it is proposed:

1. Accept for guidance the Rules for Spelling and Pronunciation of Certain Words and Expressions Accepted 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 everyday official correspondence (reports, reports, orders).

3. To introduce the study of the Rules in naval educational institutions of all levels and categories, in which the course of the Russian language and literature is taught.

Appendix: Rules for the spelling and pronunciation of certain words and expressions adopted in the naval language.

Chief of the Main Naval Staff of the Navy

Vice Admiral ALAFUZOV

APPROVE

First Sea Lord
Vice Admiral Alafuzov
September 16, 1944

Agreed with the Institute of Language and
writing of the Academy of Sciences of the USSR.

Full member of the Academy of Sciences of the USSR

S. Obnorsky

Spelling and pronunciation rules
some words and expressions adopted
in naval language

1. Basic benefits

The main aids for solving dubious issues of spelling and pronunciation are:

a) Academician A. A. Shakhmatov, Essay on the modern Russian literary language. Approved by the People's Commissariat of Education of the RSFSR as a manual for higher pedagogical educational institutions, third edition. State Educational and Pedagogical Publishing House, Moscow - 1936

Theoretically substantiated 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

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 the modern Russian language;

G) Marine vocabulary, volume one, A-N, Naval publishing house of the NKVMF of the USSR, Moscow 1939 Leningrad;

e) Naval 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 compilation of the dictionary;

f) Manual on the combat activities 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, references 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 abbreviations adopted 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 abbreviations adopted in the Red Army;

i) Reference book of the ship composition 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 vessels in Russian and Latin transcriptions.

Everything that follows is based on the consensus guidelines of most of the manuals listed.

In the future, the Naval Atlas of the publication of the Hydrographic Department of the Navy, which is being prepared for publication, will join the main manuals.

d) documentary justification for the correct spelling of geographical names.

2. About the spelling of some names
nouns

Nominative singular:

Prepositional singular:

Nominative plural:

Write

Do not write

contracts (pronounced contracts ABOUT ry) agreements
engineers engineer
warships warships
boats (pron. boatBUT ) boats
conductors (pron. conductor ABOUT ry) conductor
cruiser (pron. cruiser BUT ) cruisers
pilot (pron. pilot BUT ) pilots
midshipman (pron. midshipman BUT ) midshipmen
officers officer
ports port
seiners seiner
court ship
merchant ships merchant ships
transports transport
mooring lines mooring lodge
navigator (pron. navigator BUT ) navigators
anchors anchors

Genitive, accusative and prepositional plural:

3. About the spelling of some adjectives

Write

Do not write

two kilometers 2 km, 2 km
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
pilot test pilot test
test kit experimental set
prototype prototype
experimental teaching experimental learning
experienced sailor -
experienced officer -
smooth networks smooth networks
Romanian coast Romanian coast
three-gun volley 3-gun volley
typical operation -
typical situation for 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 the spelling of numbers

Numbers up to nine inclusive to indicate the number of items to write in 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 divisions of minesweepers, and not 10 DTShch ( last cut designates the tenth division of minesweepers).

5. About the use of certain verbs

6. About the correct spelling of geographical names

The correct spelling of the geographical name is selected from the Index of the Nautical Atlas of the publication of the Hydrographic Directorate of the Navy or from the latest edition of the corresponding sailing station of the Main Directorate of the Navy of the USSR (using an alphabetical index). If there is no sailing direction 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 not in the Nautical Atlas and in the sailing directions of the Main Directorate of the Navy of the USSR, write it in the Latin alphabet, using the transcription of the sailing stations of the British Admiralty.

If a private geographical name consists of two words, both words are capitalized: Western Gogland reach, Eastern Bosphorus.

7. About orientation in space

All directions are given in degrees or in rhumbs, adhering to the following provisions:

a) in degrees, give courses, bearings, lighting sectors of lighthouses, directions of alignments, directions from noticeable points to find the location of danger, signs of a floating fence, etc .;

b) the directions of the winds, currents and coasts are always given in rhumbs, and the construction of the phrase in this case should exclude the use of the name rhumb in the form of an adjective. For example, you should write the wind S, the current goes to NW, the coast changes direction to SO, the coast has the direction NO - SW or the wind is north, the current goes to the northeast, but not “south wind”, “northwest current”, “ southwest direction, etc.;

c) the directions characterizing the orientation of the object (shore, cape, extremity, etc.) relative to the cardinal points should always be given in Russian words, for example, northern coast, southwestern extremity, east of the alignment, etc.;

d) directions that give orientation to coastal objects from the sea can be given in rhumbs and in degrees, for example, Cape Krugly at ONO 3 miles, Mount High at 136 ° 2.5 miles.

8. About the spelling of surnames

Surnames derived from Slavic roots ending in in , n , h , sky , tsky , y , y , 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 established in Russian writing and, moreover, consonant with Russian words ( Altfater, Amundsen), are declined in full accordance with the rules of nouns or adjectives.

Surnames of Slavic origin about and all surnames of non-Slavic origin, dissonant with Russian words, do not decline (Konyushenko, Traverse. Georgadze, Georgishvili, Yusuf-Zade).

9. About the spelling of ship names

The gender of the name of a ship (as a part of speech - a noun or adjective), given together with the designation of its class or type, is subject to the gender of the designation of the class or type of ship.

Examples: the cruiser Aurora was withdrawn from the harbor; the submarine "Walrus" left the harbor; the schooner "Sailor" entered the harbor.

In official documents, ship names must always be preceded by class or type designations: 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 not advisable to leave without the destroyer Gordy.

10. About abbreviations

The abuse of abbreviations makes it difficult to read, obscures the meaning and sometimes leads to erroneous interpretation of the text.

The use of abbreviations is allowed only there. where it is inevitable: in operational documents, in watch logs, military operations, historical, in official manuals and in tables, where this is due to lack of space or the desire to avoid the repetition of cumbersome designations.

At the same time, in publications intended for a wide range of readers. only those abbreviations given in Rules for maintaining operational maps and in Instructions for 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, conditional abbreviations accepted within this service are allowed.

Using the legal abbreviation BTShch, remember that this means a basic minesweeper, and not a “high-speed minesweeper”, KATSCH is a minesweeper-boat, and not a “boat minesweeper”.

The abbreviated designations of ship classes given in operational documents are doubled only in those cases when it comes to the plural number of ships without indicating their number.


Example: KL KL to line up in the wake column, but: three KL lined up in the wake column.

The number of ships whose class is given by an abbreviated designation should be written in words.

Example: three TFRs (three patrol ships).

The number preceding the abbreviation of the ship class indicates the serial number of the ship.

Example: 3 SKR = third patrol ship.

The abbreviated designation of the ship class or type of aircraft, given without a number, is written without quotation marks.

Example: two MO boats, U-2 aircraft, one La-5.

However, the type of aircraft, denoted by the full name of the designer or the full code 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 depicting the name (proper name) of the ship, is written in quotation marks (until the second half of the 19th century, ship names were written without quotation marks, but in print they were highlighted in italics), for example: "MO-114", "M-172", "Sch-21".

Ultrasonic underwater surveillance device of the type developed by the Anglo-American organization Anti Submarine Defense
International Commitee, call Asdic, not Azdic.

The 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 example: m (meter), km (kilometer), kg / (kilogram), t (tonne) without dots (particularly because m is an abbreviation for minutes, and t can be taken as 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 cab.

General names of geographical points (island, cape, mountain, city) in all cases, except for sailing directions, write in full.

For example , Gogland island. In sailing directions, the following abbreviated designations of geographical points are allowed with their own names following them:

Island - about.
River - r.
Village - with.

City - Mr.
Cape - m.
Lake - oz.

In other cases (other than pilots) abbreviation of common names of geographical objects can lead to confusion (b. can be understood as a bay, bank, base and tower, r. 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 popular literature, the abbreviated designation of geographical coordinates should be depicted as follows: lat. 00°00" N, long 00° 00" 0 or
lat. 00 ° 00" north, long 00 ° 00" stop

In the combat log, in accordance with the Rules for maintaining operational maps (p. 28), with an abbreviated designation of coordinates, latitude is given without indicating north or south; longitude - without indicating east or west: w = 59°17", 0, d = 27°18", 5.

IN scientific papers(according to OST 6345) geographical latitude and longitude are indicated fi φ And lambda λ .

In written documents, avoid naming classes of ships with abbreviations that are allowed (according to the Rules for Maintaining Operational Charts) for transmission by telephone and semaphore: battleship, destroyer, gunboat, submarine.

In operational documents drawn up in a hurry, it is allowed to use the abbreviations 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

Names of foreign ships in newspapers, magazines (except magazine "Marine Collection" ) and in popular literature write in Russian letters, using the Russian transcription of the alphabetical index "Handbook of the ship composition of the navies of foreign states". If at the same time it is necessary to cite the original foreign-language name, then write it in the Latin alphabet in brackets after the Russian name. In the magazine "Marine Collection" and in printed publications of a research nature, write the names of foreign ships of the new time in the Latin alphabet in the transcription of the publication corresponding in time "Handbook of the ship's composition of the naval
fleets of foreign states" or Jane's Fighting Ships. When describing the past names of ships eastern states, who 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 Staff for the study and generalization of the experience of war

Captain 1st rank N. OZAROVSKY.

Notes in the order:

The Russian language allows equally both forms: boats - boats. cruisers - cruisers, however, in the everyday life of the fleet and in naval literature to the second
half of the 19th century, the shape of the boat and cruiser was firmly established: "The first mine boats had such an insignificant move that they could not overtake
no warship. . . " (S. O. Makarov. Discourses on naval tactics, p. 321. Voenmorizdat. 1943).

So: boats. cruisers, pilots, midshipmen, navigators, anchors - represent a general literary form.

Form: boats, cruisers, pilots, midshipmen, navigators, are used in the naval language as a professional uniform.

Pertaining to experiments (experimental).

Experienced.

About the movement of the boat.

* A geographical private name - a proper name - is written with a capital letter.

Finnish, Romanian and all sorts of other coasts - common nouns, may be different - are written with a lowercase letter.

Let go to the bottom.

SHVARTOV

SHVARTOV

(Dutch). A rope that fastens ships from the bow and stern to poles and piles.

Dictionary of foreign words included in the Russian language. - Chudinov A.N., 1910 .

SHVARTOV

[dutch. sjortouw] - maritime. a rope, cable (or chain), with which the ship is pulled up and attached to the pier, to another ship, etc. during parking.

Dictionary of foreign words. - Komlev N.G., 2006 .

SHVARTOV

ropes with which ships and steamers are attached from the bow and stern to the campfires and wharfs.

Dictionary of foreign words included in the Russian language. - Pavlenkov F., 1907 .

SHVARTOV

a thick rope that ties an anchored ship to a pier.

A complete dictionary of foreign words that have come into use in the Russian language. - Popov M., 1907 .

Mooring lines

(Goal. zwaartouw) sea a cable (or chain) with which a ship is tied to a pier, another ship, etc. during parking.

New dictionary foreign words.- by EdwART,, 2009 .

moorings

mooring, m. [head. sjortow] (marine, aviation). A cable (or chain) with which a ship is tied to a pier, another ship, etc. while moored.

Big Dictionary foreign words.- Publishing house "IDDK", 2007 .

moorings

but, m. (netherl. zwaartouw zwaar heavy + touw rope).
sea Rope, rope, with which a ship is tied to a pier or to another ship during parking. Give away the moorings!(command meaning: untie the ship from the berth).
Mooring- relating to work while the ship is mooring.
moor- put (the ship) on the moorings.
|| Wed backstay , buyrep , soil , tench , perlin , halyard , painter , pendant .

Explanatory Dictionary of Foreign Words L. P. Krysina.- M: Russian language, 1998 .


Synonyms:

See what "SHVARTOV" is in other dictionaries:

    A steel, synthetic or vegetable cable (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 parking conditions. EdwART. ... ... Marine Dictionary

    - (from the Dutch zwaartouw) a cable (steel, synthetic or vegetable fiber), with which they pull and fasten the ship to a berth or other ship ... Big Encyclopedic Dictionary

    SHVARTOV, mooring, husband. (Dutch sjortow) (sea, aviation). In maritime navigation and aeronautics, a hemp or wire rope with which a ship or aircraft in the parking lot; cf. chalka1 to 2 digits Give mooring lines (untie ... ... Explanatory Dictionary of Ushakov

    SHVARTOV, a, husband. (specialist.). A rope, a cable, to the eye a sea vessel is attached to the pier. Give the mooring lines (detach the vessel from the berth). Explanatory dictionary of Ozhegov. S.I. Ozhegov, N.Yu. Shvedova. 1949 1992 ... Explanatory dictionary of Ozhegov

    Husband, maritime pier Volzhsk. rope, perlin (Volga. sheima, jamb), with which ships in the harbor rush to the bales and piles. Moor, moor a 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

    Exist., number of synonyms: 3 rope (36) cable (55) chal (6) ASIS synonym dictionary. V.N. Trishin. 2013 ... Synonym dictionary

    mooring lines- moorings, m., genus. mooring; pl. mooring lines, genus. mooring lines ... Dictionary of pronunciation and stress difficulties in modern Russian

Article content:

In all cartoons and movies about the sea, ships, pirates, we hear the captain of the ship or his assistant shouting the command “Give up the moorings!”. This phrase is clearly associated with works of art, but it is still used on real ships to this day, not only on sea, but also on air.

The meaning of the word "mooring"

Most of the maritime terminology associated with the types of ships, navigation methods, has Arabic roots, including the words "ship", "galley", "admiral". This is not surprising, since Arab navigators were the first to connect the Arabian Peninsula with Madagascar, Ceylon, India and even China by trade routes back in the pre-Islamic period.

And various devices, mechanisms - belong to the Dutch and English, for example galley, bollard, mast, rigging. Technological development Europeans were engaged in shipbuilding, it was not without reason that the future Emperor Peter I studied maritime business in Holland and England. He personally created the first in Russia "Naval Charter » in 1720, where it is mentioned mooring lines .

There are two versions of the origin of the word "moorings":

  1. The Dutch "zwaar touw" means "heavy rope";
  2. The English words "shore" and "tow" mean shore and tugboat.

In this way, mooring rope - a device for tying a ship to a pier or another ship during docking.

The word is used not only in maritime affairs, but also in aviation. So the planes are moored 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 meaning, the mooring is called the sea berth, to which the ship docks. Synonyms: sheima, jamb.

Also in the speech of sailors, the word "mooring" is used, which means a spare anchor.

In the device of the vessel, there are many ropes, cables, ropes and chains, which together hold the individual parts in a single whole, and are also used to transport goods, control the ship. Together they are called rigging.

Separately, the ropes that control the sails are distinguished - they are called tackle.

Mooring ropes, like other cables on a ship, are made of the following materials:

  • steel chain;
  • hemp;
  • Synthetics (polypropylene, terylene);
  • vegetable fibers;
  • sailcloths;
  • In ancient times - coir, fibers of the coconut palm;
  • Wires.

On the ship there are such ropes:

  1. Bakshtov. Used for fastening small vessels to the ship, including boats;
  2. Slings. Suitable for handling loads, hanging, tying and moving, both within the board and during unloading ashore;
  3. Buyarep. It is attached to the anchor and, due to a special wooden float, determines its location;
  4. Sorlin. Controls the operation of the steering wheel and helps in case of breakage;
  5. Springs. One of the types of mooring cables is fed in such a way as to keep the ship in a given position when moored at the pier.

What does it mean to give the moorings?

The command to “give up the mooring lines” or “give up the ends” sounds on the ship at the moment when the ship is preparing to moor. At this moment, at the pier they “take 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, the anchor is dropped.

Types of ends or throws:

  • Root;
  • Running.

The end consists of fire, tench, i.e plant cable, And lightness- a canvas bag filled with sand.

Mooring operations

Mooring to the shore and leaving it by ship is one of the most complex operations that require well-coordinated work of the ship's crew and sailors on the pier. Collectively they are referred to as "mooring operations".

The process of mooring, that is, mooring, occurs as follows:

  1. Senior members of the team: captain's assistants, mechanic, senior sailor - take their places on the bow, stern.
  2. At the end of the mooring rope, which is attached to the berth, there is a loop called fire - from the Dutch "eye";
  3. On the deck and the pier there are paired bollards for fastening the cable - bollards;
  4. The end is passed through special holes in the deck - hawse, bale planks;
  5. Having laid the rope with canvas in places of friction, the ends, on command, are thrown first from the bow, then the rest;
  6. After the ropes are attached to the marine knot, the attachment points are covered with anti-rat shields.

Fenders are laid between the side of the ship and the pier - rubber balls or used tires filled with air. They are needed so that the ship's hull is not damaged.

In cases where it is not possible to moor to the shore, the vessel is secured 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 given from the berth, and they are taken on deck and pulled in.

Maritime knots and ship securing

Naturally, when attaching the vessel to the shore without sea ​​knots not enough. During mooring, the following types are used:

  • Vyblochny knot with a loop. It got its name thanks to vyblenkami - rope steps along which sailors climb the mast. Used for tying ropes on objects with a smooth surface;
  • Knot half bayonet. Safety knot, strengthens the root in case of increased load.

As we can see, mooring is laborious process associated with 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 Navy you can hear the command “Give up the moorings!” daily until now.

Video: how the ship is launched

This video will show the most spectacular launches of giant passenger and cargo ships:

Mooring tests.

Mooring tests - technological stage commissioning tests, the main purpose of which is to check the quality of ship construction, installation and adjustment of equipment; preliminary testing under main load power plant and auxiliary mechanisms; checking the operation of systems and devices that ensure the survivability of the ship; preparation of the vessel for sea trials.

Prepared for mooring trials special places with sufficient depth, equipped with mooring shore facilities and having a quay of solid construction.

Mooring tests are carried out separately for mechanical, electrical and hull parts. The mechanical part is tested first, starting with emergency systems and mechanisms that ensure the safety of the vessel during the test (fire system, flooding and water pumping systems). This is followed by testing of auxiliary power equipment: turbogenerators and diesel generators, auxiliary boilers, evaporators, desalination plants, etc. Tests of the main power plant are carried out last. Ship systems, pipelines, electrical networks, energy and survivability posts are tested simultaneously with the main mechanisms. Before testing the GTZA of a steam turbine plant, the operation of the turning and shaft-braking devices, as well as the forward and reverse movement of the turbines, are checked. In the process of mooring tests of a steam turbine plant, hydraulic tests of pipelines of all systems are carried out, including fuel, fire, steam; check the operation of auxiliary installations (ignition, feed, fuel pumps); oil is pumped through the engine room oil pipeline; produce hydraulic and steam samples of the steam pipelines of the engine room; carry out tests of circulation and condensate pumps, as well as pipelines directly connected to turbines; they check the power and lighting networks and start the turbogenerator, as well as start the GTZA to idle. Then, the operation of the GTZA is checked at a rotation frequency that is 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 plant is diesel-powered on the ship, then at the beginning of its testing, the serviceability of the turning device, signaling the pressure drop and overheating of the oil, turning off the fuel supply when the speed rises above the permissible one is checked; engine starting qualities and starting air reserves. At the following stages, the operation of the main engines is tested at low and medium speeds. If there is an adjustable pitch propeller 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 by depth marks, initial stability (by the heeling method), as well as the operation of the anchor, steering, cargo, boat, mooring and towing, rail and tent devices, spars and rigging, outboard ladders, light and sound alarms, searchlights, running lights, bells.

When testing the steering device, the correct operation of the steering drive, the correct operation of the steering position indicators and the operation of the limiters are checked. The anchor device is tested by etching and selecting in turn several bows of the anchor chain on the band brake of the capstan or windlass, checking the passage of the links of the anchor chain through the fairleads, screw stops and along the sprocket of the anchor mechanism. In the cargo device, they check the reliability of the drums and brakes of cargo winches, the reliability of fastening cargo booms in the stowed position, the convenience of opening and closing cargo hatches. For the lifeboat device, it is mandatory to check the ease and correctness of the dumping of the boats, measuring the time of launching and lifting the boats, checking the reliability of fastening the boats in the stowed position.

The testing of the hull part also includes checking the operation of the galley, bakery, laundry and other living services on the ship. In addition, the reliability of battening down and impermeability of doors, hatches, covers, portholes, etc. is also tested. Household equipment is also checked: the reliability of its fastening, completeness.

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sea ​​trials

After mooring are carried out sea ​​trials associated with going to sea. 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 secant alignments - a pair of coastal wooden shields with a vertical black stripe painted on them. When for an observer on board the lanes merge into one, the ship is in alignment. One alignment marks the beginning, and the other marks the end of the measured section. The direction of the vessel's movement is set either by the guide lines, or by the course indicated on the map.
A commission is formed to conduct tests, all the results of its work are drawn up in the form of protocols, where, in particular, the names and positions of the commission members, the time and conditions for testing, information about the measuring instruments used, and measurement results are entered.
Certain requirements are imposed on the vessel at the time of testing, the measured mile itself, test conditions and measuring instruments.
The vessel must be freshly painted (no more than 15 days, and in cold water - 30 days after leaving the dock), must not have a 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 drafts at the extremities and from 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 are imposed on the condition of ship propellers. Check the geometric characteristics of the propellers, in the presence of damage to the blades, they are eliminated.
The tests are carried out in calm weather: wind force is allowed up to approximately 3 points (for small ships - up to 1000 tons - up to 2 points, for large ships - over 20,000 tons - up to 4 points), and excitement - up to 2 points (also for small ships - less, and for large ones - more), and the leading signs should be clearly visible. There should not be a strong current in the area of ​​​​the measured mile, especially in the transverse direction, which distorts the results of the speed measurement. It is very important that the depth per measured mile be deep enough to avoid the influence of shallow water on drag. Recall that a sharp increase in resistance begins at the Froude number in depth

where H is the water depth 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 width and draft of the vessel, respectively; v is the maximum speed of the vessel during the tests. Thus, with the usual transport ships speeds of 15-16 knots, the required depth is approximately 25-30 m (if the ship's draft is not very large). With increasing speed, the required depth increases rapidly.
Speed ​​measurement errors should not exceed 0.5%, the time of passage of the measured 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 times of the run - 1 min.
The program of sea trials provides for the movement of the vessel in several modes corresponding to the speed of the main engine from minimum to maximum, including nominal ones. For lead transport vessels with internal combustion engines, the following modes are mandatory: n = nom, n = 1.03 nom, n = 0.91 nom, n = 0.80 nom, n = 0.63 nom. In each mode, the ship makes three runs (the movement pattern is shown in Fig. 11.1; the curve that the ship describes when turning in reverse direction, is called "coordinate"). To do this, it falls on a given course, which must be exactly maintained, the desired speed is set, and a steady speed is gained. There are observers on board with stopwatches, the number of which must be at least three. When passing the first alignment, the stopwatch starts, the second - stops. The results are recorded in the protocol; if one of the three results is significantly different from the others, it is discarded. The ship's speed during the run is calculated as the quotient of the length of the measured mile divided by the average time. The average speed for three runs in one mode is calculated by the formula:

Rice. 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 a plus and twice with a minus. Moreover, if during the test the speed gradually changed approximately according to a linear law, the formula allows you to eliminate the influence of the current. This is faster and more accurate than determining the average speed over four runs.
Modern navigation systems make it possible to determine with high accuracy the position of a vessel at any point in the World Ocean and at any time, which makes it possible in principle to conduct high-speed tests in places not specially equipped for this purpose. However, the possible course must be taken into account.
Another important measured characteristic is the engine speed. On ships under operating conditions, it is measured by tachometers, but for test conditions their accuracy is insufficient. A tachoscope is used here - a mechanical or electrical device that has a revolution counter and a stopwatch in one housing. The tachoscope roller rests against the engine shaft at the nose end, when pressed, both the stopwatch and the rev counter start working, when released, they stop.
There are pulse tachoscopes operating on various physical principles. They are also used in cases where it is not possible to connect a tachoscope to the end of the shaft.
It is highly desirable to also measure engine power and propeller thrust or thrust. These measurements are technically more complex and less accurate. One way to measure the power of diesel plants 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 tubes with risks. At some point, the fuel pipeline is blocked, fuel from the tank begins to be 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 by an indicator diagram - a record of the pressure in the engine cylinder as a function of piston displacement. There are special devices for this purpose. The sum of the powers of all cylinders gives the indicated power; the effective power of the engine is less due to losses in the engine (for 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 quite stable.
Steam and gas turbine plants determined in other ways that we do not consider. On ships with electric propulsion, power can be determined from the current parameters.
There are other, more complex ways. Since the power PD is uniquely related to the torque Q transmitted by the shafting (PD = 2pn * Q),
using torsiometers, it is possible to measure the torque through the angle of twist of the shaft φ on a certain base 1. In this case

Here Ip is the polar moment of inertia of the shaft section; for a solid circular section with a diameter D

According to the principle of operation, electric and acoustic torsiometers are distinguished. To convert the angle of twist into torque, knowledge of the shear modulus G is required, which is not a completely stable characteristic of the material. If you first calibrate the measuring section of the shaft to determine the shear modulus, the error in determining the moment is 2-3%.
Using strain gauges glued at an angle of 45 degrees to the shaft axis, 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 there is a serious problem of signal transmission from a rotating shaft to a stationary measuring equipment. Metal deformations are measured in hundredths of a percent, of the same order of change in the electrical resistance of sensors that need to be measured with high accuracy. If readings are taken using slip rings and brushes, a resistance arises in the contact, the fluctuations of which can be of the same order as 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, such as gallium alloys (the melting point of pure gallium is 30 C). These errors can be avoided if a preamplifier and a radio transmitter are also placed on the rotating shaft, and a receiver and the rest of the measuring equipment are nearby. Note that an additional error with this method arises from inaccurate knowledge of the shear modulus of the shaft material.
Prop thrust or thrust measurements are even more difficult. For example, the thrust of the propeller on the moorings can be determined by the tension of the cable connecting the ship 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 intermediate shafts with a special insert equipped with instruments for measuring both stop and torque. Such an insert is made specifically for a certain series of vessels. The thrust gauge (hydraulic or electric) can also be installed in the thrust bearing. The stop measurement error usually exceeds 5%.
Test results are processed and analyzed. To convert from displacement at the time of testing to full, the Admiralty formula is usually used. It is desirable that the ship develop the design speed at the nominal engine operating mode. Sometimes the test speed is less than the design speed. Perhaps this is due to insufficient depth per measured mile or to the roughness of the skin - these cases should be excluded during preparation for testing. As we noted, errors may be due to the insufficient level of development of science and the features of the built vessel. There are also cases when the test speed exceeds the design one.
If during the tests the speed of the vessel, the rotational speed of the propeller shaft and the power were measured (the thrust often cannot be measured), then according to their results, the coefficients of the associated flow and the influence of the non-uniformity 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 match the results of model tests, to correct either the resistance or the suction coefficient.
Sometimes, according to the test results, the elements of the propeller are adjusted.

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The procedure for carrying out mooring and sea trials of electrical equipment.

Mooring trials

11.4.1 Power supply of all consumers during mooring trials shall be carried out from regular ship's generators.

In some cases, by special agreement with the expert, mooring trials may be allowed when ship consumers are powered from onshore power sources with the appropriate parameters.

In the case when regular consumers of electrical energy do not provide the load of ship generators required during mooring tests, special load devices are used.

11.4.2 In the process of mooring tests of a propulsion electrical installation, the following are checked:

.1 the correct functioning of the installation for forward and reverse in all switching options provided for by the project documentation;

.2 serviceability of the means of starting the main diesel generators, backup exciters, fans, cooling and lubrication units;

.3 the ability to control the installation from backup 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 network and auxiliary units of the electric propulsion system in cold and warm states;

.7 consistency of readings of the propeller shaft speed indicators in the engine room and on the navigation bridge.

11.4.3 Shipboard generators are tested in all modes together with the main switchboard.

During 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 brushes of the generators;

.6 insulation resistance;

.7 serviceability of automatic synchronization and load distribution devices.

11.4.4 When testing in action batteries check:

.1 density and level of electrolyte in batteries;

.2 insulation resistance;

.3 operation of the charger and battery in the discharge mode;

.4 operation of automatic means of protection (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 switchgears, check:

.1 operability of devices under load in all modes in combinations and variants of loads provided for by the project;

.2 the possibility of transferring control of installations from the main posts (console) to local ones and their uninterrupted operation with such control;

.3 compliance of the given positions of the control bodies with the actual modes of operation of the controlled object;

.4 setting up automatic protection devices (by examining the values ​​​​of the operation settings and selective tests of automatic machines, except for protection against short-circuit currents), interlocks and alarms;

.5 readings of measuring and recording instruments;

.6 insulation resistance.

11.4.6 When testing electric drives, the characteristics of each electric drive and its suitability for its purpose should be identified.

In addition to these tests, 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 remote and local posts and disable it using emergency switches;

.3 correct functioning of limit switches, brakes, interlocks, control devices, automatic protection and signaling devices;

.4 compliance of the values ​​of the thermal protection settings with the currents of the protected electric motors;

.5 insulation resistance of electric motors and equipment in cold and heated states.

11.4.7 When testing control and signaling devices, check:

.1 the consistency of the operation of master and executive devices (telegraphs, rudder position indicators, tachometers, etc.);

.2 serviceability of alarms, devices, devices;

.3 activation of emergency and fire alarms;

.4 insulation resistance.

11.4.8 During testing of an emergency electrical installation, check:

.1 failure-free automatic start of emergency diesel generator;

.2 fail-safe automatic connection of the emergency generator to the buses of the emergency switchboard;

.3 uninterrupted connection of consumers to power 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 values ​​of the parameters of the emergency diesel generator by measuring the voltage, speed and current strength during the operation of all emergency consumers.

11.4.9 It is necessary to check the correct functioning of the blocking devices for 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 lamps of the main and emergency lighting, including at all critical objects of ship equipment, in the premises and spaces of the vessel, at lifeboats, rafts, places for storing personal life-saving equipment, etc.

11.4.11 It is necessary to check the operation of signal and distinguishing lights and signaling about their malfunctions.

sea ​​trials

11.5.1 During sea trials, the operation of the ship's electrical installation is checked in all modes provided for by the program, under actual loads and conditions that occur on the ship's course, as well as the correct functioning of electrical equipment that has not been fully tested during mooring trials. 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 means and devices powered by electrical energy.

11.5.2 When testing a ship power plant, check:

.1 sufficiency of generator power to supply consumers in accordance with the load table for all operating modes of the ship, except for the mooring;

.2 uninterrupted switching on of an emergency source of electrical energy in the event of a power failure at the main switchboard and power supply from it to the necessary consumers;

.3 uninterrupted switching on of a short-term emergency source of electrical energy (if any) for the duration of the commissioning of the emergency diesel generator.

11.5.3 When testing a propulsion electrical installation, the following is carried out:

.1 the checks specified in 11.4.2.1 , 11.4.2.3 And 11.4.2.4 ;

.2 measurement of the duration of the reverse at different ship speeds.

11.5.4 Electric drives of pumps, compressors, separators, fans and other objects of ship equipment are checked when working for their intended purpose in terms of reliability (uninterrupted) operation, switching on and off, switching to a backup set, if any, the actions of remote panels to turn on and turn off the electrical drive, automatic switching on of backup electric drives based on signals from controlled parameters of the working environment in automated installations, etc.

Checks of operating electrical equipment for the absence of overloads, unacceptable temperature rises of housings, shells, panels, bearings, etc. are carried out using available instruments or tactile methods. They also check the parameters of both their own vibration and vibration caused by the operation of the main engines and other objects of ship equipment or the propulsion of the ship.

11.5.5 The electric drives of the steering devices, their power systems (main and backup power lines), control systems, indication of the position of the rudder blade, signaling the operation of the electric drive and its stop, etc. are checked when the steering device is operating in all provided modes.

11.5.6 The check is carried out both during the operation of two (if installed) electric steering gear units, and each power unit separately from all the provided remote and local control posts when the electric drives of the 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 for in Sec. 9 , should be performed at least five times for each unit from each station and for each supply line.

11.5.7 Checking the electric drives of anchor and mooring devices, boat winches is carried out when testing the listed devices when anchoring and unanchoring the vessel, moving away from the berth, mooring and anchoring the vessel.

11.5.8 During sea trials, the insulation resistance of electrical equipment is measured both during its operation using panel instruments for measuring insulation resistance, and with a portable megohmmeter immediately after decommissioning at the temperature of the equipment established during operation.

11.5.9 Electrical machines with collectors and slip rings are tested for the degree of sparking.

11.5.10 After sea trials, the scope of the revision is established, during which it is necessary to open the bearings of electrical machines, which were heated during sea trials in excess of the norm.

11.5.11 When opening an electrical machine, check:

.1 technical condition of the supporting structures of the stator winding;

.2 the location of the slotted wedges of the windings;

.3 technical condition and arrangement of poles with their windings;

.4 reliability of fastening of rotating parts.

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Similar information.


Introduction.

During the construction of the ship, constant technical control of products that are intermediate products of hull processing, assembly and welding, mechanical assembly and other shops is carried out. The scope of inspections during construction is regulated by a list of mandatory acceptances, which is compiled jointly by the construction company and the customer. Technical control ends with testing and delivery of the vessel.

The purpose of the tests is to check the compliance of the technical and operational characteristics of the vessel with the characteristics specified in project documentation. Prior to the start of ship testing, installation of all pipelines, systems of main and auxiliary mechanisms must be completed; room equipment; impermeability tests; installation of ship devices and practical things. All work performed during the construction process, included in the list of mandatory acceptances, must be issued with appropriate documents - certificates signed by the Quality Control Department and representatives of the customer.

In addition to preparation for testing, the testing period of ships includes the following stages: mooring trials, sea trials, revision, control exit, control trials.

Technical and technological documentation of tests.

The technical documentation required for test verification includes:

Programs of acceptance tests;

Descriptions;

Maintenance instructions, forms and passports for mechanisms, devices and devices;

Drawings and specifications for the supply of ship equipment

The technological documentation includes:

Certificate logs, test schedules;

Methodology for testing individual mechanisms, devices and systems;

List of auxiliary materials;

List of special equipment and tools, non-standard instrumentation, etc.

Acceptance testing programs are developed by the vessel designer, coordinated, approved and transferred to the vessel builder four months before the start of trials of the lead vessel and three months before the start of serial trials. The programs of acceptance tests reflect the accepted procedure for testing and handing over the ship to the customer, a standard list of documentation presented by the plant - the builder of the acceptance committee, the scope of the regimes and the duration of the tests.

For the period of mooring and factory sea trials, certificate logs are developed on the basis of acceptance test programs. Each journal certificate contains the basic data of the equipment under test and tables of test results; the filling in of the indicated tables and the issuance of certificates is carried out by the test group of the QCD.

Schedules for mooring and sea trials are divided into technological and calendar. The first ones are developed by the technological service of the plant for the lead ships, then, based on the test experience, they are corrected and produced in the form of standard ships for serial ships. They are compiled on the basis of acceptance test programs with graphic image the duration and sequence of individual checks and tests. For each type of inspection, the necessary support for the preparation and conduct of tests is indicated. On the basis of technological schedules, ship builders draw up test schedules, taking into account the actual state of readiness of the vessel at the time of drawing up the schedules and the due dates for testing.

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 on the slipway and at the outfitting quay afloat.

2. In the process of mooring trials, the Customer carries out acceptance, and the Register - survey of the completeness, quality of construction of the ship, installation and serviceability of the ship's equipment, as well as determination of the readiness of the ship for sea trials at sea.

In the process of mooring trials, the final acceptance of mechanisms, devices, systems, devices is carried out, which, due to their purpose or working 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 trials, the builder must have the appropriate areas of capital construction facilities:

Completion and commissioning workshop, which has premises for adjusting control systems and complexes, equipment for power plants, general ship systems, etc. with the supply of appropriate types of energy;

Outfitting embankment, provided with cranes, berthing facilities and power supply communications, means of checking navigation radar stations, navigation points, landmarks, point objects). The length of the embankment and the depth in the area of ​​the quay wall should correspond to the type of ships under construction;

Power unit for the production and supply to the ship of the necessary types of energy and media;

The water area of ​​the enterprise, provided with tugboats or tug boats for towing, moving and re-mooring ships;

Other necessary facilities, depending on the types and purpose of the ships under construction.

4. During mooring trials, as well as during adjustment and preparatory work, power supply to all mechanisms, systems and devices with electrical equipment, including systems and devices serving the main engine. Unless otherwise stated, it is produced from the shore network through the main switchboard of the test ship.

Tests of electrical equipment, service mechanism and device are carried out simultaneously with the tests of the corresponding mechanisms and devices.

5. The beginning of mooring trials is established by the order of the head of the builder's enterprise. Agreed with the representative of the customer and the Register, and the sequence - the schedule, which is developed on the basis of the network technological schedule testing.

6. To carry out mooring tests, the head of the enterprise-builder, by his order, appoints the responsible delivery officer, the captain, the delivery engineer and the head of the test party.

7. The responsible delivery officer, the delivery captain, the delivery mechanic and the head of the test lot form the delivery team (SC) in accordance with the regulatory and technical documentation, which establishes the provision for the formation of the SC, the rights, duties and responsibilities of the SC members and their relationship.

8. Mooring trials begin upon completion installation work and after the closure of construction certificates. Works on fitting-out certificates that do not affect the course of mooring trials (refurbishment of premises, painting, placement of spare parts, emergency equipment, etc.) can be performed during this period with the start of mooring trials are not associated.

9. Before the start of mooring trials, the construction company represented by the head of the test lot shall present to the Customer and the Register inspection of the test lot shall present to the Customer and the Register inspection the following documents:

Director's order to start mooring trials;

A copy of the contract for the construction of the ship;

List of derogations from technical project and contract specifications;

Acts on the implementation of fire-fighting measures on the ship;

The act of testing the ship's hull for impenetrability;

Trigger act;

The act of diving inspection of the underwater part of the ship's hull, rudders and propellers;

Journal of construction certificates;

Journal of mooring certificates;

Mooring test program;

Schedule of mooring tests;

List of spare parts and supplies.

10. At the beginning of mooring tests, the acceptance foreman of the workshops of the construction enterprise conducts bearer tests ship TS. Acceptance of bearer tests is carried out by representatives technical control construction company.

The result of the bearer tests is drawn up in the tables attached to the test procedures, which are signed by the persons who conducted the bearer tests. The TS accepted by the representatives of the technical control of the enterprise-builder are presented by the representative of the Customer and the Register according to the notices signed by the head of the relevant workshop and the head of the test lot.

11. Separate works included in the scope of mooring trials can be performed during the slipway period. These works include adjustment and commissioning of hatch covers, adjustment of the general ship systems control system, adjustment of navigation complex systems, commissioning of electrical networks and communication lines of fire extinguishing systems, etc.

12. Immediately before the launch of the ship, they check the vehicles that ensure 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 regimes are otherwise provided for in navigation conditions, are finally accepted according to the results of mooring trials.

14. Mooring trials are considered completed if all items of the mooring trials program are completed in full and accepted with signing of mooring certificates and drawing up tables.

15. At the end of the mooring trials, a running commissioning team is allocated from the commissioning team in an amount sufficient for round-the-clock watchkeeping in departments.

 

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