What is a midship of a ship. Course project constructive midship frame bulk carrier introduction

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Course project

Structural midship frame of a dry cargo vessel

Introduction

Calculation of the main dimensions of the vessel

The control

The ship complies with the requirements of the Rules.

A dry cargo vessel with a stern MKO arrangement and a residential superstructure, a tank, a hut, an inclined bow without a bulb, a transom stern. Two-deck vessel with cargo hatches, double bottom, single side. It is divided into waterproof compartments by transverse bulkheads in accordance with the requirements of the Rules. Ship with excess freeboard. Piece transported cargo: containers, boxes, cargo on pallets (pallets).

1. The choice of a system of a set of floors,steel grades and categories

Because L\u003e 100h120 m - bottom and upper deck - longitudinal dialing system;

Board and lower deck - along the transverse set system;

L\u003d 141 m steel grade is accepted 09Г2С with R eH\u003d 315 MPa and the utilization of mechanical properties s=0,78;

Standard yield strength

2. Drawing contours of the midship frame

Second bottom height

Normal Spation:

We accept 0.75 m.

The radius of the rounding of the cheekbones is equal to the height of the double bottom \u003d 1.12 m.

The lengths of afterpeak, forepeak and MO:

mm; mm; mm

Bilge Length:

Length of the first nasal hold:

The length of the remaining cargo:

dividing by the length of one spacing 750 mm we get 125 spations. Those. in the remaining cargo part there will be 5 holds of 25 spations.

Checking the total length:

The height of the hold and tweendeck.

Accept N TR\u003d 5200 mm; N TWIN\u003d 4480 mm.

3. Design loads on the hull from the sea and under the gratzom

Estimated loads on the hull from the sea are indicated by static Pst and dynamic Pw water pressure.

Static loads

Static loads acting on the hull from the sea are determined by the formula:

where is the distance from the design waterline to the design point;

For the bottom kPa;

For the second bottom kPa;

For the lower deck kPa;

For design waterline and airspace kPa.

Wave loads.

For force application points located below the OHL:

where is the wave pressure at the overhead line; ;

Parameter taking into account the speed of the ship \u003d 16 knots.

where for cross sections in the nose from the midsection;

The distance of the considered transverse section from the nearest perpendicular, m.

The result of the multiplication will be no less than 0.6.

When for the bottom:

When for the 2nd bottom:

When for the lower deck:

When for KVL:

Pressure above KVL:

For the bottom kPa;

For the 2nd bottom of kPa;

For the lower deck kPa;

For design waterline kPa;

For VP kPa.

Loada caused by the transported goods

The design pressure on the second bottom of the containers is determined by the formula:

where is the estimated weight of the cargo, we take 1 t / m 3;

Acceleration of gravity, 9.81 m / s 2;

The height of the cargo, for the second bottom is 5.20 m, for the lower deck - 4.48 m;

Design acceleration in the vertical direction, m / s 2:

where are the acceleration components from the vertical, keel and side qualities:

where is the pitching period

trim angle

distance from the center of gravity of the vessel to the calculated point m.

where is the rolling period

where from = 0.8; IN- the breadth of the vessel, equal to 19.1 m; h - initial metacentric height equal to m.

roll angle glad;

the distance from the DP to the side m;

midship frame cargo ship

4. General strength standard

Determination of the necessary characteristics: moment of inertia, moment of resistance of the hull.

Momentwithphull rotation

where is the coefficient of utilization of mechanical properties equal to 0.78 for steel grade 09G2S;

Total bending moment

Estimated bending moment:

The wave bending moment causing the hull of the ship to bend:

Wave bending moment causing the ship's bow:

where is the wave coefficient, and is the coefficient of overall completeness.

For the total bending moment, we take its maximum value.

The moment of resistance of the cross section of the hull in the middle part of the vessel must be at least:

For the moment of resistance of the case we take its greater value 3. 8 m 3.

The moment of inertia of the cross section of the body in the middle must be at least:

The obtained values W and I are used for comparison with the geometric characteristics of the equivalent beam, which are calculated for the mid-section of the hull.

5. Set hull according to the Rules

Width of horizontal keel no more than 2000 mm. Its thickness should be 2 mm greater than the thickness of the outer skin of the bottom. The width of the cheekbone is determined by the position of the upper and lower edges. The lower edge corresponds to the connection point of the flat part of the bottom sheathing with a curvilinear. The upper edge in the calculations should be not less than 200 mm above the second bottom. The thickness of the cheekbone sheet is the largest of the adjacent singing.

Design casing outer shell

Exterior designbottom sheathing

The design scheme of the plate of the outer skin of the bottom:

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· The thickness of the outer skin of the bottom relative to the strength conditions:

where m

a - spation, equal to 0.75 m;

We accept equal to 1;

Thus,

10.47 mm, accept 1 1 mm

· The thickness of the outer skin of the bottom of the conditions of stability:

Compressive stress in the bottom of the total longitudinal bending

D - board height, 10.8 m;

We accept m 4.

The critical stresses of 183.7 MPa are determined from the stability conditions of the outer skin plates, while k

13.97 mm, accept 1 4 mm

where b

mm, take 2 mm, since mm.

· The thickness of the outer skin of the bottom relative to the conditions of the minimum building thickness:

Direct check of stability of the assigned thickness of the bottom skin. To ensure stability, we accept the thickness of the outer skin S=1 6 mm;

stability provided.

· Choice of horizontal keel thickness:

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Design of the outer skin of the side.

The design scheme of the plate for the outer skin of the side:

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· The thickness of the outer skin of the side relative to the strength conditions:

where m - coefficient of bending moment, equal to 15.8;

a - spation, equal to 0.75 m;

1.13, taken equal to 1;

For the transverse side-set system, it is 0.6;

Premium for wear and corrosion, mm;

T - the average life of the vessel is 24 years;

U - the rate of corrosion of the side, equal to 0.17 mm / year;

Thus,

accept 10 mm.

· The thickness of the outer skin of the side of the stability conditions:

k\u003d 1.0 - safety factor for plates.

Compressive stresses in board from total longitudinal bending

The distance of the neutral axis from the OD m;

The critical stresses of 138.7 MPa are determined from the stability conditions of the outer skin plates.

The thickness of the outer skin plate, which meets the conditions of resistance:

where b=H TR\u003d 5.2 m - the side of the plate receiving normal compressive stresses (distance from the 2nd bottom to the lower deck);

n - coefficient taking into account the set system and distribution of compressive loads along the height of the plate:

1.1 for a plate that is supported by beams of a half-bulb profile;

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To find it, it is necessary to find the compressive stress in the lower deck with respect to the triangles and take it as the ratio of lower to higher stresses (for the 2 bottom and lower deck).

138.7 MPa, because

for a single side in a dry hold.

17.5 mm, accept 18 mm for obvious stability.

· The thickness of the outer skin of the side relative to the conditions of the minimum building thickness:

The minimum building thickness should be no less than:

Choose the thickness of the outer skin of the side S BORON=1 8 mm;

Accept the thickness of the cheekbone sheet S Cheekbone=S DN=1 8 mm

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Upper deck flooring design.

The design scheme of the upper deck plate:

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· Thickness of the upper deck flooring relative to the strength conditions:

where m - coefficient of bending moment, equal to 15.8;

a - spation, equal to 0.75 m;

We accept equal to 1;

For the longitudinal dialing system is 0.6;

Standard yield strength, 301 MPa;

Premium for wear and corrosion, mm;

T - the average life of the vessel is 24 years;

U - the rate of corrosion of the side is 0.1 mm / year;

Thus,

4.69 mm, accept 5 mm.

· Thickness of the upper deck flooring from stability conditions:

Compressive stresses in the deck from the total longitudinal bending during deflection

The moment of inertia of the cross section of the body

Moment of deck resistance in the middle of the vessel, 3.8 m 3;

D - board height, 10.8 m;

The distance of the neutral axis from the OP

Critical stresses of 201.4 MPa are determined from the stability conditions of the upper deck flooring plates, while k\u003d 1.0 - safety factor for plates.

Since, then the calculated formula of Euler stresses will look like:

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The thickness of the outer skin plate, which meets the conditions of resistance:

12.87 mm, accept 1 4 mm

where b - the side of the plate receiving normal compressive stresses is 0.75 m;

n - the coefficient taking into account the set system and the distribution of compressive loads along the height of the plate is 4;

for the upper deck.

· The thickness of the decking of the upper deck relative to the conditions of the minimum building thickness:

The minimum building thickness should be no less than:

· Direct verification of the stability of the assigned deck deck thickness:

Take the thickness of the flooring mm and.

201.4 MPa, at 201.4 MPa.

With respect to the calculation formula for critical stresses will look like:

The condition is satisfied.

Lower deck flooring design.

The lower deck is checked only for the minimum building thickness:

Accept S NP=8 mm for known strength.

Design of bottom beams, W the bottom and flooring of the second bottom

Aboutsecond flooring design

The design scheme of the plate of the second bottom sheathing:

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· The thickness of the flooring of the second bottom relative to the strength conditions:

where m - coefficient of bending moment, equal to 15.8;

a - spation, equal to 0.75 m;

We accept equal to 1;

The greatest design pressure, kPa;

The coefficient of the longitudinal dialing system is 0.8;

Standard yield strength, 301 MPa;

Premium for wear and corrosion, mm;

T - the average life of the vessel is 24 years;

U - the rate of corrosion of the side, equal to 0.15 mm / year;

o R 1 the design pressure from a single load to the second bottom (paragraph 3.4) is 62.1 kPa;

o test pressure

o emergency flooding pressure

o design pressure on the structure of the second bottom, if the double bottom space is filled with ballast (- the height of the air tube):

We select kPa for further calculations.

9.89 mm, accept 10 mm

· The second bottom is not checked for stability

· The thickness of the flooring of the second bottom relative to the conditions of the minimum building thickness:

Round off S VD\u003d 10 mm for obvious stability, but since there will be no wooden flooring in the hold, we will increase the thickness of the flooring under the cargo hatches by 2 mm and finally accept S VD=1 2 mm

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Floor Covering Set

A double bottom set is located between the second flooring and the outer skin.

The supporting contour of the bottom floor is two sides and two adjacent transverse bulkheads.

The main set is the longitudinal beams of the bottom and second bottom, located on each spice. Solid floras are located across 3 spations. Under the transverse bulkheads are waterproof flora.

In the diametrical plane is a vertical keel. The distance between the vertical keel and the bottom stringer is 4.5 meters.

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Aboutecratedcontinuous floras

A continuous flora in the diametrical plane has the same height as a vertical keel h\u003d 1.12 m.

· Thickness of continuous flora relative to strength conditions:

where ;

a - spation, equal to 0.75 m;

0.78 coefficient of utilization of the mechanical characteristics of the material;

Premium for wear and corrosion, mm;

T - the average life of the vessel is 24 years;

Accept 10 mm

· The thickness of the continuous flora relative to the conditions of the minimum building thickness:

The sheet of continuous flora is supported by vertical stiffeners, which are located in the plane of the longitudinal beams of the bottom and second bottom.

· The thickness of the stiffener is defined as:

· Width of stiffener

Accept solid flora 8 H80 mm.

Aboutecoding inkeel

· The thickness of the vertical keel of the strength conditions:

where ; accept ;

h F - the actual height of the vertical keel is 1.12 m;

0.78, the utilization of mechanical characteristics of the material;

Premium for wear and corrosion, mm;

T - the average life of the vessel is 24 years;

U - the rate of corrosion of the side, equal to 0.2 mm / year;

13.52 mm, accept 14 mm

· VK thickness from impermeability conditions:

where m - coefficient of bending moment, equal to 15.8;

a = h f/2 - the smaller side of the VK panel is 0.56 m;

b- the big side of the VK panel is 0.75 m

The coefficient of permissible stresses is 0.6;

Standard yield strength, 301 MPa;

Premium for wear and corrosion, mm;

T - the average life of the vessel is 24 years;

U - the rate of corrosion of the side, equal to 0.2 mm / year;

Maximum design pressure, kPa;

Find the highest design pressure.

Air tube height, 1.5 m;

The distance from the middle of the height of the vertical keel panel to the upper deck in DP, m;

Valve pressure, 15 kPa;

We select 124.5 kPa for further calculations.

The thickness of the vertical keel should be 1 mm more than the thickness of the continuous flora, but not less than:

Accepted vertical keel thickness 14 mm

In the middle of the height of the vertical keel for obviously ensuring the stability of the wall, we place a stiffener, which is taken by the profile P20a.

Aboutebottom stringer design

The thickness of the bottom stringer should be not less than the thickness of the continuous flora. Accept S DS\u003d 12 mm.

Aboutectbottom longitudinal beams

· The moment of resistance of the longitudinal beams of the bottom relative to the strength condition:

where m

a - spation, equal to 0.75 m;

Standard yield strength, 301 MPa;

R - design pressure for bottom beams, 91.4 kPa;

l - beam span, 2.25 m;

Correction for wear and corrosion 1.26;

According to the moment of resistance from table 1 we accept R18b (h walls \u003d 180 mm; S\u003d 11 mm; b bulb \u003d 44 mm; f\u003d 25.8 cm 2; W\u003d 218 cm 3).

· Checking the worn half-bulb for half the service life:

183.7 MPa — compressive stresses in the bottom from the total longitudinal bend;

where i

f - cross-sectional area of \u200b\u200ba worn beam, cm 2;

l - beam run, 2.25 m;

where h - wall height of a worn beam, cm;

F - wall area of \u200b\u200ba worn beam, cm 2;

F 1 - the area of \u200b\u200bthe free zone of the worn beam, cm 2;

F 2 - the area of \u200b\u200bthe attached belt of the worn beam, cm 2.

To determine the moment of inertia of a worn half-bulb, we replace it with a brand:

where f - the cross-sectional area of \u200b\u200bthe bulb without an attached belt, 25.8 cm 2;

h - profile height, 18 cm;

S C - wall thickness of the half-bulb, 1.1 cm;

b - bulb width, 4.4 cm;

Thus, the thickness of the free belt 1.82 cm;

The wall height of the brand will be:

See, accept see;

Worn cross-sectional area

Settlement Taurus

	b PP	S PP	h ST	S ST	b Joint venture	S Joint venture

f cm 2
f"cm 2

h \u003d16.2 cm; F \u003d14.6 cm 2; F 1 \u003d 8.4 cm 2; F 2 \u003d 105 cm 2.

Aboutecratedsecond longitudinal bottom beams

· The moment of resistance of the longitudinal beams of the second bottom relative to the strength conditions:

where m - coefficient of bending moment, equal to 12;

a - spation, equal to 0.75 m;

The coefficient of permissible stresses is 0.6 for bottom beams;

Standard yield strength, 301 MPa;

R - the highest design pressure at the second bottom, 112.3 kPa;

l - beam run, 2.25 m;

Correction for wear and corrosion

· Minimum construction wall thickness of the beam:

According to the moment of resistance P20a (h walls \u003d 200 mm; S\u003d 10 mm; b bulb \u003d 44 mm; f\u003d 27.4 cm 2; W\u003d 268 cm 3).

On-board kit design

In the area of \u200b\u200bthe cargo compartment, the outer skin of the side is reinforced with beams of the main set - frames. Frame frames and side stringers are absent both in the hold and in the twin rooms.

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Etcdesign of hold frames

· The moment of resistance of the hold of the frame from the conditions of strength:

where m - coefficient of bending moment, equal to 18;

a - spation, equal to 0.75 m;

Standard yield strength, 301 MPa;

3.58 m - the distance from the design waterline to the design point;

l - the height of the hold part, 5.2 m;

Correction for wear and corrosion;

2 468 (h walls \u003d 240 mm; S\u003d 8.5 mm; b bulb \u003d 71 mm; f\u003d 33.17 cm 2; W\u003d 442 cm 3).

Verification is not required.

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The pressure at the level of the middle span of the hold of the frame:

Pressure at the level of the middle span of the twin-frame (the middle of the span of the twin-frame is 1.26 m higher than the draft level, therefore there will be no static water pressure on the frame):

Projecttwining of twin frames

· The moment of resistance of the hold of the frame from the conditions of strength

where m

The coefficient of permissible stresses is 0.65;

Standard yield strength, 301 MPa;

R - design pressure in the middle of the beam span, 31.5 kPa;

l - the height of the tweendeck, 4.48 m;

Correction for wear and corrosion;

From table 1 we select an asymmetric profile R2 0a (h walls \u003d 200 mm; S\u003d 10 mm; b bulb \u003d 44 mm; f\u003d 27.4 cm 2; W\u003d 268 cm 3).

Designing cheekbones

· The size of the knet knuckle is determined by the formula:

where W - Estimated moment of resistance of the reinforced beam, 425 cm 3;

S - thickness of the reinforced beam, 8.5 mm.

S\u003d 8.5 mm, if the length of the free edge of the knit is more than cm, then the free edge should have a flange or a belt

All knights 200<C<400 должны иметь фланец b\u003d 50 mm.

Accept Knits:.

Set of deck ceilings

Main floor beams - longitudinal deck decks have supports on frame beams and transverse bulkheads

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Frame beams are supported on coaming carlings and sides. Coaming Carlings relies on frame beams.

Designed bylongitudinal deck beams

· The moment of resistance of the longitudinal below deck beams relative to the strength conditions:

where m - coefficient of bending moment, equal to 12;

a - spation, equal to 0.75 m;

The coefficient of permissible stresses is 0.45;

Standard yield strength, 301 MPa;

R - design pressure in the middle of the beam span, kPa;

l \u003d 2.25 m;

36.6 cm 3< 200 см 3 ;

Correction for wear and corrosion;

From table 1 we select an asymmetric profile P12 (h walls \u003d 120 mm; S\u003d 6.5 mm; b bulb \u003d 30 mm; f\u003d 11.2 cm 2; W\u003d 68 cm 3).

· Stability check:

; safety factor.

201.4 MPa - compressive stresses in the upper deck (5.1.3);

where i - moment of inertia of the cross section of a worn beam;

f - the cross-sectional area of \u200b\u200ba worn beam with an attached belt, cm 2;

l - beam span, 2.25 m;

Depreciation for the upper deck of the dry compartment for stability is 0, so we take the moment of inertia P12 from table 1: i\u003d 767 cm 4.

MPa - stability is provided.

Pframe semi-beam design

· Moment of resistance of the frame half-beam from strength conditions:

where m - coefficient of bending moment, equal to 10;

a - 2.25 m;

The coefficient of permissible stresses is 0.65;

Standard yield strength, 301 MPa;

l - beam span, 5.05 m;

From table 5 we accept T25a (; f prof\u003d 29.4 cm 2; I\u003d 13000 cm 4; f p about clear\u003d 100 cm 2; W\u003d 470 cm 3).

where h - the height of the wall of the beam is equal to 25 cm;

- allowance for wear and corrosion, 0.14 cm;

The width of the free belt of the beam is 12 cm;

Width of attached belt, cm;

The height of the frame half-beam should be 2 times greater than the height of the longitudinal deck below the beam.

From table 5 we accept T28 a (; f prof\u003d 34 cm 2; I\u003d 13600 cm 4; f p about clear\u003d 100 cm 2; W\u003d 560 cm 3).

· Moment of inertia of the frame half-beam:

where l - the run of the frame beams between the supports is 4.5 m;

from - distance between frame beams, 2.25 m;

The distance between the longitudinal deck beams, 0.75 m;

The actual moment of inertia of the longitudinal deck below with attached belt, 767 cm 4 (for R12 );

Therefore:

Actual moment of inertia of the beam I\u003d 13000 cm 4\u003e required cm 4, which means rigidity is ensured.

· Wall area of \u200b\u200bthe frame half-beam:

where 89.1 kN;

The height of the wall of the frame beams, 28 cm;

- allowance for wear and corrosion, 1.44 cm;

Premium for wear and corrosion, mm;

T - the average life of the vessel is 24 years;

U - the rate of corrosion of the side is 0.12 mm / year;

cm 2 - the wall area is provided.

Design of beams knits of the upper deck.

The thickness of the knits equals the wall thickness of a smaller beam S\u003d 11 mm, and the legs are equal to the height of the smaller beam FROM\u003d 220 mm (P22a - twine frame).

We accept knits 11CH220CH220.

Upper deck coaming carlings design.

where m - coefficient of bending moment, equal to 10;

The coefficient of permissible stresses is 0.35;

Standard yield strength, 301 MPa;

R - design pressure at VP, kPa;

cm 3\u003e 23355 cm 3.

Determination of the actual moment of resistance of longitudinal coaming carlings is determined by calculating the geometric characteristics of this frame connection:

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Sizes, mm	Fcm 2	F zcm 3	F z 2 cm 4	Icm 4

The distance of the neutral axis from the axis of comparison:

The main central moment of inertia of the cross section:

3,395,095 cm 4;

Minimum moment of resistance of coamings-carlings:

cm 3, then strength is ensured.

Designing the lower deck halfbims.

· Moment of resistance of the lower deck half-beams relative to the strength conditions:

where m - coefficient of bending moment, equal to 10;

a - spation, equal to 0.75 m;

The coefficient of permissible stresses is 0.65;

Standard yield strength, 301 MPa;

l - distance from coaming carlings to the side, 5.05 m;

523 cm 3\u003e 200 cm 3;

Correction for wear and corrosion;

According to the moment of resistance from table 2 we select a symmetric profile 2 7812 (h walls \u003d 270 mm; S\u003d 12 mm; b bulb \u003d 82 mm; f\u003d 48.33 cm 2; W\u003d 660 cm 3).

Designed bybeam knits lower deck

· Knight leg size is determined by the formula:

where W - The estimated moment of resistance of the hold of the frame, 425 cm 3;

S - thickness of the reinforced beam, 10.5 mm.

· The thickness of the knits should be equal to the thickness of the reinforced beam S\u003d 10.5 mm, if the length of the free edge of the knit is more than cm, then the free edge should have a flange or girdle see

All knights 200<C<400 должны иметь фланец b\u003d 50 mm.

Accept Knits:.

Designlower deck carlings coaming

· Moment of resistance of carlings coaming of the lower deck relative to the conditions of strength:

where m - coefficient of bending moment, equal to 10;

a - deck width supported by coaming carlins, 7.025 m;

The coefficient of permissible stresses is 0.65;

The standard yield strength for steel 10HSND, 346 MPa;

R - design pressure on the lower deck from the load, 53.5 kPa;

l - span of carlings between pilots, 14.25 m;

cm 3\u003e 34662 cm 3.

· Optimal wall height of carlings coaming:

where W - The moment of resistance of carlings coaming is 34662 cm 3;

S=S st.kk, 30 mm;

Accept h\u003d 1200 mm.

; cm 2; TO=4.5;

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237.5 cm 2 - the area of \u200b\u200bthe attached belt to the cargo hatch NP (accept the thickness of the NP 20 mm);

Shelf area of \u200b\u200bKominsk-Karlins: 225 cm 2.

cm; Accepted To the floor \u003d 65 cm.

Actual free belt area cm 2.

I accept comins carlings.

cm 3 - strength provided.

Project pilings and bulwarks

Aboutdesign of twin peers

Pillers provide power transfer from deck structures to lower hull structures. Most often they are made of metal pipes, but pillers can also be made of channels, an I-profile and box-shaped.

In the construction of the deck kit, the pillers are located at the intersection of the carlings and the frame beam, at the second day at the intersection of the continuous flora and the bottom stringer.

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where l m - the length of the deck supported by the pillers, along the carlings between the middle of their runs, 8.25 m;

b m - deck width supported by pillers, 7.025 m;

P VP - design pressure on the upper deck from the load, 22.4 kPa;

From table 6.7 I accept 12CH377 pillers (6 m long, P \u003d 1367 kN).

Design of hold pilots

where P NP - design pressure on the lower deck from the load, 53.5 kPa;

Since the received load is more than the table load, it is necessary to determine the cross-sectional area of \u200b\u200bthe pillers ( TO\u003d 2 safety factor):

We estimate 292 cm 2;

Accept mm.

46.5 cm; We accept 52 cm.

l - span of pillers, 6 m;

The actual area of \u200b\u200bthe pillers cm 2 more than the required cm 2.

We accept 20CH520 pillers.

Designon thelaid sheets

I accept the backing sheet 16CH640.

Bullying Design

On dry cargo vessels the bulwark does not take part in the general longitudinal bending of the hull. The height of the bulwark should be at least 1 m from the upper deck.

The bulwark sheathing in the middle part of the vessel is not welded to the shirstrek, but is fastened by risers, which should be located at a distance l? 1.8 m one from one. The connection of the riser to the casing must be at least half the height of the bulwark.

I take the distance between the racks equal to 1.5 m (2a).

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Bulletboard thickness:

mm, accept mm;

· Bulwark stand thickness:

On the free edge of the rack there should be a bent flange, the width of which:

6. Check the total longitudinal strength

After determining the dimensions of the ties of the structural mid-frame of the dry cargo vessel, a design diagram of the equivalent beam is drawn, which includes all the longitudinal hull connections that take part in the total longitudinal bending. The obtained geometric characteristics are compared with the minimum, previously calculated in paragraph 4.

Calculation of equivalent timber

Name and size of connection	Connection size mm	Communication area Fi, cm 2	The ordinate from the axis of comparison Zi, m	Stat moment of inertia FiЧZi, cm 2 Chm	Moment of inertia
					Figurative FiСZi 2, cm 2 Chm 2	Own Icm 2 Chm 2
Horizontal keel
Bottom cladding
Zygomatic sheets

Bottom stringer



VD extreme sheet
VD middle sheet
VD flooring under the hatchway
VD flooring

Sirstrek
Flooring NP

Shelf KK NP
Pal Stringer
VP flooring

Wall KK VP
Shelf KK VP
					207352.7
					C \u003d214229.3

ABOUT distance of the neutral axis from the axis of comparison.

where A - the sum of the static moments of the areas of bonds, cm 2 m;

IN- the sum of the cross-sectional areas of the bonds, cm 2.

The main central moment of inertia of the cross section of the court on a relatively neutral axis

where FROM - the sum of the portable and intrinsic moments of inertia of the cross-sections of the bonds, cm 2 m 2;

Moments of Resistance cross sections of the housing

· Moment of resistance of the VP cross section:

where D - vessel height, 10.8 m;

m 3 - since the condition is not fulfilled - it is necessary to increase.

· Moment of resistance of the cross section of the bottom:

Since, then we increase some bonds of the upper girdle of the equivalent beam.

m 4 - the rigidity of the body is provided!

m 3 - VP strength is ensured!

m 3 - the bottom strength is ensured!

Conclusion: Overall longitudinal strength ensured!

List of references

1. Draft of a constructive mid-frame of dry-leave vessels: Methodical instructions / V.G. Matveev, A.I. Kuznetsov, B.M. Martinets, B.M. Mikhailov, O.M. Knots, M.O. Tsibenko, G.V. Sharun. - Nikolaev: UDMTU, 2002 .-- 76 p.

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The concept of the general structure of the vessel. Position of the ship on the wave. Compression of the housing from hydrostatic pressure. Transverse bending of the hull. Increased lateral strength of the vessel. Special fastening of boards. Ensuring indelibility of the deck in the nose.

Initial data:

L \u003d 96.5m - estimated length;

B \u003d 15,8m - width;

H \u003d 10.2m - side height;

T \u003d 7.1m - draft;

R \u003d 1.20m - the radius of the rounding of the cheekbones;

Sfl \u003d 9.0mm - flora thickness;

? No. 22b - a frame of half-bulbs;

? No. 18a - beams-polosobulb;

Sdd \u003d 9.0mm - the thickness of the double bottom flooring;

Sxh \u003d 12 × 450mm - wall of the carlings;

Sxb \u003d 14 × 220mm - Carling belt;

Sp \u003d 11mm - deck deck thickness;

Sb \u003d 12mm - the thickness of the outer skin of the side;

Sdn \u003d 14mm - the thickness of the bottom.

1. Introduction

The hull of a moving vessel may be subject to constant and random
load.

Permanent loads acting throughout the entire period of operation -
this is the weight of the hull, superstructures, ship mechanisms and the received load, strength
maintaining and strength of water resistance to the movement of the vessel. The weight of the vessel and
hydrostatic forces are directed in opposite directions
and balance each other. These forces are distributed along the length of the vessel.
unevenly. So in the holds located in the middle of the vessel, cargo
more than in the end holds, especially in the first. When fully loaded
General cargo ships forepeak and afterpeak are often empty. Main
the engine occupies a small area in the engine room, but its mass
significant. However, the total mass of mechanisms in the engine room is usually
less than the mass of the cargo in a fully loaded hold. Maintenance forces
also unevenly distributed throughout the ship. Their intensity depends on
displaced volumes that gradually decrease from the middle
the vessel to the extremities when sailing in quiet water and continuously
change in conditions of excitement.

Random loads act on the enclosure for any
time span and occur when shock waves, landing the ship aground,
collision of ships.

To simplify the calculations, the existing loads are conventionally divided into two
categories: causing general bending of the body or local bending of individual
its elements.

In still water, the nature of the general deformation of the hull is usually preserved in
during the whole trip, if the distribution of the main cargo or ballast
constant. Only the degree of curvature of the body in the DP changes as
fuel consumption and reserves. Excited general deformation of the hull
changes cyclically many times: the body deflection alternates with
inflection. Robustness is ensured by repeatability
loads. The greatest bending moment acts in the middle region
vessel.

The ability of the body to withstand loads acting on its individual
overlap and bond, determines local strength. Among local loads
emit hydrostatic pressure during emergency flooding of compartments,
concentrated and distributed forces in the reception and removal of goods in
area of \u200b\u200blifting devices, the reaction of kilblocks when staged in
dock, concentrated forces during mooring and towing, compression forces
hulls with ice during ice pilotage.

In fact, the stresses in the housing structures are calculated as
the algebraic sum of stresses from the total bend and local loads.

2. The choice of dialing system and body material.

On relatively small vessels (up to 100 meters long), the value
bending moment from the total longitudinal bending of the body is relatively
small. The determining factors for such vessels are local loads:
pressure of cargo, water, shock of waves, shock of ice floes and others.

The dimensions of the main links of the hull of such ships are determined mainly from
local strength conditions, but they are sufficient to provide
overall strength of the vessel. Total longitudinal strength of ships up to 100
meters is provided at relatively small thicknesses of the outer
plating and flooring of the upper deck.

Local casing strength is easily ensured with the transverse system
set of floors. With a transverse dialing system, the main connections
located across the ship. Bottom floor bonds except
far spaced longitudinal bonds consist of continuous or
braces on each practical frame; communication board
floors are composed of frames with a normal distance from each other;
deck deck communications are made up of beams.

The transverse recruitment system is relatively simple and economical.

Based on the above data, in this paper we believe that the body is typed
on the transverse dialing system.

For ships of short length (up to 120m) steel is usually used
carbon steel shipbuilding grades BCt3spII with yield strength ReH \u003d
235 MPa. Since L \u003d 96.5m, in this work we assume that for
the ship’s construction will use steel of this particular standard.

3. The calculation of the main relations of the body

3.1 Vertical keel

The height of the vertical keel is determined by the empirical formula:

hvk \u003d 0.0078L + 0.3 \u003d 0.0078 * 96.5 + 0.3 \u003d 1.053m,

where L is the estimated length of the vessel, m

We accept hvk \u003d 1m \u003d 1000mm.

The thickness of the vertical keel is determined by the formula:

hvk 235 1000
235

Svk \u003d ((* ((\u003d ((* ((\u003d 12.5mm,

80 ReH 80
235

where ReH is the yield strength of steel, which is taken for construction
this vessel, m

According to the sheets produced in industry, we accept the thickness
vertical keel Svk \u003d 13.0mm.

3.2 Spacing

Spation is determined by the formula:

a \u003d 0.002L + 0.48 \u003d 0.002 * 96.5 + 0.48 \u003d 0.67m.

Take a spacing a \u003d 700mm.

3.3 Bottom Stringers

The number of bottom stringers is determined depending on the width of the vessel.

Based on the fact that the vessel is typed along the transverse system and B \u003d 15,8m
(i.e., 8 (In (16), we have one bottom stringer from each
side.

The thickness of the bottom stringer Sst is equal to the thickness of the flora Sst \u003d Sfl \u003d 9.0 mm.

Stiffeners must be placed on the flora over 900 mm high
with a thickness of at least 0.8Sfl and a height of at least 10 rib thicknesses, but not
more than 90mm.

We accept Srzh \u003d 8mm.

With the transverse set system, stiffeners of flora are set
so that the unsupported span of the flora does not exceed 1.5 m, therefore in
In this work, the bottom stringer is biased. One of the stiffeners
It is located directly under the end of the cheekbones.

To access the double bottom space, it is necessary to make manholes in the flora.
The minimum height of the hole is 500mm, the minimum length is 500mm. Lazy
located in the middle of the height of the flora. The distance of the edge of the hole from
vertical keel is 0.5 times the height of the vertical keel. Distance
the edges of the manhole from the bottom stringer and stiffeners of the flora is
0.25 of the height of the flora in this section.

Double bottom space is used for ballast and technical
water. In addition, when docking the vessel, the tightness is checked
double bottom compartments in bulk water. For air outlet from compartments
double bottom into the atmosphere provides air pipes overlooking
upper deck. In the upper part of the flora at the floor of the second bottom for exit
air when filling the double bottom compartment with liquid provided
semicircular cut-outs with a diameter of 50 mm. For the possibility of draining the compartment during
similar cuts at the bottom sheathing are made to the flora.

3.5 Cheekbone Knitz

Zygomatic knits serves to connect the frame with the flora.

Zygomatic Knitz Height:

hkn \u003d 0,1lshp,

where lshp is the span of the frame, which is determined by the formula:

lshp \u003d N - hvk \u003d 10.2 - 1.0 \u003d 9.2 m.

Then we get the value of the height of the zygomatic knits:

hkn \u003d 0.1 * 9.2 \u003d 0.92m \u003d 920mm.

We accept hkn \u003d 900mm.

Cheek Knit Width:

bsk kn \u003d hsk kn + hshp \u003d 900 + 220 \u003d 1120 mm,

hshp - the height of the frame, determined by the number of the frame of the half bullet.

3.6 Double bottom sheet

On modern vessels in the holds, the double bottom sheet is
horizontal.

Double bottom width:

bml \u003d bsk kn + 40 \u003d 1120 + 40 \u003d 1160 mm.

The double bottom sheet is subject to intense corrosion, therefore its thickness
taken 1 mm thicker than other sheets of the second bottom flooring

Sml \u003d Sdd + 1.0 \u003d 9 + 1 \u003d 10mm.

3.7 Beam Knitz

Beams Knitz has two identical legs C, the value of which can
to be accepted:

C \u003d 1.5hBimsa \u003d 1.5 * 180 \u003d 270mm,

where hbims is the height of the beams according to the profile number.

The thickness of the beams knitz is equal to the thickness of the beams wall Skn \u003d 8mm.

Since the leg of the beams knitz C (250mm, a flange is provided for free
the edge of the knit to ensure its rigidity - bent free edge
at an angle of ~ 90 (a width of 10 knits thicknesses, i.e. 80 mm.

3.8 Outer sheathing

Shirstrek - reinforced bead cladding sheet.

Shirstrek width bш (0,1Н, m and can be taken in the range from 500 to
2000mm. We accept bsh \u003d 1100mm.

Shirstrek thickness Sш is taken equal to the thickness of the outer skin of the side
or decking, which is more. We accept Sш \u003d 12mm.

The horizontal keel is a reinforced bottom sheathing sheet.

The width of the horizontal keel is determined depending on the length of the vessel.
For a vessel, the length L (80m the width of the horizontal keel is determined by
the formula:

bgk \u003d 0.004L + 0.9 \u003d 0.004 * 96.5 + 0.9 \u003d 1290mm.

We accept bgk \u003d 1300mm.

The thickness of the horizontal keel (mm) should be greater than the thickness of the sheets
bottom sheathing in the middle of the vessel by

(S \u003d 0.03L + 0.6 \u003d 0.03 * 96.5 + 0.6 \u003d 3.5mm,

but this value cannot exceed 3 mm, therefore we accept (S \u003d 3 mm and
respectively Sgk \u003d 17 mm.

3.9 Decking

Since the thickness of the side sheathing is greater than the thickness of the deck deck, the extreme
the flooring sheet adjacent to the board must be reinforced, i.e. is necessary
determine the size of the deck stringer.

The width of the deck stringer is equal to the width of the horizontal keel bps \u003d
bgk \u003d 1300mm.

The thickness of the deck stringer is taken equal to the thickness of the side skin
Sps \u003d Sb \u003d 12mm.

Note: All necessary constructions are completed, and all necessary
the dimensions are indicated on the drawing attached to the calculation and explanatory
a note.

Literature:

Fried E.G. The device of the vessel - L.: Shipbuilding, 1969.

Smirnov N.G. Theory and device ship - M.: Transport, 1992.

R. Dopatka, A. Perepechko Book on the Courts - L.: Shipbuilding, 1981.

MIDEL

mitel (Middle) - a word meaning "average", for example. midship-frame - the average length of the ship frame, midship-deck - the middle deck. Sometimes the word M. means the largest breadth of the vessel. For example, the breadth of the ship in the midship is such and such.

Samoilov K.I. Marine Dictionary. - M.-L.: State Naval Publishing House of the NKVMF of the USSR, 1941

Synonyms:

See what "MIDEL" is in other dictionaries:

- (English). The largest width in the ship. Dictionary of foreign words included in the Russian language. Chudinov AN, 1910. MIDEL eng. The largest width in the ship. An explanation of the 25,000 foreign words that have come into use in the Russian language, with ... ...

- (middle) pestilence. the large width of the ship, and the mid-range, the middle or widest rib, a cinch. Middeldeck husband. middle deck (battery) of a three-day ship. Explanatory Dictionary of Dahl. IN AND. Dahl. 1863 1866 ... Dahl's Explanatory Dictionary

Exist., Number of synonyms: 2 middle (1) width (6) ASIS Synonym Dictionary. V.N. Trishin. 2013 ... Synonym dictionary

Midsection, midsection (from the Dutch. Middel, literally middle, middle) is the largest cross-sectional area of \u200b\u200ba body moving in water or air. The midship of the Tu 204 is 4.8 meters. Usually they talk about midship ... ... Wikipedia

M. the greatest breadth of the vessel (nautical.). From English middle - the same (Matsenauer, LF 10, 322). As part of the additions - also from the Dutch .; Wed midedek middle deck middledeck or goll. middeldek - the same; see Matsenauer, ibid .; midship spout - from ... ... The etymological dictionary of the Russian language by Max Fasmer

- (nautical) large width of the ship; midship frame middle or widest rib (frame); midedek middle deck (battery) of a three-day ship. Wed The ship ... Encyclopedic Dictionary F.A. Brockhaus and I.A. Efron

midsection - m idel, I ... Russian spelling dictionary

midsection - (2 m); many mi / delhi, R. mi / delie ... Spelling dictionary of the Russian language

- (in shipbuilding) a cross section of a ship’s hull or other watercraft with a vertical transverse plane located halfway between the perpendiculars of the theoretical drawing of the ship. It is one of the main points, lines and planes ... ... Wikipedia

- (see midsection + frame) pestilence. 1) a curve in the theoretical drawing obtained when the vessel is cut in the middle of it or at the widest point with a transverse plane perpendicular to the diametrical plane of the vessel; 2) a frame located in the very ... ... Dictionary of foreign words of the Russian language

Initial data:

L \u003d 96.5m - estimated length;

B \u003d 15,8m - width;

H \u003d 10.2m - side height;

T \u003d 7.1m - draft;

R \u003d 1.20m - the radius of the rounding of the cheekbones;

Sfl \u003d 9.0mm - flora thickness;

No. 22b - a frame of half-bulbs;

No. 18a - beams-polosobulb;

Sdd \u003d 9.0mm - the thickness of the double bottom flooring;

Sxh \u003d 12x450mm - wall of carlings;

Sxb \u003d 14x220mm - Carling belt;

Sp \u003d 11mm - deck deck thickness;

Sb \u003d 12mm - the thickness of the outer skin of the side;

Sdn \u003d 14mm - the thickness of the bottom.

1. Introduction

Permanent and occasional loads may act on the hull of a moving vessel.

Permanent loads, operating during the entire period of operation, are the weight of the hull, superstructures, ship mechanisms and the load received, the support force and the force of water resistance to the movement of the vessel. The forces of the weight of the vessel and the forces of hydrostatic support are directed in opposite directions and balance each other. These forces are not evenly distributed along the length of the vessel. So in the holds located in the middle part of the vessel, there is more cargo than in the end holds, especially in the first. When the ship is fully loaded with general cargo, the forepeak and afterpeak are often empty. The main engine occupies a small area in the engine room, but its mass is significant. However, the total mass of mechanisms in the engine room is usually less than the mass of the cargo in a fully loaded hold. Support forces are also unevenly distributed throughout the ship. Their intensity depends on the size of the displaced volumes, which gradually decrease from the middle of the vessel to the extremities when the vessel is sailing in still water and continuously change in conditions of unrest.

Accidental loads act on the hull for any period of time and arise when waves are hit, the ship is stranded, the collision of ships.

To simplify the calculations, the existing loads are conventionally divided into two categories: those causing a general bending of the body or local bending of its individual elements.

In still water, the nature of the general deformation of the hull is usually maintained throughout the voyage if the distribution of the main cargo or ballast is constant. Only the degree of curvature of the hull in the DP changes as fuel consumption and reserves are changed. On a wave, the general deformation of the hull changes cyclically many times: the deflection of the hull alternates with an inflection. The strength of the housing is ensured taking into account the repeatability of the loads. The greatest bending moment acts in the middle of the vessel.

The body's ability to withstand loads acting on its individual floors and communications determines local strength. Among local loads, hydrostatic pressure is distinguished during emergency flooding of compartments, concentrated and distributed forces when receiving and removing goods in the area of \u200b\u200blifting devices, reaction of kilblocks when docking, concentrated forces during mooring and towing, and forces to compress the hull with ice during ice-breaking of the vessel.

In fact, the stresses in the body structures are calculated as the algebraic sum of the stresses from the total bend and local loads.

2. The choice of dialing system and body material.

On relatively small vessels (up to 100 meters long), the magnitude of the bending moment from the total longitudinal bending of the hull is relatively small. Local loads are decisive for such vessels: pressure of cargo, water, shock of waves, impact of ice floes and others.

The dimensions of the main connections of the hull of such vessels are determined mainly from the conditions for ensuring local strength, but they are sufficient to ensure the overall strength of the vessel. The total longitudinal strength of ships up to 100 meters in length is provided with relatively small thicknesses of the outer skin and flooring of the upper deck.

The local strength of the housing is easily ensured with the transverse system of a set of floors. With a transverse recruitment system, the main connections are located across the vessel. The bonds of the bottom floor, with the exception of far-apart longitudinal bonds, consist of continuous or bracket floras on each practical frame; communication of the side overlap consists of frames with a normal distance from each other; deck deck communications are made up of beams.

The transverse recruitment system is relatively simple and economical.

Based on the above data, in this paper we believe that the body is typed along the transverse dialing system.

For ships of short lengths (up to 120m) carbon steel shipbuilding grades BCt3spII with a yield strength ReH \u003d 235 MPa are usually used. Since L \u003d 96.5m, in this work we accept that steel of this particular measure will be used to build the vessel.

3. The calculation of the main relations of the body

3.1 Vertical keel

The height of the vertical keel is determined by the empirical formula:

hvk \u003d 0.0078L + 0.3 \u003d 0.0078 * 96.5 + 0.3 \u003d 1.053m,

where L is the estimated length of the vessel, m

We accept hvk \u003d 1m \u003d 1000mm.

The thickness of the vertical keel is determined by the formula:

hvk 235 1000 235

Svk \u003d ¾¾ * ¾¾ \u003d ¾¾ * ¾¾ \u003d 12.5mm,

where ReH is the yield strength of steel, which is adopted for the construction of the vessel, m

According to the sheets produced in industry, we take the thickness of the vertical keel Svk \u003d 13.0 mm.

3.2 Spacing

Spation is determined by the formula:

a \u003d 0.002L + 0.48 \u003d 0.002 * 96.5 + 0.48 \u003d 0.67m.

Take a spacing a \u003d 700mm.

3.3 Bottom Stringers

The number of bottom stringers is determined depending on the width of the vessel.

Based on the fact that the vessel is typed along the transverse system and B \u003d 15.8 m (i.e. 8<В£16), располагаем по одному днищевому стрингеру с каждого борта.

The thickness of the bottom stringer Sst is equal to the thickness of the flora Sst \u003d Sfl \u003d 9.0 mm.

Stiffening ribs with a thickness of not less than 0.8 Sfl and a height of not less than 10 thicknesses of the ribs, but not more than 90 mm, should be placed on the flora more than 900 mm high.

We accept Srzh \u003d 8mm.

In the transverse set-up system, the stiffeners of the flora are set so that the unsupported span of the flora does not exceed 1.5 m, therefore, in this work, the bottom stringer is displaced. One of the stiffening ribs is located directly under the end of the cheekbone dummy.

To access the double bottom space, it is necessary to make manholes in the flora. The minimum height of the hole is 500mm, the minimum length is 500mm. Lazy located in the middle of the height of the flora. The distance of the edge of the hole from the vertical keel is 0.5 of the height of the vertical keel. The distance of the edge of the hole from the bottom stringer and stiffeners of the flora is 0.25 of the height of the flora in this section.

The double bottom space is used to receive ballast and process water. In addition, when docking the vessel, the tightness of the double bottom compartments in bulk is checked. To draw air from the double bottom compartments into the atmosphere, air pipes are provided that open onto the upper deck. In the upper part of the flora at the floor of the second bottom for air exit when filling the double bottom compartment with liquid, cutouts are semicircular with a diameter of 50 mm. To allow draining of the compartment in the flora, similar cutouts were made at the bottom sheathing.

The main characteristics of the ship's hull are its main dimensions and theoretical drawing, giving an idea of \u200b\u200bthe contours.

The main dimensions of the vessel are its length, width, side height and draft. Accurate knowledge of these values \u200b\u200bis necessary for the owner of the vessel to solve various operational problems - when mooring in harbors, sailing in shallow areas, transporting the vessel, etc. Several values \u200b\u200bof these values \u200b\u200bare distinguished:

- the longest length (in the design documentation it is denoted by Lнб) - the horizontal distance, measured between the extreme points along the vessel skin;

- length along the structural waterline (KVL) L - distance between the extreme points of the hull, measured by the water mirror at full load of the vessel, or at another characteristic load;

- the largest WNB width, measured at the widest point of the vessel by the outer skin;

- width according to waterline В - the largest width along the outer skin, measured in the plane of the waterline (waterline);

- the height of the side on the midship N, measured from the lower point of the sheathing at the keel to the upper edge of the deck at the side;

- the height of the freeboard F, measured from the plane of the waterline to the upper edge of the deck deck at the side; distinguish between the minimum freeboard Fm (most often in the midship), the freeboard in the bow Fn and the stern Fk, measured respectively at the bow and stern end of the waterline by the plumb down from the deck;

- average draft - T is the recess of the hull, measured in the middle part - in the middle - from the waterline to the bottom edge of the keel.

In addition to the main dimensions of the case, there are overall dimensions, for example, overall length along with protruding pins; overall draft - from the waterline to the lowest point of the vessel, for example, to the outboard motor spur; overall width together with protruding shoulders or fender bars; overall height - from the lower point of the keel to the upper point of the superstructure, etc. In addition to the absolute numbers, the shape of the hull is characterized by the ratio of the main dimensions. The ratio of length to width along the L / B waterline characterizes the speed of the vessel (the larger the L / B, the faster the vessel, if it is of a displacement type) and stability (the smaller the L / B for the same length, the more stable the vessel). The ratio of the width along the waterline to the sediment W / T characterizes propulsion, stability and seaworthiness. The higher the W / T, the more stable the vessel, however, its ability to maintain speed on waves is lower than that of a narrower and deep-seated hull. The ratio of the longest length to the side height on the midship Lnb / H characterizes the strength and rigidity of the hull, which increase with a decrease in this ratio. The ratio of the total hull to draft H / T characterizes the buoyancy margin of the vessel. The larger it is, the greater the buoyancy margin the vessel possesses, the greater the load it can take without the danger of flooding.

Theoretical drawing represents the image on a flat sheet of paper of a complex curved outer surface of the body in the form of three projections onto three mutually perpendicular planes. These projections show traces of the intersection of the outer skin by secant planes, the position of which is determined in accordance with the rules established in shipbuilding. Three of these planes - the diametric, the main and the mid-frame plane - are the main ones, the basic ones for constructing a theoretical drawing and for building or subsequent modernization of the vessel. From these planes, all dimensions and coordinates of any point of the body are counted.

Diametrical plane (DP) - the vertical longitudinal plane of symmetry dividing the body into the right and left halves.

The main plane (OP) - a horizontal plane passing through the lowest point of the outer skin with the keel. The intersection line of the main plane with the DP is called main line (OL).

The plane of the midsection frame (midsection)- vertical transverse plane, passing in the middle of the length of the vessel along the waterline. This plane is indicated by the midsection X icon.

Three projections of the theoretical drawing are obtained by the section of the body by planes parallel to the three base planes listed above. On the side projection, or projection "side", the traces of the section of the body are depicted equally spaced longitudinal planes parallel to the DP. These tracks are called buttocks. Traces of the cross-section of the hull with equally spaced horizontal planes parallel to the OP — the waterline — form the projection “half-latitude”. Traces of the cross-section of the hull with equally spaced transverse planes parallel to the midsection plane — the frames of the frames, give the projection “body”.

Each line of the theoretical drawing is a curve on one of the projections, and a straight line on the other two. The frames on the side and half-latitude are depicted in the form of straight lines, and on the hull they are curved, that is, they have their true appearance. Waterlines are straight on the side and hull, buttocks are half-latitude and hull. Straight lines form the so-called grid of the theoretical drawing.

Since the hull of the vessel is symmetrical with respect to the DP, half-latitude depicts the waterline of only one (left) side; on the projection, the hull on the right side of the DP draws the contours of the nasal frames, and on the left - the stern.

The most important characteristic of a vessel is its displacement, i.e. the volume of water displaced by the body when it is submerged along the waterline. Volumetric displacement together with the main dimensions of the vessel allows us to judge its size, capacity and potential seaworthiness.

Displacement - a variable value, depending on the load of the vessel, therefore, several of its values \u200b\u200bare distinguished;

- full displacement - with full reserves of fuel, fresh water, crew and supplies on board;

- empty displacement - with supplies, an outboard motor on board, but without a crew with personal belongings, hot supplies and provisions;

- measuring displacement (for sailing yachts) - with supplies and sails on board, but without crew with baggage, fresh water, fuel and provisions.

Volumetric displacement V, measured in cubic meters, is used as a characteristic for calculating fullness factors. It differs from the value of the weight displacement D, characterizing the load of the vessel and measured in tons, by the value of the density of water D \u003d p * V, where y is the density of water (for fresh water p \u003d 1.00 t / m3; for sea water - p \u003d 1.015 - 1,025 t / m3. When comparing different vessels, dimensionless factors of completeness are often used, which include:

- displacement or total completeness ratio b, linking the linear dimensions of the housing with its submerged volume. This coefficient is defined as the ratio of the volumetric displacement along the waterline to the volume of the parallelepiped having sides equal to L, B and T:

The lower the coefficient b, the sharper the contours of the vessel and, on the other hand, the lower the net volume of the hull below the waterline;

- waterline area fullness factors a and midsection frame b, the first is the ratio of the area of \u200b\u200bthe waterline S to the rectangle with sides L and B:

the second is the ratio of the area of \u200b\u200bthe submerged part of the midsection X to the rectangle whose sides are equal to B and T:

Coefficient a shows how pointed the waterline is at the extremities and what role the hull shape plays in the initial stability of the vessel. With increasing a, the stability increases, but, if we are talking about a displacement vessel, the streamlining of the hull and its propensity somewhat deteriorate, especially in rough seas and during heavy draft. The coefficient b indirectly characterizes the longitudinal distribution of volume and the effect of hull contours on the propulsion of the vessel. However, the prismatic coefficient φ (coefficient of longitudinal completeness) is more characteristic, which is the ratio of the volume displacement V to the volume of the prism having the base immersed part of the midsection, and its height is the length of the vessel along the waterline:

It is easy to see that the coefficient φ is related to the coefficients b and b by the dependence φ \u003d b / b.