Elements of a ship's hull set. Below-deck set of the ship's hull. Its main longitudinal and transverse connections What are pillers on a ship

The bottom design without a double bottom is used on small transport vessels, as well as on vessels of the auxiliary and fishing fleet. Cross-braces in this case are floors - steel sheets, the lower edge of which is welded to the bottom plating, and a steel strip is welded to the upper edge. Floors go from side to side, where they are connected to the frames with cheekbones.

Longitudinal braces of the bottom framing on ships without a double bottom are bar and vertical keels, as well as bottom stringers.

The bar keel is a steel beam of rectangular section, which is welded to the vertical keel, and to the bottom plating - either by welding or by rivets. Another type of bar keel is three steel strips, one of which (middle) has a much larger width and is a vertical keel.

The vertical keel is made of steel sheet placed on edge and running continuously along the entire length of the vessel. The lower edge of the vertical keel is connected to the bar keel, and a strip is welded along its upper edge.

The bottom stringers are also made of steel sheets, but unlike the vertical keel, these sheets are cut at each floor. The lower edge of the sheets of the bottom stringers are connected to the bottom plating, and a steel strip is welded along their upper edge.

Bottom set on vessels with a double bottom (Fig. 2). All dry cargo ships over 61 m in length have a double bottom, which is formed between the bottom plating and the second bottom steel deck superimposed on top of the bottom framing. The height of the double bottom is not less than 0.7 m, and on large vessels it is 1-1.2 m. Such a height makes it possible to carry out work on the double bottom during the construction of the vessel, as well as during the cleaning and painting of the double bottom compartments during operation.

The cross-braces of the bottom set on ships with a double bottom are floors, which come in three types:

solid;
Waterproof;
Open (bracket lightweight).

A solid floor consists of a steel sheet placed on edge. The lower edge of the floors is connected to the bottom lining, and the upper edge is connected to the flooring of the second bottom. In the continuous flora there are large oval cutouts - manholes that provide communication between the individual cells of the double bottom. In addition to large cutouts, several small cutouts are made in the sheet of solid flora at the bottom plating and at the second bottom flooring - doves for the passage of water and air.

Waterproof floor is structurally no different from solid floor, but it does not have any cutouts.

The bracket (open) floor does not have a solid sheet, but consists of two profile steel beams, the lower one, running along the bottom plating, and the upper one, which goes under the decking of the second bottom. The upper and lower beams are interconnected by rectangular pieces of sheet steel - brackets.

Rice. 1 Bottom set on ships without a double bottom: 1 - bar keel; 2 - vertical keel; 3 - horizontal strip of the vertical keel; 4 - flora; 5 - upper flora band; 6 - bottom stringer sheet; 7 - bottom stringer strip; 8 - knee; 9 - frame

Longitudinal connections of the bottom set on ships with a double bottom are a vertical keel, extreme double-bottom plates and bottom stringers.
Vertical keel - a sheet placed on edge and running in a diametrical plane continuously along the entire length of the vessel. It is made waterproof and divides the double bottom into compartments of the left and right sides. Instead of a vertical keel, a tunnel keel can be installed, which consists of two sheets running parallel to the diametrical plane at a distance of 1 - 1.5 m from each other.
From the sides, the double-bottom space is limited by double-bottom sheets (cheekbone stringers) that run continuously along the entire length of the double bottom and do not have any cutouts. The lower edge of the double-bottom sheet is connected to the outer skin, and the upper edge - to the flooring of the second bottom. The extreme double-bottom sheets are usually installed obliquely, as a result of which bilges are formed in the hold along the sides, in which bilge water is collected.
Bottom stringers are vertical sheets mounted on both sides of the vertical keel. They are cut on each continuous floor, and for the passage of the lower and upper beams of the bracket floor, cutouts of appropriate sizes are made in the stringer sheet.
Rice. 2 Bottom set on vessels with a double bottom: 1 - flooring of the second bottom; 2 - waterproof floor; 3 - bracket (open) floors; 4 - continuous flora; 5 - vertical keel; 6 — bottom stringer; 7 - extreme male dudon sheet (zygomatic stringer)
The cross-links of the onboard set are frames. There are ordinary and frame frames. Ordinary frames are made of profile steel (unequal shelf angle, angle bulb, channel and strip bulb). The frame frame is a narrow steel sheet. This sheet welded seam is connected to the side skin, and a steel strip is welded along its free edge.
Frame frames have increased strength and therefore they are installed, alternating with ordinary ones, on ice-going ships. But the installation of frame frames is not always advisable, as they clutter up the room. Therefore, on ships that do not have ice reinforcements, frame frames are installed only in the engine room, and in the bow hold, where increased strength is required, ordinary frames of an increased profile are installed - reinforced or intermediate frames.
Rice. 3 side set: 1 — frame frame; 2 - ordinary frames; 3 — side stringer; 4 - outer skin; 5 - diamond-shaped pad
The lower end of the frame is attached to the outermost double-bottom sheet with a cheekbone, which is welded with one edge to the outer skin, and the second - to the double-bottom sheet. A flange is bent along the free edge of the zygomatic knee.
Longitudinal connections of the onboard set are onboard stringers. They consist of a steel sheet, along the free edge of which a steel strip is welded. The other edge of the side stringer sheet is attached to the side skin. For the passage of frames, cutouts are made in the stringer sheet. Side stringers are cut on frame frames and transverse bulkheads.
The transverse braces of the underdeck set are beams that run continuously from one side to the other, where they are connected to the frames with beam brackets. In those places where there are large cutouts in the deck (cargo hatches, machine-boiler shafts, etc.), the beams are cut, and they go from the side to the cutout. The cut beams are called half beams. Half-beams at the side are connected to the frames, and at the cutout - with the longitudinal coaming of the hatch or shaft.
Beams and half-beams are made of profile steel (unequal angles, channels, corner bulbs, stripe bulbs). At the ends of cargo hatches, as well as at the locations of deck mechanisms, frame beams are sometimes installed, which are a T-beam consisting of a steel sheet, along the free edge of which a steel strip is welded.
Rice. 4 Underdeck set: 1 - deck flooring; 2 - beams; 3 - carlings; 4 - pillers; 5 - beam knees; 6 - frames; 7 - side skin
To reduce the span of the beams, longitudinal underdeck beams are installed - carlings, which create additional supports for the beams. The number of carlings depends on the width of the vessel and usually does not exceed three. Carlings has the same design as the side stringer. It also consists of a steel sheet that has one edge welded to the deck plating and a steel strip welded to its free edge. For the passage of beams, cutouts are made in the frame carling sheet.
Intermediate supports for carlings are pillers - vertical tubular racks. The upper end of the pillers is connected to the carlings, and the lower end rests on the flooring of the lower deck or the second bottom. To make the pillers less cluttered in the hold, they are installed only at the corners of the cargo hatch. On new ships, pillars are usually not installed, and deck rigidity is provided by increased strength of carlings.

Longitudinal dialing system
It is characterized by the presence of a large number of longitudinal beams running along the bottom, sides and below deck. These beams are made of profile steel and installed at a distance of 750-900 mm from each other. With such a number of beams, it is easy to ensure the overall longitudinal strength of the ship, since, on the one hand, the beams participate in the general bending of the ship, and on the other hand, they increase the stability of thin sheets of plating and decking.
Transverse strength with such a recruitment system is provided by widely spaced frame frames and often transverse bulkheads.

Frame frames running along the sides, bottom (bottom frame frame or floor) and below deck (frame beam) are installed every 3-4 m. The frame frame is made of steel sheet 500-1000 mm wide. One of its edges is welded to the outer skin, and a steel strip is welded along the other. For the passage of stringers
cutouts are made in the sheet of the frame frame.

Rice. 5 Dial systems: a - longitudinal; b - combined, 1 - frame frame; 2 - knees; 3 - transverse bulkhead; 4 - bulkhead racks; 5 - outer skin; 6 - longitudinal beams; 7 - frames; 8 - cheekbones; 9 — bottom frame frame (floor); 10 - bottom flora; 11 - transverse bulkhead
Transverse bulkheads on ships of the longitudinal system should be installed more often than with the transverse system, since widely spaced frame frames do not provide sufficient transverse strength of the vessel. Usually, bulkheads are installed at a distance of 10 - 15 m from each other.
On the transverse bulkheads, the longitudinal beams are cut and their ends are attached to the bulkheads with large knots. Sometimes the longitudinal beams are passed through the bulkheads, and to ensure the impermeability of the passage, they are scalded.
The longitudinal framing system is used only in the middle part of the length of the vessel, where the greatest forces occur during the general bending. The ends on ships of the longitudinal system are performed according to the transverse system, since additional transverse loads may act here
The longitudinal dialing system has the following advantages:
Easier provision of overall strength compared to the transverse system, which is very important for large vessels with a large length and relatively low side height;
Reducing the mass of the hull by 5-7% with the same strength as the transverse system;
A simpler construction technology, since the beams of the longitudinal set are mostly rectilinear in shape and do not need pre-treatment.

However, this system has a number of disadvantages:
Cluttering of ship premises with a frame set and a large number of knees;
Limiting the length of the holds by the frequent installation of transverse bulkheads, which complicates cargo operations.

For these reasons, the longitudinal dialing system is almost never used on dry cargo ships. But it is widely used on oil tankers, where these disadvantages are not significant. Oil tankers recruited according to the longitudinal system have one or two longitudinal bulkheads in the area of cargo tanks, which are also made according to the longitudinal system.

Combined dialing system
When the vessel is bent, the longitudinal bonds of the deck and bottom will be the most stressed. The longitudinal ties of the sides are less stressed. Therefore, it is irrational to install longitudinal beams along the sides, since they have little effect on the overall strength of the vessel. It is more expedient to have transverse beams along the sides and thus ensure transverse strength.
Based on this, Acad. Yu. A. Shimansky in 1908 proposed a combined framing system, in which the bottom and deck are made along the longitudinal system, and the sides along the transverse one. This combination allows the most rational use of the material and relatively easy to provide both longitudinal and transverse strength. The presence of longitudinal beams along the deck and bottom allows you to save the advantages of the longitudinal system, and the presence of transverse side beams eliminates its disadvantages, since in this case the frame set and the frequent installation of transverse bulkheads are unnecessary.
Rice. 6 Midship frame of the vessel of the transverse system: 1 - floor; 2 - vertical keel; 3 — bottom stringer; 4 - pillers; 5 - double bottom sheet (zygomatic stringer); 6 - zygomatic knee; 7 - hold frame; in - side stringer; 9 - beam knitsa; 10 - beam of the lower deck; 11 — tweendeck frame; 12 - upper deck beam; 13 — rack bulwark; 14 - gunwale; 15 - about the longitudinal coaming of the hatch
The combined recruitment system is used both on dry cargo and oil tankers. At the same time, dry-cargo vessels are made with a double bottom, recruited according to the longitudinal system. In this case, instead of longitudinal beams made of profile steel along the bottom and under the decking of the second bottom, it is allowed to install additional bottom stringers with large cutouts.

The image of the ship's kit on the ship's drawings
One of the main ship drawings is the midship frame (Fig. 6) - the cross section of the ship. Due to the fact that the design of the set on the same vessel may not be the same in different places, they usually draw not one section, but several, which allows you to give a complete picture of the design ship set.

Rice. 7 Structural longitudinal section of the hull along the diametral plane
Another design drawing of the ship's set is a structural longitudinal section of the hull along the diametrical plane. In this drawing, usually in the form of a diagram, all changes in the design of the set along the length of the vessel are depicted (Fig. 7).
In addition to these basic drawings of the ship's set, they draw many drawings of individual structural units, etc.

From Wikipedia, the free encyclopedia
Stability - the ability of a floating facility to withstand external forces that cause it to roll or trim and return to a state of equilibrium at the end of the disturbing effect. Also - a section of ship theory that studies stability.
Equilibrium is considered to be a position with acceptable values of the roll and trim angles (in a particular case, close to zero). A floating craft deviated from it tends to return to equilibrium. That is, stability is manifested only when there is an imbalance.
Stability is one of the most important seaworthiness qualities of a floating craft. With regard to ships, a clarifying characteristic of the ship's stability is used. The stability margin is the degree of protection of a floating craft from capsizing. External impact can be caused by a wave impact, a gust of wind, a change in course, etc.
Stability is the ability of a vessel, brought out of a position of normal equilibrium by any external forces, to return to its original position after the termination of these forces. External forces that can take the ship out of normal equilibrium include wind, waves, the movement of goods and people, as well as centrifugal forces and moments that occur when the ship turns. The navigator is obliged to know the features of his vessel and correctly assess the factors affecting its stability. Distinguish between transverse and longitudinal stability.
Stability is the ability of a vessel deviated from the equilibrium position to return to it after the cessation of the forces that caused the deviation.
Vessel inclinations can occur from the action of oncoming waves, due to asymmetric flooding of compartments during a hole, from the movement of goods, wind pressure, due to the acceptance or expenditure of goods.
The inclination of the vessel in the transverse plane is called roll, and in the longitudinal plane - trim. The angles formed in this case are denoted respectively by θ and ψ.
The stability that a ship has with longitudinal inclinations is called longitudinal. It is, as a rule, quite large, and the danger of capsizing the vessel through the bow or stern never arises.
The stability of the vessel with transverse inclinations is called transverse. It is the most important characteristic of the ship, which determines its seaworthiness.
There are initial transverse stability at small angles of heel (up to 10-15 °) and stability at large inclinations, since the restoring moment at small and large angles of heel is determined in various ways.

H
Stuff- pull the tackle tightly, choose the slack.
Vessel set- the base, the skeleton of the body, consisting of longitudinal and transverse bonds, giving it the necessary strength and rigidity.
windward side- that side of the vessel (berth, etc.), which it is turned to the wind.
Navigation- the science of navigating a ship at sea.
superstructure- an enclosed space projecting above the deck and extending from side to side. If a passage remains between the longitudinal walls of the room and the sides, this is a felling.
Unsinkability- the ability of the ship to stay afloat in the event of a hole, flooding with a wave or capsizing.
Knock- the outer, outer end of any horizontal or inclined spar.
Knock-benzel angle- Sugol sail, which is attached to the leg of the hafel or yard.
Nose- forward part of the vessel.

O
Contours- the shape, external outlines of the ship's hull, first of all - its underwater part.
Measurement- measurement of the dimensions of the hull and rigging of the yacht in order to determine their compliance with the rules for the classification and construction of this class.
sheathing- the watertight shell of the vessel.
Butt (butt)- a bolt with a ring.
Overstay- the turn of the yacht, in which she crosses the line of the wind with her bow.
fire- a loop braided at the end (or in the middle) of the tackle.
fittings- various kinds of metal parts fixed on a wooden spar for attaching rigging.
Draft- the distance of the lowest point of the vessel from the surface of the water.
Stability- the ability of the ship to withstand heeling forces and, after the termination of their action, return to a straight position.
Give tackle- remove it from the stopper, duck or bollard and release it freely.
rigging- the totality of all cables of standing and running rigging.
Main line (OL)- the line of the theoretical drawing of the vessel passing through the lower point of the keel parallel to the waterline plane. Usually, from the OL (or the plane of the OP), the coordinates of the hull parts in height are counted.
Guy- tackle, which serves to pull to the side, in a certain direction, the details of the spars or sails (for example, on the "Optimist" - a boom brace).

P
Groove- longitudinal connection of sheathing belts, a gap between sheathing or deck boards.
Payol- flooring of tightly fitted wooden shields covering the hold.
Pal- a cast-iron pedestal dug into the ground, or several piles driven into the ground, for which mooring lines are attached.
Deck- closing of the case from above, a tight flooring.
Bulkhead- a vertical partition on a ship that divides the interior into compartments or cabins.
Rudder blade- flat working part steering wheel.
Stanchion- a vertical post supporting the beam.
Fin- a plate fixed on the bottom, which serves to increase the stability on the course. The sail is also called the keel of the yacht if it is made in the form of a separate wing-shaped part fixed to the hull.
Plaza- a flat platform (floor, shield), on which a full-scale theoretical drawing of the hull and the outlines of its individual parts are drawn. There is also a sailboat, on which sails are marked and swept away.
gunwale- a board or beam covering the free edge of the side of a deckless boat or the upper edge of the bulwark.
Kill the Beams- transverse bending, curvature, slope of the deck.
Shoulder strap- a metal rod, a rail along which a block of any tackle (for example, a boom-sheet) freely passes from one position to another, from side to side.
Leeward side- the side opposite to the windward, protected from the wind.
Podvolok- ceiling, inner surface of decking, deckhouse roofs.
Valance- stern overhang, the stern part of the vessel hanging over the water.
Podlegars- longitudinal connection of the set of the hull of the boat, passing along the sides, on which the banks rest.
subkey- socket for oarlock.
half-latitude- projection of the theoretical drawing of the hull - top view of the right half of the hull.
poison- slightly loosen the tension of the tackle.
Belt (belts)- a plating board extending from the bow to the stern of the vessel (may be composite in length).
Fender- powerful wooden beam, fixed on the board from the outside to protect the hull from damage. On small craft P.B. also called the inner beam connecting the upper ends of all the frames and located inside the hull.
Lead the ship to the wind- take a course closer to the wind line, steeper.
draw- fit any part of the hull or equipment exactly along the contour of the hull.
Proa- a double-hull vessel, consisting of a main hull and an outrigger - a float of a smaller volume, fixed on transverse beams from one of the sides of the main hull.
Protest- a form of application to the refereeing board of sailing competitions on the wrong actions of the opponent, contrary to the rules of the race.
strand - component cable, twisted from several cables.
Belly- the bulge of the sail, which favorably affects the magnitude of the driving force.
Partners- a hole in the deck, bank, for the passage of the mast.
Heel- the inner end of the boom, hafel facing the mast; lower end of the rudder stock.

R
breakdown- drawing a theoretical drawing on the plaza in full size.
Board collapse- slope of the upper part of the sides to the outer (from the DP) side.
spars- the general name of all masts, yards, and other trees on a ship that serve to set sails.
Oar paddle- paddle without thickening (roll) for rowing with one hand.
Reek- spars pole for stretching the luff of the sail along it, if it is not equipped with a boom or gaff.
Reling- rigid deck fencing in the bow and stern, made of pipes.
Rhea (ray)- a spar tree suspended by the middle to the mast to stretch the luff of a straight sail along it.
Reefs to take- reduce the area of the sail when the wind increases. The lower part of the sail is rolled up and tied to the boom with short ties - reef shters and or laced with a reef season. On small yachts, various patent reefs are used - devices for winding a sail on a boom.
Steering- a member of the crew, who is on watch at the helm, on the tiller. Yachtsmen who have passed exams in a special program and have a certain sailing experience receive helmsman diplomas of the 2nd and 1st class, giving the right to independently manage yachts with a sail area of up to 30 and up to 60 m 2, respectively, with a restriction on the sailing area.
Tiller- a lever with which the rudder blade is turned.
Locker- a box with a top lid, used to store personal belongings or supplies on the ship.
Rybina- 1. Wooden shields made of slats or separate boards that are laid on the bottom of the boat to protect the skin. - 2. The line of the theoretical drawing, also called the diagonal.
Rym- a metal ring threaded into the butt.
scour- temporarily and slightly deviate from the course due to poor control, under the influence of wave shocks, due to the yaw of the ship itself - poor course stability.

WITH
Segars- rings sliding along the mast, to which the luff of the oblique sail is tied.
Sheer- longitudinal curvature of the deck (side line), rising up in the bow and (less) in the stern.
Sickle- the convex part of the luff of the sail.
Cheekbone- the convex part of the hull at the transition point of the bottom to the side; transition area (in plan) of the middle part to the extremities.
Slablin- a cable with which the sail is laced to the mast, boom or rail.
Slane- see payol.
slip- an inclined platform for launching ships into the water; sometimes supplied with rails and carts.
Spinnaker- a large, reminiscent of a parachute, a convex sail, which is placed only on passing courses.
Sorlin- a cable for lifting the lifting part of the rudder blade or attaching it to the ship's hull (for insurance).
Staysail- an oblique triangular sail placed in front of the mast.
Starnknitsa- a powerful knee connecting the keel with the sternpost (transom).
slipway- the base on which the ship's hull is assembled.
Steps- a socket on the keel, into which the mast is inserted with its lower end - the spur.
Standing rigging- a set of cables that secure the masts in the desired position.
Stringer- a longitudinal beam, a part of the hull set, passing along the bottom and sides. Zygomatic S is placed along the cheekbone.

Ship kit design

Bottom set on ships without a double bottom (Fig. 49). The bottom design without a double bottom is used on small transport vessels, as well as on vessels of the auxiliary and fishing fleet. Cross-braces in this case are floors - steel sheets, the lower edge of which is welded to the bottom plating, and a steel strip is welded to the upper edge. Floors go from side to side, where they are connected to the frames with cheekbones.

Longitudinal connections of the bottom set on ships without a double bottom are bar and vertical keels, as well as bottom stringers.

Bottom set on vessels with a double bottom (Fig. 50). All dry cargo ships over 61 m in length have a double bottom, which is formed between the bottom plating and the second bottom steel deck, superimposed> over the bottom set. The height of the double bottom is not less than 0.7 m, and on large vessels 1-1.2 m. Such a height allows work to be carried out on the i double bottom during the construction of the vessel, as well as during the cleaning and painting of the double bottom compartments during operation.

The transverse connections of the bottom set on vessels with a double bottom are floors, which are of three types: solid, waterproof and open (lightweight brackets).

A continuous floor consists of a steel sheet placed on the edge. The lower edge of the floor is connected by the bottom lining, and the upper one is connected to the flooring of the second bottom. In the solid flora there are large oval cutouts - manholes that provide communication between the individual cells of the double bottom. In addition to large cutouts, several small cutouts are made in the solid floor sheet at the bottom plating and at the second bottom flooring - doves for the passage of water and air.

Waterproof floor is structurally no different from solid floor, but it does not have any cutouts.

The bracket (open) fleet has a solid sheet, and consists of two profile beams, the lower one, running along the bottom plating, and the upper one, which goes under the second bottom flooring. The upper and lower beams are interconnected by rectangular pieces of sheet steel - brackets.

Rice. 49. Bottom set on ships without a double bottom: 1- bar keel; 2- vertical keel; 3- horizontal strip of the vertical keel; 4-floor; 5- upper strip flora; 6- sheet bottom stringer; 7 - bottom stringer strip; 8- knitsa; 9- frame

Longitudinal connections of the bottom set on ships with a double bottom are a vertical keel, extreme double-bottom plates and bottom stringers.

Vertical keel - a sheet placed on edge and running in a diametrical plane continuously along the entire length of the vessel. It is made waterproof and divides the double bottom into compartments of the left and right sides. Instead of a vertical keel, a tunnel keel can be installed, which consists of two sheets running parallel to the diametrical plane at a distance of 1-1.5 m from each other.

From the sides, the double-bottom space is limited by double-bottom sheets (cheekbone stringers) that run continuously along the entire length of the double bottom and do not have any cutouts. The lower edge of the double-bottom sheet is connected to the outer skin, and the upper edge is connected to the flooring of the second bottom. The extreme double-bottom sheets are usually installed obliquely, as a result of which bilges are formed in the hold along the sides, in which bilge water is collected.

Bottom stringers are vertical sheets mounted on both sides of the vertical keel. They are cut on each continuous floor, and for the passage of the lower and upper beams of the bracket floor, cutouts of appropriate sizes are made in the stringer sheet.

Rice. 50. Bottom set on vessels with a double bottom: 1 - flooring of the second bottom; 2- waterproof floor, 3- bracket (open) floor; 4- solid floor; 5-vertical keel; 6-bottom stringer; 7 - extreme male dudon sheet (zygomatic stringer)

Onboard kit (Fig. 51). The cross-links of the onboard set are frames. There are ordinary and frame frames. Ordinary frames are made of profile steel (unequal-shelf angle, corner bulb, channel and strip bulb). The frame frame is a narrow steel sheet. This sheet is welded to the side skin, and a steel strip is welded along its free edge.

Frame frames have increased strength and therefore they are installed, alternating with ordinary ones, on ice-going ships. But the installation of frame frames is not always advisable, as they clutter up the room. Therefore, on ships that do not have ice reinforcements, frame frames are installed only in the engine room, and in the bow hold, where increased strength is required, ordinary frames of an increased profile are installed - reinforced or intermediate frames.

The lower end of the frame is attached to the outermost double-bottom sheet with a cheekbone, which is welded with one edge to the outer skin, and the second - to the double-bottom sheet. A flange is bent along the free edge of the zygomatic knee.
Longitudinal connections of the onboard set are onboard stringers. They consist of a steel sheet, along the free edge of which a steel strip is welded. The other edge of the side stringer sheet is attached to the side skin. For the passage of frames, cutouts are made in the stringer sheet. Side stringers are cut on frame frames and transverse bulkheads.
Underdeck set (Fig. 52). The transverse braces of the underdeck set are beams that run continuously from one side to the other, where they are connected to the frames with beam brackets. In those places where there are large cutouts in the deck (cargo hatches, machine-boiler shafts, etc.), the beams are cut, and they go from the side to the cutout. The cut beams are called half beams. Half-beams at the side are connected to the frames, and at the cutout - with the longitudinal coaming of the hatch or shaft.

Rice. 51. Side set: 1-frame frame; 2-ordinary frames, 3-side stringer; 4- outer skin; 5- diamond-shaped overlay

Beams and half-beams are made of profile steel (unequal angles, channels, corner bulbs, stripe bulbs). At the ends of cargo hatches, as well as at the locations of deck mechanisms, frame beams are sometimes installed, which are a T-beam consisting of a steel sheet, along the free edge of which a steel strip is welded.
To reduce the span of the beams, longitudinal underdeck beams are installed - carlings, which create additional supports for the beams. The number of carlings depends on the width of the vessel and usually does not exceed three.
Carlings has the same design as the side stringer. It also consists of a steel sheet that has one edge welded to the deck plating and a steel strip welded to its free edge. For the passage of beams, cutouts are made in the frame carling sheet.
Intermediate supports for carlings are pillers - vertical tubular racks. The upper end of the pillers is connected to the carlings, and the lower end rests on the flooring of the lower deck or the second bottom. To make the pillers less cluttered in the hold, they are installed only at the corners of the cargo hatch. Pillers are usually not installed on new hoods, ^. The rigidity of the deck is provided by increased strength of the carlings.

Rice. 52. Below-deck set: 1- deck flooring; 2- beams; 3- carlings 4- pillers; 5- beam knees; 6- frames 7-side skin

Figure 53 Set systems: a - longitudinal, b - combined, 1 - frame frame, 2 - knees, 3 - transverse bulkhead, 4 - bulkhead racks, 5 - outer skin, 6 - longitudinal beams, 7 - frames, 8 - cheekbones , 9 bottom frame frame (floor), 10 bottom floor, 11 transverse bulkhead

The longitudinal framing system (Figure 53, a) is characterized by the presence of a large number of longitudinal beams running along the bottom, sides and below deck. These beams are made of profile steel and installed at a distance of 750-900 mm from each other. With such a number of beams, it is easy to ensure the overall longitudinal strength of the ship, since, on the one hand, the beams participate in the general bending of the ship, and on the other hand, they increase the stability of thin sheets of plating and decking.
Transverse strength with such a recruitment system is provided by widely spaced frame frames and often transverse bulkheads.
Frame frames running along the sides, bottom (bottom frame frame or floor) and below deck (frame beam) are installed every 3-4 m. The frame frame is made of steel sheet 500-1000 mm wide. One of its edges is welded to the outer skin, and a steel strip is welded along the other. For the passage of stringers
cutouts are made in the sheet of the frame frame

Transverse bulkheads on ships of the longitudinal system should be installed more often than with the transverse system, since widely spaced frame frames do not provide sufficient transverse strength of the vessel. Usually, bulkheads are installed at a distance of 10-15 m from each other.

On the transverse bulkheads, the longitudinal beams are cut and their ends are attached to the bulkheads with large \ knees. Sometimes the longitudinal beams are passed through the bulkheads, and to ensure the impermeability of the passage, they are scalded.

The longitudinal framing system is used only in the middle part of the length of the vessel, where the greatest forces occur during the general bending. The ends on ships of the longitudinal system are performed according to the transverse system, since additional transverse loads may act here

The longitudinal framing system has the following advantages: it is easier to ensure overall strength compared to the transverse system, which is very important for large ships with a large length and a relatively small side height;
reduction of the hull mass by 5-7% with the same strength as the transverse system;
a simpler construction technology, since the beams of the longitudinal set are mostly rectilinear in shape and do not need pre-treatment.

However, this system has a number of disadvantages:
cluttering of ship premises with a frame set and a large number of knees;
limiting the length of the holds by frequent installation of transverse bulkheads, which complicates cargo operations.

For these reasons, the longitudinal dialing system is almost never used on dry cargo ships. But it is widely used on oil tankers, where these disadvantages are not significant. Oil tankers recruited according to the longitudinal system have one or two longitudinal bulkheads in the area of cargo tanks, which are also made according to the longitudinal system.

Combined dialing system (Fig. 53, b). When the vessel is bent, the longitudinal bonds of the deck and bottom will be the most stressed. The longitudinal ties of the sides are less stressed. Therefore, it is irrational to install longitudinal beams along the sides, since they have little effect on the overall strength of the vessel. It is more expedient to have transverse beams along the sides and thus ensure transverse strength.

Based on this, Acad. Yu. A. Shimansky in 1908 proposed a combined framing system, in which the bottom and deck are made along the longitudinal system, and the sides - along the transverse one. This combination allows the most rational use of the material and relatively easy to provide both longitudinal and transverse strength. The presence of longitudinal beams along the deck and bottom allows you to save the advantages of the longitudinal system, and the presence of transverse side beams eliminates its disadvantages, since in this case the frame set and the frequent installation of transverse bulkheads are unnecessary.

Figure 54 Midship frame of a vessel of the transverse system 1-floor, 2-vertical keel, 3-bottom stringer, 4-pilers, 5-double bottom sheet (cheekbone stringer), b-cheekbone knee, 7-hold frame, V-side stringer, 9 - beam knee, 10 - lower deck beam, 11 - tween deck frame, 12 - upper deck beam, 13 - bulwark post, 14 - gunwale, 15 - longitudinal hatch coaming

The combined recruitment system is used both on dry cargo and oil tankers. At the same time, dry-cargo vessels are made with a double bottom, recruited according to the longitudinal system. In this case, instead of longitudinal beams made of profile steel along the bottom and under the decking of the second bottom, it is allowed to install additional bottom stringers with large cutouts.

The image of the ship's kit on the ship's drawings. One of the main ship drawings is the midship frame (Fig. 54) - the cross section of the ship. Due to the fact that the design of the set on the same ship may not be the same in different places, usually not one section is drawn, but several, which allows you to give a complete picture of the design of the ship's set.

Rice. 55. .Constructive longitudinal section of the hull along the diametral plane

Another design drawing of the ship's set is a structural longitudinal section of the hull along the diametrical plane. In this drawing, usually in the form of a diagram, all changes in the design of the set along the length of the vessel are depicted (Fig. 55).

In addition to these basic drawings of the ship's set, they draw many drawings of individual structural units, etc.

Decks sea vessels they have predominantly a solid steel deck of sheets laid along the vessel and forming, as always, a series of belts. Thus, the grooves, which are the connection of the belts with each other, are all parallel to the diametrical plane of the vessel. However, here it is necessary to note one belt with its groove, which is an exception to the rest. This is a belt adjacent to the side of the vessel, which, as can be seen from Fig. 89 runs parallel to the ship's side, and not parallel to the centreline of the ship. This belt, which plays an important role in the decking, and at the same time in the longitudinal strength of the ship, is called the deck stringer. It is mandatory for any deck - regardless of what the rest of its flooring is, steel or wood.

Sheets deck stringer have a thickness significantly greater than the thickness of the other deck plating sheets. With the side of the vessel, as we saw in the previous paragraph, the sheets of the deck stringer are connected by going along the deck along the side deck stringer elbow. For an open upper deck, where this square is always kept continuous, its dimensions are taken very solid, given its role in the longitudinal strength of the ship.

The thickness of the sheets of all belts of the vessel, including the deck stringer, as it approaches from the middle of the vessel to the ends, is taken thinner, up to a certain minimum thickness. Where the deck begins to narrow at the extremities, the sheets adjacent to the deck stringer are cut along the line of the stringer groove (see Fig. 89).

The joining of the sheets to each other at the decks is usually done in a laying with one-sided flanging. However, for steel open decks, a lap joint can also be recommended, as shown in fig. 79. 2 At the joints, the connection is sometimes also made on the planks. The joints, according to the number of rows of rivets and their pitch, are made much stronger than the grooves. The joints of the deck stringer are made especially strong. The joints of the sheets of the deck stringer of the upper deck must by no means be against the joints of the adjacent sheerstrake; spacing of these joints should be at least spacing. The conjugation of grooves and joints with each other is carried out in the same way as it took place at the outer skin and at the flooring of the second bottom.

For access to the interior and individual compartments of the vessel, cutouts are arranged in the deck, called hatches, many of which reach a significant size. The latter are primarily: cargo hatches leading to. ship's cargo holds, and engine room light hatch, located on the deck directly above the main engine installed in the ship's engine room, as well as boiler manhole- above the boiler room. Small hatches include similar hatches to residential and service below-deck spaces. The cutouts on the deck also include the necks of the bunkers (less often coal hatches - instead of the necks) and openings for bringing ventilation pipes to the deck. As it is easy to imagine, when cutting out a hatch or other opening in the deck, we, depending on the size of this cutout, weaken the strength of the deck to a greater or lesser extent. In the longitudinal strength of the vessel, only those belts of the deck flooring that go continuously outside the line of large hatch openings in the deck participate. It is therefore clear that from the point of view of the longitudinal strength of the ship, only these belts are of interest to have a fairly solid thickness of the sheets; as for the sections of the deck flooring located between the hatch cutouts, there is no need to take large thicknesses of sheets from them, as they do not participate in the longitudinal fortress. It is only important that the thickness of these sheets be sufficient to withstand the local deck load that they bear. Thus, deck girders within the line of cutouts for cargo hatches do not count towards the ship's longitudinal strength at all. The weakening of the sheets of the remaining belts by small cutouts must be compensated. This compensation is usually done by doubling the weakened sheet.

Cracks often appear in the corners of large hatch openings due to a sharp change in the deck section.

Rounding corners and installing overlay sheets at the corners prevent cracks, and therefore are always done on the upper most stressed decks (Fig. 89).

The upper continuous deck shall have such a planking that the cross-sectional area of the continuously running chords (including the deck stringer and its elbow) is sufficient to withstand the stresses arising in the deck planking when the vessel bends in a wave.

It is assumed that these stresses, and with them the indicated section, depend on the length of the vessel, the height of the side to the upper continuous deck and the cargo draft of the vessel.

The flooring of the lower decks depends mainly on the load attributable to them. The flooring of these decks has thicknesses smaller than the thicknesses of the sheets of the upper continuous deck.

If there is a long middle superstructure, the latter deck will experience the greatest stresses, and the upper deck under the superstructure will be less stressed. At the ends of the superstructure, the upper deck will experience additional local stresses in the same way as it was indicated when describing the design of the sheerstrake at the ends of the superstructure. In this regard, under the superstructure, the flooring of the upper deck (including the deck stringer and its square) can have dimensions corresponding to the lower deck, i.e., weakened, but at the deck of the superstructure itself, the flooring, and even more so the stringer, must be taken on the basis of providing them with proper longitudinal fortresses in this part of the ship. However, at the same time, the upper deck plating must, without reducing its thickness, go inside the superstructure for at least 1/3 of the ship's width from the ends of the superstructure and, in addition, at the ends of the long middle superstructure, the upper deck stringer must be increased in its thickness by 50 % against the thickness of it on the upper deck outside | superstructure, and this increased thickness it must have at least 3 spacings forward and aft from each end of the superstructure.

In the case of a vessel with an elevated deck (quarterdeck), at the place of the deck ledge, a certain weakening of the ship's strength naturally results, since the deck loses its continuity in this place. To compensate for this weakening, the following local reinforcements are made in this place: 1) the upper deck flooring (together with the stringer and its elbow) is extended inside the quarterdeck for at least 4 spacings; 2) in turn, the stringer of the elevated deck extends beyond the ledge of the bast patch along the raised side at the place of the ledge for at least 3 spacings, gradually fading away; 3) between two decks extended for at least 4 spacings one above the other (as it was just said in paragraph 1, inside the ledge, diaphragms in the form of brackets are placed from side to side at a distance of no more than 1.5 m from each other, consisting of rectangular sheets connected with decks by short double squares.In small ships, these brackets are sometimes replaced by external knees, reinforcing the ledge.

Cutouts for hatches in decks have a steel sheet railing on all four sides with a height, counting from the deck, of 450 mm and above, forming the so-called hatch comming. With cuts in the deck that fit inside superstructures or deckhouses, as well as at necks and bunkers, the height of the hatch comming is taken less; the height of round coamings of ventilation outlets to the deck is taken from 750 to 900 mm. The thickness of the comming sheets is taken depending on the size of the hatch and the size of the ship.

The commings is attached to the deck by means of a trim square running around it. If the coaming has a significant length and height, then to give it rigidity, a reinforcing horizontal rib made of profile steel is placed along it at a certain height from the deck (see Fig. 90). With a greater height and length of the comming, this rib is still supported by vertical posts (not shown in the figure. See Appendix).

Rice. 90. Reinforced commings.

Deck plating is not always made from steel sheets; often in relation to the decks of short superstructures and deckhouses, and sometimes in relation to other decks, the use of steel sheets is abandoned, and the deck is laid with pine (or teak) boards, with a thickness of 50 to 85 mm. Instead of the missing solid steel deck, it is recommended to place a row of steel decks under the wooden deck. messengers belts laid over beams. Typical connected belts are shown in fig. 91 They provide the necessary binding of the beams on which the wooden flooring is placed.

In addition, as stated above, in the presence of a wooden deck, a deck stringer is still mandatory. The ends of the connected belts must, of course, be passed over to each other and onto the deck stringer and riveted to them with a double seam.

Rice. 91. The location of the connected belts under the wooden flooring.

Wooden deck boards are laid along the vessel, attached to the beams with galvanized steel bolts. To obtain a smooth deck, the bolt heads must be recessed into the body of the board, and to maintain water tightness, they must be so deep that the cutout for the bolt head can be closed with a cork from above. The grooves and joints of the wooden flooring are caulked and filled with resin to obtain water tightness.

Wooden flooring does not fit close to the board, and the so-called waterway, i.e. the chute shown in fig. 92.

Rice. 92. Waterways.

The waterway is either left open or cemented. To form a waterway, as can be seen, squares are used along the deck stringer, and the inner square is called waterway. It should be noted one more feature in the formulation of wooden flooring, namely, the flooring is placed in such a way that it does not have a direct sticking of the ends of the boards to metal surfaces. This is achieved by the appropriate arrangement of the boards in such places, as shown in particular in the setting of the waterway beam in Fig. 93.

Rice. 93. Sticking the ends of the deck boards.

As shown in particular in the setting of the waterway bar in Fig. 93.

Often wood decking is placed on top of solid steel decking. This must be done in relation to open decks, under which there are living quarters. The lower decks in the living quarters should also be covered with wood. In addition, such flooring on open decks is made on passenger ships as it facilitates walking on the deck, especially in wet weather and heat. With a wooden deck, the steel deck underneath can be somewhat lightened. The boards are bolted to the steel deck, in the same way as mentioned above.

Now let's move on to the consideration of those connections on which the deck deck we have considered is essentially based.

The deck flooring is laid on transverse deck ties - beams running from side to side, except for those places where there is a hatch opening in the deck. In the last places, the beam goes only from the side to the hatch comming and gets the name half beam. Beams are not always placed on every frame; it is used, especially for wooden decks and decks of superstructures, setting beams through the frame, but of course with a corresponding increase in their strength. In any case, the installation of beams on each frame is necessary on all steel waterproof decks and platforms and on the upper decks, which are a continuous strong connection of the ship's hull. At the side, the beams and half-beams are attached to the frames with knees, as discussed above.

It should be noted that at present, less and less often they make the bypass of the end of the beam to the frame with the circulation of their shelves in different directions and with the passage of the knit between the frame and the beam. It is much easier to work with the method of connection that we have now adopted, when the beam only sticks to the frame with the shelves facing one side and with the knit superimposed on the reverse side, as shown in Fig. 94.

Rice. 94. The connection of the frame with the beam.

Half-beams are attached to the hatch commings with short connecting elbows, which are taken double if the half-beams are placed through the frame; the number of rivets for each flange of this square must be at least two, and with significant dimensions of the half-beam profile, even more.

In places where it is required to have local reinforcement of the deck, due to the presence of large loads in this place, the installation of reinforced or widened (frame) beams is used, which are similar in design to the very same frames that were mentioned earlier (p. 56). Sometimes these beams are used in combination with ribs to form a rigid frame inside the ship's hull. Especially common is the use of widened frame beams at the ends of long hatches, which we will return to below.

Beams always carry steel or wooden flooring; however, in the previous designs, the so-called idle beams were also used, which were placed without flooring in the holds of the vessel, having as their purpose an additional dressing between the sides of the vessel. At present, the use of blank beams has been preserved only in peaks, where their setting is mandatory (as shown in Fig. 55) in each row of side stringers; these beams are placed through the frame.

Beams and half-beams carry the deck load and the greater the span from side to side or from side to comming, the greater, of course, the strength must be given to the beam. To facilitate the work of the beam, already in wooden ships, as we have seen, pillers were used to support the beam in its span from side to side. An even wider use of such supports for beams takes place in modern ships. By supporting the beam in its span by means of pillars, the profile of the beam can thus be taken much lighter. With a large width of the vessel, one does not have to be limited to one row of pillars placed in the diametrical plane, but it is necessary to install two or three rows of pillars at equal, if possible, distances between each row. If, according to local conditions, the width of the vessel, i.e., the length of the beam, is not divided by rows of pillars into an equal number of parts, then of course in this case the profile of the beam will be determined by the size of the largest of the unequal spans. In addition to the distance between the rows of pillers, the distance between the beams and the nature of the load that the deck has to bear are also important for determining the dimensions of the beam.

The carlings running over the pillars under the beams make it possible to place pillers not under each beam. Taking the pillers more solid, you can use the carlings to support several beams with the pillers at once, falling in the span from one to the other neighboring pillers. At present, this design of solid, widely spaced pillers, carrying a large strength carlings, supporting up to a dozen beams at once, finds a very wide application. The advantages given by such a design are quite understandable, minimizing the clutter of the hold with pillers. Therefore, if light, often spaced pillers, the design of which is shown in Fig. 95, and are found on modern ships, sometimes relatively rarely, and then on small ships. Such a piller consists of a rack of round or tubular section, with its lower end, a shoe, abutting against the flooring of the second bottom or the flooring of one of the decks (if this piller is interdeck), and the upper end of the piller is attached to this beam or to a light double-angle carling ( if pillers are placed through the frame, and beams are placed on each frame.

Rice. 95. Light pillers.

Of course, the design of widely spaced pillers, bearing a solid carlings, turns out to be more complex. The number of such carlings in modern ships is usually taken equal to two or three, and the carlings are carried along the ship along the same line as far as possible, sometimes approaching each other somewhat as they approach the ram and afterpicose bulkheads, where the width of the ship becomes smaller.

Carlings (shown in section in Fig. 96) is a solid riveted beam made of a vertical sheet, which has cutouts in its upper part for passing beams through it, which are never cut on carlings. At the bottom, continuously running profile beams are riveted to the sheet (in the figure - corner bulbs); along the upper edge there are intercostal squares between the beams, connecting the carlings with the deck deck (or with a longitudinal connected belt in the absence of a solid steel deck near the deck). In addition, in places where the beam passes through the carling, the latter is connected to the carling sheet with a short vertical square, as can be seen in Fig. 97. This short square, as shown in the same figure, is pulled down through one beam to the full height of the carling. From below, the carlings at a distance of several meters from each other are supported by pillars, which are taken either from a large diameter of thick-walled pipes or are riveted from several profiles, usually channels. In the place where the pillers rest in the carlings, to give the latter greater rigidity, large knees are placed, visible in Fig. 96: in this place a hard knot is obtained, into which the pillers rests. The connection of the pillers with the carlings is carried out with tubular pillers using a collar made of square, placed at the end of the pillers and a hexagonal horizontal sheet riveted on top of this collar.

Rice. 96. Carlings.

The sheet and the horizontal stick of the collar are riveted with the shelves of the lower carling profiles and with short horizontal double squares placed on each knit.

Rice. 97. Longitudinal view of carlings.

The dimensions of carlings and pillers depend on the magnitude of the load that they carry, i.e., on the nature of the deck cargo (on the purpose of the deck), on the span between the pillars and on the distance between the rows of pillars. At the same time, if the ship has several decks and if each of the decks has its own row of carlings, then they try to place the pillars one above the other so that the pillers directly bear the load from the pillars above it (pilers are made appropriate for this purpose fortress). If this cannot be done, then naturally the load on those carlings or beams, on which the heel rests above the standing pillers, rests, which requires strengthening the profile of the corresponding carlings or beams (beams in this case have to be made frame). In any case, they strive to ensure that this heel rests at the place where the carlings crosses with the beam. In a similar way, they strive to ensure that the heel of the bilge pillers, abutting against the double bottom, falls at the intersection of the floor with the bottom stringer. If the latter is absent in this place, then instead of the stringer, short "suspended" half-stringer-brackets are placed between the floors for one space in each side of the floor, with a height of half the height of the double bottom and riveted to the inner bottom and floors.

A solid carling, carrying a number of beams with all the deck load attributable to them, at the same time is an essential longitudinal connection of the vessel, especially, of course, at the upper continuous deck of the vessel.

We considered the case of carlings going below deck, regardless of the presence of cargo hatch cutouts in this deck. The latter should in this case naturally fall in the middle between two rows of carlings. The width of the hatches should be less than the distance between the rows of these carlings. But there may be other cases. Firstly, there may be a case, though quite rarely, of the device of one Carlings in the diametrical plane of the vessel. In this case, the carlings will break off at the hatch that meets in its path; here he will have to contact the beam that limits this hatch, and this extreme end hatch beam in this case, it should be frame and especially solid, since the ends will be fixed to it simultaneously with the carling longitudinal hatch commings, which in turn bear the load from all the half-beams that stick to them.

Relief in the case under consideration of the end hatch beam can be achieved by placing pillers under it (usually either in the diametrical plane or at the corners of the hatch, if the hatch is long).

Finally, the second case is more common, in which it is possible to maintain the continuity of that longitudinal connection in the ship's hull, which is carried out by carlings. In this case, you only have to set certain dimensions (or rather, width) of all cargo (and often engine and boiler) hatches of the vessel. This width is taken close to one third of the ship's width. Then, as it is easy to see, carlings can be launched along the ship in such a way that they will coincide with the line of longitudinal hatch coamings and, therefore, it will be possible to obtain the most advantageous design, namely: to introduce carlings from the corner of one hatch to the corner of the next; in the area of \u200b\u200bthe hatch, a separate carlings is no longer placed. And in this case, the comming, going along the same line with the carlings, is accordingly strengthened and forms, together with the carlings, which are its continuation, one continuous longitudinal connection of the vessel. Of course, it is necessary that the place at the corner of the hatch, where the carlings mate with the commings, be so solidly bandaged so that the fortress in this place can be considered preserved. This is usually achieved by placing large horizontal knees under this place, linking the carlings, end hatch beams into one whole and hatch commings. Pillers are usually placed in the same place. Half-beams are attached to such a reinforced comming alternately by means of angle bars going to the full height of the underdeck part of the comming, then by means of a special bracket shown in fig. 90.

Finally, the extremely solid construction of the carling is shown in the cross section of the vessel (Appendix 1), where, in combination with the hatch coaming, it forms a riveted tubular beam.

As for the platforms in the ship's hull, they, being nothing more than decks placed on short sections of the ship's length, retain all those features of the set that are characteristic of the decks themselves. They differ only in that while the decks almost always, including the lower decks, retain their characteristic camber and sheer platform only in rare cases (when they are of considerable length) receive this curvature, but usually they are completely horizontal. surface. A set of platforms, in cases where these platforms are the top of the water or fuel compartment in the vessel's hull, receive a particularly reinforced set (flooring, beams, carlings, pillers), as well as reinforced riveting, designed to withstand the internal pressure of the liquid inside the compartment.

6. Tight and permeable bulkheads, baffles and propeller shaft tunnel.

The presence of transverse watertight bulkheads is mandatory, as we know, for any marine vessel. The design of such a bulkhead, as well as any bulkhead and partition, consists of three main parts: sheathing made of steel sheets, reinforcing ribs (stands) made of profile steel and a connecting trim square, which serves to attach the bulkhead to the sides, second bottom flooring and to the deck. At the place where the bulkhead is attached to the side of the ship and to the deck, as we know, the setting of the frame and beam is not required, since the bulkhead itself creates a transverse fortress to the ship at the place of its setting. If the bulkhead, as it usually happens, reaching the upper deck must cross one or more lower decks on its way, then the bulkhead is cut at the intersection, but not these decks.

The bulkhead plating is made up of sheets arranged with belts. The thickness of the sheets depends on the pressure that they need to experience when on one side of the bulkhead there is a pressure on it of water that fills the corresponding compartment. It is assumed that water can fill the entire compartment and the entire bulkhead will be under pressure.

The lower this or that section of the bulkhead plating lies from the top, the greater will be the pressure on it from the side of the water and, therefore, the greater should be its thickness.

Since the height of the hull of a marine vessel is visual, the difference in the thicknesses of individual sections of the bulkhead plating along its height will also be significant. From this follows the currently accepted main method for the design and arrangement of the chords of the plating of a watertight bulkhead, namely: the chords of this plating, having different thicknesses, are almost always horizontal. The lower belt has the greatest thickness, while the belts above it have decreasing thickness as they are located higher: the upper, thinnest belt must, however, have a thickness of at least 6 mm.

The location of the chords of the bulkhead sheets vertically can make sense on the basis of the foregoing only with a small bulkhead height, of the order of about 2-2 1/2 m, which is often the case with interdeck bulkheads. Riveting along the grooves and joints is done the same and at the same time single-row (only with a bulkhead height of more than 10 1/2 m, the joints should be double-row).

The connection of the grooves is always done with a flanging. At the place of passage through the afterpeak bulkhead of the propeller shaft, i.e. in the area of attachment of the stern tube, the bulkhead sheet is doubled. Holes in the bulkhead sheets (for example, for bypassing water from one compartment to another) are not allowed, since such a hole, even if it was equipped with a closing valve, may accidentally turn out to be open. The passage through the bulkhead must be made watertight with the help of bulkhead sleeves or with the help of flanges.

If, in order to communicate between separate compartments, it is necessary to arrange a door in the bulkhead (doors are not allowed in the collision bulkhead), then this door must not only be watertight, but must also have such a device that would allow it to be closed from the upper deck, as well as would always indicate whether the door is currently open or closed.

To stiffen the bulkhead, its plating is supported by posts running vertically to the entire height of the bulkhead. Racks are located from each other, as a rule, at a distance of 750 mm, and at the collision bulkhead - at a distance of 610 mm. The distance of 750 mm can be extended up to 900 mm; however, in this case, both the dimensions of the post and the thicknesses of the bulkhead plates must be taken large. Racks are made of squares, corner bulbs or channels, riveted with their narrow shelf with a single-row seam to the sheathing sheets.

When riveting a strut to the bulkhead plating, it is riveted, of course, from the smooth side of the bulkhead (on which there are no flanged protrusions at the plating).

The bulkhead post under water pressure on the bulkhead is a bending beam, consisting of a profile and a belt riveted to it, formed, as we know, by a strip of sheathing adjacent to the profile. The strength of this beam must be sufficient so that it can withstand the load on it without giving a significant deflection. Any beam will resist bending the better, the stronger its ends are sealed.

We have already met with one of the most reliable ways in this respect to seal the ends of any beam in the hull of the vessel: this method of sealing consists in placing a bracket at the end of the beam. The same method is used to seal the ends of bulkhead posts; a bracket is placed at the end of the stanchion, with one end attached to the stanchion, the other - to the decking of the second bottom (if this is the lower end of the hold bulkhead stanchion) or to the deck (see Fig. 98); the dimensions of the knee are taken equal to at least 2 1/2 the heights of the rack profile.

In some cases, the knee protruding along the deck or decking of the second bottom may be inconvenient; in such cases, they resort to a less solid termination of the ends of the rack, using short squares, as can be seen in fig. 99; it is clear that due to the lower strength of the end of the rack, in order to obtain the required strength, it is necessary to take the entire more solid profile. The number of rivets on a short square must be at least two.

Rice. 98. Closing the ends of the bulkhead rack with a knice.

In some cases, namely for lightly loaded bulkheads, which are bulkheads in the upper interdeck space, the ends of the posts of such bulkheads are connected by only one rivet with a facing square and the fastenings indicated above are not required for them. When fixing the ends of the rack with short squares, as well as with the just indicated lack of fixing the ends of the rack, it is required to increase the riveting along these ends over 15% of the length of the rack, through which the rack is attached to the bulkhead, namely, the rivet spacing should be no more than 4d. It should be noted here that, generally speaking, riveting on bulkhead posts has a step equal to 7d, while for a collision bulkhead, as well as for bulkheads that delimit water and oil compartments inside the ship's hull, the step is done more often and is equal to 6d.

Rice. 99. Seal the ends of the rack with a short square.

The racks of these last bulkheads also have an increased strength, which is achieved by bringing them closer to each other at a distance of up to 650 mm and the obligatory setting of the knees on the con. we stand.

Generally speaking, the struts and plating of the bulkheads delimiting the water and oil compartments within the ship's hull, as well as the platforms on top of these compartments, must have a strength that is quite consistent with the pressure of the liquid from inside the compartment.

If, with a long length of the watertight bulkhead rack, as well as with a large pressure of liquid inside the water or oil compartment, they want to get a rack of moderate size, then they resort to placing additional horizontal reinforcing ribs along the bulkhead that run the entire width of the bulkhead. These ribs represent a wide shelf (shelf) running horizontally along the bulkhead and consisting of a sheet riveted to the bulkhead using a square; along its free edge, the sheet has a profile riveted along it. We will have to deal with the design of these horizontal ribs in more detail later when considering the special designs of tankers.

Turning now to the consideration of the lining square of bulkheads, first of all, we note that at present dry cargo ships put this square only on one side of the bulkhead. At the same time, with a bulkhead height of more than 10 1/2 m, as well as with oil-tight bulkheads, the square is taken so that it is possible to put a double-row riveting (staggered) on it. By connecting the bulkhead with the flooring of the second bottom with the side outer skin and the deck, the facing square, moving along them continuously, simultaneously ensures the impermeability of this lining. The step of riveting the facing square, generally speaking, is quite frequent (5d), done along the flange adjacent to the outer skin, somewhat less frequently (by 1/2d) than along the flange adjacent to the bulkhead. This is done, for those reasons, in order not to weaken the hull of the ship with rivet holes in one annular section.

It should be noted that if the facing square is placed on the same side of the bulkhead where its posts are, then this will make it difficult to seal the ends of the bulkhead posts. When setting the facing square on the other side of the bulkhead (as in Fig. 99), the shelf adjacent to the bulkhead will have to cross the overlap of the bulkhead sheets, which in turn will also complicate the work, requiring either the landing of the square shelf in these places or the use of wedge-shaped gaskets. The same, however, takes place with the other flange of the facing square when it passes through the flanks of the grooves at the inner bottom decking, but here this can be partly avoided by the previously mentioned (p. 83) transverse setting of the second bottom decking sheets under the bulkhead. This also has to be reckoned with in relation to the shelf of the facing square, which goes along the deck. Nevertheless, it is preferable to put the facing square on the side of the bulkhead opposite from the uprights, on the so-called clean side, from which all the chasing of grooves, joints and facing squares is carried out.

If in ships the inter-deck watertight transverse bulkhead does not fall in the same plane as the bulkheads below or above, then the deck area between it and these bulkheads must be completely watertight. If the transverse watertight bulkhead has a ledge in its height, then the platform forming this ledge must have a strength equal to the strength of the bulkhead in that place in its height that corresponds to the location of the ledge. The impermeability of bulkheads, as well as the impermeability of decks and platforms, is tested by pouring water over their seams from the non-beaten side with a stream of water from a hose. Bulkheads separating water and oil compartments, including collision and afterpeak bulkheads, as well as the corresponding platforms of these compartments, are tested for their tightness by filling the compartment with water under pressure, depending on the purpose and location of a particular compartment.

It remains for us to consider the design of the intersection of longitudinal braces (keelsons, side stringers and carlings), running along the length of the vessel, with transverse watertight bulkheads.

Previously, when it was considered necessary to carry out any connection in the ship's hull without cutting it, the same was done with the indicated longitudinal connections: they were conducted continuously and passed through the transverse bulkheads encountered on their way, giving an impenetrable lining at the passage point, similar to that shown in Fig. 39. However, at the present time it is quite possible to cut them, provided that the cut place is properly secured by means of knees. Therefore, carlings, side stringers, bottom stringers and kilsons are cut on transverse bulkheads, with their ends fixed on these bulkheads by means of solid knees (2-3 spacings in size) placed opposite each other on both sides of the bulkhead. Accordingly, if any longitudinal connection generally ends at the bulkhead and is fixed to it by means of a bracket, and at the same time it is not required to continue it at all, then for greater rigidity of the seal on the opposite side of the bulkhead, the same additional second bracket is placed against the first. Knits, fastening longitudinal braces to bulkheads, are supplied with bent flanges. Recently, sometimes, in order to reduce the clutter of the hold with knees at vertical longitudinal braces, which are kilsons and carlings, horizontal knees are used instead of ordinary vertical ones.

It is necessary to dwell on one more waterproof part of the ship's hull - this is on the tunnel (or corridor) of the propeller shaft. It goes, as we know, from the rear engine transverse watertight bulkhead aft through the stern holds to the afterpeak. The height of the tunnel is taken in human height, i.e., about 180-190 cm in the light. The shape of its section is visible in Fig. one hundred.

Rice. 100. Propeller shaft tunnel.

For a single-rotor and three-rotor vessel, with a shaft running in the diametrical plane, the tunnel is shifted somewhat to the side (usually to the left) to form a passage on one side of the shaft. The same applies to the tunnels of the side shafts. The tunnel has two walls with a vault. The sheets that form these walls and the vault are placed in longitudinal belts. The sheets at the vault are somewhat thinner than the walls. However, in the clearance of the cargo hatch, these sheets, on the contrary, thicken if protective wooden lining is not placed on the tunnel in this place. The connection of sheets and their riveting are carried out in the same way as the watertight bulkheads of a ship. From the inside, the tunnel lining is reinforced with transverse posts curved in the shape of the tunnel, placed at a distance of no more than 900 mm from each other. The ends of the posts should reach the flooring of the second bottom and, if the profile is high, the posts should be attached to it with short squares. Along the tunnel along the decking of the second bottom there is a facing square that attaches the tunnel wall to this decking.

A watertight door leads into the tunnel from the side of the engine room, meeting the above requirements for doors located in watertight bulkheads. At the opposite end of the tunnel, at the afterpeak bulkhead, the tunnel ends with the so-called recession, i.e., a more spacious waterproof barrier than the tunnel itself, which makes it more convenient to work at the end of the tunnel at the stuffing box of the stern tube starting here.

The recess consists of a low (slightly higher than the tunnel) transverse watertight bulkhead standing a few spaces ahead of the afterpeak bulkhead and a watertight platform extending from the top of the first bulkhead also to the afterpeak bulkhead. This platform is sometimes also given a vaulted shape. From the recess in modern large ships, a special exit is made to the upper deck, going vertically upward through a shaft arranged for this purpose. We will now get acquainted with the design of the mines, considering the partitions inside the ship.

We do not have to dwell on the construction of permeable bulkheads, since it differs little from impermeable bulkheads. The only difference is that they are made lighter and more rare riveting and holes are allowed in them. Permeable bulkheads are very often found along the ship for a greater or lesser extent. Beams pass in such bulkheads through cutouts in the upper chord of the bulkhead. It should be noted that in this case such a longitudinal bulkhead can be used as a support for the overlying deck, i.e., it can replace a number of pillers and carlings. This is so often done, with the bulkhead posts treated as pillars, and placed under the beams no more than two spaces apart.

The strength of the racks is made the same as would be required for pillers placed through the frame. The upper bulkhead belt, which replaces the carlivgs, is often made somewhat thicker than the underlying belt. In this case, the beams falling between the uprights are connected to the upper chord of the bulkhead by means of short squares.

Any other permeable bulkheads available on the ship usually go in small areas at an angle to each other and are often called enclosure. Particular attention should be paid to the bulkheads that separate the coal pits in the ship. These bulkheads are not required to be watertight, but the tightness of the riveting should make them dusttight. These bulkheads must have sufficient strength of their sheets and posts; the latter should be placed I at a distance of not more than 2 spacings from each other, but moreover, not more than at a distance of one and a half meters. The ends of the racks are fastened with short squares.

Among the partitions, the so-called mines. Mines are placed near ships with several decks, in cases where these decks have hatches located one above the other and when they want to separate the clearance between these hatches from the interdeck space in order to isolate the latter from the hatches. Such mines are always arranged at machine and boiler hatches ( machine and boiler mines- superstructures overlooking the deck), and also often near cargo hatches ( cargo hatch shafts). It should be noted that if there is no superstructure above the boiler room or engine room, then their shafts rise above the upper deck to a certain height (depending on the size and type of the ship) and only then end up with reliable light hinged covers.

Each shaft consists of walls (the sheets of which have a thickness of 5-8 mm) and vertical racks placed at a distance of no more than 900 mm from each other. Shaft wall sheets are often arranged vertically - from the comming of one hatch to the comming of the next hatch. The walls of the shafts are connected to each other at the corners by means of an internal connecting angle or directly passing one into the other, with a slight rounding corresponding to the rounding of the corners of the hatch commings.

In conclusion, without dwelling specifically on the design of the superstructures and deckhouses of the ship, since they are sufficiently covered in relation to their side set (for superstructures) and the set of decks where the set of the side and decks of the ship was considered in general, we will focus only on the design of the end watertight bulkheads at ship superstructures.

The aft bulkheads of these superstructures, as well as all the outer bulkheads of the deckhouses, are constructed from 5-8 mm sheets and square posts, without fixing their ends. The front bulkheads of the middle superstructure and the poop, which are not protected from the impact of the oncoming wave that hits the deck, require much greater strength. This is achieved by the greater thickness of the sheets, the location of the racks no further than 750 mm from each other and their large profile, as well as fixing the ends of the racks, if not with knits, then at least with short squares. To connect these bulkheads with the side at the level of the bulwark, horizontal knees are placed - both on the inside of the superstructure along the side plating, and from the outside - along the bulwark, with each knee extending for 2-3 spacings.

For “access to the internal absorption of the vessel, watertight doors are arranged in the bulkheads of superstructures and deckhouses. It should be noted here that in order to protect against accidental pouring of water into the superstructure or deckhouse, it must be arranged at the door commings threshold, the height of which for some types of ships and in some cases is required to be up to 450 mm.

(1) On ships over 125 m in length, at least one deck over the entire length shall be of continuous steel decking; on ships of shorter length, steel decking should be provided for a certain length of the upper deck, in the middle part of the ship - in any case.

(3) Such a connection prevents water from entering the deck at the edges of the grooves from being retained; flanging, if applicable, must be done in the same direction.

(5) Shown in fig. 91 diagonal stripes are required only for sailing ships. For power-driven ships, only longitudinal tie strips are required along the cargo hatches. Editor.

(6) The system of idle bilge beams is always installed with solid side stringers running on these beams. This system has as its main purpose to create additional support for the hold frames. Editor.

(7) In this case, the carling is more commonly referred to as a longitudinal deck beam. Editor.

(8) For smaller vessels, it is sufficient to support the beams only in the diametral plane, i.e. to have only one row of pillars. In this case, the clutter of the hold with often delivered pillers does not take place. Editor.

(10) With tubular pillers, the support of the heel is achieved in the way described above - by means of a collar at the end of the piller.

(11) The floor pillers must rest in any case.

(12) For a collision bulkhead, no increase in upright spacing is allowed.

(14) The latter is also required for the collision bulkhead.

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