On each warship, the emergency group of the survivability division should always have necessary material and tools for sealing holes from the inside.
Rice. 3. Emergency bar. 1 - bar; 2-pressure screw; 3 - capping washer; 4 - bolt; 5 - stopper.
The emergency material includes the following items: wooden wedges, boards 5, 7.5 and 10 cm thick, beams for spacers, wooden shields, bags tightly stuffed with tow, felt, minium, drying oil and chalk in powder to make a liquid putty, which are impregnated felt and tow, cement in barrels, nails 4, 7.5, 10 and 15 cm, staples for fastening wedges and beams and emergency strips (Fig. 3), specially made for this ship, and corks (Fig. 4).
Fig. 4 Wooden plugs for plugging holes.
Let us now consider the most typical cases of using the listed items when sealing holes:
1. Minor holes (holes from fragments and crevices of parted grooves and joints of skins, both external and internal, are clogged with wooden wedges. Those surfaces of the wedges that will come into contact with the edges of the hole or joint slit are preliminarily lubricated with liquid minium putty.
2. For holes of larger sizes, with torn inner edges, impose a felt or a bag of tow, soaking them in a solution of liquid minium putty. A wooden shield made of boards is placed over the felt. The outer end of the stop is attached to the inner edge of the shield (Fig. 5), consisting of a log or bar, the opposite end of which rests against the nearest reliable bulkhead, pillers or carlings. For a more reliable fastening of the entire system, the stop from the inner end is knocked out with wooden wedges, subsequently connecting both the wedges and the stops with iron brackets.
Rice. 5. A method of blocking holes from inside the ship using wooden shields, beams, wedges.
The dimensions of the felt and the shield are chosen so that they protrude approximately 25-30 cm beyond the edges of the hole.
3. When sealing holes of large dimensions, with torn edges protruding strongly into the ship, the shield should not be used. In this case, a box is quickly knocked together from thick boards, the height of its walls should be somewhat larger than the largest of the notches (after they have been trimmed). Having laid felt and bags of tow soaked in putty on the bottom of it, the box is placed on the hole so that all the torn edges go inside it and rest against the felt and bags of tow. The box is reinforced on all sides with stops. The quality of this seal largely depends on the size and strength of the box itself. It is also necessary that the edges of the felt, after applying the box to the hole, protrude beyond its edges, thus forming, as it were, a gasket between the edges of the box and the surface of the board or bottom sheathing. Boxes are also recommended to be used to reinforce leaking or damaged necks and hatches.
4. When filling holes in the bottom, as well as in the decking of platforms, holds and intermediate decks, proceed in the same way. In this case, the inner ends of the stops are attached to beams or carlings.
5. After putting on the patch, when it is possible to completely drain the flooded room and there is no significant leakage through the hole, it is recommended to use fast-setting cement for sealing, with the solution of which the box is filled to the brim, applied to the hole and fixed in the manner described above.
On a ship that has received a hole, regardless of the recruitment system, an entire cage is poured with cement.
Ship emergency property. To eliminate the water leakage of the hull and various damage ships supply emergency equipment and materials.
Name and minimal amount emergency property are established by the Register of the Russian Federation, depending on the length and purpose of the vessel. The composition of emergency supplies includes: patches with rigging and equipment, metalwork and rigging tool, clamps, bolts, stops, brackets, nuts, nails, canvas, felt, tow, cement, sand, wooden bars, wedges, plugs, etc. On passenger ships and special purpose ships of 70 m or more in length, as well as on fiberglass ships, the Rules of the Register of the Russian Federation provide for additional supply. All modern large-tonnage ships, in addition, usually have light diving equipment and electric welding equipment.
Emergency supplies, except diving equipment and plasters, must be painted with blue paint: wooden crafts- fully; bars - from the ends and at the ends (at a length of 100-150 mm); metal objects - on non-working surfaces: plaster covers, mats, coils of wire - in transverse stripes.
Containers for storing emergency supplies should also be painted blue (either in full or in a stripe) and clearly inscribed with the name of the material, its weight and allowable shelf life.
All specified supplies should be stored at emergency posts: in special rooms or in boxes. There must be at least two such posts on the ship, and one of them must be in engine room(on ships of 31 m in length and less, storage of emergency equipment is allowed only at one emergency post. Emergency posts should have clear inscriptions “Emergency post”. In addition, signs of the location of emergency posts should be provided in the aisles and on decks.
Emergency equipment with a special marking is allowed to be used only for its intended purpose: in the fight against water, as well as during drills and exercises. The emergency property used up or out of order in this case must be written off according to the act and, as soon as possible, replenished to the norm.
At least once a month, the commanders of emergency parties (groups) with the participation of the boatswain must check the availability and serviceability of emergency equipment. The results of the inspection are reported to the chief mate. A similar check of emergency equipment (simultaneously with the check of fire-fighting equipment and rescue equipment) is carried out once every 3 months by a senior assistant. What he reports to the captain and takes measures to eliminate the shortcomings. All this is recorded in the ship's log.
Soft plasters are the main means of temporary sealing of holes; they can take the form of hull lines anywhere on the ship. Four types of soft plasters are used on sea vessels: chain mail, lightweight, stuffed and training.
Plasters are made of waterproof impregnated canvas or other equivalent fabric; along the edge they are sheathed with lyktros (vegetable or synthetic) with four thimbles in the corners.
Sheets and braces of chain mail patches are made from flexible steel cables, control pins are made from plant cables, and tail ends for all patches are made from flexible steel cables or chains of the appropriate caliber.
Sheets and keel ends should have a length sufficient to cover half of the ship's hull amidships and fasten on the upper deck, provided they are spaced from the vertical at an angle of 45
The control pin, designed to facilitate the installation of the patch on the hole, has, like a lotlin, a breakdown every 0.5 m, counting from the center of the patch. The length of the control line should be approximately equal to the length of the sheet.
Guys, provided for chain mail and lightweight patches, serve as auxiliary gear, contributing to a tighter fit of the patch to the hole. The length of each guy must be at least half the length of the vessel. The most durable of all soft plasters is chain mail.
Plasters on a hole start as follows. Previously, using the numbering of the frames, mark the boundaries of the hole with chalk on the deck. Then a patch with equipment is brought to the place of work. At the same time, they start winding the tail ends. At this point, the ship should not be moving. Depending on the location of the hole along the length of the vessel, the keel ends are brought in from the bow or stern and placed on both sides of the hole. If the keel ends are brought in from the stern, weights attached to them should be used, which will allow the keel line to be passed cleanly without hitting the propellers and the rudder.
With the help of staples, the tail ends are attached to the lower corners of the patch, and sheets and a control pin are attached to its upper luff. Then, on the opposite side, hoists or winches begin to select the tail ends, while easing the sheets until the control rod shows that the patch is lowered to a given depth.
Stretched under right angle and tightly selected sheets and keel ends are attached to bollards or ducks. Adhesion of the plaster to the damaged area is considered satisfactory if the ship's drainage facilities are able to remove water from the flooded compartment.
A soft patch allows you to quickly perform temporary sealing of cracks and small holes on ships, but it has a number of disadvantages:
Does not have the required strength;
It does not allow to start it without the participation of a diver in cases where the hole is located near the zygomatic keel or has torn, outwardly bent edges;
It can be torn off the spot when the vessel is moving.
At large sizes holes (more than 0.5 m2), as the damaged compartment is drained under sea water pressure, the patch will be drawn into the hole. In this case, before winding the patch, one has to resort to winding several steel tail ends running along the hull through the hole. These ends, called false frames, are fitted on deck with turnbuckles; they play the role of a frame that prevents the patch from being drawn into the body.
Maneuvering a damaged ship
If the vessel has received any damage on the high seas, important condition preventing his death is skillful maneuvering. As a result of damage, the ship can get a large roll, surface holes near the waterline, and as a result, as a rule, its stability decreases. Therefore, it is necessary to avoid, especially at high speed, sharp rudder shifts that cause additional heeling moments.
In case of damage to the bow, which caused the hull to leak, the movement of the vessel forward will increase the flow of water, and therefore create additional pressure on the aft bulkhead of the damaged compartment. In this situation, it is risky to go forward before closing the hole, especially if the hole is significant. If it is impossible to close the hole, you should significantly reduce the speed or even go in reverse (for example, on multi-propeller ships).
In the event of icing of a damaged vessel, its stability and maneuverability usually deteriorate even more, so the crew must take measures to combat ice.
If the damaged ship has a significant heel that cannot be reduced, then the master is obliged to maneuver so that, in order to avoid capsizing, the elevated side of the ship is not to windward, especially when the wind reaches gale force or has a squally character. In stormy weather, by changing the speed and course relative to the wave, one can significantly reduce the pitching amplitude, avoid resonance, as well as a possible loss of stability in a tail wave, which is most likely at wavelengths close to the length of the vessel.
If the damage sustained by the ship during the voyage is so great that ship's facilities the crew cannot handle the incoming water, it is wiser to run the ship aground. If possible, you need to choose a bank that has a gentle slope, sandy or other similar soil without stones. It is also desirable that there are no strong currents in the landing area. In general, it is better to run aground anywhere (if it does not threaten the obvious loss of the vessel) than to attempt to reach a suitable shore and expose the vessel to the risk of sinking at great depths.
When deciding to run a damaged ship aground, one must take into account the risk of a decrease in stability if the ship touches the ground with a small bottom area, especially on hard ground in an area where depths increase sharply from the shore. The support reaction that appears at this moment, applied to the bottom of the vessel at the point of contact with the ground, is the reason for the decrease in stability. A dangerous list may not occur if the slope of the ground is close to the angle of the roll or trim of the vessel, since the vessel will land ~ on the ground immediately with a significant part of the bottom, as well as when landing on soft ground: in this case, the tip of the vessel does not rest on the ground, but crashes into him.
In order for the ship not to receive new damage from hitting the ground in stormy weather, it must be secured aground, for example, by bringing in anchors or additional flooding of the compartments.
When all the damage is repaired, they begin to pump out water from the flooded compartments. First of all, water must be completely removed from the compartments that have the greatest width. If this recommendation is neglected, during the ascent of the vessel, its stability may again deteriorate due to the presence of free surfaces.
Grounding is carried out, as a rule, by the bow, but in soft ground, landing by the stern with the return of both anchors at an angle to the coastline, possibly closer to a straight line, is not excluded. Despite the risk of damage to the rudder propeller complex, this method is not without advantages: the bow of the vessel, which is the most durable part of the hull, will take on the shocks of the waves, and the minimum area will be substituted for the shocks; Anchors can be used to anchor the ship aground, avoiding the very laborious operation of bringing them in. In addition, they can be used to facilitate the subsequent refloating of the vessel.
Questions for self-examination:
1. What applies to emergency equipment, materials and tools?
2. Marking of emergency property.
3. Plasters.
4. Sheets and guys.
Section 59 Liquidation accident damage vessel.
After each even light impact on the ground, other vessels or the pier, the hull of the vessel should be checked to make sure that no water enters it.
It should be remembered that a decrease in the flow of water into the hull through a hole can be achieved by stopping the vessel or reducing its speed.
If water appears inside the vessel, it should be pumped out and the cause of the leak eliminated. Inside wooden ships, very often there is a small amount of water; its level must be systematically measured and be sure to pump out.
Water entering the hull through the side in rain or waves must be immediately pumped out: on small open boats and boats with a watering can (scoop), bucket or portable pump, and on larger boats - with sump pumps (pumps).
With a small amount of water in the vessel, a mop or rag can be used to completely dry the bottom of the vessel, with which the water is collected and then squeezed out.
If water quickly enters the hull of the boat, it is necessary to take a course to the shore, find the place of the leak and take measures to seal the damage with the means available on the boat. Leak on the ship wooden case can be found by putting the ear to different places inner lining: You can hear the murmur of water in the place of the leak. After identifying the cause of the ingress of water, the dimensions of the hole or the place where the seam has parted are established, and a place is freed up for sealing the leak. A small hole or crack can be temporarily plugged with a gag made of rags, tow, felt mats, clothes, etc. The gag must correspond to the size of the hole or crack. WITH inside the gag is pressed against the board, which can be reinforced with wedges or spacers. If the hole in the side is slightly below the waterline, then the load can be moved to the opposite side so that the hole is above the water. A hole in the bow can often be lifted out of the water due to the trim to the stern. Actions to eliminate the leak must be timely and fast. If wood paneling damaged in the surface part near the waterline, then you can close the hole from the outside with a piece of plywood.
On large motor yachts and boats on long-distance amateur voyages, there should be a soft plaster and other emergency material, including tow. The soft patch consists of two layers of canvas, with felt between them. The patch is sheathed with lyktros, at the corners there are lights for threading gear (sheets), with the help of which the patch is brought to the place of the hole. The plaster can be replaced with a tarpaulin or linseed tarpaulin. right size. In place of the hole, the patch is lowered with the help of the tail ends, which are attached to the lights of the lyktros (Fig. 133). Work is carried out in a place where the current is weak, and even better, where there is no current at all. Under the body to the place of the hole, the patch is brought from the nose. The patch brought under the hole by the pressure of water will press against the hole and the flow will stop. After that, the hole is closed from the inside.
Rice. 133. Soft patch attached to the hole in the hull
Before sailing on large boats and on some small vessels, it is recommended to prepare hard patches - shields of various sizes. The hard patch shield is made of plywood sheathed with a tarpaulin, under which a thick layer of tow is placed. A rigid plaster is attached to the hole from the inside with a spacer, nails or wedges.
Rice. 134. Vessel handling in case of a rudder accident: A- stern oar; b- towing objects
If the steering cable is damaged, the boat is anchored or brought to the shore to repair the damage. You can apply a temporary tiller.
A broken tiller and rudder can be temporarily replaced (Fig. 134) with a stern oar, a board, a bucket towing on two cables, etc. A broken tiller can be set in motion, providing control of a drawboat wrench. The course of a vessel with a broken rudder or tiller must be reduced to such an extent that the vessel can be steered. If the breakage and breakage of the rudder loops on wooden ships cannot be eliminated, then they are replaced with rope ones. To do this, a hole is made in the rudder, into which a strong cable is passed, the ends of which are fixed with nails and staples to the keel and sternpost (Fig. 135). The tension of the cable regulates the free rotation of the steering wheel and prevents its excessive dangling. Broken poles, oars, rudder blades, fasteners are often connected by overhead tires tied with wire or cable (Fig. 136).
If the vessel has an accident or is likely to "take water", the crew and passengers must put on and secure life-saving appliances. Such a measure should not be considered an element of cowardice or panic: this is dictated by common sense and the difficult situation in which the ship and its crew find themselves.
Air boxes installed on boats and boats, although they take up space, but ensure the buoyancy of the vessel even during flooding. Logs, empty barrels, cans, lifebuoys and other light objects attached to the sides of a boat or boat also provide buoyancy.
If, when filling with water or capsizing, the ship remains afloat, then, while waiting for help, you need to grab onto the side of the boat and, saving strength, slowly tow the ship to a shallow place, shore, helping the weakened comrades. If possible, you should give signals or in any other way to attract attention. Usually, for some time after capsizing, there is some air in the hull of the vessel, which ensures unsinkability in the keel up position. A ship equipped with special air boxes will float even if it is filled with water. Each of the victims of the accident must have a life-saving device and not sail away from the vessel, even if the shore is close, and also not climb onto an overturned vessel.
There are many cases when members of the crew of an overturned ship sailed away from it to the shore, but died along the way, and poor swimmers held on to the overturned ship and remained alive.
If strength permits, one should try to put the capsized vessel on the keel and scoop water out of it. As soon as the sides are at least a few centimeters out of the water, one person from the stern or bow should carefully climb into the vessel and continue to drain the water. Then, as they are freed from the water, one by one, all the rest climb onto the ship.
If the ship capsized under sails, then first of all you need to remove them. It is impossible to put a ship on a keel with sails. All ships are required to provide assistance to those in distress. You need to approach the emergency vessel from the leeward side. Under sail, it is impossible to approach to provide assistance.
Setting up the cement box
Sealing of damaged areas of the ship's hull with concrete is reliable, durable and tight. By concreting, it is also possible to close up damaged places that would simply be impossible to fill with other means. Practice has shown that it is possible to restore the tightness of the flooded compartments after the vessel has landed on rocky ground only with concrete. Concreting can also repair damage to hard-to-reach places vessel, for example, under the foundations of machines and mechanisms, in the fore and after peaks and on the cheekbones of the vessel. By concreting, it is possible to achieve absolute impermeability of damaged areas, while other temporary seals cannot provide this. Concreting can be carried out both in drained and flooded compartments, although the latter is a rather difficult operation and is carried out only if it is impossible to drain the compartment.
The components of concrete mortar are cement, aggregates and water.
For sealing damage to ship hulls, cement grades 400, 500, 600, Portland cement are used.
For underwater concreting, it is better to use pozzolanic Portland cement, which is resistant in the aquatic environment. For concreting at low temperatures, alumina cement is the best. In the process of setting in alumina cement, heat is released, accompanied by an increase in temperature to + 100 ° C, which makes it possible to use this cement even in severe frosts.
Do not use damp or wet cement. Acceleration of the concrete hardening process can be achieved by adding special hardening accelerators to it:
Liquid glass - added to water in an amount of 10-15% of the volume of water before concrete preparation. For faster hardening, dosage liquid glass can be increased to 50%, however, after a month, the strength of this concrete is almost halved;
Calcium chloride is added to the cement in an amount of 2-10% of its volume and thoroughly mixed with it. Hardening is accelerated by almost 2 times;
Technical soda - dissolves in water in an amount of 5-6% of the mass of cement during the preparation of concrete;
Technical hydrochloric acid - added to water in the amount of 1-1.5% of the mass of cement during the preparation of concrete, accelerates the concrete setting process by almost 2 times.
The repair of minor damage (if the hole does not have torn edges protruding inward) is carried out with emergency equipment specially designed for this purpose. Ways to eliminate water flow in these cases are as follows.
Sealing of split seams. Opened seams and cracks, small narrow gaps in the skin can be sealed with wedges, tow pillows, filled with special mastics and putties.
Repairing damage with wedges starts from the widest part of the crack, where the thickest wedge is hammered. As the crack narrows, the size of the wedges should also be reduced. Wedges, pre-wrapped with tarred tow, are clogged by about 2/3 of their length. The space between the wedges and the bottlenecks at the ends of the diverged section of the seam are clogged with tow strands. When sealing cracks, it is recommended to drill at the ends of the cracks to prevent the crack from continuing.
Water flow through thin cracks - "teary" seams - can be eliminated by filling with mastic. Mastic is heated to a pasty state.
Seal of small holes. Sealing is carried out from the inside of the vessel using wooden shields with a pillow along the edges, hard plasters or tow pillows, if the hole does not have torn edges protruding inward, the shield or plaster on the hole is fixed with a pull. or hook bolts, for which special holes are drilled in the patch (shield).
The most difficult part of the operation is the installation of the patch on the hole, as it is squeezed out by the incoming water. To facilitate the work, the patch is installed above the hole, slightly supported by a temporary stop and then shifted along the skin to the hole. On the hole, the patch is held with an emphasis until the bolts are fixed. Special clamps greatly facilitate the installation of a hard patch. A patch with a clamp hooked to the frames is installed above the hole. After that, the entire structure is gradually lowered onto the hole. With a large pressure of water, before proceeding to seal the hole from the inside, it is necessary to make a soft patch from the outside.
Ship unsinkability- its ability to withstand emergency damage, leading to the flooding of one or more compartments, while maintaining a sufficient margin of buoyancy and stability.
The set of actions of the crew aimed at maintaining and restoring the buoyancy and stability of the vessel is understood as a struggle for its unsinkability.
The main document that must be followed to ensure the unsinkability of an undamaged vessel is the Information on the stability of the vessel for the captain. This document contains requirements for stability criteria, the maximum number and placement of cargo specifically for a given vessel, information about the vessel necessary for, and recommendations for maintaining stability.
Emergency Landing Information and stability of the vessel is the main document containing information on the emergency condition of the vessel in various cases of flooding.
At the beginning of the Information are given:
- general information about the vessel;
- layouts of all tight bulkheads;
- layouts of all openings and drives for closing them;
- systems used in the struggle for the unsinkability of the vessel;
- indications necessary to maintain the stability of an intact vessel sufficient to withstand the most severe design damage.
The main part of the Information contains in tabular form the results of calculations of emergency landing and stability of the vessel with symmetrical and non-symmetrical flooding of compartments for typical ship loading options. For each option, there are possible consequences flooding and the necessary measures to save the ship.
Floating workshop Antea
Ship sinking prevention
Timely detection of outboard water entering the ship's hull is one of the main factors affecting success in the struggle for unsinkability.
The death of the vessel from the loss of buoyancy occurs over a long (several hours, and sometimes days) period, which makes it possible to carry out work to save the crew and passengers. When stability is lost, the vessel capsizes in a matter of minutes, which entails a large number of victims.
The reasons for the ingress of water into the ship's hull can be various: holes, fatigue cracks, rupture of seams in the plating, fistulas, violation of the tightness of the outboard closures of ship systems and devices, pipeline leaks, etc.
The basis for controlling the flow of water into the hull is regular measurements of the water level in the bilge wells of the compartments. On ships not equipped with water level sensors, the water level in the compartments is determined manually with a folding footstock (or other hand-held measuring instrument, Fig. 1) through special measuring tubes leading from the upper deck to the bilge wells.
Rice. 1 Liquid level measuring tape
bilge wells- these are recesses in the corners of the compartment for collecting water. The bilge wells contain the water intakes of the drainage system.
If it is not possible to make measurements, a control pumping of water from the bilge wells is carried out.
Under normal sailing conditions, the water level in the compartments is monitored at least once per watch. When sailing in stormy conditions, in ice and other special conditions when it is possible for water to enter the ship's hull, water measurements in the compartments should be made at least once an hour. The measurement results should be recorded in the ship's log.
Indirect signs of water entering the compartment can be:
- noise of water entering the compartment;
- filtration of water through leaks at the junctions of the bulkhead with the longitudinal elements of the hull, pipelines, in places where cables are laid, etc.;
- noise of water-squeezed air exiting through ventilation and measuring pipes, necks and other openings of the main deck;
- sweating of the surfaces of the flooded compartment;
- a dull sound when a metal object strikes the surface of a flooded compartment.
Fight against the spread of water on the ship
Each crew member, upon detection of signs of water ingress, is obliged to:
- Notify the officer on duty or the engineer on duty immediately. The sooner a shipwide alert is announced, the sooner the crew will start fighting for damage, the more likely it is to minimize the damage from the accident.
- Without waiting for further instructions, clarify the location, size, nature of the damage. If the damage is significant and the compartment will be flooded, then this information is important for calculating the rate of flooding and choosing the means to restore the watertightness of the hull.
- If possible, de-energize the compartment.
Gullkronan medical ship Source: fleetphoto.ru
If it is possible, then proceed to repair the damage to the hull, and if this is not possible, then leave the flooded compartment, sealing all its closures.
Water will flow into the damaged compartment until the pressures of the water columns inside and outside are equal. With open openings in the main deck, the water level in the flooded compartment will eventually become equal to the emergency waterline.
Sealing all openings leading to the compartment allows you to limit the exit of air, which will create air cushion and restrict the flow of water.
Search for damage can be carried out different ways. The most complete picture of the damage can be obtained by lowering the diver. But this is not always possible, mainly due to weather conditions. A hole in the board can be felt with a long pole, making at the end cross bar. A hole in the area of the cheekbone and bottom can be felt with the help of the keel end, fixing some object on it in the middle part that would cling to the edges of the hole when dragged along the skin.
Water removal from adjacent compartments must be carried out as a minimum, for two reasons:
- the minimum buoyancy of most ships is designed to flood one compartment. Additional mass of water in adjacent compartments can lead to loss of buoyancy;
- when the compartment is flooded, the ship partially loses its stability due to the presence of a large area of the free surface of the liquid cargo. If there is freely moving water in adjacent compartments, the vessel may completely lose its stability and capsize.
Container ship Sonderborg Strait Source: fleetphoto.ru
Bulkhead reinforcement it is necessary to do it from the considerations that in the process of operation, the strength of structures is weakened both due to rusting of the metal, and due to "fatigue". When reinforcing bulkheads, the following rules should be observed:
- reinforcements should be made to the elements of the set, and not to the skin;
- in order to avoid a violation of water tightness, it is forbidden to straighten residual deformation with jacks or props when the bulkhead swells.
Emergency supplies and materials
An emergency supply kit is a set of equipment and materials that is in constant readiness and is designed to deal with emergency water ingress into the vessel. Kit includes: patches different types, emergency inventory, emergency materials and tools. All items included in the emergency equipment kit are marked in blue. The locations of emergency supplies are indicated on the deck and in the aisles.
Damage to the ship's hull varies in size: small - up to 0.05 m 2, medium - up to 0.2 m 2 and large - from 0.2 to 2 m 2. Cracks, open seams and small holes are sealed, as a rule, with wooden wedges and plugs.
It consists of sliding stops, emergency clamps, hook bolts, swivel head bolts, tow pads and stuffed bath mats. The design of the devices makes it possible to speed up the work on the elimination of emergency damage to the ship's hull with high reliability (Fig. 2).
Rice. 2 Emergency inventory: 1 - emergency stop; 2 - emergency clamp; 3 - hook bolts; 4 - swivel head bolt emergency materials:
- pine boards - for the manufacture of shields and sheets;
- pine beams - for reinforcing decks, bulkheads and pressing shields;
- pine and birch wedges - for embedding small cracks, slots and wedging of stops and shields;
- pine corks of different diameters for sealing holes and portholes;
- sand, cement and cement hardener - for the installation of cement boxes;
- coarse-wool felt, resin tow, canvas, rubber - for sealing shields and plasters;
- construction brackets, bolts with nuts different sizes, nails;
- minium and technical fat, etc.
emergency tool— sets of rigging and metalwork tool: sledgehammer, hammer, rigging mallet, punch chisel, pile, chisel, pincers, notches, rod drill.
emergency patch- a device for temporary sealing of holes in the underwater part of the ship's hull. By design, the patches are divided into soft, rigid and semi-rigid. The plaster consists of several layers of canvas sheathed around a steel mesh, wooden or steel frame.
Mail patch 3x3 or 4.5x4.5 m in size is included in the emergency supply of ships of an unlimited navigation area with a length of more than 150 m, except for tankers. It consists of a chain mail mesh made of galvanized metal rope with square cells and acting as the basis of the patch. Set-ka-mail edged steel rope, connected by benzels to the plaster lyktros. Two layers of water-resistant canvas are applied to the base on each side, stitched through all over the patch. The patch lyktros is made of resin hemp rope with four drop-shaped koushki closed at the corners and with four round koushki - in the middle of each side. To the thimble are attached the tail ends, sheets, braces and control rod. The patch has high strength and allows you to close large holes, providing a high fit.
Timber carrier Stepan Geyts Source: fleetphoto.ru
Lightweight patch 3x3 m in size, is included in the emergency supply of ships of an unlimited navigation area with a length of 70-150 m or tankers, regardless of their length. It consists of two layers of water-resistant canvas and a pad of coarse wool felt between them (1). Diagonal through stitches are made along the entire plane of the patch at a distance of 200 mm from each other. The edges of the patch are trimmed with lyktros made of hemp resin rope (2). In the corners of the lyktros with benzels (3) there are thimbles for fastening the tail ends and braces (4). In the middle of the upper luff there is a crengel (5), to which a marked control pin is attached to determine the position of the patch on the ship's side. On one side of the patch, at a distance of 0.5 m from each other, there are pockets for metal rods or pipes, which stiffen the patch.
larded plaster 2x2 m in size is included in the emergency supply of vessels of an unlimited navigation area with a length of 24-70 m. It consists of two layers of water-resistant canvas and a stuffed mat superimposed on them over the entire plane with a pile outward, edged with resin hemp lyktros with thimbles. Through the entire plane, a through firmware with a square size of 400x400 mm is made.
Training patch size 2x2 m is available on ships for training in patching. It differs from the stuffed plaster by the absence of a stuffed mat - only two layers of water-resistant stitched canvas, edged with a lyk-rope with thimbles. If necessary, it can be used as an additional combat plaster.
Wooden hard plaster from two wooden shields with a mutually perpendicular arrangement of boards, between which a layer of canvas is laid. Pillows made of resin tow and canvas are pierced along the perimeter of the inner shield. The size does not exceed the size of one spacing.
Sealing a hole with a soft plaster is a reliable way to eliminate it, since the plaster is pressed against the hydrostatic pressure of the water. The disadvantages of the method:
- stopping the vessel;
- loss of control;
- turn of the vessel sideways to the wave, leading to flooding of the work area.
The emergency supply needed to put the patch on the hole is stored next to it in an emergency post or a special box.
Lighter carrier Castoro Otto Source: fleetphoto.ru
Tail ends. They are made of steel cables or rigging chain with a strength of 10% higher than the strength of the patch lyktros. The tail ends are attached to the lower corners of the patch, pass under the bottom of the vessel and go to the deck of the opposite side, have thimbles at the ends.
Sheets. They are made from a vegetable cable for all patches, except for chain mail, for which sheets are made from a steel cable. There are thimbles in both ends of the sheet. The keel ends and sheets are attached to the patch with the help of rigging brackets.
Guys. They are made from vegetable, as well as from a flexible steel cable. At the ends of the braces there should be thimbles for attaching with staples to the side luffs of the patch. The length of each guy is taken equal to twice the length of the sheet, but not less than half the length of the ship. Guys are intended for stretching and aiming at a hole in chain mail and lightweight patches.
Control pin from a vegetable line, it is laid in the middle thimble of the lyktros using a quick-release connection (hook-rattsa) and is equal in length to the length of the sheet. The control pin is broken every 0.5 m from the center of the patch and marked like a lotline. For chain mail patches, the middle sheet with the indicated marking is used as a control pin. Tape hoists have swivel hooks.
Canifas blocks. They are made with swivel grips for mounting on the deck, excluding the possibility of spontaneous laying out.
Plastering
Before applying the plaster, mark with chalk on the deck the boundaries of the damage to the hull of the ship, which should be covered with a plaster. At the same time, the keel ends from the bow of the vessel begin to wind up (Fig. 3). Winding of the tail ends is one of the most labor-intensive and time-consuming operations. During winding, the keel ends are given some slack to avoid snagging on the underwater part of the hull. In order to reduce the likelihood of the keel ends getting caught on the side keels, it is recommended to fix two shackles in their middle part at a distance exceeding the width of the vessel. Around the superstructures, the keel ends are carried around with the help of auxiliary conductors submitted in advance. After that, the tail ends are drawn along the sides to the hole and placed on both sides of it.
If necessary (when placing soft patches on large holes, especially if they are at great depths), along with the tail ends, false frames are started from the steel cables available on the ship (mooring lines, spare pendants, etc.) carried over the hole and tight-fitting. The ends of the false frames on the deck are connected with screw lanyards and tightly tightened.
Rice. 3 Setting a soft patch: 1 - guy; 2 - hoist; 3 - sheet; 4 - rope to the hoist (winch); 5 - tail ends; 6 - plaster; 7 - control pin; 8 - false frames Simultaneously with winding the tail ends, a patch with all its equipment is brought to the place of damage. By the time the patch is applied, the ship should not be moving. The tail ends with the help of staples are attached to the thimble in the lower corners of the patch (there are three on the chain mail patch, on all other types of patches there are two tail ends). The patch is unfolded and gradually lowered overboard, attaching sheets and a control line to the upper luff. Guys are additionally attached to the side luffs of the chain mail and lightweight patches. As the patch is lowered, the keel ends are tightened from the opposite side. When the patch, according to the indications of the control pin, is lowered to a predetermined depth, the sheets are fixed, and the keel ends from the opposite side are tightly fitted with grip-hoists or through canifas-blocks, wound onto closely spaced winches and fitted with their help. To protect the tail ends from damage during tightening, it is recommended to place logs or boards under them on sharp bends.
For reliable fastening, the sheets should be stretched at an angle to the vertical of about 45 °, the keel ends should be tightly fitted perpendicular to the keel of the vessel. When installing chain mail and lightweight patches, the guy lines should be carried as far as possible from the patch to the bow and stern in order to bring the angle between the guy line and the leech as close as possible to 90 °, at which the leech will be most tightly pressed to on board the ship.
To close large holes, it is most advisable to use stronger chain mail or lightweight patches, and when using a chain mail patch, first install false frames, and when placing a lightweight patch on a hole in an area where the side of the vessel does not have a longitudinal curvature, spacers should be installed.
Ro-Ro Car Hvitanes
