Shaft pins and brackets. Modernizations and conversions

The extremities include the extreme parts of the hull, located at a distance of 10–25% of the ship's length from the stems, with a sharp change in the size and shape of the cross sections. They end with powerful beams - a bow in the bow and a stern in the stern. The boundaries of the extremities are fore peak and after peak bulkheads.

Characteristic of the extremities is an insignificant participation in the general bending of the hull and the perception of large local loads. When sailing in stormy and ice conditions at the extremities, especially at nasal, there are large hydrodynamic and shock loads from waves and ice that cannot be accurately accounted for. Besides, nasal the tip experiences random loads from the pound during grounding, from the quay walls during moorings and piles on piers, etc.

The complex geometric shape of the extremities is dictated by the conditions of propulsion, seaworthiness and the features of the structural arrangement and placement of the main propellers, steering and anchor devices in them. The geometric shape of the ship's extremities should structurally ensure smooth mating with the cylindrical part of the ship and strong fastening of the longitudinal beams of the ship's set to the stems.

The formation and design of the ends of marine transport vessels is carried out according to the Rules for the Classification and Construction of Marine Steel Vessels of the Russian Register. This is due to the fact that the ends of the vessel are complex structural formations. They accommodate various tanks and premises, install equipment and ship devices.

The design of the bow of the ship(Fig. 138) is limited to the stem and transverse fore peak (ram) bulkhead. Inside this volume is placed a chain box, which acts as a support for anchor mechanisms (windlass or capstan).

Rice. 138. Structure at the bow of a ship with ice reinforcements

for class "L":

1 - side stringer; 2 - forepeak bulkhead; 3 - deeptank flooring; 4 - vertical keel; 5 - platform; 6 - stem; 7 - upper deck; 8 - tank deck; 9 - chain box wall; 10 - fender bulkhead in DP; 11 - main frame; 12 - intermediate frame;

13 - beams; 14 - an intermediate row of beams between side stringers (blank beams); 15 ~ knitsa

In the forepeak at a distance of 0.25 L from the bow do reinforced bottom and side sets by installing thicker floors on each frame, reducing the distance between the floors to 0.6 m on marine vessels and 0.5 m on inland navigation vessels and installing additional rows of idle beams (without decking) at a distance of no more than 2 m from each other through the frame. For each row of beams, side stringers are installed, which are fastened with frames with the help of knits. Sometimes steel flooring is laid on the beams and the upper part of the forepeak is used for household needs (providing chambers, battleships, paint pantries).

The vertical keel is cut and welded between the sheets of floors in the form of a bracket.

In the hold and lower tween deck aft of the foric bulkhead at a distance of 0.15 L frames from the stem are installed less frequently (as in the middle part of the ship), but the side framing is reinforced by installing thicker frame frames instead of the usual ones. The side stringers do not change and remain the same as in the forepeak, i.e. with a wall height equal to the height of the frames.

stem(Goal. voorsteven: from voor- front, Steven- stem, riser) - this is a semi-oval bar beam (Fig. 139), installed along the contour of the bow sharpening of the vessel, connecting the skin and a set of starboard and port sides. Due to its central position in the DP, the stem, as it were, pulls the structure of the bow of the hull together, giving additional rigidity to the welded sheets of the outer skin. In the lower part, the stem is connected to the keel. According to the shape of the cross sections, the stems can be streamlined and non-streamlined.

Rice. 139. The design of the stem: bar forged:

1 - breshtuk; 2 - holes for water drainage from the breshtuk; 3 - groove for stem connection

with outer skin

The technology of manufacturing stems has undergone significant changes: at first, at the dawn of the development of shipbuilding, the beam was wooden, then forged iron, and then cast. These were labor-intensive processes that required the organization of specific production, unusual for shipbuilding. With the replacement of riveted shipbuilding with a welded stem, they began to make sheet metal by welding (Fig. 140, 141, a-c).

This method of manufacturing stems was recommended by the Rules of the Russian Register as the main one for transport ships. In order to increase rigidity and stability, the welded stem is reinforced with horizontal brackets - breshtukami(English) breasthook: from breast- breast, hook- hook, bracket, hook) - figured plates located between the bent sides of the stem, to which side stringers and sheets of side and deck decking and platforms are already attached.

Rice. 140. The design of the stem:

1 - bottom lining; 2 - vertical keel; 3 - breshtuk; 4 - lower deck; 5 - forged timber; 6 - side longitudinal stiffener; 7 - upper deck; 8 - forecastle deck

Rice. 141. Varieties of stem design:

A- cast-welded; b, c - welded:

1 - cast (steel) bar; 2 - KS; 3 - bracket; 4 - breshtuk

The stems made of sheet steel absorb the shock load better, so that the bow of the vessel is crushed at the moment of impact without major damage. In this case, the thickness of the bent sheets located below the load waterline is taken 20% more than that of the side plating sheets in the middle part of the vessel.

In order to increase seaworthiness and protect the underwater part of the CS from damage upon impact, the stems are given a certain inclination to the vertical. In addition, for icebreakers and ice-going vessels, the stem has a rectangular protrusion for cutting ice up to 0.5 m thick. But often this constructive technique does not work, especially in cases where the ice thickness exceeds the calculated one. In this case, to overcome an unacceptable obstacle, the ovoid shape of the icebreaker's hull is used, thanks to which the icebreaker crawls onto the ice and pushes it through with the entire mass of the hull.

Rice. 142. Self-designed bulb,

attached to the bow of the vessel:

1 - stem; 2 - longitudinal bulkhead bulb; 3 - bulb lining; 4 - stringer bulb;

5 - vertical diaphragm; 6 - spacer; 7 - bulkhead frame; 8 - separating bulkhead chain box; 9 - forepeak bulkhead; 10 - main deck; 11 - beams

Sheet welded stems are also used in designs with bulbom(English) bulb, lat. bulbus- bulb, bulge) (Fig. 142), which is a drop-shaped or hemispherical thickening the stem in its lower part, protruding forward as a continuation of the keel. The bulb is sheathed with sheets reinforced from the inside with frames, vertical and horizontal diaphragms, and can be made as an independent structure welded to the bow.

The expediency of using a bulb (invented by a Russian engineer) is explained by a decrease in resistance to the movement of the vessel, mainly due to a decrease in wave formation at medium and full speeds. From the point of view of hydrodynamics, the bulb takes on the main pressure of the oncoming flow in the underwater part of the hull, which, by increasing the thickness of the boundary layer of this flow over the entire underwater area of the ship, thereby also reduces the overall water resistance.

To enhance the strength of the stem, the sheets of outer skin adjacent to it are taken of greater thickness. Welded transverse ribs reinforcing the stem sheets are placed every meter below the load waterline and 1.5 m above it.

For icebreakers, the stems are made of especially strong steels, reinforced with special tongues that protect the welding and the edges of the sheathing sheet from increased abrasion by ice.

The design of the aft end (Fig. 143) is characterized by the fact that it ends with a vertical keel, side and partially bottom plating and a hull set.

Rice. 143. Aft end with deadwood, starpost and supports for the rudder blade

and ice tooth:

1 - sternpost; 2 - stern apple; 3 - starnpost; 4 - helm port pipe; 5 - ice tooth; 6 - transom; 7 - beams; 8 - afterpeak bulkhead; 9 - stern tube; 10 - keel;

11 - shoe; 12 - heel

The shape of the aft end is determined by the contours of the hull in the stern and varies greatly depending on the type, purpose of the vessel and the number of propellers. In any case, the aft end is a technically and technologically complex constructive formation that plays an important role in ensuring the safety of the vessel and navigation. It accommodates such important elements of the vessel as the VRC and the stern gear.

It is believed that the aft end starts from the afterpeak bulkhead and ends with a sternpost and aft gap, which is highly developed at the yacht and cruising stern and less at the transom.

The ship's stern experiences significant dynamic and vibration loads from the steering gear and propellers. Its design largely depends on the number of propeller shafts and rudders, as well as on the architectural appearance of the stern. A typical stern design consists of thickened plating sheets, high solid floors reaching to the platform or lower deck, as well as developed longitudinal bracing.

Reinforcement of the aft end is made by reinforcing the set in the afterpeak and aft gap. IIo design set in the afterpeak is not much different from the above-described design for the forepeak. Floors in the afterpeak on single-rotor ships usually rise above the stern tube, above which transverse tie beams are placed.

The stern valance usually has transverse framing system with floor and stringer on each frame. The dimensions of the frames in it are the same as in the after peak. To strengthen the set, frame frames are sometimes installed.

Akhtershteven(gal. Achtersteven:achter- rear, Steven- stem, riser) - the main element of the stern structure of the vessel, its lower part, made in the form of a massive figured casting of complex shape, which is connected to the keel part of the hull, side and bottom plating into a single structure. The sternpost serves as a support for the propeller shaft and rudder and, together with the stern clearance, protects them from shock and breakage. The stern of ice-going ships with a cruising stern with sharp formations has ice removal(see Fig. 143), located aft of the rudder, to protect the rudder and propeller from breakage.

The sternframe configuration depends on the type of rudder, the number of propeller shafts and propeller dimensions. On fig. 144 shows two fundamentally different sternframe designs that are used for different types of rudders: for a balance rudder (Fig. 144, A) and semi-balanced (Fig. 144, b). The mass of cast sternposts of large ships reaches 60 – 180 tons, so they are made by welding several parts into a single structure. On ships with semi-balanced wheel ruderpost is a bracket that is not connected to the bottom of the starpost. This design forms the stern open type, there is no stern window in it and the GW works in an open space.

On ships with balance wheel the sternpost does not have a rudder post at all. The stiffening of the sternpost design in this case is due to the thickening of its lower part - the sole, which works as a console, and the installation of a removable rudder post for hanging the rudder, which is mounted on it on two supports - in the heel and in the lower stock bearing installed inside the COP.

Rice. 144. Types of sternposts:

A - V-shaped, balanced steering wheel; b - bulbous, semi-balanced steering wheel - open

On single-rotor ships with ordinary steering wheel the sternpost is made in the form of a forged or cast beam of two vertical branches: the front one - starnposta and back - ruderpost. They join at the top arch, and at the bottom - sole, thus forming window sternpost (Fig. 145). Size window depends on the screw diameter. In width, it is slightly larger than the diameter (by 0.5 D) due to the technological necessity of removing the screw and removing the shaft for repair.

Rice. 145. Cast prefabricated sternpost Fig. 146. The sternpost of a single-screw vessel

single-rotor vessel with plug-in rudder with balance rudder:

post: 1 - starnpost; 2 - apple; 3 - rudder stock;

1 - starnpost; 2 - apple; 3 - sole; 4 - flange connection of the rudder blade with the stock;

4 - heel; 5 - ruderpost; 6 - steering wheel loops; 5 - ruderpost; 6- protectors; 7- rudder feather;

7 - window; 8 – arch 8 - heel; 9 – shoe

Sole The sternpost fastens the starpost and ruderpost into a single monolithic structure, which is especially clearly seen in Fig. 146. The length of the sole slightly exceeds the width of the window and extends in the direction of the vertical keel to form a strong welded joint with it.

Rice. 147. Cast sternpost without ruderpost:

1 - starnpost; 2 - stern apple; 3 - sole; 4 - heel

In the middle part of the starnpost is located stern apple - hole through which the propeller shaft passes. In the upper part of the sternpost is located helmport pipe - for the passage of the rudder stock.

The design of the cast sternpost (Fig. 147) is used on ships with a semi-balanced rudder, in which the rudder post is not used. Such a design is usually reinforced with transverse stiffeners, which are connected to the elements of the transverse framing of the vessel, without violating the established distances between them (no more than 0.75 m).

However, due to the high cost and complexity of casting, sternposts are most often made from bent steel sheets by welding in hull-building workshops (and not in foundries). In this case, the thickness of the sheets is taken twice as much as the thickness of the bottom outer plating in the middle part of the vessel, and the transverse stiffeners are taken to be the same as for cast stems.

Ruderpost together with the rudder blade hung on it, it experiences a shock-oscillation load from the dynamic flow thrown off by the propeller, and a static load from the weight of the rudder blade, which is attached to the rudder post on hinges. Heel the sternpost, located at the bottom of the window (see Fig. 145), is a hinged support to support the steering wheel.

starnpost bears the static load from the weight of the propeller shaft and the propeller mounted on it, as well as the dynamic load from the stop and torque of the main propeller. It has a stern bearing stern tube, forming a special stern device, which ensures the watertightness of the hull in the places where the propeller shaft exits the MO (Fig. 148).

This device consists of a steel stern tube, which is fastened with a nut (or welding) to the stern stem and bolted to the afterpeak bulkhead. Bronze bushings pressed into the tube from the bow and stern contain segmented plates of stern tube bearings made of resistant rubber, caprolon or backout. The shaft is lubricated and cooled by outboard or fresh water under pressure. Cooling water is pumped through the pipe through a water distribution ring installed in front of the nose sleeve. The forward end of the propeller shaft is sealed with a stuffing box mounted on the afterpeak bulkhead. The cooling system is equipped with steam heating for the winter operating conditions of the vessel.

Rice. 148. The design of the stern tube:

1 - stern tube; 2 - stern tube; 3 - stern shaft bearing; 4 - retaining ring; 5 - screw; 6 - flange; 7 - stuffing box; 8 - insert; 9 - omental stuffing;

10 - water distribution ring; 11 - water cooling tubes; 12 - stern shaft; 13 - stern shaft lining; 14 - starnposta apple; 15 - afterpeak bulkhead

Rice. 149. Device mortar twin-shaft installation:

1 - mortar; 2 - bracket

Along with water-lubricated bearings, designs of oil-lubricated babbitt stern tube bearings that meet the requirements of the International Convention on Marine Pollution from Ships are widely used.

Rice. 150. Side view of the mortar of a twin-shaft vessel:

1 - mortar; 2 - diaphragm for attaching a mortar

Rice. 151. The node output of the propeller shaft from the housing:

1 - stern tube; 2, 5 - bakout insert; 3 - propeller shaft; 4 - bronze bushing;

6 - GV fastening nut; 7 - fairing; 8 - bracket; 9 - mortar; 10 - stuffing box;

11 - weld; 12 - afterpeak bulkhead; 13 - pressure sleeve; 14 - flor

The aft end of the onboard propeller shaft on ships with two or more main propellers (Fig. 149–151) rests on special supports - brackets, consisting of a sleeve with a bearing and two paws streamlined, installed obliquely to the CS at an angle of 70 – 100° (Fig. 152). In this case, the axial lines of the paws intersect on the axis of the HW in order to reduce the pressure pulsations of the water flow thrown by the propeller.

The legs are attached to the inner framing of the hull (bulkheads, floors) and outer skin with a thickened sheet by welding or adhesive, while the area of the weld or the diameter of the rivet must be at least 25% of the cross-sectional area of the propeller shaft.

Rice. 152. Various forms of mortars of a twin-screw vessel:

1 - bracket; 2 - shaft bearing; 3 - fillets

Propeller shafts on twin-screw ships leave the CS through special reinforcements - mortars(see Fig. 149-151), serving as a support for fastening the stern tube and providing impermeability at the point where the propeller shaft leaves the hull. The mortar is a cast or welded pipe with flanges, with which it is attached to the outer skin. Inside the ship's hull, the mortar is attached to the afterpeak bulkhead or other strong ties (floors, stringers), which makes it possible to distribute the load from the propeller stop and pressure on the sterntube bearings to a larger number of frames.

At the exit of the shafts from the CS, the stern contours are usually shaped fillets(smooth curves) in order to reduce the influence of the ship's hull on the operation of the propeller and reduce the resistance to the movement of the ship. Various forms of mortars are shown in fig. 152.

Thus, the sternpost ordinary type on twin-screw ships replace equivalent hull structure of a reinforced longitudinal and transverse set, which in fact is aft bottom and support for GV brackets and rudders. Due to the large static and dynamic loads acting on such a sternpost and aft part, in the area of the brackets, the hull set is additionally reinforced with stiffening ribs (diaphragms).

The Admiral Hipper-class cruisers were among the most beautiful ships in the Kriegsmarine. while also being the most ambiguous. As conceived by the designers, they were supposed to be the most advanced in their class: when they were created, a stake was placed on providing high-quality fire control, automation and the introduction of the latest technologies. The result was discouraging - the cruisers came out very expensive, their power plants were unreliable, and overall combat performance turned out to be very mediocre.

Nevertheless, the Admiral Hipper-class cruisers have long been considered the trump cards of the Kriegsmarine. Like the Bismarck and Tirpitz, they had a noticeable impact on the balance of power in European maritime theaters and are still considered one of the most famous ships of World War II to this day.

As a result of numerous delays associated with design changes during construction and the first tests on September 6, 1939, the second cruiser of the series formally entered service on September 20. However, after acceptance by the commission, Blucher had not yet become a combat unit: all sorts of finishing touches and corrections continued for another month and a half. Only in mid-November, the commander, 47-year-old captain zur ee Heinrich Woldag, was able to start preliminary tests of his ship, still mostly at the pier. On the 13th and 14th, the cruiser briefly raised anchor and went on short "journeys" in the bay. They found malfunctions in the machines, and they had to spend the whole month in Kiel, "bringing" the cruiser so far only to the point of being able to go to sea. Finally, on November 27, Blucher left the factory and headed for the Gotenhafen area, where he began the final tests of the mechanical installation. During the campaign, fuel consumption was measured to determine the range and some other parameters of the MKU. Due to wartime, official test results were not recorded.

At the end of the test cruise, the cruiser returned to Kiel, where work continued on it. Again, small control exits and tests followed. Only on January 7, 1940, Blucher was finally able to leave the factory. But it could by no means be considered a battle-ready ship, since even test artillery and torpedo firing were not carried out, not to mention serious exercises. The only safe place for them was the eastern Baltic, where the Blucher headed. The harsh winter of 1939/40 completely spoiled the already little comfortable conditions of the Baltic Sea, which was inhospitable at that time of the year. Snow and fog made it impossible to carry out firing, and the ice that bound the water could be broken only by icebreakers required for other needs. I had to return to Kiel, where the cruiser arrived on January 17th. The next day, Blucher opened a "combat account". Its own cruiser Cologne became its victim, in the stern of which the heavy cruiser buried its nose during the routine operation of turning the turbines (the mooring lines broke off and the ship leaned forward). For Blucher himself, the incident remained without consequences; there was no damage. For 10 days, the unfortunate ship was at a dead anchor in the Bay of Kiel, quickly freezing into the ice. There was no better solution than to move it back to the factory berth. Taking advantage of the opportunity, the engineers and workers again began numerous small works, which dragged on until the end of March. As a result, the ship, which had been formally in service for almost half a year, left the outfitting wall for only 19 days and, of course, could not be considered a full-fledged combat unit.

However, the main command of the Navy ("Oberkommando der Marine", OKM) had quite definite views on him. The urgent need for ships for Operation Weserubung, in which the entire fleet turned out to be involved, forced the OKM to include the Blucher in the lists of participants in the invasion of Norway. The decision, however, indicated that the cruiser was suitable for "simple tasks", but did not specify what exactly was meant by this. He never fired a single shot from the main battery guns; there were also no such important general exercises to eliminate the consequences of combat damage and damage control.

Under such conditions, a feverish loading of supplies began on the ship. Among other things, hundreds of rafts and life jackets came on board, which soon came in handy, as well as live ammunition and charges that had to be loaded directly on top of the practical ones, which led to an overload of the ship and to the fact that some caps with anti-aircraft ammunition ended up in the most inappropriate places. (This also played a role in subsequent events.)

The headquarters of the naval commander of the group to attack the capital of Norway, Oslo, Rear Admiral Kummets, plunged into the Blucher, and on April 5, the Blucher went to Swinemünde, the starting point of the operation. The final loading of the cruiser with troops began. He received about 822 army personnel, including 600 soldiers and officers of the 2nd Battalion, 307th Infantry Regiment, 163rd Infantry Division. The rest of the units were the headquarters of this division (50 people, including the division commander, Major General Engelbrecht), part of the headquarters of the entire group of forces intended to capture Southern Norway (50 people), the advanced headquarters of the commander of the Wehrmacht units in Norway, General Falkenhorst (12 people), the headquarters and orchestra of the 307th Infantry Regiment (80 people), the staff of the army postal service in Oslo (20 people). This whole motley company of staff officers was led by a group of war correspondents and propagandists who were supposed to describe the victorious march of the Germans against a neutral country, consisting of about 10 people. “Approximately” - because there were no exact lists of those taken on board, and all the figures given are approximate, which subsequently gave rise to reproaches by the Germans for hiding the true number of dead. In any case, the "Blucher" was over a third of the personnel of the troops of group 5, loaded on warships (about 2100 people)

A fairly large amount of ammunition was also loaded onto the ship, and since the cellars were packed to capacity, there was no place for army explosive cargoes under the armored deck, and they had to be placed in the torpedo workshop and simply on the upper deck, behind the forward starboard torpedo tube. Part of the cargo ended up in the hangar, where 200 kg of bombs and a reserve aircraft (though not refueled) were stored. The third "Arado" had to be left on the shore - there was simply no place for it. As a result, the already not fully combat-ready Blucher turned out to be cluttered with fire-hazardous cargoes and has potentially already lost a significant part of its combat stability. All this took its toll very soon.

Early on the morning of April 7, Blucher and Emden, escorted by the destroyers Möve and Albatross, left Swinemünde and soon joined up with the rest of the southern invasion group in the Kiel area. Only now the team learned about the true purpose of the campaign: before that, it was believed that the exit was intended for "gun firing." (With so many troops on board?) The column, led by the Blucher, followed by the "pocket battleship" "Lutzow", the light cruiser "Emden" and 3 destroyers, formed the main core of the Oslo battle group, which also included the 3rd flotilla of motor minesweepers (8 units) and 2 armed whalers.

The detachment only reached the Skagerrak unnoticed, when at 7 pm it was discovered and attacked by the English submarine Triton, which in turn was spotted by the Albatross and fired a volley from an uncomfortable position. "Blucher", like the rest of the ships of the detachment, moving in an anti-submarine zigzag, safely evaded the fired torpedoes. A little later, another English submarine, Sunfish, also observed the German formation, but could not attack, although it did a more important thing - it reported it to the command. However, the appointment of the German detachment one way or another remained a secret both for the British and for the target of the attack - the Norwegians.

In the campaign on board the "Blucher", despite the cramped conditions, exercises were continuously carried out. Mostly they were attended by soldiers who were preparing to quickly land on the embankments of the Norwegian capital.

In the ensuing darkness, the column entered the Oslo Fjord, where all the navigational lights were on. Suddenly, the lead destroyer "Albatross" was in the spotlight. A small Norwegian patrol ship, "Pol-HI" ("Pol-HI"), which was a whaling steamer armed with a single 76-mm cannon, opened warning fire. Immediately from the "Blucher" followed the order: "Capture the enemy!", Which was executed by the destroyer.

Now the Blucher and other ships of the German detachment had to go through the fiord for about 100 km. Already in the dark: inside the fiord, part of the navigation lights were now extinguished. However, the main obstacle was the two fortified areas. Each of them included a battery of heavy artillery (280-305 mm) and several coastal batteries of a smaller caliber. At first, the Germans had to pass between the islands of Bulerne and Rauoy, which guarded the entrance to the fiord and the approaches to the main naval base of Norway - Horten. The speed of the column remained quite high anyway, but when approaching danger, Kummetz ordered it to be raised to a dangerous 15 knots. The Norwegians did not sleep: as soon as the heavy cruiser entered the traverse of the islands, searchlights illuminated it from both sides. Following that, a warning shot rang out, falling short of range. Yet the battery commanders hesitated to make the most important decision - to open fire to kill. Maintaining a high speed for the cramped fairway, the attacking detachment passed the narrow sectors of fire of the main battery before the doubts of the defenders dissipated. When the battery command came to its senses, the Oslo battle group had already slipped through the dangerous place. 7 shells fell 100-300 meters behind the column. The only thing that the Norwegians managed to do was to turn off all the lights on the fairway.

The Germans owe their first success, in addition to the passivity of the enemy, to the exact instructions of Admiral Kummetz, who ordered to open fire only on a signal from the flagship, ignoring warning volleys and not paying attention to the illumination by searchlights, which were recommended not to shoot, but to dazzle the operators with their own combat lighting.

At a quarter to one on April 9, "Blucher" gave the signal to stop and start landing in the area of the base in Horten. To do this, part of the troops from it and the Emden were transferred to 6 patrol boats of the R type (Raumboote) and, accompanied by the Albatross and the Condor, were sent to the shore. The main detachment set off again, although Kummets was forced to give the order to reduce speed to 7 knots - sailing at high speed in the absence of navigation lights became dangerous. Ahead of the Germans was the fortified area "Oskarborg", located in the narrowness of Dröbak. At this point, the Oslo Fjord narrows to about 500 m, stretching between the two islands of Kahalm (northern and southern) and the rocky right bank. There were 6 artillery batteries on the islands (a total of 3 280 mm and 3 57 mm guns), and in Dröbak - 3 batteries (3 150 mm, 2 57 mm and 2 40 mm guns). Kummets ordered to increase the speed again to 12 knots, hoping to slip through at speed and the second "barrier"

But it was no longer necessary to count on surprise: in the hours that had passed since the discovery, the Norwegians managed to bring the coastal defenses to readiness, however, very relative. There were not enough officers and gun servants on the batteries (according to some reports, there were only 7 untrained young soldiers on the 280-mm battery). But, most importantly, the defenders no longer had to guess whether to open fire. Outdated installations made it possible to fire in very narrow sectors, and if warning shots had to be fired, it would hardly have been possible to reload the guns.

Nominally, the main force was a three-gun battery on about. Cahalm. The 280 mm Krupp model 1891 guns fired rather light 240 kg shells, which, however, could be fatal to any ship that was part of the German group. In the predawn darkness, the Blucher managed to get out of the shelling of one of the guns, called by the Norwegians by biblical names. The Joshua did not have time to fire, but the other two, the Aaron and the Moses, managed to fire a salvo at point-blank range. At such a short distance (from 500 to 1500 m - according to various sources), it was impossible to miss.

At 0519 hours, the first shell hit the upper part of the tower-like superstructure in the area of the anti-aircraft artillery fire control post. The post itself was not damaged, but shrapnel inflicted heavy casualties among the post's personnel. All who were there were killed or wounded. Among the dead was the second artillery officer, Lieutenant Commander Pohammer, and the commander of the medium anti-aircraft artillery, Lieutenant Schürdt, was seriously injured. A strong blow from the blast wave and a hail of fragments followed on the bridge. The commander who was there ordered to immediately return fire and give full speed.

Another blow followed immediately. The second 280-mm projectile hit the port side hangar. The explosion destroyed both aircraft and a paired 105-mm anti-aircraft gun No. 3 on the left side. Immediately, a large general fire broke out, additional food for which were barrels of gasoline and boxes of ammunition for the landing. But, in principle, neither one nor the other hit posed a significant danger to the cruiser. For a moment it seemed that he managed to solve his problem - there were no further volleys from Kaholm: the Blucher left the firing sector.

However, here the 150-mm battery in Dröbak came into play. Apparently, there were enough personnel on it to service three guns, and within 5-7 minutes the Norwegians managed to fire 25 shells from a distance of about 500 m, of which about two dozen hit the target. They inflicted more serious damage on the cruiser than large-caliber hits. One of the shells disabled the starboard rear anti-aircraft gunnery and 105-mm installation No. 1 on the left side. This hit, combined with a 280-mm shell that hit the hangar, turned the middle part of the hull into a pile of burning debris. One of the first shots disabled the steering gear and communication with the engine room. The rudder jammed in the "port to side" position, and the cruiser turned bow to the shore. Attempts to quickly establish steering control directly from the steering compartment failed. Woldag had to give the order to stop the right car and give a “full reverse” to the left in order to slip past the island of North Kaholm as soon as possible.

As already noted, immediately after the first hit, Voldag ordered the senior artillery officer, Corvette Captain Engelman, to open fire. But the main artillery post on the tower-like superstructure immediately filled with thick smoke from the first hit, and fire control had to be transferred to the third artillery officer, who was in the forward command post. However, the main artillery was silent. From this lower point, in the morning mist on the shore, it was impossible to detect a single clearly visible target. However, 105 mm guns and light anti-aircraft artillery fired indiscriminately at the island and Dröbak, which did no harm to the defenders.

The crew finally managed to establish a temporary connection with the machines through the central post and put the emergency steering into action. No more than 8 minutes have passed since the first shot from Oscarborg. The cruiser was still moving at a 15-knot speed, quickly leaving the firing sectors of the battery in Dröbak and the 57-mm batteries of both banks.

Meanwhile, around 05.30 a new surprise followed. The cruiser's hull was shaken by two underwater strikes. It seemed to the senior officer that the ship was blown up by mines; the navigator believed that the cruiser ran into an underwater rock. However, emergency parties immediately reported torpedo hits from the port side.

According to German intelligence, there was a minefield in the narrowness of Dröbak, but the Norwegians refute this assumption. Indeed, after the capture of the fortified area, the Germans found several dozen ready-to-use mines, but not a single evidence of their installation. Setting up a barrier in advance in a deep and narrow fairway would greatly limit shipping to the capital of the country, and the Norwegians simply could not have time to set mines in 4-5 hours at night. In fact, Blucher received two hits from a coastal torpedo battery on about. Northern Kaholm.

This battery was in a rocky shelter capable of withstanding hits from heavy bombs and shells, and had three channels with rail tracks for launching torpedoes. Already after the capitulation of the garrison, the Germans found 6 "fish" fully prepared for firing on special carts, with the help of which they could be reloaded into the canals in 5 minutes. Obviously, with such a system, it was impossible to carry out any aiming, but at a firing distance of 200-300 m this was not required. Although it was not possible to find the "authors" of a successful volley at the Blucher (which is not surprising in the conditions of the subsequent 5-year occupation of the country), the version of torpedo hits can be considered almost completely reliable. The torpedoes hit the area of boiler room No. 1 and turbine rooms No. 2 and 3.

Norwegian batteries fired for only 2-3 minutes after the underwater explosions. Then the enemy artillery fell silent; followed by an order to cease fire on the cruiser, but the anti-aircraft gunners did not immediately follow it, since most of the communications equipment was out of order. There was a sudden silence in the Oslo Fjord. But for "Blucher" in this silence came the critical moments. The damaged cruiser was still moving and listing about 10 degrees to port. The ship finally passed the last barrier of defense, but its position became more and more menacing every minute.

The middle part of the hull turned into a continuous fire, in which shells and landing cartridges were continuously bursting. The fire completely interrupted communication between the bow and stern ends, limiting the action of emergency parties on the upper deck. The ammunition placed in the torpedo workshop detonated, the entire port side below the bow 105-mm installation and the deck in the same area were opened. Thick smoke billowed from there and flames appeared. In general, shells and cartridges, both army, when landing in a hurry, stuffed in different places on the deck and upper rooms, and ship's (intended for emergency opening of fire and therefore stored above), became the main factor hindering rescue work. Their fragments killed almost all fire hoses and constantly threatened the team. Part of the ammunition managed to be thrown overboard or transferred to the lower rooms, but the explosions of hand grenades heated by the fire now and then forced the emergency teams to abandon their work. From the top of the tower-like superstructure, the survivors managed to get down only with the help of beds and cables, since the ladders were completely destroyed. Chaos was augmented with smoke-mixture tanks, hit by German tracer bullets and shells and emitting thick, completely opaque smoke. The threat of exploding their own torpedoes forced a salvo from the starboard vehicles, but the roll did not allow the same operation to be carried out on the opposite side.

However, the greatest threat was still underwater holes. Both torpedoes hit the central part of the ship: one - in the boiler room No. 1, the second - in the forward turbine room. Anti-torpedo protection to some extent fulfilled its purpose, limiting the initial flooding, but all the lower rooms between compartments V and VII (forward turbine rooms and boiler rooms 1 and 2) were filled with smoke. The failure of the turbogenerators at a non-decreasing load led to the rapid failure of both networks - direct and alternating current. Both forward turbines, starboard and portside, stopped a few minutes later, and after a while the chief mechanic of the Corvette Captain Tannemann reported that the central turbine would also have to be stopped soon. The commander decided to anchor the ship, because from the message of the damage control posts it followed that the right and left turbines could be started in about an hour. A group of sailors led by corvette captain Tsigan barely managed to anchor from the starboard side, as the growing list increasingly interfered with the work.

The commander still hoped to save his ship, now anchored stern to the coast at a distance of 300 m from the tiny island of Askholm, located two miles north of the Norwegian batteries. However, around 06.00 there was a strong explosion in the 105-mm cellar of compartment VII between boiler rooms 1 and 2. A column of smoke and flame escaped from the middle of the hull, finally breaking the connection between the bow and stern. During the explosion, the bulkheads between the boiler rooms were destroyed, and oil began to flow from the onboard oil compartments, adding density and blackness to the smoke of the fire. There was a huge hole in the hull at the site of the torpedo preparation post; the second was formed on the port side at the front 105-mm installation. The fire fighting was greatly hampered by the design of fire highways and manuals, which forbade even for this purpose to violate the watertightness of the armored deck. In fact, the strict precautions traditional for the German fleet played a negative role here. As a result, a fire raged above the armored deck, and water continued to spread below. Boiler compartments 1 and 2, the forward turbine compartment, generator compartment No. 2 and compartment IV, which contained anti-aircraft ammunition magazines, were flooded. The fire also took its toll, reaching four 50-kg bombs stored directly in the hangar. There was another powerful explosion. Fortunately, we managed to throw overboard torpedoes from the left rear torpedo tube, and remove the fuses from the starboard "fish". But the spread of water continued. The chief turbine mechanic, corvette captain Grasser, ordered that all engine rooms be cleared and informed the commander that the cruiser would no longer be able to move.

By this time, it became clear that the ship could not be saved. After the explosion of the cellar, the spread of water became uncontrollable, and the list began to increase rapidly, reaching 18 degrees. An explosion followed in the cellar of 105-mm installation No. 7, which could not be flooded due to too little pressure in the fire main. A plume of smoke rose from a hole in the deck and reached the top of the mast. Woldag ordered Corvette Captain Zopfel to lower the starboard cutter, the only lifeboat that could be used. The seriously wounded were loaded onto it. The left side boat turned out to be broken, and there was nothing to lower the light boats, since the aircraft cranes intended for this were out of order at the very beginning of the battle. Rear Admiral Kummetz ordered the destroyer Möve to go directly to the board and take people. However, despite repeated searchlight signals and a VHF transmission, the destroyer did not react - the rest of the ships of the formation did not manage to force the Drebak Strait.

Although the Blucher was very close to the ground, only 300-400 m, rescuing everyone on board turned out to be a difficult task. The exorbitantly bloated crew was supplemented by a large number of troops: in total, according to various estimates, there were from 2000 to 2200 people on board. There were only enough life jackets for 800; in this case, the reception of an additional number of them could, in the opinion of the naval leadership, violate the strict secrecy of the operation. At the same time, part of this number of rescue equipment burned down as a result of a fire in the central part of the ship. The boat was able to make only one flight, and during the second it ran into a rock and could not return to the ship. Meanwhile, at about 7.00, an hour and a half after the first shot, the list reached 45 degrees, and Voldag gave the order to leave the ship immediately. The crew managed to shout three cheers, first to their ship, and then to their commander and Admiral Kummetz. At about 07.30, the Blucher listed 50 degrees, then quickly rolled over and began to slowly sink nose first under the water. Soon only food remained on the surface, and then it disappeared too - the cruiser reached the bottom at a depth of 70 meters. After the dive, several underwater explosions were heard, and oil continued to burn on the surface for several hours.

Soldiers and sailors, who reached the shore in icy water and, for the most part, were left without outerwear and boots, after the "landing" tried to warm themselves by making fires. Most of the survivors gathered in separate groups on the shore of the fjord north of Dröbak, the smaller part - on three small islands of the Askekhnolmen group. Several daredevils made their way closer to Drebak, where they occupied 3 small summer houses, in which the wounded were placed. By 2 pm, the Norwegians surrounded them and forced them to surrender. However, after a few hours the situation changed dramatically. At 5 pm, the Norwegian battery commander reported that the Germans were already in power in Oslo, and he was leaving his post. At night, a bus arrived, on which the army, naval and aviation authorities moved to the Norwegian capital.

The exact number of victims on the Blucher remains unknown to this day. There are several "exact" figures: German sources, in particular, testify to 125 dead crew members and 122 landing parties. Managed to save 38 officers of the ship, 985 sailors and 538 soldiers and officers of the army. However, in most reports of the death of the Blucher, exact figures are not given; usually talking about "heavy" or "very heavy" losses, and the British official history of the war at sea states that the cruiser was lost with almost the entire crew and troops on board. That this is not so is obvious, if only from the fact that both major generals and almost all the officers of the ship, including its commander, reached the shore. On the "mainland" near Drebak, 25 officers and 728 non-commissioned officers and lower ranks of the fleet were counted, plus 11 officers and 156 soldiers from the army, another 150 people were removed from the smallest islands.

Nevertheless, a year and a half later, an investigation into the circumstances of the loss of the Blucher, inspired by army circles, took place. The military reproached the sailors for the lack of life-saving equipment, for the lack of instructions to the troops on actions in the event of a possible loss of the ship, and the commander for wrong actions, in particular, for not throwing the ship ashore. In their opinion, all this led to "great losses" among the troops. Captain zur see Voldag could no longer answer these accusations. The sinking of the ship had a hard effect on him; on Askenholm, he wanted to put a bullet in his forehead, from which General Engelbrecht dissuaded him with difficulty. However, fate found Voldag: on April 16, the plane on which he was flying as a passenger crashed into the waters of the Oslo Fjord, and the commander found his grave in the same place where his cruiser died.

The results of the investigation revealed little. The sailors testified that the accusations were unfounded, that the sailors voluntarily gave few life jackets to the soldiers. In order to throw the ship ashore, there was neither the means (the cruiser completely lost its energy), nor the place. The shores of the Oslo-fjord are so steep and quickly sink into the depths that there was simply nowhere to stick a 200-meter hull.

The question may arise: why did one of the German ships famous for its survivability sink so quickly from not too serious damage? The death of "Blucher" was affected by several factors. The first of them is that the cruiser nevertheless received a very solid “dose”: up to two dozen shells and 2 torpedoes, and the crisis came as a result of increased flooding from torpedo hits due to the impact of shells (fire in the cellar of anti-aircraft ammunition). The second important factor is the insufficient combat and technical readiness of the cruiser. "Blucher" urgently went on his first sea voyage without sufficient training of emergency parties, the work of which was hampered by the presence of a large number of people and flammable goods outside the ship. All this reduced the usually very high efficiency of rescue operations in the German fleet. The 450-mm Norwegian-made torpedoes themselves (or, according to some sources, Whitehead's models from the beginning of the century) had a charge of 150-180 kg and corresponded in this parameter to aircraft torpedoes from Japan, England, the USA and Germany. As a rule, two hits were enough to completely disable, and in some cases destroy ships of the cruiser class.

The fore and aft ends of the ship's hull are limited by stem and stern, respectively, which are securely connected to the starboard and port side plating, vertical keel, side stringers and decks.

Rice. 45. Welded stem.

1 - breshtuki; 2 - longitudinal stiffener

stem(Fig. 45) takes on impacts in collisions with other vessels, on the ground, pier, ice. The stems are cast, forged, welded from cast and forged parts and, most often, welded from bent steel sheets. The stem of a large vessel is divided in height into several parts, which are interconnected “in a lock” using arc or slag bath welding. The sheathing sheets adjacent to the stem are welded with a fillet weld.

Decks and side stringers reaching the stem are welded to the horizontal ribs of the stem - breshtuk- triangular or trapezoidal sheets reinforcing bent stem sheets. In the underwater part, the breshtuki are installed at least every 1 m, above the waterline - at least every 1.5 m. The vertical keel is welded to the longitudinal stiffener of the stem. The dimensions of the section of a cast stem or the thickness of a welded stem from sheets are determined in accordance with the Register Rules.

Akhtershteven(Fig. 46) - a powerful cast or welded structure that completes the aft end of the hull. On single-screw ships, the sternpost serves as one of the supports for the stern tube, which passes through a hole in the sternpost apple, located in its front rack, called starnpostom. The sternpost also serves as a support for the steering wheel, which rotates on pins connected to its vertical strut - ruderpost. Starnpost and ruderpost are connected in the upper part by an arch, and in the lower part - sole, thus closing stern window.

Rice. 46. The sternpost of a single-rotor ship.

1 - starnpost; 2 - apple; 3 - sole; 4 - heel; 5 - ruderpost; 6 - steering wheel loop;

7 - window; 8 - arch

Rice. 47. The stern of a vessel with an “open” type stern

On some ships with a semi-balanced steering wheel, the rudder post is a bracket that is not connected to the star post at the bottom (Fig. 47). A similar stern post forms an “open” type stern, so named because of the lack of a stern post window (the propeller operates in an open space).

Sternposts are cast, welded from cast and forged parts and welded from sheets. The mass of cast sternposts of large ships reaches 60-180 tons, so they are made from several welded parts. A strong connection of the sternpost with the main hull structures is achieved by welding them with the stiffening ribs of the sternpost. The sternposts of ice-going ships, which, as a rule, have a cruising stern with sharp formations to protect the rudder and propeller, must have an ice outlet located aft of the rudder, i.e., a structure made of steel sheets with reinforcing ribs that protects the rudder from damage.

Rice. 48. Two-legged propeller shaft bracket.

propeller shaft brackets(Fig. 48) - these are support structures for side propeller shafts of two-, three- and four-screw vessels. Brackets are mainly cast and, less often, welded, single-legged and double-armed. The cross-sectional area of each leg of the two-legged bracket is taken equal to at least 60% of the cross-sectional area of the propeller shaft. The paws of the two-legged brackets are positioned relative to each other at an angle close to 90°. The axial lines of the legs must intersect on the axis of the propeller. The paws are attached to the hull set and outer skin by welding or riveting. In this case, the cross-sectional area of the weld or the cross-sectional area of the rivets fastening each leg must be at least 25% of the cross-sectional area of the shaft.

Immediately after sheathing, I started installing the stem, sternpost and keel. In the magazine "Akhtershteven" they call them "starnpost". Both words are about the same thing, only the first one is Dutch ( later steven), and the second English ( stern post).

Since we are not looking for easy ways :), then with stain, as advised in the magazine, I decided not to paint these details. The stem on HMS Bounty, like that of HMS Victory, was composite - so I decided to paste over all the details with sapelli veneer. When pasting, imitate a composite stem. Scraps of sapelli got hold of quite unexpectedly from one of my friends.

The anatomy of the Bounty - "Anatomy of the Ship - The Armed Transport BOUNTY" - is walking on the Internet. There is a very detailed description of the anatomy of the ship. In theory, the entire ship must be assembled according to this anatomy, which some do. Partwork is far from ideal. If I had known a year and a half ago what I know now, I would have done so, but at that time there was just a desire to assemble a ship, and there was generally zero knowledge.

In general, from the anatomy of the Bounty, I got a scheme for pasting the stem.

Bounty anatomy stem

After that, I photographed the stem, outlined its contours in a vector editor and tried to combine the stem of the model with the stem in anatomy. It didn’t work right away, but in the end I got a scheme for pasting the Bounty stem.

Pasting the stem took a couple of days. Every detail had to be cut and fitted.

Stem before gluing

Before pasting, I decided to fit the parts to their seats and remove the excess.

Cutting a place under the stem

Place for stem

Place for sternpost

First pasted over and installed the sternpost in place.

Sternpost pasting

Since Bounty's keel parts are not placed in the same way as Victoria's - they are simply glued without slotting the groove, I decided to install the parts on nails.

The sternpost is pasted over

Installing the sternpost in place

sternpost installed

After installing the sternpost, I started pasting the stem. I pasted it over as follows - first I cut out a part from paper, then cut it out of veneer according to a paper template, adjusted it in place and glued it. Before pasting the stem, I pasted over its butt with veneer.

paper template

Each piece had to be made in duplicate.

The beginning of pasting the stem

Pasting the stem

The stem is pasted over

After gluing, I glued the stem to the body.

The stem is fixed on the body

It remains to paste over and glue the keel strips into place.

Keel wrapping

Putting the keel in place

After installation, this is what happened:

Sternpost and keel installed

Stem and keel installed

The bow and stern ends of the ship's hull are limited and reinforced by the stem and stern, respectively. The stem and sternpost (Fig. 5.24, 5.25) are connected by welding to the outer skin, with a vertical and horizontal keel, high floors, side stringers, platforms. Thus, a powerful structure is formed, capable of absorbing significant loads that arise during the operation of the vessel (impacts on ice, floating objects, touching the berth and other vessels, loads from a working propeller, etc.).

Since the bow and stern ends of the vessel experience significant additional loads from wave impacts, the so-called. "slamming", these areas of the vessel are reinforced by reducing the spacing, additional side and bottom stringers, platforms, high floors, frame frames.

Fig.5.24. The stem is welded.

1 - breshtuk, 2 - longitudinal stiffener

SHIP DEVICES

anchor device

The anchor device is designed to ensure reliable anchorage of the vessel in the roadstead and at depths up to 80m. The anchor device is also used for mooring and unmooring, as well as for quickly discharging inertia in order to avoid collision with other ships and objects. The anchor device can also be used to refloat the vessel. In this case, the anchor is brought on the boat in the right direction and the vessel is pulled to the anchor with the help of anchor mechanisms. In some cases, the anchor device, as well as its elements, can be used to tow the vessel.

Marine vessels usually have a bow anchor device (Fig. 6.1), but some ships also have a stern one (Fig. 6.2).

Anchor device usually includes the following elements:

- anchor, which, due to its mass and shape, enters the ground, thereby creating the necessary resistance to the movement of the ship or floating object;

- anchor chain, which transmits force from the vessel to the anchor on the ground, is used to recoil and raise the anchor;

- anchor hawse, allowing the anchor chain to pass through the elements of the hull structures, directing the movement of the ropes when the anchor is released or selected, the anchors are retracted into the hawse for storage in the stowed position;

- anchor mechanism, providing return and lifting of the anchor, braking and locking of the anchor chain when anchored, pulling the vessel to the anchor fixed in the ground;

- stoppers, which serve to fasten the anchor in the stowed position;

- chain boxes for placing anchor chains on the ship;

- mechanisms for fastening and remote recoil of the anchor chain, providing fastening of the root end of the anchor chain and its quick return if necessary.

Anchors depending on their purpose, they are divided into deadlifts designed to keep the ship in a given place, and auxiliary- to keep the vessel in a given position while anchored at the main anchor. Auxiliary ones include a stern anchor - a stop anchor, the mass of which is 1/3 of the mass of the anchor and verp - a light anchor that can be brought aside from the vessel on a boat. The mass of the verp is equal to half the mass of the stop anchor. The number and weight of dead anchors for each ship depends on the size of the ship and is selected according to the Rules of the Register of Shipping.

The main parts of any anchor are the spindle and paws. Anchors are distinguished by mobility and the number of paws (up to four) and the presence of a stock. Legless anchors include dead anchors (mushroom-shaped, screw, reinforced concrete) used in the installation of floating lighthouses, landing stages and other floating structures.

There are several types of anchors that are used on marine vessels as anchors and auxiliary anchors. Of these, the most common are the anchors: Admiralty (previously used), Hall (obsolete anchor), Gruson, Danforth, Matrosov (installed mainly on river vessels and small sea vessels), Boldt, Gruson, Cruson, Union, Taylor, Speck, etc.

The Admiralty anchor (Fig. 6.3a) was widely used in the days of the sailing fleet, due to the simplicity of its design and large holding force - up to 12 anchor weights. When pulling the anchor, due to the movement of the vessel, the rod lies flat on the ground, while one of the paws begins to enter the ground. Since there is only one paw in the ground, when the direction of the chain tension changes (the vessel yaws), the paw practically does not loosen the soil, and this explains the high holding force of this anchor. But it is difficult to remove it in a stowed manner (due to the stock, it does not enter the hawse and it has to be removed to the deck or hung along the side), in addition, in shallow water, a paw sticking out of the ground is a great danger to other vessels. Anchor chain can get tangled behind it. Therefore, on modern ships, Admiralty anchors are used only as stop anchors and verps, with occasional use of which its disadvantages are not so significant, and a high holding force is necessary.

The Hall anchor (Fig. 6.3 b) has two swivel legs located close to the stem. When the vessel yaws, the paws practically do not loosen the soil, and therefore the holding force of the anchor increases to 4-6 times the gravity of the anchor.

The Hall anchor meets certain requirements: 1) it is quickly released and conveniently fastened in a stowed position; 2) has sufficient holding power with less weight; 3) quickly picks up the soil and easily separates from it.

The anchor consists of two large steel parts: a spindle and paws with a head, connected with a pin and locking bolts.

This anchor does not have a stem, and when harvesting, the spindle is drawn into the hawse, and the paws are pressed against the body. Among the large number of anchors without a stem, the Hall anchor compares favorably with a small number of parts. Large gaps at the joints of the parts exclude the possibility of jamming of the paws. When falling on the ground, thanks to the widely spaced paws, the anchor lies flat and, when broached, the protruding parts of the head part make the paws turn towards the ground and enter it. Burrowing into the ground with both paws, this anchor does not pose a danger to other vessels in shallow water and the possibility of entangling the anchor chain for it is excluded. But due to the fact that two widely spaced paws are in the ground, when the vessel yaws, the ground is loosened and the holding force of this anchor is much less than that of the Admiralty with one paw in the ground.

The Danforth anchor (Fig. 6.4) is similar to the Hall anchor, it has two wide, knife-shaped swivel legs located close to the stem. Due to this, when the vessel yaws, the paws practically do not loosen the soil, increasing the holding force up to 10 times the gravity of the anchor and its stability on the ground. Thanks to these qualities, the Danforth anchor has received the widest distribution on modern marine vessels.

Fig.6.4. Dumfort Anchor

Matrosov's anchor has two swivel legs. In order for the anchor to lie flat on the ground in all cases, there are rods with flanges in the head of the anchor, and after being drawn by the vessel, the anchor lies flat and, thanks to the protruding parts of the head, the paws turn and enter the ground. Yako Matrosov is effective on soft soils, so it has become widespread on river and small sea vessels, and its large holding force allows to reduce weight and make the anchor not only cast, but also welded.

On small ships and barges, multi-armed rodless anchors, called cats, are used. Ice navigation vessels are equipped with special single-legged rodless ice anchors designed to hold the vessel near the ice field.

anchor chain serves to fasten the anchor to the hull of the vessel. It consists of links (Fig. 6.5) that form links connected to one another with the help of special detachable links. The bows form an anchor chain with a length of 50 to 300 m. Depending on the location of the bows in the anchor chain, anchor (attached to the anchor), intermediate and root bows (attached to the ship's hull) are distinguished. The lengths of the anchor and root bows are not regulated, and the length of the intermediate bow, which has an odd number of links, is 25–27.5 m. Anchor is attached to the anchor chain with an anchor shackle. To prevent twisting of the chain, swivel links are included in the anchor and root bows.

Anchor chains are distinguished by their caliber - the diameter of the cross section of the link bar. Chain links with a caliber of more than 15 mm must have spacers - buttresses. For the largest ships, the caliber of anchor chains reaches 100-130mm. To control the length of the etched chain, each bow at the beginning and end has a marking indicating the serial number of the bow. Marking is done by winding annealed wire on the buttresses of the corresponding links, which are painted white.

Anchor hawses perform two important functions on ships - they provide unimpeded passage of the anchor chain through the hull structures when releasing and selecting the anchor and provide convenient and safe placement of the rodless anchor in the stowed position and its quick return. Anchor fairleads consist of a hawse pipe, a deck hawse and a side hawse.

The hawse pipe is usually made of steel welded from two halves (in diameter), and the lower half of the pipe is thicker than the upper one, since it is subjected to greater wear by the moving chain. The inner diameter of the pipe is taken equal to 8-10 chain gauges, and the wall thickness of the lower half of the pipe is in the range of 0.4-0.9 chain gauge.

Side and deck closures are cast steel and have thickenings in the places where the chain passes. They are welded to the hawse pipe and welded to the deck and side. Anchor spindle in a stowed way enters the pipe; only the legs of the anchor remain outside.

To prevent water from entering the deck through the fairleads, the deck fairlead is closed with a special hinged lid with a recess for the passage of the anchor chain.

To clean the anchor and chain from dirt and bottom soil with water when choosing, a number of fittings connected to the fire main are provided in the hawse pipe.

On passenger and port ships, anchor hawses are often made with niches - welded steel structures, which are recesses in the sides of the vessel, into which the anchor paws enter. An anchor drawn into such a hawse does not protrude beyond the plane of the side outer skin. These fairleads have a number of advantages, the main of which are the following: reducing the possibility of damage to ships during mooring operations, towing and movement in ice, as well as improving the fit of the legs to the outer skin by changing the slope of the inner surface of the fairlead.

Protruding Clus shown in Fig. 6.6 b, where its difference from the usual clus is clearly visible. Protruding hawsers are used on vessels with a bulbous bow shape, which makes it possible to exclude the impact of the anchor on the bulb during its return.

Open Cluses, which are a massive casting with a chute for the passage of the anchor chain and the anchor spindle, are installed at the junction of the deck with the board. They are used on low-sided ships, on which conventional hawses are undesirable, since water gets on the deck through them on waves.

Anchor mechanisms serve to release the anchor and anchor chain when anchoring the vessel; stopping the anchor chain when the vessel is at anchor; anchoring - pulling the vessel to the anchor, hauling the chain and anchor and pulling the anchor into the hawse; mooring operations, if there are no mechanisms specially provided for these purposes.

The following anchor mechanisms are used on sea vessels: windlasses, half windlasses, anchor or anchor-mooring capstans and anchor-mooring winches. The main element of any anchor mechanism working with a chain is a chain cam sprocket drum. The horizontal position of the sprocket axis is typical for windlasses, the vertical position for capstans. On some modern ships (for a number of reasons), conventional windlasses or capstans are not practical. Therefore, anchor-mooring winches are installed on such vessels.

Windlass Designed to serve both left and right side chains. On large-tonnage vessels, half windlasses are used, offset to the sides. The windlass consists of an engine, a gearbox and chain sprockets and turrets placed on the cargo shaft (mooring drums for working with mooring lines). The sprockets sit freely on the shaft and can only rotate when the engine is running when they are connected to the load shaft by special cam clutches. Each sprocket is equipped with a pulley with a band brake. Windlasses provide joint or separate operation of sprockets of the left and right sides. The use of friction clutches allows you to soften shock loads and ensure smooth inclusion of sprockets. The anchor is released at shallow depths due to its own mass and the mass of the chain. The speed is controlled by the windlass band brake. At greater depths, the chain is etched using a windlass mechanism. Turachki sit rigidly on the cargo or intermediate shaft and always rotate when the engine is on. In the bow anchor device, both sprockets and mooring drums have one drive.

The capstan mechanism is usually divided into two parts, one of which, consisting of a sprocket and a mooring drum, is located on the deck, and the other, including a gearbox and engine, is located below deck. The vertical axis of the sprocket allows unlimited variation in the horizontal plane of the direction of movement of the chain; along with good looks and a slight clutter on the upper deck, this is a significant advantage of the spire. Often the anchor and mooring mechanisms are combined in one anchor-mooring capstan.

Anchor-mooring winches. Currently in anchor device

Fig. 6.11. Anchor-mooring winch (half windlass with mooring drum). Scheme.

large-capacity vessels began to use anchor-mooring winches with hydraulic drive and remote control. These winches are composed of half windlasses and automatic mooring winches, which have a single drive. Anchor-mooring winches can serve an anchor device with a chain gauge up to 120 mm. They are characterized by high efficiency, less weight and safety in operation.

Anchor mechanisms can be steam, electric or hydraulic driven.

Stoppers are designed to fasten anchor chains and hold the anchor in the hawse in the stowed position. To do this, use screw cam stoppers, stoppers with a mortgage link (mortgage stoppers) and for a tighter pressing of the anchor to the hawse - chain stoppers.

Mortgage stopper (Fig. 6.12) consists of two fixed cheeks, allowing the chain to freely pass between them along the recess corresponding to the shape of the lower part of the vertically oriented link. On one of the cheeks, a mortgage fell is fixed in the slot, which freely enters the cutout of the opposite cheek. The inclination of the notch is such that the force generated by the locked chain completely absorbs the fall. This stopper is recommended for chains over 72mm.

In a screw stopper, the base is a plate, in the middle part of which a groove is made for the passage of chain links. On small vessels, a horizontally oriented link is pressed against the base plate with two cheeks. The cheeks are hinged and driven by a screw with opposite trapezoidal threads. In the open position, the slaps allow the chain to slide freely along the base groove. To prevent the chain from damaging the screw during movement, the stopper has a limiting arc. The chain locking occurs as a result of the action of friction forces when the chain link is pressed against the stopper plate by the cheeks. On large vessels (with a large caliber of the chain), this method fails to provide the necessary force to lock the chain. Therefore, between the two vertically. located links are introduced cams located on the cheeks with a similar stopper scheme.

13-

11-1

Fig. 6.12. Design of anchor chain stoppers: A- mortgage, b-screw, V - chain.

1 - base plate; 2- mortgage fell; 3 - cheek; 4 - gutter; 5 - pin; 6 - arc; 7 - screw; 8 - slap; 9 - handle; 10 - chain; 11 - lanyard; 12 - butt; 13 - verb-gak.

The chain stopper is a short chain bow (smaller caliber) passed through the anchor bracket and which is fixed with its two ends to the butts on the deck. With a lanyard included at one end. chains, pull the anchor into the hawse until the paws fit snugly against the outer skin. The verb-hook, included at the other end of the chain, serves to quickly release the stopper. The windlass (spire) band brake is used as the main stopper when the vessel is at anchor. Such locking has a number of advantages, among which the most important is the possibility of releasing the chain due to slipping of the brake pulley relative to the brake band during jerks.

Chain pipe (deck hawse) serves to guide the anchor chain from the deck to the chain box. The chain pipe has sockets in the upper and lower parts. Chain pipes are placed vertically or slightly inclined so that the lower end is above the center of the chain box. When installing the windlass, the upper bell of the chain pipe is attached to its foundation frame. When installing the spire, an angular rotary bell is used, which consists of a cast body and a cover hinged in its upper part. The lid closes the socket, protecting the chain box from water ingress into it, and allows, if necessary, to keep a section of the anchor chain on the deck for inspection, for which it has a hole corresponding to the chain link.

The length of the chain pipe depends on the location of the chain box along the height of the vessel. The inner diameter of the pipe is taken equal to 7–8 chain gauges.

chain boxes are intended for placement and storage of anchor chains. When selecting anchors, the chain of each anchor is placed in the compartment of the chain box reserved for it.

The dimensions of the chain box must ensure self-laying of the anchor chain when the anchor is hauled out without pulling it apart manually. This requirement is met by cylindrical compartments of the chain box with a diameter equal to 30–35 chain gauges (in any case, the box should be relatively narrow). The height of the chain box should be such that the fully laid chain does not reach the top of the box by 1–1.5 m. A powerful semi-oval eye, through which the anchor chain, changing direction, is brought to the attachment of the root end. The chain box has self-draining.

Fastening and return of the anchor chain. In the upper part of the chain box there is a special device for fastening and emergency return of the root end of the anchor chain. The need for quick release may arise in the event of a fire on a nearby vessel, a sudden change in weather conditions, and in other cases when the vessel must quickly leave the anchorage.

Until recently, the attachment of the root bow to the body was carried out by zhvako-tack - containing the verb-gak. The return of the chain was made only from the chain box.

At present, to return the anchor chain, instead of the verb-hook, which is unsafe when the chain is released, they began to use folding hooks with a remote drive. The principle of operation of the hinged anchor hook is the same as the verb-hook, with the only difference being that the hinged hook stopper is released using a remote roller or other drive. The control of this drive is located on the deck directly at the anchor mechanism.