The owners of the patent RU 2616770:

The invention relates to methods for lifting ships out of the water and can be used to lift a ship onto a horizontal slipway deck.

A known method of lowering and raising a vessel from the water to a horizontal slipway deck with the help of jamb trucks (Ship-lifting structures. [Text] / V.I. Grigoriev et al. - L.: Shipbuilding, 1978. - 272 p.: ill., p. 161-164), in which the ship is directed to the ship-lifting equipment, which is used as a slip trolley lowered along the inclined rail tracks below the water area level, with the ship-carrying equipment installed on it, which is used as a rail trolley, after which the ship-lifting equipment installed on Here, with the help of ship equipment on which the ship is installed, they are lifted with the help of winches along the inclined rail tracks of the slipway, after which the ship is moved to the horizontal slipway deck with the help of ship equipment.

This method is closest to the claimed technical solution, therefore adopted as a prototype.

The disadvantage of the prototype is the need to use a specially built ship-lifting device with inclined rail tracks, including surface and underwater sections.

The essence of the proposed technical solution lies in the fact that in a known method, in which the vessel is pointed at the ship-lifting equipment with the ship equipment installed on it, after which the ship is moved to a horizontal slipway-deck using the ship equipment, pneumatic roller bags are used as the ship equipment , and as ship-lifting equipment, a barge of the required dimensions is used, which, before the vessel is guided to the ship-lifting equipment, is moored bow to the berth, and the stern is sunk until the barge’s stern is placed on the ground, and after the vessel is guided to the ship-lifting equipment, the barge is ballasted on an even keel, after which the barge with the ship's equipment installed on it, on which the ship is installed, is transported to the berth of the horizontal slipway deck.

A comparative analysis of the proposed technical solution with the prototype showed that the claimed technical solution has features that do not coincide with the prototype, namely, pneumatic roller bags are used as ship-borne equipment, and a barge of the required dimensions is used as ship-lifting equipment, which, before guiding the vessel to the ship-lifting the equipment is moored with the bow to the berth, and the stern is sunk until the barge’s stern is placed on the ground, and after the vessel has been guided to the ship-lifting equipment, the barge is ballasted on an even keel, after which the barge with the ship’s equipment installed on it, on which the vessel is installed, is transported to the berth with a horizontal slipway - decks.

A comparative analysis of the proposed technical solution with others showed that pneumatic roller bags are widely used in ship lifting techniques, for example, to lift a vessel onto an unequipped shore. It is also widely known to use a barge that is sunk to receive cargo on its deck. However, only the joint use of pneumatic roller bags as ship-carrying equipment, and a barge of the required dimensions as ship-lifting equipment, which is moored with the bow to the berth before the vessel is guided to the ship-lifting equipment, and the stern is sunk before the barge’s stern is installed on the ground, and after the vessel is guided on the ship-lifting equipment, the barge is ballasted on an even keel, after which the barge with the ship-carrying equipment installed on it, on which the ship is installed, is transported to the berth of the horizontal slipway-deck. including surface and underwater areas.

The use of pneumatic roller bags as ship equipment eliminates the need to use rail tracks to move the vessel. The use of barges of the required dimensions as ship-lifting equipment makes it possible to lift ships of various displacements without using an additionally built ship-lifting device with inclined rail tracks, including surface and underwater sections. Mooring the barge with the bow to the berth and sinking the barge before setting the barge stern on the ground allows the barge deck to be used as a reliable and stable inclined surface for aiming the ship at it. Ballasting the barge on an even keel after laying the vessel on it makes it possible to transport the barge with the vessel installed on it to the berth of the horizontal slipway deck. Transportation of the barge to the berth of the slipway-deck makes it possible to move the vessel installed on it with the help of pneumatic roller-bags to the horizontal slipway-deck.

In FIG. 1 shows a barge submerged before the stern of the barge is placed on the ground, and a ship with pneumatic roller bags installed under its bottom in a deflated state.

In FIG. 2 shows a barge and a vessel partially guided by the bow end onto the deck of the barge with the help of pneumatic roller bags.

In FIG. 3 shows a barge and a ship fully guided onto the deck of the barge by means of pneumatic roller bags.

In FIG. 4 shows a barge ballasted to an even keel, docked to a berth of a horizontal slipway deck, and a vessel moving onto a horizontal slipway deck with the help of pneumatic roller bags.

The method is carried out as follows: barge 1 is unfastened by mooring 2 to the coastal bollard in such a way that bow the bottom of the barge 1 lay on the ground. To flood the barge 1, ballast is taken into its aft part. aft the bottom of the barge 1 rests on the ground, and the deck of the barge 1 forms an inclined surface. The vessel 3 is brought to the inclined surface formed by the deck of the barge 1, one of the ends of the rope 4 is fixed to the bow of the vessel 3, and the other end of the rope is brought into the winch 5. Pneumatic roller-bags 6, which are in a deflated state, are brought under the bottom of the vessel 3 and unfastened with the help of belts 7 to the upper deck of the vessel 3. Pulling the vessel 3 with a cable 4 and successively inflating the pneumatic roller bags 6, the vessel 3 is completely brought onto the inclined plane of the deck of the barge 1. After lifting the vessel 3 with the inflated pneumatic roller bags 6 onto the inclined plane of the deck barges 1 purge the stern of barge 1 to ballast it on an even keel. The barge 1 is transported with the ship 3 on it to the horizontal slipway deck 8, equipped with a berth 9, an underwater support 10 and mooring equipment 11. The barge 1 is placed on the underwater supports 10 and the supports installed on the berth 9. The cable is fixed from the winch of the mooring equipment 11 on the bow of the vessel 3. With the help of mooring equipment 11, the vessel 3 is pulled onto the horizontal slipway deck 8 using pneumatic roller bags 6.

Thus, the inventive method of lifting the ship allows you to lift the ship on a horizontal slipway deck without building an additional ship-lifting device with inclined rail tracks, including surface and underwater sections.

A method of lifting a vessel onto a horizontal slipway deck, in which the vessel is guided to the ship-lifting equipment with ship equipment installed on it, after which the ship is moved to the horizontal slip-deck with the help of ship equipment, characterized in that pneumatic roller bags are used as ship equipment , and as ship-lifting equipment, a barge of the required dimensions is used, which, before the vessel is guided to the ship-lifting equipment, is moored bow to the berth, and the stern is sunk until the barge’s stern is placed on the ground, and after the vessel is guided to the ship-lifting equipment, the barge is ballasted on an even keel, after which the barge with the ship-carrying equipment installed on it, on which the ship is installed, is transported to the berth of the horizontal slipway-deck.

Similar patents:

The invention relates to hydraulic engineering, namely to ship-lifting structures for small boats in open coast conditions. The ship-lifting structure includes a ship trolley, prefabricated reinforced concrete slabs, a ship track with inclined and horizontal platforms and is equipped with a metal overpass for placing and moving precast concrete slabs along it during the construction of the structure.

The invention relates to the field of shipbuilding and ship repair and relates to a method of lifting ships from the water. A method for lifting a ship onto a horizontal slipway deck is proposed, in which the ship is guided to ship-lifting equipment with ship-borne equipment installed on it, after which the ship is moved to a horizontal slip-deck with the help of ship equipment, while pneumatic roller bags are used as ship equipment. and as ship-lifting equipment, a barge of the required dimensions is used, which, before aiming the ship at the ship-lifting equipment, is moored with its bow to the berth, and the stern is sunk until the barge’s stern is placed on the ground, after the ship is brought to the ship-lifting equipment, the barge is ballasted on an even keel, after which the barge with the installed on it, the ship-carrying equipment on which the vessel is installed is transported to the berth of a horizontal slipway-deck. The inventive method of lifting a vessel simplifies the lifting of a vessel onto a horizontal slipway deck, since it does not require the construction of an additional ship-lifting device with inclined rail tracks, including surface and underwater sections. 4 ill.

Floating dock - a floating ship-lifting structure with the ability to maneuver vertically. To receive the ship, the dock is submerged, so it is installed at appropriate depths, in pits protected from waves and wind. The length of the dock may be somewhat less than the length of the largest of the ships scheduled for docking.

Floating docks (Fig. 15.5) are usually made of reinforced concrete, less often of steel, and have a carrying capacity of up to 100,000 tons. The buoyancy of the dock is ensured by its pontoon part. The pontoons are covered on top with a slipway deck with a keel track and cages on which ships are installed. Structural rigidity and additional buoyancy of the dock are provided by the presence of two (rarely one) towers.

Rice. 15.5. Floating dock:
1 - crane; 2 - slipway deck; 3 - tower; 4 - superstructure; 5 - transitional bridge; 6 - console platform (avandeck); 7 - service and living quarters

In floating docks of small carrying capacity, the pontoon part, usually consisting of one pontoon, is a single structure with towers. Such docks have great strength and are called monolithic.

Large docks consist of several bottom pontoons securely attached to the towers and slipway deck. Floating docks of this type are self-docking, since the underwater part of the dock can be repaired on its own: the bottom pontoons are alternately disconnected, removed and lifted by the remaining dock pontoons.

Dock towers have a horizontal watertight deck, below which are ballast compartments. Flooding and drainage of the dock is carried out by receiving and pumping water from the pontoons and ballast compartments of the towers. The time of flooding (immersion) varies for different docks from 0.5 to 1.5 hours; the ascent (drainage) time, depending on the weight of the ship being lifted and the power of the pumps, is from 1.5 to 4 hours. In the upper part of the dock towers there are mechanisms, equipment, energy sources (on autonomous docks), as well as residential, service and storage facilities. Controls for pumps and other mechanisms, as well as control devices (inclinometers, trim gauges, draft indicators, deflection meters, etc.), are located in the central control post of the dock.

Floating docks have mooring and anchor devices. The first serves for mooring the dock to the pier, as well as for bringing ships into the dock. It includes spiers and poles that are installed on the top decks of the towers, and butts on the inner and outer walls of the towers. The anchor device is designed to securely fasten the dock in the pit and usually consists of four anchors with anchor chains and capstans installed in the corners of the slipway deck. Top decks may have mobile cranes. Some floating docks have mechanical devices for precise alignment (centering) of ships in the process of landing on the keel track (keel blocks).

The advantages of floating docks: the possibility of relocation over long distances, as well as lower operating costs.

Disadvantages of floating docks:

More complex docking process, especially when lifting and lowering the ship;
- the complexity of communication with the shore and transportation of materials for repairs;
- the need for a specially prepared deep pit for immersing the dock.

) has sunk and lies at the bottom. The tenant refuses to raise it, no one can find the owner. Vessels are tied to the deck with cables, which, in any wind, run the risk of colliding with each other, flying onto the pier, or even leaving in the middle of the bay.

Once there was dock number 1, it was decommissioned, leaving only one slipway deck. It was leaking and the water had to be pumped out. And at one fine moment, the worker Nurbek, the night guardian of peace, decided to leave his important post a little earlier than expected. And on March 14, at about 06:10 am, due to the movement of ice and the south wind, the structure, anchored on five “dead” anchors, sank to the bottom in just 15 minutes. Now only the mast sticks out above the water. The depth at the beginning of the deck is 5.8 meters, at the end - more than 10 meters. Its length is 105 meters, width - 13.5.

“We immediately reported to Port Control. Somewhere around 9 am I was here, - says director of the Diomidovsky fishing port Sergey Voishchev. - The ships that were moored to this slipway deck were scattered, of course. I allowed one of the steamers to moor to our quay. Don't throw him away. Since then, there has been no action from either the Harbor Master, or the shipowner, or anyone else. The slipway deck is even visible underwater. On it, not only did they drag the steamers, they didn’t even untie it - you can see the ends. But even when she did not drown, it was still a violation - she does not exist according to the documents, she is not listed anywhere. It turns out interesting - we fought with its owner, asked to remove it. And when she sank, I received a letter: on April 17, they called me to Rosprirodnadzor, they wanted to draw up a protocol for the sunken slipway deck. We went with a lawyer and explained the situation.”

In general, berths No. 1 and 2 are rented according to the results of the auction held by the Federal State Unitary Enterprise "Natsrybresurs" on November 11, 2016, namely the Diomidovsky fishing port. The enterprise wants to repair the berths at its own expense and create a modern refrigeration and storage complex "for servicing fishing vessels using rented berths." But he can’t do anything at all, because ships are standing at the pier, and now the slipway-deck has sunk, blocking the approach.

Any sailor will be surprised, but the sunken dilapidated slipway-deck has ends. Vessels belonging to Slayfish LLC, Delfin LLC, and Magadanmore LLC are moored here. Directly above the structure - "Orchik-2". A boat approaches one of the transports right along the quay wall: iron plates and bags of food are lifted on board on cables.

The owner of all companies whose ships are moored to the slipway deck is Vladimir Rebikov. He is also the founder and head of Vostoktransservice JSC (data provided by the information and analytical system Seldon.Basis).

The owner of the slipway deck is Gennady Sidenko, who in 2016 bought it for 100,000 rubles from the Vostoktransservice Marine Shipping Company JSC. The tenant of the construction "Vostoktransservice" is now. But where Sidenko is located and how to find him, neither the representatives of the Diomidovsky fishing port, nor the representatives of Vostoktransservice know.

Port control was in place, examined everything, photographed. Even in the presence of a VL.ru correspondent, a boat of the department approached the pier, specialists went ashore. They declined to officially comment on the situation.

Under water, the sunken structure was examined by divers. According to them, there were no serious damages, only the bow part of the deck was damaged. However, says Sergey Voyshchev, the slipway-deck lay down in such a way that it can break under water over time. And then it will be “like with that dock” - you have to cut under water (only diving work will cost 15 million rubles). “That dock” 200 meters away also sank. The owner was then found, the court determined a fine of more than 306 million rubles, now they will raise it.

As they say in the DRP, it is necessary to fix the problem urgently, and either the owner or the tenants who did not provide security should do this. It is impossible to find the owner - but there is information that Sidenko plans to raise the slipway deck and sell it for scrap by the end of May. Vostoktransservice, on the other hand, claims that it has no right to dispose of property.

“Vostoktransservice sold the slipway deck to Gennady Andreyevich Sidenko back in April 2016 for cutting into scrap metal,” noted lawyer of Vostoktransservice Maxim Chikhunov. - Sidenko wanted to drag her to Kozmino, but the harbor captain did not give permission for this, fearing that she would drown. He asked me to draw up a draft of the haul and other documents. Of course, no one began to do this, time passed, and she remained. Vostoktransservice and DRP have an agreement for the production of sea ​​vessels. If the slipway-deck belonged to the company, they would pay for it. During the flooding, there was no oil spill, no one was injured, no work was being done at that time.”

In turn, the Diomid Fishing Port recently turned to President Vladimir Putin "in connection with the environmental disaster as a result of the accident in the Diomid Bay seaport Vladivostok. As stated in the letter, the territory of the DRP "adjacent to the state sea ​​berths Nos. 1 and 2 with a total length of more than 280 m ..., owned by the right of economic management of the Federal State Unitary Enterprise "Natsrybresurs".

At the same time, the berths - VL.ru about this back in 2015 - are emergency and require repair. Even then it was impossible to moor to a floating pontoon. Now the ships belonging to one owner are still standing near the shore, despite the fact that the court supported the demands of the transport prosecutor, who ordered Vostoktransservice to vacate the berths and not use them for parking the slipway-deck and transport.

In September last year, the port captain, in a response to the director of Diomidovsky Fishing Port LLC, wrote that ships were standing here illegally, he made a presentation to the management of Vostoktransservice, but no one removed them. And, in fact, no one exerted any influence on them.

VIDEO:

At modern way assembly and welding of the hull at the construction site (building berth) is 18-20% of the total volume of hull work during the construction of the ship and can be carried out with the ship's hull in the same position or with the movement of hull parts to several positions in the process of its formation.

In the first case, the ship's hull, starting from the installation of the embedded bottom section and up to the launching of the ship into the water, is formed at one construction site. Such an organization of work is typical for the assembly of hulls of large ships, as well as for the assembly of the hull of single ships or ships built at ship repair enterprises in small quantities (2-4 ships per year).

The second case - with movement in several positions - is more typical for the serial construction of small and medium-sized ships on stocks. The construction of ships with movement can be in-line and positional and conveyor.

To assemble the ship's hull, the slipway is equipped with cranes and support devices: a set of keel blocks is installed according to the shape of the ship's keel line; at the same time, stops, stands, lanyards, rods and other devices are prepared for unfastening the sections on the slipway and pulling them to each other. Before installing the embedded section, produce:
breakdown (drawing) of the construction site - drawing a trace of the DP and buttocks (along the plaza), building perpendiculars to the DP, drawing a horizontal base line;
arrangement of elements of supporting devices (keel blocks, cages, bases) according to the layout data from the plaza and checking them in height and horizontality.

The breakdown of the construction site and checking the position of the supporting devices is part of the so-called verification work. Other verification works include: determining the position of individual structures (sections, blocks, etc.); verification of the position in space of the entire hull during construction, as well as control of its contours and main dimensions.

Assembling the ship's hull from sections on a slipway start with the installation of bottom sections in the middle part, continuing the formation of the hull in the bow and stern. The middle bottom section is fed onto the slipway with the DP line and the theoretical lines of the middle and outer frames applied on the outer skin (on the outside). The longitudinal set and the grooves of the skin on the sections should be undercooked by 300-500 mm to facilitate the fitting of the longitudinal sections when aligning them in the same plane with complex sections.

The section is installed by a crane on the keel blocks, combining the lines of the DP and the theoretical line of the middle frame of the section with the control lines of the slipway. If necessary, under the longitudinal bottom connections (under the stringers-kilsons), stops are installed from each side, resting on the base of the slipway, and to align the sections on both sides, butts for talpers are welded (Fig. 100).

Rice. 100. Installation of the bottom section on the slipway

After installing the section (including in height), it is finally fixed on the slipway with talpers, wedges of keel blocks, stands are knocked out and all lines and points are checked again. Next, the end edges of the sections are cleaned and they are prepared for docking with the following sections. The next bottom section is installed by a crane on slipway keel blocks, placing parts and assemblies that were not placed on the section into the double-bottom space. Bases are placed under the section of each side. The theoretical line of the DP on the section is combined with the line of the DP on the keel blocks of the slipway, two temporary butts are welded on the outer skin (from below) and on the second bottom (from above) in the area of ​​\u200b\u200badjacent assembly joints, and with the help of rods and lanyards, the installed section is pulled to the previously installed section to the gap 100-200 mm. Next, the section is checked at four conditional points for horizontality, leveled with the help of bases, rods and lanyards fixed on the slipway. On the flooring of the second bottom and on the longitudinal set, the gap is checked along the contour of the mounting joint and along the outer skin and the allowance and irregularities are outlined. After removing the allowance and cleaning up the irregularities, the edges are cut for field welding. Then, the fastening of the section to the slipway is loosened and it is pulled up to the previously installed section until it stops. Check once again the correctness of the joining and the position of both sections, prepare for manual welding of the outer skin, the second bottom and the longitudinal set. To do this, the edges of the sheets and the set are aligned until the planes are aligned and fixed with tacks. To ensure the joining of sections, guide combs in the form of short strips or squares are welded to them. Then they remove the rods, turnbuckles and butts of the sections, finally check their installation, re-attach to the slipway and, after checking the installation, the sections are handed over for welding. In this way, all other sections of the bottom are installed.

Zygomatic sections begin to be installed on the slipway also from the middle part of the vessel. After being fed by a crane, the section is placed on one or two cages, two or three stops are installed and welded to the outer skin and to the second bottom of the butt for pulling up. With the help of talpers, the section is pulled to the bottom sections, leveling it with rods and stops.

On the section before its installation, control lines should be applied from the outer side of the outer skin: the theoretical lines of frames, deck decks (on the side of the bilge section), stringers and the theoretical load waterline (along the plaza). The position of the section along the length is checked by combining the theoretical line of the middle frame on the section with the same line on the bottom sections and with the control line on the slipway. The position of the section in half-width from the DP is checked with rails from the plaza at least at two points, usually at the ends. The position of the section in height for horizontalness is checked with rails from the main line according to the risks on the section. After that, the section is fixed and marked on the outer skin, the second bottom and on the transverse set, allowances and irregularities in the same way as on the bottom sections. Then, the allowances are cut off, usually by gas cutting, followed by cleaning with a pneumatic chisel, the zygomatic section is pulled up to the stop to the bottom, after which the edges are aligned, the position of the sections is finally checked and they are joined for welding. The rest of the zygomatic sections are installed in the same way. Usually, each section has allowances up to 10-20 mm for one groove and joint, and its other two grooves and joints are made in a clean size. If the side sections are made separately from the cheekbones (on large sea vessels), then they are installed on the slipway in the same way as the cheekbones.

Bulkheads are served on the slipway before and after the installation of side sections. In the latter case, the bulkheads are installed as follows: first of all, according to the data from the plaza, the half-latitude of the sides in the area of ​​\u200b\u200binstallation of the transverse bulkheads is checked, the side sections are aligned and fixed along the half-latitude with stops and lanyards, then the theoretical line for installing the bulkhead on the deck of the second bottom and on the sides is marked with a chalk line along the thread. and guide combs are welded to them at a distance of 400-500 mm from each other. A control line of the DP and a cargo waterline (along the plaza) are applied to the bulkhead panel, and two butts are welded on each side for temporary fastening of the bulkhead to the decking of the second bottom.

The bulkhead is delivered trimmed to a clean size along the sides and deck with an allowance for the second bottom to fit in place. After that, the bulkhead is installed in its place, leveled with the help of rods in vertical plane and checked by weight for verticality. Then, an allowance is determined and drawn along the flooring of the second bottom, temporary fasteners are removed, the bulkhead is lifted by a crane and placed on wooden spacers for ease of removal of the allowance. Sometimes a template is removed from the installation site, i.e. from the flooring of the second bottom, and the allowance is removed even before the bulkhead is installed on the vessel. After that, the bulkhead is put in place, fixed and leveled with the help of rods in a vertically transverse plane along the weight, then the bulkhead is crimped along the second bottom flooring and sides and fixed with tacks.

If the bulkhead on the uprights has brackets for fastening to the second bottom or to the deck, then they are carefully adjusted and fixed with tacks.

Deck decking sections are fed to the slipway cut to a clean size along the grooves. The theoretical line of the DP and the position of the lines of the extreme frames should be marked on the panel of the deck section.

First, to maintain the deck flooring, runs are installed along the DP, that is, longitudinal bars resting on stands with wedges (Fig. 101). Sometimes they put metal stops with spacer jacks.

Rice. 101. Deck section installation

After that, the installation site of the sections is marked with lines on the inner side of the outer plating of the sides, on the transverse framing and transverse bulkheads located in the installation area of ​​the deck decking sections.

Temporary short angles are welded to the outer skin of the sides along the marked lines, which serve as mounting strips for decking and determine the position of the deck in height at the sides.

Temporary butts are welded to the deck flooring and outer skin to tighten the section, the bent edges of the flooring and the protruding parts of the set are aligned. If there are allowances along the upper edge of the hull set and bulkheads, they are removed. After that, the section is brought into place by a crane, laid on the girders in the middle part and the mounting strips along the sides, the position of the flooring is checked in height at DP and the height is adjusted using jacks or wedges under the supports of the girders.

The position of the flooring section along the length is checked by matching the theoretical line of the frames on the flooring with the corresponding lines of the outer skin.

The position of the deck in the DP is checked at the ends of the section by lowering the weight from the DP line on the section deck to the corresponding line on the deck of the second bottom (or bottom plating). The flooring, if necessary, is moved along the length and pressed against the transverse set of the vessel using welded butts and lanyards.

Volumetric sections of the bow and stern are installed on the slipway as follows: check the set of keel blocks, give them the shape of the keel belt of the volumetric section using a template; then the sections are fed onto the slipway and mounted on keel blocks, and for their stability, two stops are placed on each side. Sections are aligned and their positions are checked: along the diametral plane, longitudinal extension (length) and height from the main line. After that, the section is pulled to the main body at a distance of 100-200 mm with the help of butts and turnbuckles, allowances are marked and cut along the assembly joints of the outer skin, the longitudinal set and deck decks. Then the sections are pulled up to the main body until they stop and after checking the correctness of its position, the outer skin, decks and set are aligned until their planes are aligned; after that, the outer skin is crimped and joined at the keel of both sections, and then the compression is sequentially upward, from the keel to the decks.

The deck decks of the sections are joined from the bottom up - first the platforms, then the lower and upper decks, connecting the longitudinal set under the decks, and then the decks themselves with the help of combs. When pre-assembling volumetric sections, the flooring sheets in the parts adjacent to the sides are not welded along the grooves to the assembly joint at a distance of 400-500 mm for ease of fitting when joining the sections on the slipway. Therefore, when installing the bow and stern sections in place and docking the decks, these decks are simultaneously crimped in the area of ​​​​the joints at the sides and fixed with tacks. After that, turnbuckles are removed and all temporary butts and places of their installations are cleaned. Then, the installation of sections is finally checked in three dimensions (in height, length and half-width) and welding is carried out.

The installation of volumetric sections of superstructures (previously assembled without a deck) begins with marking the place for removing allowances along the lower edges by drawing the walls of the superstructure to the deck flooring. On the outer longitudinal walls of the superstructure, a horizontal line and a theoretical line of the middle frame are applied, and on the end walls - a DP line.

Then, on the hull deck, the DP line and the theoretical line of the middle frame are applied and pierced in the area of ​​​​the installation of the superstructure. From these lines, using longitudinal and transverse stretch marks, outline the contour of the lower part of the superstructure and its internal bulkheads.

First, the superstructure is installed on wooden linings at some distance from the deck and its joints are combined with the contour and control lines applied on the deck flooring. After that, the horizontality of the superstructure relative to the deck is checked, then the allowances along the lower edges are marked on the outer joints and internal bulkheads of the superstructure, they are cut off with a gas cutter, the gaskets are removed, the superstructure is reinstalled on the deck, its position is checked and finally fixed by welding. In the same way, cuttings and casings are installed.

A feature of the aft bulk sections is the installation of mortars and brackets in them propeller shafts. They are installed when the assembly and welding work on the hull is basically completed, but the bottomhole sections of the longitudinal and transverse framing and plating must be left in the appropriate places. The light line of the propeller shaft must first be punched.

First, to maintain mortars and brackets, movable skid blocks with castings installed on them are assembled and the skid blocks are moved to the installation site. Castings are lifted and pre-fixed to the transverse and longitudinal set of the vessel with rods and bases. Then, following the trace of the light line, glass is pulled through the casting bushings, the installation of mortars is checked and deviations are eliminated (“longitudinal, along half-width and height) with the help of hoists, jacks and stands. The correct position of the castings is checked by the internal cavity of the bushings from its bow and stern ends.

The position of the castings along the length is checked along the theoretical line of the frame to the planes of their bow and stern ends, applied on a longitudinal extension from the plaza. After the final check, the bottomhole sections are closed up and the castings are connected to the outer skin and the set by welding (or riveting).

After the complete completion of all assembly, welding work and testing for tightness of the aft and hull compartments, the light line of the shaft is pierced for the second time in order to check the position of the axis of the castings before boring and to carry it out correctly. After boring the mortars and brackets, they pierce the light line of the shaft for the third (last) time to check the correctness of the boring made.

(the ability to manufacture blocks and sections "under the roof" allows you to improve the quality of their assembly and reduce the time of manufacture). Simultaneously with the assembly of the body, it is saturated with large-sized equipment. The process of building a ship on a slipway ends with its descent.

So, a slipway, by definition, is a construction-launching structure, which is an inclined plane on which the ship is built. The vessel is launched into the water under the action of its own mass, for which the inclined slipway is equipped with launch tracks, along which the built vessel slides on a skid. To ensure sliding on the trigger tracks, a layer of a special trigger pad or sled is applied, which have a coating of anti-friction materials (plastics) on the contacting planes. There are inclined slipways - longitudinal and transverse, slipway decks, as well as other types of slipways.

An inclined slipway, like a slipway of any other type, is supplied with handling equipment (portal, tower or gantry cranes), as well as engineering networks for supplying electricity, compressed air, gases, steam, water. The disadvantages of an inclined slipway are: uncontrolled and uncontrolled launching of vessels, significant forces acting on the hull and launching device during launching, the impossibility of normal launching of the vessel under certain circumstances (extrusion of packing), the need to build vessels in an inclined position (only for longitudinal inclined slipways), the complexity of overlapping boathouses.

cross slipway

The transverse slipway provides the vessel's descent in the direction perpendicular to the centreline (lateral descent). The ship is built in a horizontal position, which is achieved by varying the height of the support device on different sides. The slope of the transverse inclined slipway is from 1:5 to 1:12. Number of downhill tracks 2-20. The transverse inclined slipway does not have a drained part. Its threshold can be under water, at the water's edge and above water.

On the transverse slipway there are inclined trigger skids located in the same plane and parallel to each other. In most transverse slipways, slips are used.

slipom(in fig) is called a structure consisting of an inclined plane and a horizontal platform with slipways. Vessels are built and repaired on a horizontal platform, and the descent (as well as the rise of the vessel for repairs) is carried out on an inclined plane. On the inclined plane of the slipway, rail tracks 8 are laid, on each of which one jamb trolley 1 is installed, moved up and down by a cable of a traction electric winch 2.

1 - jamb trolley, 2 - traction electric winch, 3 - crane, 4 - slipway trucks, 5 - electric capstan, 6, 11 - longitudinal and transverse rail tracks, 7 - mooring barrel, 8 - inclined part rail track, 9 - central console , 10 - electric dispensers

On the horizontal platform of the slipway, longitudinal (retractable) 6 and transverse (slack) 11 rail tracks are laid, along which the installed vessels move on the slipway carts 4. The movement of the jamb and slipway carts is controlled from the central post (console) 9, mounted on a special tower. Before launching, the ship is moved on slipway trucks along transverse rail tracks until they intersect with longitudinal tracks. With the help of hydraulic jacks, the slipway carts are lifted together with the vessel and their frames are deployed, setting the wheels on the longitudinal rail tracks of the slipway. Along these paths, the vessel is moved to the inclined part of the slipway. Shed trolleys are brought under the vessel and it is lowered onto them by hydraulic jacks of slipway trolleys. Then, the vessel is lowered into the water with traction winches, after which the vessel is taken to the outfitting wall by a tug, and the shovel carts are lifted onto the inclined plane of the slipway. The number of launch carts is five or six or more; during the construction of large ships, the number of launching carts is increased to 20. The slipways are usually serviced by tower, portal and railway cranes with a lifting capacity of up to 25 tons, used in the construction and repair of river and sea vessels up to 80-100 m long.

Longitudinal slipway

The longitudinal slipway ensures the descent of the vessel in the direction of its diametrical plane. At the same time, the main plane of the ship being built on an inclined slipway is parallel to the slipway plane, which has a constant slope towards the shipyard water area from 1:12 to 1:24 (usually 1:21-7-1:24). On some longitudinal inclined stocks there is a variable slope, progressively increasing towards the water area. Number of downhill tracks 2-4. The descent paths of the longitudinal inclined slipway have above-water and underwater parts, called foundations. Their underwater end is called the slipway threshold. The underwater part of the launch tracks can be drained, for which the inclined slipway in the lower part must be similar to a dry dock and have a bottom, walls and a head part with a gate.

slipway deck

Slip deck - floating dock deck, on which the keel track is packed when the ship is docked. In fact, the slipway-deck is one of the important parts of the floating dock.

1 - crane; 2 - slipway deck; 3 - tower; 4 - superstructure; 5 - transitional bridge; 6 - console platform (avandeck); 7 - service and living quarters

Floating dock- a floating ship-lifting structure with the ability to maneuver vertically. To receive the ship, the dock is submerged, so it is installed at appropriate depths, in pits protected from waves and wind. The length of the dock may be somewhat less than the length of the largest of the ships scheduled for docking.

Floating docks (in the figure) are usually made of reinforced concrete, less often of steel, and have a carrying capacity of up to 100,000 tons. The buoyancy of the dock is ensured by its pontoon part. The pontoons are covered on top with a slipway-deck with a keel track, consisting of keel blocks, and cages, on which ships are installed. The rigidity of the structure and additional buoyancy of the dock are provided by the presence of two (rarely one) towers.

see also

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Literature

• Alexandrov V. L. and others. shipbuilding technology. - Profession, 2003. - 342 p.
• Marine Encyclopedic Dictionary in two volumes, volume 1. Edited by Academician N.N. Isanin
• Stapel // Encyclopedic Dictionary of Brockhaus and Efron: in 86 volumes (82 volumes and 4 additional). - St. Petersburg. , 1890-1907.

An excerpt characterizing the slipway (shipbuilding)

“Maybe you weren’t on Earth then?”
– Where?!.. – Stella asked dumbfounded.
- Well I do not know. Can't you see? I wondered.
It seemed to me then that with her abilities, EVERYTHING is possible! .. But, to my great surprise, Stella shook her head negatively.
- I still know very little, only what my grandmother taught me. “As if regretfully,” she replied.
Do you want me to show you my friends? I suddenly asked.
And without letting her think, I unfolded in my memory our meetings, when my wonderful "star friends" came to me so often, and when it seemed to me that nothing more interesting could be...
“Oh, this is some beauty!...” Stella exhaled with delight. And suddenly, seeing the same strange signs that they had shown me many times, she exclaimed: “Look, it was they who taught you!.. Oh, how interesting it is!”
I stood in a completely frozen state and could not utter a word... Taught???... Really all these years I had some kind of important information, and instead of somehow understanding it, I, like a blind kitten, floundered in my petty attempts and conjectures, trying to find some truth in them?!... And I had all this a long time ago " ready"?
Without even knowing what they taught me there, I simply “seethed” with indignation at myself for such a mistake. Just think, some “secrets” were revealed right in front of my nose, but I didn’t understand anything! .. Probably, they definitely opened it to the wrong person !!!
"Oh, don't kill yourself like that!" Stella laughed. Show your grandmother and she will explain to you.
- And can I ask you - who is your grandmother after all? - embarrassed that I enter " private territory I asked.
Stella thought, wrinkling her nose funny (she had this funny habit when she thought about something seriously), and said not very confidently:
– I don’t know... Sometimes it seems to me that she knows everything, and that she is very, very old... We had many photos at home, and she is the same everywhere - the same as now. I never saw how young she was. Strange, right?
“And you never asked?”
- No, I think she would tell me if it was necessary ... Oh, look! Oh, how beautiful! .. - the little girl suddenly squealed in delight, pointing with her finger at strange, sparkling gold sea ​​waves. Of course, it was not the sea, but the waves were really very similar to those of the sea - they rolled heavily, overtaking each other, as if playing, only at the break point, instead of snow-white sea foam, everything here sparkled and shimmered with pure gold spraying thousands of transparent golden sprays... It was very beautiful. And we, of course, wanted to see all this beauty closer...
When we got close enough, I suddenly heard thousands of voices that sounded simultaneously, as if performing some strange, unlike anything, magical melody. It was not a song, and not even the music we are used to... It was something completely unthinkable and indescribable... but it sounded amazing.
– Oh, this is a thinking sea! Oh, you will definitely like this! - Stella squealed cheerfully.
I already like it, but isn't it dangerous?
- No, no, don't worry! It's just to soothe the "lost" souls who are still sad after coming here... I've been listening to it here for hours... It's alive and "sings" something different for every soul. Do you want to listen?
And I just now noticed that many entities are splashing in these golden, sparkling waves... Some of them simply lay on the surface, gently swaying on the waves, others dived into the "gold" with their heads, and did not appear for a long time, apparently, completely immersed to a mental "concert" and quite slowly return from there ...
- Well, what - listen? The little girl pushed me impatiently.
We came close... And I felt a wonderfully soft touch of a sparkling wave... It was something incredibly gentle, surprisingly affectionate and soothing, and at the same time, penetrating into the very "depth" of my surprised and slightly wary soul... Quiet “music” ran along my foot, vibrating in millions of different shades, and, rising up, began to envelop me with something fabulously beautiful, something beyond words ... I felt that I was flying, although there was no flight was not real. It was wonderful!.. Each cell dissolved and melted in the oncoming new wave, and the sparkling gold washed right through me, taking away everything bad and sad and leaving only pure, primordial light in my soul...
I did not even feel how I entered and plunged into this sparkling miracle almost with my head. It was just incredibly good and I never wanted to leave there ...
- All right, that's enough already! We have a job ahead of us! Stella's assertive voice broke into the radiant beauty. - Did you like it?
- Oh, how! I breathed. - I didn't want to go out!
- Exactly! So some “bath” until the next incarnation ... And then they don’t come back here anymore ...
– Where are they going? I was surprised.
- Below... Grandmother says that you also need to earn a place here... And whoever just waits and rests "works out" in the next incarnation. I think it's true...
- What's down there? I asked with interest.
“It’s not so nice there anymore, trust me. Stella smiled mischievously.
- And this is the sea, is it only one or are there many of them here?
– You will see... It’s all different – ​​where is the sea, where is just a “view”, and where is just an energy field full of different flowers, streams and plants, and all this also “heals” souls and calms... just not so- then just use it - you must first earn it.
Who doesn't deserve it? Don't they live here? I didn't understand.
“They live, they live, but it’s not so beautiful anymore ...” the little girl shook her head. - Here, just like on Earth - nothing is given for free, only the values ​​here are completely different. And whoever doesn’t want to, gets everything much simpler. All this beauty cannot be bought, it can only be earned...
“You are now speaking exactly like your grandmother, as if you learned her words ...” I smiled.
- The way it is! Stella smiled back. “I try to remember a lot of what she says. Even what I don’t quite understand yet... But I’ll understand someday, right? And then, perhaps, there will be no one to teach ... That will help.
Here, we suddenly saw a very incomprehensible, but very attractive picture - on a shining, fluffy-transparent blue earth, like on a cloud, there was a cluster of entities that constantly replaced each other and took someone away somewhere, then again returning back.
- And what's that? What are they doing there? I asked puzzled.
- Oh, they just help the "newbies" to come, so that it's not scary. This is where new entities come in. Stella said calmly.