home Converter Sea trials of ships. Mooring tests

Sea trials of ships. Mooring tests

Mooring tests are technological stage acceptance tests. Its main purpose is to check the quality of construction of all ships, installation and adjustment of equipment; preliminary testing under main load power plant and auxiliary mechanisms, including our AT24-M50 marine frequency converter, testing the operation of systems and devices that ensure the survivability of the vessel; preparing the vessel for sea trials, checking its steering qualities and engine operation. To carry out mooring tests, they are preparing special places with sufficient depth, equipped with coastal mooring devices and having a quay of durable construction. Mooring tests are carried out separately for mechanical, electrical and hull parts. The mechanical part is tested first, starting with emergency systems and mechanisms that ensure the safety of the vessel during testing (fire system, flooding and water pumping systems). Tests of the main power plant are carried out last. Ship systems, pipelines, electrical networks, power and survivability stations are tested simultaneously with the main mechanisms. Before testing the GTZA of a steam turbine installation, the operation of the shaft-turning and shaft-braking devices, as well as the movement of the turbines into forward and reverse motion, are checked. During the mooring tests of a steam turbine installation, hydraulic tests of pipelines of all systems are carried out, including fuel, fire, and steam; check the operation of auxiliary installations (start-up, feed, fuel pumps); carry out pumping of oil through the oil pipeline of the engine room; carry out hydraulic and steam tests of steam pipelines of the engine room; carry out tests of circulation and condensate pumps, as well as pipelines directly connected to turbines; carry out checking the power and lighting networks and starting the turbogenerator, as well as starting the GTZ for idling. Then the operation of the GTZ is checked at a rotation speed that is permissible according to the conditions of mooring reliability, the condition of coastal structures and the depth of the water area.

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9.2. ACCEPTANCE TESTS OF VESSELS

Acceptance tests are carried out in two stages: mooring

Tests; sea trials and acceptance.

In order to reduce the labor intensity of work and the time required to hand over ships after construction or repair, GOST 21792-76 allows for main marine diesel engines to carry out simulation tests in running modes on moorings. During simulation tests, operational mooring and sea trials of the diesel installation are not carried out.

Acceptance tests of the power plant and the vessel as a whole are carried out according to a program developed by the designer or plant, agreed upon and approved by in the prescribed manner. The tests are supervised by a commission consisting of representatives of the plant, the customer and the USSR Register. The acceptance testing program determines the tasks, scope and order of all stages of testing and acceptance of the vessel, establishes a list of documentation presented before each stage of testing, as well as the volume of measured indicators and the range of measuring instruments used, the list of which basically corresponds to that indicated in table. 9.1. For test modes lasting up to 1 hour, measurements are taken once, over 2 hours - every 2 hours.

Mooring tests are carried out to check: the completeness and quality of installation of the main engines and auxiliary units with the mechanisms, systems and devices that serve them; compliance energy equipment, systems and devices, technical specifications for delivery, operating instructions and drawings; serviceability of the ship's power and propulsion systems; readiness of equipment, systems and devices for sea trials of the vessel. Before mooring tests, the commission is presented with: technical conditions for the supply of equipment, maintenance instructions, forms, passports, drawings, descriptions, diagrams and other documentation in accordance with the list of reports technical documentation, as well as a list of deviations from the approved technical documentation.

Auxiliary power equipment (boiler unit, pumps, separators, compressors, etc.) is tested in operation for its intended purpose. The operating parameters obtained during testing must not exceed the values specified in the instructions, data sheets or forms. The modes and duration of their operation, as well as the list of measured parameters, are determined by their purpose and are established by the mooring test program. Mechanisms, systems and devices, the operation of which is not related to the progress of the vessel, are accepted definitively during mooring tests. Auxiliary generators are checked both in single and in parallel operation. Checking the operation of the main engines is carried out after checking the operability of the mechanisms, systems and devices that serve them.

The load of diesel installations during mooring tests in accordance with GOST 21792-76 should change:

For main diesel engines and diesel-geared units operating on a fixed-pitch propeller (FPP), - according to the mooring screw characteristic of the form A^p =,/ (“);

For main diesel engines and diesel-gear units operating on a controlled-pitch propeller (CPP), - according to the screw characteristic of the form N =.f(n), passing through the rated power mode, or according to the load characteristic of the form N =.f(H/ D) for n = const;

For main and auxiliary diesel engines operating on a generator, according to the load characteristic of the form /V -/(L/cr) with n = const.

Mooring tests of diesel installations, the load of which varies according to the screw characteristic, are carried out in the modes indicated in Table. 9.2, according to load - in the modes indicated in table. 9.3.

Sea trials and acceptance are carried out after elimination of the comments identified during the mooring tests and preparation of technical documentation (measurement tables, protocols or reports) based on the results of mooring tests. Sea trials are carried out to check: the operation of diesel engines on the types of fuels provided for in the design documentation; main performance indicators of the power plant; reversible qualities of main engines and rotary propellers; propulsion and maneuverability of the vessel.

The modes and duration of sea trials of ships when the load of the main engines changes according to the propeller characteristics are given in Table. 9.4, for load - in table. 9.5.

In order to save money and time, sea trials are replaced with simulation ones. Simulation tests in running modes on moorings are carried out for diesel engines powered by a propeller, if the running conditions of the latter and the running characteristics of the diesel engine, passing through the regime of rated power and rotation speed, can be reproduced with a stationary ship using simulation tools or methods . The selected simulation test method must be verified through comparative tests with and without the vessel moving. The results of comparative tests must be approved by the Register, after which the selected simulation test method can be extended to the entire series of ships of this type. As a means of simulation, a CV propeller is used, which allows the main engine to be loaded in running modes when the vessel is stationary.

Diesel installations of serial ships are allowed for simulation tests: after registration of acceptance documentation for the construction (repair) and mooring periods for mechanisms, systems and devices servicing the diesel engine; bench or ship running; adjustment and testing of the diesel engine in operation under ship conditions together with servicing mechanisms within 1 ... 2 hours of eliminating identified defects and comments. Simulation tests of diesel installations should be carried out at the load conditions specified in table. 9.6.

During the period of simulation tests, the accuracy of reproduction of the

The howl of the screw characteristics passing through the modes of rated power and rotational speed should be controlled by the correspondence of the rotational speed and the main parameters of the diesel engine to the form or passport data obtained during the sea trials.

Due to possible deviations technical condition engines on individual ships after construction or after they have been repaired, control of engine load conditions during simulation tests should be carried out according to a set of indicators, and not according to one of them. Thus, for the main engine 8 DR 43/61-B 1, a set of such indicators is given in table. 9.7.

During simulation tests, it is necessary to observe the following sequence of reaching a steady state: set the required rotation speed; rotate the propeller propeller blades up to 3.5 divisions “forward” according to the remote pitch indicator and record the fuel consumption and exhaust gas temperature at a steady state of engine operation. If they are lower than those indicated in the table. 9.7, then the rotation of the rotary propeller blades must be increased. Deviations should not be allowed Notes: 1. For diesel installations of ships with a power of 4000 kW or more

And above tests in mode 4 can be carried out at a torque iio of more than 85 rated. 2. Checking the operation of a diesel engine in mode S is allowed to be carried out during the period of control tests of the vessel in free water only

But the rotation frequency.
rotation hours o i of a given power of more than +3 in intermediate modes - ±5. At nominal and maximum load modes from -

The power deviation should be 5% less than the rated value.

After completion of sea or simulation tests and completion of all the checks provided for by the program, a technical inspection is carried out and, if necessary, a control opening and inspection of the parts and assemblies of the diesel engine and the mechanisms and devices that serve it. The list of mechanisms and devices subject to control opening and inspection is determined by the selection committee and agreed upon with the Register.

Acceptance tests are completed with control tests. which are carried out while the vessel is moving in free water or using the simulation method (in agreement with representatives of the customer and the Register, depending on the results of the control opening and technical inspection units and mechanisms). Control tests are carried out in full speed mode at the rated speed and in reverse mode. The duration of tests at full speed is: 1 hour for engines with power up to 150 kW, 2 hours - from 151 to 4000 kW, 3 hours - above 4000 kW. In reverse mode, the test duration is 0.25 hours, regardless of engine power.

The materials obtained during acceptance tests are subject to processing for the purpose of: determining the average values of the measured parameters; design parameters and characteristics for measured parameters; decoding of all recordings on oscillograms and chart tapes; constructing reporting charts; determining the degree of accuracy of the obtained measurement results. The results of acceptance tests are documented in an act and report on the tests of the vessel, including sections: general data; EC test results; comments on the operation of the power plant; conclusions and recommendations. The appendix to the report contains summary tables of the main parameters, as well as graphs and diagrams characterizing the operation of the power plant during testing.

Maintenance of the ship's power plant after construction is carried out by the plant's commissioning team, and after repairs - by the ship's crew.

When accepting a new vessel, the crew must familiarize themselves with: the power plant, auxiliary equipment, systems and technological equipment of the vessel; device and instructions for technical operation equipment and systems; types of fuels and lubricating oils recommended for equipment operation; nomenclature and completeness of control measuring instruments; acceptance testing program, test methods, list of measured parameters and instrumentation used; barrier parameters of power equipment specified in operating instructions, passports, forms or technical conditions(THAT).

The ship's crew is obliged to: actively assist proper organization and carrying out all types of acceptance tests in full scope of the approved program; make proposals to the selection committee on the list of mechanisms and devices that require control opening; take part in inspections of mechanisms and devices during control openings; require testing of the operation of engines and steam boilers on all types of fuels provided for project documentation.

The construction of any vessel ends with its testing and delivery to the customer. During the delivery period, a set of acceptance tests is carried out in order to comprehensively verify the compliance of the completeness and quality of the vessel with the contract for its construction. Then decisions are made on the commissioning of the vessel. During the tests, a final check is made of the performance of various equipment (including main and auxiliary mechanisms, systems, devices, etc.) and its interaction is worked out, the characteristics of the seaworthiness and habitability of ships are checked. The tests under consideration account for up to 7% of the labor intensity of building the vessel as a whole.

The sequence and scope of acceptance tests of the propulsion equipment and the vessel as a whole are determined by the programs developed by the design bureau of the vessel in accordance with the requirements of the Register of Russia and the provisions of the contract with the customer. Based on the test programs, a certificate log and a list of acceptances are compiled. Certificates are issued for each object subject to acceptance. Acceptance is an inspection or test carried out in accordance with drawings or an acceptance list, and the recognition of products that meet the established specifications.

The certificates indicate:

Test period;
Terms of acceptance of this object;
Acceptance program and its results.

Certificates are usually grouped by design:

Hull part;
Power plant;
Systems;
Devices;
Electrical equipment, etc.

In the list of acceptances, certificates are grouped by stages of acceptance testing.
A separate group includes the so-called construction certificates, which are issued before the start of testing.

Such certificates include, for example:

Results of verification of certificates for ship hull material;
Certificates of testing the tightness of the housing compartments;
Certificates of verification of compliance of hull structures with the design, etc.

The total number of identities can be quite significant. Thus, for a dry cargo ship with a deadweight of about 40,000 tons, the magazine provided about 700 certificates, of which 300 were construction certificates.

The entire period of acceptance testing generally includes the following stages of work:

Preparation for tests;
Mooring tests;
Sea trials;
Inspection of mechanisms;
Control output.

In addition, for certain types of vessels, another stage of testing is provided - operational tests of the lead vessel of the series. They are carried out after the customer signs the acceptance certificate according to the program developed by the ship designer. For example, for fishing vessels, the program includes checking the performance of fishing, technological and refrigeration equipment in operating conditions and checking the compliance of the technical and economic indicators of the vessel design requirements. Ice tests are provided for icebreakers and ice-navigating vessels.

All applicants to shipyards mechanisms and equipment for checking the quality of assembly and establishing the parameters entered in the passport are subjected to bench tests. Bench tests reduce the time and cost of subsequent tests on the ship. At the manufacturing plants of mechanisms, appropriate test benches are created for such tests.

The main part of the preparation of the vessel for testing consists of:

Reactivation of ship equipment;
Adjustment;
Setting up and testing in action;
Flushing and checking the cleanliness of pipelines and systems, etc.

Due to the increase in the power supply of ships, the expansion of the use of automation and control equipment, the labor intensity of adjustment and adjustment work is increasing and in some cases reaches 50% of the labor intensity of mooring tests. After completing the preparatory work, mooring tests begin.

Mooring tests are carried out in order to check the quality of installation and performance of ship equipment and determine the readiness of the ship for sea trials. Previously, such tests were carried out only after the vessel was launched and moored at the plant's outfitting quay. Hence the name - mooring tests.

Mooring tests are carried out according to programs and methods developed by the vessel designer. In addition to instructions for conducting tests, the methods contain lists of equipment, fixtures and equipment required for testing, as well as table forms for recording equipment performance indicators and the results of their measurements.

Rice. 1 Diagram of a cable measuring line (a) and a measuring line equipped with secant sections (b)

As ship equipment improves and its use automated systems management are being improved and technical means, and measurement methods, which are the main source of obtaining a sufficient amount of objective information about the operation of equipment. During testing, equipment is increasingly being used that automatically records changes in parameters over time and records indicators on tapes of oscilloscopes, recorders, or with digital information displayed on the screens of relevant devices. Instruments and equipment combined into complexes continuously and synchronously record a large number of rapidly changing parameters in both steady-state and unsteady operating modes of ship equipment. All kinds of sensors are used to measure and record various parameters.

During mooring tests, the performance indicators of the presented equipment are recorded and identified deficiencies are noted. If the operating conditions of the equipment during mooring tests do not differ from the operating conditions during sea trials, then according to the results obtained this equipment are finally handed over. Equipment, systems and devices, the operating conditions of which during the ship's progress differ from the conditions for mooring tests, are accepted twice, first at mooring tests and finally during sea trials.

The first group of equipment includes, for example:

Ship power plant;
Galley equipment;
Most ship systems, etc.

To the second:

Anchor device;
Steering screw complex, etc.

A significant part of the work during the mooring tests is related to the main power plant. First, they set up and test the auxiliary mechanisms that serve this installation, then they test electrical power equipment and various emergency mechanisms (for example, an emergency diesel generator). In order to save resources auxiliary vessels During the testing period, the vessel is provided with electricity, steam, and compressed air from shore sources.

At the beginning of mooring tests of the main diesel installation, the following is checked:

The operation of the turning device is correct;
Alarms for pressure drop and oil overheating;
Turning off the fuel supply when the rotation speed is higher than permissible;
Engine starting qualities and starting air reserves.

Then they check the operation of the main engine at low and medium speeds, and, if there is a controlled pitch propeller or special load devices, at full speed.

During the period of mooring tests, the equipment of all ship premises is checked and handed over, the tightness tests of the premises are completed, and the salvage equipment is checked.

Mooring tests of a vessel are considered fully completed if all sections of the test program are completed in full and all equipment of the vessel is accepted by representatives of the technical control department of the plant, the Register and the customer in accordance with the mooring period certificate log. After completion of the mooring tests, the vessel is ready for sea trials.

Sea trials are carried out to check the reliability of:

Actions of mechanisms;
System;
Devices;
Instruments and the entire vessel under sea conditions;
As well as compliance with contractual documentation technical characteristics;
Seaworthiness of the vessel.

Tests are carried out in those areas of the sea, reservoir or river where free maneuvering of the vessel is possible, the necessary depths are available and accessible technical support inspections of individual mechanisms, devices and various equipment of the vessel.

During sea trials, the design specifications of the main ship engines (power, fuel and oil consumption, etc.) are checked at different modes progress, including:

Economic;
Full;
The most complete;
Rear.

Simultaneously with checking the ship's power plant, sea trials determine the speed and maneuverability of the vessel.

Determining the speed of the ship is necessary to obtain its dependence on the speed of rotation of the propellers and the power of the main power plant. Speed tests are carried out in special areas of the sea (rivers, reservoirs) on a measuring line (measuring mile) shown in Fig. 1. Required terms To organize such a line, there is sufficient depth and the presence of free sections of water at the ends of the measuring section to ensure the safe turn of the vessel on the reverse course and increase in speed. Depth of the water area in the area of the measuring line N l must be at least highest value, obtained by the formulas:

IN And T- the width and draft of the vessel, respectively, m;
V- the highest possible speed of the vessel, m/s.

The measuring section of the measuring line is designated by secant sections (Fig. 1, b). the distance between which is precisely measured. To ensure sufficient accuracy of measurements, the run length on the measuring line should be one mile - at speeds up to 18 knots, two miles at speeds of 18-36 knots, three miles - at speeds over 36 knots.

To eliminate the influence of current, wind, and random errors in measurements on the test results, several runs of the vessel are carried out in opposite directions at the same propeller speed. Usually limited to three-tack runs. Speed is determined as the average of measurements on several tacks.

When using electrical methods for determining the speed of a vessel, cable measuring lines are used, in which the role of transverse sections cutting off a measuring section of a certain length is assigned to electric cables. The equipment installed on the vessel records the moments of the vessel's passage over the cables and determines the time interval for passing the measuring section (Fig. 1, A).

Speed tests of the lead vessel are carried out by a special group distributed among the measurement sites. The locations must be equipped with reliable communication with the measurement supervisor. During the tests, the propeller shaft rotation speed is recorded using recording devices, and readings of the propeller shaft rotation speed counters are taken continuously at regular intervals (no more than two minutes). Required speed measurement accuracy ±0.2%.

During maneuvering tests, the maneuverability of the vessel and its inertia are determined at various speeds, give an assessment of the ship’s stability on course.

The agility of the vessel is characterized by the elements of circulation:

Tactical diameter (the distance between the return course lines when the ship turns 180°);
Duration of circulation;
The angle of heel of the vessel during circulation;
Losing their speed.

The circulation diameter is measured using standard ship radar stations, as well as using special navigation equipment.

The basis for determining the inertia of a vessel is the assessment of its reversible qualities. Checking the reverses is necessary to determine the duration of the change in the direction of movement of the vessel to the opposite. Reverse is characterized mainly by the length of the path traveled by the ship from the beginning of the reverse to a complete stop. This path is called coasting. The run-out is usually expressed in lengths of the ship's hull, for example, “one length”, “two lengths”, etc. It is measured using radar equipment or using wooden blocks thrown into the water from the bow of the ship along the direction of its movement at the moment the command is given about changing the driving mode. When the stern of the vessel reaches the first dropped bar, the second is dropped, etc. until the vessel comes to a complete stop.

During sea trials in running modes, some elements of electrical equipment and navigation devices are also checked.
Sea trials are considered completed if all sections of the test program have been completed and the results obtained correspond to the specifications of the equipment or vessel.

Inspection of ship machinery and equipment is carried out after completion of sea trials. During the inspection process, a control opening of the mechanism is performed and its individual components are disassembled to determine their condition and identify possible defects. Particular attention is paid to rubbing and high-stress components and parts of disassembled mechanisms. The list of ship equipment subject to inspection, indicating its volume, is compiled by the selection committee.

At the same time as the equipment inspection, deficiencies identified during testing are eliminated. At the same time, the final painting of the ship's hull is carried out.

A control exit to the sea (reservoir, river) is carried out after:

Audits;
Elimination of all identified defects and shortcomings;
Installation in standard places of equipment;
As well as spare tools and devices.

The purpose of the control output is to check the operation of the equipment that has been audited.

Acceptance tests are organized and carried out by the ship's building plant together with representatives of counterparty plants, whose participation is stipulated in separate agreements with them. The preparation and conduct of tests is carried out by the plant’s delivery team, led by the responsible commissioner, consisting of highly qualified workers and engineers from both this plant and some contractors. The composition of the delivery team is appointed by order of the plant director. The acceptance team also includes a test batch, whose responsibilities include ensuring normal operation all measuring instruments and recording their readings during testing.

Acceptance of the vessel during acceptance tests is carried out by the acceptance committee, which includes representatives of the organization supervising the construction, the captain of the vessel and representatives of the customer and design organization. Upon completion of the acceptance tests, the acceptance committee signs the vessel acceptance certificate. From this moment the vessel is considered delivered to the customer.

Content: On the introduction of rules for spelling and pronunciation of certain words and expressions adopted in
naval language.

In the official correspondence and in various printed publications of the People's Commissariat of the Navy there is no unity in

designation of the same objects and concepts from the field of naval use.

To stop the inconsistency and maintain the purity of the naval language, it is proposed:

1. Adopt the rules for spelling and pronunciation of certain words and expressions adopted in the naval language.

2. All naval officers should study the rules and be guided by them both in literary work and in everyday official correspondence (reports, reports, orders).

3. Introduce the study of the Rules in naval educational institutions of all levels and ranks, where a course in Russian language and literature is taught.

Appendix: Rules for spelling and pronunciation of some words and expressions adopted in the naval language.

Chief of the Main Naval Staff of the Navy

Vice Admiral ALAFUZOV.

I APPROVED

First Sea Lord
Vice Admiral Alafuzov
September 16, 1944

Agreed with the Institute of Language and
writing system of the USSR Academy of Sciences.

Full member of the USSR Academy of Sciences

S. Obnorsky

Spelling and pronunciation rules
some words and expressions adopted
in naval language

1. Basic benefits

The main tools for resolving questionable spelling and pronunciation issues are:

a) Academician A. A. Shakhmatov, Essay on the modern Russian literary language. Approved by the People's Commissariat of Education of the RSFSR as a manual for higher pedagogical educational institutions, third edition. State Educational and Pedagogical Publishing House, Moscow - 1936

Theoretically based interpretation of general issues of Russian spelling and, partly, pronunciation;

b) Dictionary Russian language edited by Professor D. N. Ushakov, ed. State Institute "Sov. Encyclopedia", OGIZ,
1935

Interpretation, pronunciation and correct spelling of words of Russian origin included in modern Russian
language (except proper names);

c) Great Soviet Encyclopedia

Spelling and pronunciation of most words, including many proper names, included in the modern Russian language;

d) Naval Dictionary, volume one, A-N, Naval Publishing House of the NKVMF USSR, Moscow 1939 Leningrad;

e) Naval Dictionary, volume two, O-Ya, State Naval Publishing House NKVMF, Moscow 1939 Leningrad

Spelling of naval terms that entered the language before the dictionary was compiled;

f) Manual on combat activities of the headquarters of the Navy units. State, naval publishing house NKVMF, Moscow 1940 Leningrad

Forms of combat documents, correct spelling of numbering of ships and units, links to maps, dates, orientation by cardinal directions, geographical names;

g) Rules for maintaining operational cards, State Publishing House of the NKVMF USSR, Moscow 1940 Leningrad

Correct spelling of abbreviations adopted in the Navy;

h) Manual on field service of the Red Army headquarters. Military Publishing House of the People's Commissariat of Defense USSR,
Moscow-1942

Correct spelling of conventional abbreviations adopted in the Red Army;

i) Directory of ship personnel of the navies of foreign states 1943, Office of the Naval Publishing House of the NKVMF of the USSR, Moscow - 1943

Correct spelling of the names of modern foreign warships and auxiliary vessels in Russian and Latin transcriptions.

Everything that follows is based on the consensus guidelines of most of the benefits listed.

In the future, the upcoming publication of the Marine Atlas of the Hydrographic Directorate of the Navy will join the list of basic manuals.

d) documentary support for the correct spelling of geographical names.

2. About the spelling of some names
nouns

Nominative singular:

Prepositional singular case:

Nominative plural:

Write	Don't write
agreements (pron. dogov ABOUT ry)	agreement
engineers	engineer
warships	military vessels
boats (pron. boatA )	boats
conductors (pron. conductor ABOUT ry)	conductor
cruiser (pron. cruiser A )	cruisers
pilot (pron. pilot A )	pilots
midshipman (pron. midshipman A )	midshipmen
officers	officer
ports	port
seiners	seiner
ships	vessel
merchant ships	merchant ships
transports	transport
mooring lines	mooring lines
navigator (pron. navigator A )	navigators
anchors	anchors

Genitive, accusative and prepositional plural cases:

3. About the spelling of some adjectives

Write	Don't write
two-kilometer	two-kilometer, 2-kilometer
Odessa direction	Odessa direction
Odessa naval base	Odessa naval base
operational direction	operational direction
operational thinking	operational thinking
identification signal	identification signal
experimental pool	experimental pool
pilot test	pilot test
experimental kit	experimental kit
prototype	prototype
experimental training	experimental training
experienced sailor	-
experienced officer	-
smooth networks	smooth networks
Romanian coast	Romanian coast
three-gun salvo	3-gun salvo
typical operation	-
typical situation for the operation in the Gulf of Finland	-
The Gulf of Finland	-
Finnish coast	-
Finnish skerries	-
mooring testing of mechanisms	mooring tests mechanisms

4. About the spelling of numerals

Numbers up to nine inclusive to indicate the number of objects should be written in words: eight boats. The number of objects over nine can be shown in words and numbers: ten boats (10 boats). When showing the number of items in numbers, write the items themselves in words: 10 minesweeper divisions, not 10 DTSH (the latter abbreviation means the tenth minesweeper division).

5. About the use of some verbs

6. About the correct spelling of geographical names

The correct spelling of the geographical name is selected from the Index of the Maritime Atlas published by the Hydrographic Directorate of the Navy or from the latest edition of the corresponding navigation guide of the State Administration of the Navy of the USSR (using an alphabetical index). If there is no navigation route covering the required area, then you should be guided by the spelling adopted in the Great Soviet Encyclopedia or in the Index of the Great Soviet Atlas of the World.

If it is necessary to mention in an official document a foreign geographical name that is not in the Maritime Atlas and in the directions of the Main Directorate of the Navy of the USSR, write it in the Latin alphabet, using the transcription of the directions of the British Admiralty.

If a private geographical name consists of two words, both words are written with a capital letter: Western Gogland Reach, Eastern Bosphorus.

7. About orientation in space

All directions should be given in degrees or in bearings, adhering to the following provisions:

a) give in degrees courses, bearings, light sectors of beacons, alignment directions, directions from noticeable points to find the location of danger, signs of a floating fence, etc.;

b) the directions of winds, currents and shores should always be given in rumbas, and the construction of the phrase in this case should exclude the use of the name rumba in the form of an adjective. For example, you should write the wind S, the current goes to NW, the coast changes direction to SO, the coast has the direction NO - SW or the wind is north, the current goes to the north-east, but not “south wind”, “north-west current”, “ south-west direction”, etc.;

c) directions characterizing the orientation of an object (shore, cape, tip, etc.) relative to the cardinal points, always be given in Russian words, for example, northern shore, southwestern tip, east of the alignment, etc.;

d) directions that give orientation to coastal objects from the sea can be given in bearings and degrees, for example, Cape Krugly on ONO at 3 miles, Mount Vysokaya at 136° at 2.5 miles.

8. About the spelling of surnames

Surnames coming from Slavic roots ending in in, n, h, skiy, tskiy, y, y, a(like Danilin, Ivanov, Matveev, Ivanovsky, Ivanovich, Bely, Ivanetsky, Lebeda), as well as Soviet surnames that came from non-Slavic roots, and, finally, foreign surnames - Russified or firmly established in the everyday life of Russian writing and, moreover, consonant with Russian words ( Altvater, Amundsen), are declined in full accordance with the rules of nouns or adjectives.

Surnames of Slavic origin O and all surnames of non-Slavic origin, discordant with Russian words, are not declined (Konyushenko, Traverse. Georgadze, Georgishvili, Yusuf-Zade).

9. About the spelling of ship names

The gender of the name of a ship (as a part of speech - a noun or adjective), given together with the designation of its class or type, is subject to the gender of the designation of the class or type of ship.

Examples: the cruiser "Aurora" was taken out of the harbor; the submarine "Walrus" left the harbor; The schooner "Sailor" entered the harbor.

In official documents, the names of ships must be preceded by class or type designations: destroyer"Proud". In this case, only the designation of the class or type is declined, and the name of the ship remains unchanged.

Example: It is not advisable to go out without the destroyer Gordy.

10. About abbreviations

The overuse of abbreviations makes reading difficult, obscures the meaning and sometimes leads to erroneous interpretation of the text.

The use of abbreviations is permitted only there. where this is inevitable: in operational documents, in logs - watch, combat, historical, in official manuals and in tables, where this is caused by lack of space or the desire to avoid repetition of cumbersome designations.

Moreover, in publications intended for a wide range of readers. Only those abbreviations that are given in Rules for maintaining operational cards and in Manual on field service of the headquarters of the Red Army . Only in publications intended for a narrow circle of readers belonging to one special service, conventional abbreviations adopted within this service are allowed.

When using the legal abbreviation BTSH, remember that this means a basic minesweeper, and not a “high-speed minesweeper”; KATSCH is a minesweeper-boat, and not a “boat minesweeper”.

The abbreviations for ship classes given in operational documents are doubled only in cases where we're talking about about the plural number of ships without indicating their number.

Example: CL CL line up in a wake column, but: three CL line up in a wake column.

The number of ships, the class of which is given by an abbreviated designation, is written in words.

Example: three SKR (three patrol ships).

The number preceding the abbreviated designation of the ship's class indicates the serial number of the ship.

Example: 3 SKR = third patrol ship.

An abbreviated designation of a ship class or aircraft type, given without indicating a number, is written without quotation marks.

Example: two MO boats, a U-2 plane, one La-5.

However, the aircraft type, designated by the full name of the designer or the full conventional name, is written in quotation marks.

Example: two Douglass, three Flying Fortress aircraft.

The abbreviated designation of the class or type of ship in combination with a number, thus depicting the name (proper name) of the ship, is written in quotation marks (until the second half of the 19th century, the names of ships were written without quotation marks, but were highlighted in italics in print), For example: "MO-114", "M-172", "Shch-21".

Ultrasonic underwater surveillance device of the type developed by the Anglo-American organization Anti Submarine Defense
International Commitee, call Asdik, not Azdik.

Abbreviated designations for metric measures and various physical quantities adopted in the USSR are depicted in strict accordance with existing all-Union standards (OST).

For example: m (meter), km (kilometer), kg / (kilogram), t (ton) without dots (particularly because m serves as an abbreviation for minute, and t can be taken as an abbreviation for the word thousand). The word mile has no abbreviation and is always written in full (m means meter, and m means minute). The word cabletov is abbreviated as cab.

General names of geographical locations (island, cape, mountain, city) in all cases except for sailing directions should be written in full.

For example , Gogland Island. In driving directions, the following abbreviated designations of geographical points are allowed, with proper names following them:

Island - o.
River - r.
Village - village

City - city
Cape - m.
Lake - lake

In other cases (besides driving directions) abbreviation of common names of geographical objects can lead to confusion (b. can be understood as a bay, bank, base and tower, g. can be understood as a city and as a mountain, o. as an island and as a lake, etc.).

In operational documents, charters and in popular literature, the abbreviated designation of geographical coordinates should be depicted as follows: lat. 00°00" N, long 00° 00" 0 or
lat. 00 ° 00" north., long. 00 ° 00" rest.

In the combat log, in accordance with the Rules for Maintaining Operational Maps (p. 28), with abbreviated coordinates, the latitude is given without indicating north or south; longitude - without specifying eastern or western: w = 59°17",0, d = 27°18",5.

IN scientific works(according to OST 6345) geographic latitude and longitude are indicated fi φ And lambda λ .

Avoid in written documents name classes of ships by abbreviated designations allowed (according to the Rules for Maintaining Operational Charts) for transmission by telephone and semaphore: battleship, destroyer, gunboat, submarine.

In operational documents drawn up in a hurry, it is allowed to use the abbreviations LC, EM, CL, PL, and in all other cases write in full: battleship, destroyer, gunboat, submarine.

11. About the use of Russian and Latin alphabets

Names of foreign ships in newspapers, magazines (except magazine "Sea Collection" ) and in popular literature write in Russian letters, using the Russian transcription of the alphabetical index "Directory of ship personnel of foreign navies." If at the same time it is necessary to cite the original foreign language name, then write it in Latin alphabet in brackets after the Russian name. In the magazine "Sea Collection" and in printed publications of a scientific research nature, the names of foreign ships of modern times should be written in Latin alphabet in the transcription of the publication corresponding to the time "Directory of naval personnel
foreign fleets" or Jane's Fighting Ships. When describing the past names of ships of eastern states that did not use the Latin alphabet at one time (Greece, Egypt, Iran, Turkey, Siam, China, Japan), write in Russian.

Head of the Department of the State Medical School for the study and generalization of war experience

Captain 1st Rank N. OZAROVSKY.

Notes in the order:

The Russian language allows equally both forms: boats - boats. cruisers - cruisers, however, in the everyday life of the fleet and in naval literature to the second
half of the 19th century, the shape of the boat and cruiser was firmly established: "The first mine boats had such little speed that they could not overtake
no warship. . . " (S. O. Makarov. Discussions on issues of naval tactics, p. 321. Voenmorizdat. 1943).

So: boats. cruisers, pilots, midshipmen, navigators, anchors - represent a common literary form.

Uniform: boat, cruiser, pilot, midshipman, navigator, used in naval language as a professional uniform.

Relating to experiments (experimental).

Experienced.

About the movement of the boat.

* Geographical private name - proper name - is written with a capital letter.

Finnish, Romanian and all other coasts - common nouns, may be different - are written with a lowercase letter.

Let it sink.

During mooring tests, mechanical and other equipment is tested in action on a ship located at the plant's berth. During the testing process, the correctness and quality of installation, preliminary regulation and reliability of the operation and interaction of main and auxiliary mechanisms, devices, systems and other equipment are checked, which are then checked under running conditions. Equipment, the operation of which does not depend on running conditions, as well as mechanisms that are tested using a method that simulates the running conditions of their operation, are finally tested in action and handed over to representatives of the customer and the Register of the Russian Federation.

Before testing, a report is drawn up on the readiness of the vessel for testing and the availability of reserves of fuel, oil and water, etc. Based on this report, an order is issued to begin mooring tests on the ship and at the same time a plan and schedule for their conduct is approved.

The sequence of mooring tests depends primarily on the type of vessel, main engine and the degree of their readiness for testing. General procedure testing of mechanical equipment is approximately the same for all ships. First, they regulate and test the mechanisms and systems that ensure the vessel is unsinkable and fire safety. At the same time, they carry out adjustment and then tests of the main engine with the mechanisms, systems and shaft lines that serve them, and also carry out adjustment and testing of mechanical equipment that does not depend on the operation of the main engine.

When testing the engine, the following basic work is performed: preparation for action in accordance with the instructions (pumping with oil, cranking manually or with a cranking machine, opening valves, etc.); commissioning in action, bringing technical characteristics to the regulated ones and eliminating detected defects; testing of equipment in the modes provided for by the test program and delivery to representatives of the customer and the Register of the Russian Federation; elimination of detected defects and bringing mechanisms, devices and systems to their original state.

The scope of mooring tests is regulated by the program, and their sequence is regulated by the plan and schedule. In order to save their resource, tests of some elements of equipment of ship diesel installations are carried out from shore power sources.

See also:
What are the main provisions of the methodology and organization of these tests?