§ 59. Elimination of accidental damage to the vessel.
After every even slight impact on the ground, other vessels or the berth, the hull of the vessel should be checked to make sure that no water is entering it.
It should be remembered that a decrease in the flow of water into the hull through a hole can be achieved by stopping the vessel or reducing the speed.
If water appears inside the vessel, it should be pumped out and the cause of the leak removed. There is very often a small amount of water inside wooden ships; its level must be systematically measured and must be pumped out.
Water entering the hull through the side in rain or waves must be immediately pumped out: on small open boats and boats with a watering can (scoop), a bucket or a portable pump, and on larger boats - with dewatering pumps (pumps).
If there is not enough water in the vessel, a mop or rag can be used to completely dry the bottom to collect the water and then wring it out.
If water quickly enters the hull of the boat, you need to take a course to the shore, find the place of the leak and take measures to repair the damage with the means available on the boat. Leaks on a boat with a wooden hull can be detected by putting your ear to different places of the inner lining: in the place of the leak, you can hear the murmur of water. After identifying the reason for the flow of water, the dimensions of the hole or the place where the seam has parted are established, and a place is made available for sealing the leak. A small hole or crack can be temporarily plugged with a gag made of rags, tow, felt, clothing, etc. The gag should be sized to fit the size of the hole or crack. From the inside, the gag is pressed with a board, which can be reinforced with wedges or spacers. If the hole in the side is slightly below the waterline, then the load can be moved to the opposite side so that the hole is above the water. A hole in the bow can often be lifted out of the water by trimming to the stern. Actions to eliminate leaks must be timely and prompt. If the wood sheathing is damaged in the topside near the waterline, then the hole can be repaired from the outside with a piece of plywood.
Large motor yachts and boats on long-distance recreational voyages should have a soft plaster and other emergency material, including tow. The soft plaster consists of two layers of canvas with felt between them. The plaster is sheathed with lyctros, at the corners there are lights for threading tackles (sheets), with the help of which the plaster is brought to the place of the hole. The patch can be replaced with tarpaulin of the desired size tarpaulin soaked or soaked in linseed oil. In place of the hole, the plaster is lowered with the help of podkilny ends, which are attached to the lights of the lyktros (fig. 133). The work is carried out in a place where the current is weak, or even better, where there is no current at all. The plaster is brought under the body to the place of the hole from the nose. The plaster applied under the hole will press against the hole with water pressure and stop flowing. After that, the hole is sealed from the inside.
Rice. 133. Soft plaster attached to the hole in the hull
Before sailing on large boats and on some small vessels, it is recommended to prepare hard plasters - shields of various sizes. A hard plaster shield is made of plywood sheathed with tarpaulin, under which a thick layer of tow is placed. The hard patch is attached to the hole from the inside with a spacer, nails or wedges.
Rice. 134. Steering in a rudder accident: a- a stern paddle; b-towing items
If the steering line is damaged, the boat is anchored or brought to the shore to eliminate the damage. A temporary tiller can be used.
A broken tiller and rudder can be temporarily replaced (Fig. 134) with a stern oar, a board, two-wire bucket towing, etc. The broken tiller can be set in motion, providing control of the boat with an adjustable wrench. The progress of a boat with a broken rudder or tiller must be reduced to such an extent that the boat can be steered. If it is impossible to eliminate the breakage and breakage of the rudder blade loops on wooden ships, then they are replaced with rope ones. To do this, a hole is made in the steering wheel, into which a strong cable is passed, the ends of which are fixed with nails and brackets to the keel and sternpost (Fig. 135). By tensioning the cable, they regulate the free rotation of the steering wheel and prevent it from excessive wobbling. Broken poles, oars, rudder blade, fastening parts are often connected by overhead tires tightened with wire or cable (Fig. 136).
If the vessel is involved in an accident or may “take water”, the crew and passengers must put on and secure the rescue equipment. Such a measure should not be considered an element of cowardice or panic: this is dictated by common sense and the difficult situation in which the ship and its crew fell.
Air boxes installed on boats and boats, although they take up space, ensure the buoyancy of the vessel even during flooding. Logs, empty barrels, cans, lifebuoys and other light objects attached to the sides of the boat or lifeboat also provide buoyancy.
If, when filling with water or capsizing, the ship remains afloat, then, while waiting for help, you need to grab the side of the boat and, saving strength, without rushing, tow the ship to a shallow place, the shore, helping weakened comrades. If possible, you should give signals or in any other way to attract attention. Usually, some time after capsizing, there is some air in the ship's hull, which ensures unsinkability in the keel up position. A vessel equipped with special air boxes will float even if filled with water. Each of the victims of the accident must have a rescue device and not sail away from the vessel, even if the shore is close, and also not climb onto an overturned vessel.
There are many known cases when the crew members of an overturned ship sailed from it to the shore, but died on the way, and the poorly navigated held on to the overturned ship and survived.
If forces allow, you need to try to put the capsized vessel on the keel and scoop the water out of it. As soon as the sides rise even a few centimeters out of the water, one person from the stern or bow should carefully climb into the boat and continue to pour water. Then, as they are freed from the water, all the others are taken aboard the ship one by one.
If the ship capsizes under sails, then first of all you need to remove them. It is impossible to put a ship on the keel with sails. All ships are required to provide assistance to those in distress. It is necessary to approach the emergency vessel from the leeward side. It is not allowed to sail under sail to provide assistance.
Damaged ship property... To eliminate water flow in the hull and various damages, ships are supplied with emergency equipment and materials.
The name and minimum amount of damaged property are established by the norms of the Register of the Russian Federation, depending on the length and purpose of the vessel. The emergency supplies include: plasters with rigging and equipment, locksmith and rigging tools, clamps, bolts, stops, staples, nuts, nails, canvas, felt, tow, cement, sand, wooden beams, wedges, plugs, etc. ships and special-purpose ships with a length of 70 m and more, as well as fiberglass ships, additional equipment is provided for by the Rules of the Register of the Russian Federation. All modern large-tonnage ships, in addition, usually have light diving equipment and electric welding equipment.
Items of emergency supplies, except for diving equipment and plasters, must be painted with blue paint: wooden items - completely; bars - from the ends and at the ends (at a length of 100-150 mm); metal objects - on non-working surfaces: covers of plasters, mats, coils of wire - in transverse stripes.
The container for storing emergency supplies must also be painted with blue paint (either completely or in a strip) and have a clear inscription consisting of the name of the material, its weight and the permissible shelf life.
All specified supplies should be stored at emergency posts: in special rooms or in boxes. There must be at least two such posts on the ship, and one of them must be in the engine room (on ships 31 m and less in length, emergency supplies can only be stored at one emergency post. Emergency posts must have clear inscriptions "Emergency post". In addition, signs of the locations of emergency posts should be provided in the aisles and on decks.
Emergency equipment with special marking may only be used for its intended purpose: when fighting water, as well as during drills and exercises. The damaged property consumed or out of order should be written off according to the act and, as soon as possible, replenished to the norm.
At least once a month, the commanders of emergency parties (groups) with the participation of the boatswain must check the presence and serviceability of emergency equipment. The results of the check are reported to the chief mate. A similar check of emergency equipment (simultaneously with checking fire-fighting equipment and life-saving equipment) is carried out by the senior assistant every 3 months. What he reports to the captain and takes measures to eliminate deficiencies. All this is recorded in the ship's log.
Soft plasters are the main means of temporary sealing of holes; they can take the form of hull lines anywhere on the ship. Four types of soft plasters are used on sea-going vessels: chain, lightweight, stuffed and training.
Plasters are made of waterproof canvas or other equivalent fabric; along the edge they are sheathed with lyctros (vegetable or synthetic) with four thimbles at the corners.
Sheets and braces of chain mail plasters are made of flexible steel cables, control pins are made of vegetable cables, and the keel ends for all plasters are made of flexible steel cables or chains of the appropriate caliber.
Sheets and keel ends should be long enough to cover half of the ship's hull amidships and attach on the upper deck, provided they are spaced 45 from the vertical
The control post, designed to facilitate the installation of the patch on the hole, has, like a lotlin, a breakdown every 0.5 m, counting from the center of the patch. The length of the control pin should be approximately equal to the length of the sheet.
Guys, provided for chain mail and lightweight patches, serve as auxiliary gear, contributing to a tighter adhesion of the patch to the hole. The length of each guy must be at least half the length of the ship. The most durable of all soft patches is chain mail.
Hole patches are applied as follows. Previously, using the numbering of the frames, mark the boundaries of the hole with chalk on the deck. Then a plaster with equipment is brought to the place of work. At the same time, they begin to plant the podkilny ends. At this point, the vessel should not be running. Depending on the location of the hole along the length of the vessel, the keel ends are started from the bow or stern and are placed on both sides of the hole. If the keel ends are started from the stern, weights should be used on them, which will allow the keel end to pass cleanly, without touching the propellers and rudder.
With the help of staples, the heel ends are attached to the lower corners of the plaster, and sheets and a control pin are attached to its upper luff. Then, on the opposite side, hoists or winches begin to select the heel ends, at the same time etching the sheets until the control line shows that the plaster is lowered to the specified depth.
The sheets stretched at the desired angle and tucked in, and the keel ends are attached to the bollards or wefts. The adherence of the patch to the damaged area is considered satisfactory if the vessel's drainage facilities are capable of removing water from the flooded compartment.
A soft plaster allows you to quickly enough to temporarily seal cracks and small holes on ships, but it has a number of disadvantages:
Does not have the required strength;
Does not allow to start it without the participation of a diver in cases where the hole is located near the zygomatic keel or has ragged edges bent outward;
Can be ripped off when the boat is moving.
With a large hole (more than 0.5 m2), as the damaged compartment is drained under the pressure of seawater, the plaster will be drawn into the hole. In this case, before putting in the plaster, you have to resort to putting in several steel podkilny ends, going along the body through the hole. These ends, called fake frames, are tied on deck with lanyards; they play the role of a frame that prevents the plaster from being drawn into the body.
Maneuvering a damaged vessel
If the ship has received any damage on the high seas, skillful maneuvering is an important condition for preventing its death. As a result of damage, the vessel can receive a large list, surface holes near the waterline, and as a result, as a rule, its stability decreases. Therefore, it is necessary to avoid, especially at high speed, sharp rudder shifts that cause additional heeling moments.
In case of damage to the bow, which caused water flow in the hull, the forward movement of the vessel will increase the flow of water, and, consequently, create additional pressure on the aft bulkhead of the damaged compartment. In this situation, it is risky to drive forward until the hole is repaired, especially if the hole is significant. If it is not possible to close the hole, you should significantly reduce the speed or even go in reverse (for example, on multi-screw vessels).
In the event of icing of a damaged vessel, stability and maneuverability usually deteriorate further, therefore the crew must take measures to combat the ice.
If the damaged vessel has a significant list that cannot be reduced, the master is obliged to maneuver so that, in order to avoid capsizing, the elevated side of the vessel is not upwind, especially when the wind reaches stormy force or has a squally character. In stormy weather, by changing the speed and course relative to the wave, it is possible to significantly reduce the amplitude of rolling, avoid resonance, as well as the possible loss of stability during associated waves, which is most likely at wavelengths close to the length of the vessel.
If the damage sustained by the vessel during the voyage is so great that the ship's facilities cannot cope with the incoming water, it is most reasonable to run the vessel aground. If possible, you should choose a bank that has a gentle slope, sandy or other similar soil without stones. It is also desirable that there are no strong currents in the landing area. In general, it is better to run aground anywhere (if this does not threaten the apparent death of the vessel) than to attempt to reach a suitable shore and expose the vessel to the risk of sinking at great depths.
When deciding to land a damaged vessel aground, one must take into account the danger of a decrease in stability if the vessel touches the ground with a small area of the bottom, especially on hard ground in an area where the depths increase sharply from the shore. The reaction of the support that appears at this moment, applied to the bottom of the vessel at the point of contact with the ground, is the reason for the decrease in stability. A dangerous roll may not occur if the slope of the ground is close to the roll or trim angle of the vessel, since the vessel will land on the ground at once with a significant part of the bottom, as well as when landing on soft ground: in this case, the end of the vessel does not rest on the ground, but crashes into him.
To prevent the vessel from receiving new damage from impacts on the ground in stormy weather, it must be secured aground, for example, by the delivery of anchors or additional flooding of the compartments.
When all the damage is repaired, they begin to pump out water from the flooded compartments. First of all, water must be completely removed from the compartments with the greatest width. If this recommendation is disregarded, during the ascent of the vessel, its stability can again deteriorate from the presence of free surfaces.
Grounding is carried out, as a rule, with the bow, but in soft ground, landing astern is not excluded with the recoil of both anchors at an angle to the coastline, possibly closer to a straight line. Despite the risk of damage to the rudder complex, this method is not without its advantages: the bow of the ship, which is the most durable part of the hull, will take the impacts of the waves, and the impacts will be exposed to the minimum area; Anchors can be used to anchor the vessel aground, avoiding the very laborious operation of bringing them in. In addition, they can be used to facilitate subsequent refloating of the vessel.
Questions for self-test:
1. What is related to emergency inventory, materials and tools?
2. Marking of emergency property.
3. Plasters.
4. Sheets and guy lines.
During the period of operation, for a number of reasons, ships can receive damage to the hulls in the underwater part. Most often this occurs due to impacts of ships on the ground, port facilities and various underwater objects, as well as collisions of ships. Damage is also possible in the underwater parts of ships and floating facilities as a result of overvoltage of the hull during heavy rolling or when sailing in ice. 116
Damage to the hull can be of three types: holes, cracks and loose seams; damage to the hull also includes loose rivets (riveted on older ships).
Holes in the hull can have a wide variety of configurations and areas from a few square centimeters to tens of square meters. Holes are characterized by the presence of torn and bent edges, as well as dents around them, which makes them difficult to seal and requires the use of various plasters.
Cracks and open joints can also be of various sizes in size, but in most cases they are small in width, which makes them easier to seal.
Inspection of damage to the hull. If the location of the damage is unknown, divers examine the hull from the end of the keel or the ladder. A detailed examination of the place of damage and removal of dimensions, as well as its termination, should be carried out from a working arbor. When examining, it should be borne in mind that when water enters the hole, there is a danger of the diver being pulled or sucked to the hole. Therefore, the diver must inspect and inspect the hole from the side, occupying a position that prevents it from being pulled or pulled to the hole.
When examining ratchets and split joints, the diver determines their length and direction, as well as their width, so that later on the correct choice of wedges for sealing them. Inspection of holes in flat areas of the hull consists in removing their dimensions and inspecting the edges in order to establish the possibility of placing a plaster and the need to cut torn and bent parts; the dimensions of the holes are removed using a diving ruler or some kind of bar on which the diver makes notches.
If the hole is located on the cheekbone of the ship in the area of the stem or sternpost and for its sealing it is necessary to put a figured plaster, the diver, using templates, removes the hull contours around the hole. The templates are also removed for placing patches on holes surrounded by dents. The most convenient templates are made of wood in the form of boxes or squares (Fig. 75); The boxy template is a quadrangular frame made according to the removed dimensions of the hole with the calculation of its overlap on all sides by 10-15 cm. reiki. The prepared template at the keel ends is brought to the hole, and the diver installs it in the same way as a plaster will be installed. After installing the template, the diver brings the slats one by one close to the hull of the vessel and fixes them with nails.
To remove the shape of the plasters in the areas of the stern and stem, square templates are used, which are made from two boards or bars with slats stuffed on them. Fitting the slats to
barely installing the square template on the keel ends is done in the same way as for the box template. With a significant change in the curvature of the body, two square templates are fastened at a distance equal to the width of the future patch.
Sealing cracks, loose seams and small holes. To seal minor damages of the ship's hull, wooden blunt and pointed plugs and wedges are used, their sizes are set according to the results of the survey so that they, when driven in, enter at least 2/3 of their length into the sealed damage.
Rice. 75. Templates for removing body contours:
a - boxed template; b - template-square
Small plugs and wedges are fed to the diver at the hemp end with ballast, into which they are stuck between the strands; large - pre-ballast. The diver inserts a plug into the hole and hammers it in with a sledgehammer. If the cork does not hold tight enough or has entered the hole less than 2/3 of its length, the diver should bring it to the surface for additional processing. Also, the diver hammers one to another wedges into cracks and open seams. It is recommended to pre-wrap the wedges with a thin layer of resin tow.
After hammering in a wedge or plug, the diver cuts or unties the end and releases the ballast. If necessary, plugs and wedges are knocked out with resin tow and the leaks are coated with fat or special putty. Strongly protruding wedges and plugs can be sawed off to protect against falling out while the vessel is moving, which is best done 2-3 hours after setting, when the wood swells.
Application of semi-rigid plasters. Semi-rigid plasters are put on holes in most cases as a temporary measure of their sealing by the forces of the crews of ships without the participation of divers. Semi-rigid plasters come in different designs, more often than others the so-called mattress patch is used. It consists of soft tea
STY - two spacers Between themselves layers of canvas with a layer of tar tow - up to 200 mm thick. Boards with a thickness of 50-75 mm are attached to the soft part at intervals equal to the thickness of the boards, which is necessary to bend the plaster along the contours of the body. To fasten the boards, a layer of canvas is applied and nailed to them, which is then sewn to the soft part. On top of the boards, two pieces of steel cable with lights are applied and fastened with brackets, to which the heel ends are attached.
A patch-mattress, as well as other types of soft patches, is brought to the hole from the deck at the ends of the keels. The diver's job when placing a semi-rigid patch is to ensure that it is correctly positioned and adhered to the hull and that the ends are properly tightened. After installing the plaster and securing the paddle ends, the diver removes the ballast from the plaster.
Staging of hard plasters. Hard plasters can be made of wood or metal; in the practice of rescue operations, wood is more often used, since the manufacture of metal is more difficult and time-consuming.
Wooden plaster - has a rectangular shape and is made of boards according to the size of the hole, so that the plaster covers the entire hole. Depending on the size and depth of setting, the plaster is made from two or three layers of boards or bars, the thickness of the plaster is selected from the table. 6.
Table 6
|
Plaster thickness, mm, at a setting depth |
||||||||||
|
plaster, m |
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0.3X0.3 0.5X0.5 1.0X1.0 2.0X2.0 2.5X2.5 3.0X3.0 4.0X4.0 5.0X5.0
A two-layer plaster is made from boards of the required thickness cut in advance to the size of the hole. The first layer of boards is laid out of the blue, bars are applied from them and pierced with nails, the knocked down shield is turned over. A piece of canvas is placed on the shield, which should be about 200 mm larger than the shield on each side. The canvas is painted over with red lead over the area of contact with the shield and covered with a second layer of boards, nailing them along the perimeter to fasten with the first layer; the nails must be long enough to pass through both layers and can be folded back.
Around the perimeter of the finished board, lay the resinous tow so that a dense roller 70-130 mm wide and 30-40 mm high is obtained. The walnk is wrapped with the edges of the canvas protruding from the shield and nailed in such a way that a soft board forms along the edges of the plaster. Holes for the hook bolts are drilled in the finished plaster, the brackets are nailed to it for fastening the ends and ballasted.
A rigid plaster is installed on holes that do not have outward curved edges or dents along the edges. Outward curved edges
holes and protruding parts of the set are cut off by divers using electrooxygen or benzo-oxygen cutting. Fastening the plaster is the most critical operation to seal the hole. Tight application of the patch can be accomplished with hook and drop head bolts, as well as with drop ends and guy wires.
To attach the plaster, the hook bolts are inserted into the plaster in advance along the perimeter of the hole. The number of bolts depends on the size of the patch and the conditions for its placement, but not less than one bolt with a diameter of 20 mm for every 0.5 m2 of the patch area.
The ballasted plaster is fed at the ends to the diver, he directs the plaster over the hole and inserts bolts into it. After the bolts are engaged, the diver, alternately rotating the wing nuts, achieves a firm pressing of the plaster to the body (Fig. 76).
If it is not possible to hook the bolt hooks onto the edges of the holes, you need to install pipe or profile steel sections from the inside of the body, for which you hook the bolt hooks. In difficult cases, the fastening of the plaster with hook bolts is carried out simultaneously by two divers, one of whom works from the inside of the hull.
A bolt with a folding head at its end does not have a hook, but a folding bracket - a head 450-500 mm long, which, when the bolt is inserted into the hole, is located along it, and then unfolds perpendicularly to hold it by the edges of the hole. This limits the use of flip-head bolts for placing small patches up to 0.5 m2, except in cases where the hole with a large length has a width less than the length of the flip-off head of the bolt.
The process of placing a patch on one or more bolts
Rice. 76. Setting gesture- "
of whom the plaster: 1 - the hull of the vessel; 2 - plaster; 3 - hook bolts; 4 - wing nut; 5 - soft board (valnk)
with hinged heads similar to hook bolt setting.
Fastening of the plaster on the keel ends and braces inserted through the hole into the ship's hull is carried out with the help of sheets that tighten the keel ends and braces after the plaster is installed in place.
Regardless of how the patch is attached, the diver should carefully examine it around the perimeter in order to establish a tight fit to the hull. If leaks are found, the diver should tap the plaster with tow using a wooden wedge. Subsequently, when pumping out water from the flooded compartment of the ship, the diver observes the plaster, identifies leaks in the water flow and eliminates them.
Installation of box plasters. Box patches are a type of hard patches that are rectangular and curly. Rectangular ones are installed on straight sections of the hull, when for some reason it is impossible to cut the protruding edges of the holes, and curly ones - on the uneven contours of the ship's hull, as well as in the presence of dents and bulges along the edges of the holes.
The rectangular box-shaped plaster - the plaster-box - is made according to the removed dimensions of the holes, and the figured one - according to the templates taken during the examination of the damage to the ship's hull.
The box-shaped patch has a bottom and side walls, which are the same in height for a rectangular patch, and with curved contours in a figured one, according to the removed template. To place a figured patch in places with a large curvature of the sheathing, the patch is made with a bottom, consisting of two parts, which are fastened at an angle of 90 ° to each other (Fig. 77).
The thickness of the bottom of the box patch is selected depending on its size and the depth of placement, as well as a simple rigid patch, according to table. 6. The thickness of the side walls should not be less than the thickness of the bottom, but usually they are made large for the convenience of stuffing the soft roll.
The tightness of the bottom of the box patch and its walls is achieved by laying a red-dyed canvas between the layers of boards or by subsequent caulking with tow.
Rice. 77. Box-shaped shaped plaster:
1 - bottom of the plaster; 2 - metal tires; 3 - pillow (roller); 4 - shackle; 5 - walls; 6 - metal sheathing
To give the box plaster the necessary rigidity, especially with large sizes and high wall heights, metal tires are used.
For the installation of the box patch, the same means can be used as for the installation of conventional rigid patches, however, due to the distance of their bottoms from the skin at a great distance, it can be difficult to use hook bolts and bolts with hinged heads. Therefore, box-shaped plasters, especially curly ones, are more often installed using podkilny ends and braces.
Adhesives used as emergency equipment are soft, wood, metal and pneumatic.
Soft plasters are applied to temporarily seal the hole in order to drain the flooded compartment and then reliably restore the waterproofness of the case. The most durable soft plaster is the mail plaster. It is elastic, adheres well to the shaped surface of the ship's hull and at the same time has a certain rigidity, which is created by chain mail in the form of interwoven rings made of flexible galvanized steel cable with a diameter of 9 mm.
The lightweight plaster of 3x3 m consists of two layers of canvas with a felt pad between them. To stiffen the plaster from its outer side parallel to the upper edge at half-meter intervals, steel 25-mm pipes or a steel cable with a diameter of 20 mm are attached.
The padded plaster (2x2 m) is made of two-layer canvas and a padded mat sewn from the inside with a dense thick pile outwards.
The patch-mattress can be made by the crew in the ship conditions. To do this, a canvas bag of the required size is stuffed with resin tow to a thickness of about 200 mm. From the outside, narrow boards with a thickness of 50 - 75 mm (with gaps between them) are attached to the mattress thus obtained, and a steel cable is nailed to them with construction staples for winding.
The hard wood plaster is usually made on-board "in place" after the hull has been punctured. It is most advisable to use it to close holes near or above the waterline, as well as in cases where the hole can be exposed by inclining or trimming the vessel.
Metallic plasters used to seal small holes are shown in Fig. 6
Pneumatic plasters (tubular, spherical, soft box-shaped, semi-rigid and rigid) are intended for sealing small holes from the outside at a depth of up to 10 m.
3.1. Installation of a metal plaster with a clamping bolt pb1.
Holes with a diameter of 35 - 100 mm with a ragged edge height of up to 15 mm can be repaired metal plaster with PB-1 clamping bolt. The patch can be applied by one person, and does not require additional attachment after installation. On the ship, the PB-1 plaster (Fig. 5) is stored in constant readiness for use, assembled, the nut with handles should be in the upper threaded part of the clamping bolt.
To install a patch on a hole, you must:
install the pivot bracket, overcoming the force of the spiral spring, parallel to the axis of the clamping bolt;
insert the clamping bolt with a pivot bracket into the hole so that it, going beyond the casing, turns under the action of the spring perpendicular to the axis of the clamping bolt;
holding the plaster by the bolt, by rotating the nut by the handles, press the rubber seal with the pressure disk to the casing until the water leak from the hole is eliminated.
The non-working surfaces of the plaster are painted with red lead, the workers (clamping bolt, spring, nut thread) are lubricated with grease, the rubber seal is covered with chalk.
B.2.2.1: Intake of water into the compartment. Actions when water ingress is detected.A: Under normal operating conditions, the flow of water into the compartment is controlled by measuring the water level in the bilges of the cargo spaces - each watch, which is reported to the officer of the watch and an entry is made in the measurement log; in the MCO, water intake is monitored visually. In emergency situations, when a hole is received, the area of the hole is visually determined: between which frames it is located, its size, height from the main deck. All of the above is reported to the bridge. On the bridge, calculations are being made on the stability and unsinkability of the vessel.
B.2.2.2: What means are used to seal the hole?
A: Depending on the size of the hole, the following are used: wooden wedges, hammered in and manually from the inside of the case; screw plugs available in the emergency supply, persistent emergency bars, sliding mechanical stops; placing a plaster on the hole and pumping water out of the compartment, setting up a cement box (installation, wedging the formwork, pouring cement mortar using liquid glass). In case of holes exceeding the size of the plaster, special emergency rescue services (ASPTR) are engaged in sealing them with the use of caissons.
B.2.2.3: Types of patches used to seal a small hole.
A: Plasters are divided into chain mail, stuffed and lightweight. For training the crew, a training patch is provided. Plasters are made in the form of a square of several layers of tarpaulin, coated with lyctros. At the corners of the square, and in the middle of each side, metal thimbles are inserted into the lyctros, for which the corresponding tackle for applying the plaster to the place of the hole is attached.
B.2.2.4: The procedure for placing the patch on the hole. A: The plaster is brought to the place of the hole on the deck, unfolds. The keel ends are placed under the hull of the vessel; steel sheets and braces are carried on the deck. The heel ends from the side of the hole are fastened with staples to the thimbles of the lower side of the plaster, and the ends of the opposite side through the kanifas-blocks are put on the winches or on the grab-hoists located on the deck. Steel sheets are attached to the luffs of the plaster and are laid on the bollards, ducks, pins, and other parts of the hull on the deck for pickling them, using rosin blocks if necessary. Guys are attached to the lateral pivots of the plaster by the thimbles, and are carried to the bow and stern to move the plaster along the side. Attached to the middle of the luff is a control line with markings to determine the plaster's immersion from the main deck. The plaster is dumped overboard, the slack of the keel ends is removed by hand, etching the sheets. Having chosen the slack of the keel ends, they put them on the drums of the winches (or hooks of the hook-hoists), put a plaster on the hole with the help of braces. The correctness of the plaster application is controlled from the inside of the ship's hull, tight sheets are tightened, boil ends, braces and everything is fastened. The plaster has been wound up.
B.2.2.5: Setting up the cement box. Preparation of the solution
A: The most common way to seal a hole is to place a cement box in the damaged area, which allows the hole to be repaired and partially restores the damaged hull strength in the damaged area. The mortar for filling the cement box consists of cement and aggregate - sand, taken in a ratio of one to one. For the preparation of concrete, gravel, crushed stone, broken crushed brick can be used as aggregates. The composition is made in the following proportion: cement - 1 part; gravel, crushed stone - 1 part (by volume); sand - 1 part. All aggregates, for example, sand, gravel, must be washed in clean water and free from greasy impurities, since the presence of the latter violates the strength of the concrete. It is best to choose a place for cooking, as close as possible to the area of the hole. The solution is prepared on a clean deck or in a special box - creative. To do this, an aggregate is poured into the gvorilo over the entire area in a uniform layer, on top of which a layer of cement is poured, and then again the aggregate. All three layers are thoroughly mixed and raked along the edges of the workpiece, forming in the center a funnel for water (fresh or sea) in an amount equal to about half the weight of the cement. The resulting solution is stirred with shovels until a homogeneous mixture is obtained. Then this mixture is filled in a cement box, made in advance and applied to the damaged area. The construction of the cement box is such that it has neither a bottom nor a lid. One open side fits tightly to the damaged area, and through the second open side it is filled with concrete. For tight adhesion of the box to the place of damage, strips made of felt or resin tow can be used. In case of small damage (cracks, etc.), the box can be immediately filled with concrete.In case of a significant hole, it must be previously covered with reinforcement made of steel tubes and rods arranged in a grid with cells (from 0 to 25 cm) tied at intersections wire To avoid erosion of the concrete by water seeping through the hole before it finally hardens, special drainage pipes are installed in the cement box to drain the water. After the concrete has hardened, they are closed with corks.
B.2.2.6: Reinforcement of watertight bulkheads of compartments adjacent to the flooded.
A: A column of water in a flooded compartment creates pressure on the bulkheads of adjacent empty compartments, which receive deflection: steel sheets may break at the weld joints and flood the adjacent compartment and, as a result, deteriorate the stability of the vessel, and possibly a loss of buoyancy. For the reinforcement of the bulkheads, a forest from emergency supplies is used: boards, beams, wedges. Approximately 1/3 of the water column in the flooded compartment on the bulkhead of the adjacent one, boards are installed across the vessel and burst with beams at an angle to the deck, which are attached to it and the boards. The support is ready.