The stems and the output of the propeller shafts. Structural structure of the ends of the ship's hull This ship in art
The shape of the stem depends on the shape of the ship's bow (Fig. 1). Previously, ships were built with a vertical stem, but nowadays the slope of the stem to the vertical is 10-20°. Vessels intended for navigation in ice have a stem with a large undercut in the underwater part. The angle of inclination of the stem to the horizon on icebreakers is 20-30°, and on ice-going transport vessels 40-50°. This shape allows the icebreaker to crawl onto the ice. To increase speed, a drop-shaped thickening is made in the underwater part of the stem - a bulb, which reduces the resistance of water to the movement of the vessel.
Rice. 1 The bow of the vessel: a - straight; b - inclined; c - icebreaker; g - bulbous
The stem (Fig. 2) can be made in the form of a beam of rectangular or trapezoidal cross-section. To connect with the horizontal keel, the cross-section of the stem in the lower part gradually transforms into a trough-shaped shape. Recently, welded stems made of sheet steel have become widespread. The bow, curved from a thick sheet, is supported along its entire height by large horizontal brackets - breshtuk.
Rice. 2 Stem: a - bar (forged); b - sheet (svrioy); 1 — breshtuk The sternpost (Fig. 3) of a single-screw vessel with an unbalanced rudder is a frame consisting of two branches, the front one - the star post and the rear one - the rudder post. Between them a protected space is formed - an embrasure in which the propeller is placed. The starn post has a thickening with a through hole (the apple of the starn post) for the exit of the propeller shaft. The rudder post is equipped with loops for hanging the steering wheel, which have through cylindrical holes; in the lower loop - the thrust bearing - there is a blind hole into which a bronze or back-out bushing is inserted. The heel of the steering wheel in the thrust bearing rests on a hardened steel lentil.
Rice. 3 Sternpost: 1 - rudder post; 2 - star post; 3 - starn-post apple; 4 — thrust bearing; 5 — steering loops; I - loop, II - thrust bearing On twin-screw ships, the sternpost does not have a steering post and consists only of a rudder post on which the rudder is hung. On ships with a balance rudder, the sternpost does not have a rudder post.
The sternpost of sea vessels has a rather complex shape and design and is often cast with individual forged parts.
The upper part of the stern of modern ships usually looks like a flat vertical surface. This is the transom stern.
The propeller shaft on single-screw ships goes out through the stern tube (Fig. 4), which is attached at the bow end to the afterpeak bulkhead using a flange; the stern end passes through the star post and is secured with a nut. The stern tube can also be attached to the afterpeak bulkhead and star post by welding.
In the stern tube, the propeller shaft rests on bearings. Slider bearings with backout liners are used as stern tube bearings. Backout strips 1-1.5 m long are collected in a bronze bushing, which is pressed into the stern tube. A small gap is left between the strips, through which sea water flows to lubricate and cool the bearing. To prevent water from the stern tube from penetrating into the hull, a seal is installed at the bow end of the pipe.
Rice. 4 Stern tube: a - longitudinal section; b - stern tube bushing with a set of backout liners; 1 - star post; 2 - stern tube; 3 — aft stern tube bushing; 4 — bow stern tube bushing; 5 — stuffing box; 6 — afterpeak bulkhead; 7 - gasket; 8 — stern tube flange; 9 — oil seal pressure sleeve; 10 - propeller shaft; 11 — stern tube bearing shells For a set of stern tube bearings, instead of backout, its substitutes are used:
- Rubber-metal strips;
- Wood-laminated plastic;
- Textolite;
- Caprolon.
Recently, the number of ships with babbitt stern tube bearings has increased significantly. These bearings require oil lubrication under pressure, so a special oil seal must be installed at the aft end of the stern tube.
On twin-screw ships, the propeller shafts exit through a mortar - a short pipe firmly attached to the hull. It has a stern tube bearing, which provides support for the propeller shaft, and an oil seal, which prevents water from penetrating inside the ship's hull.
After leaving the mortar, the propeller shaft is extended a certain length aft and is supported by a bracket directly at the propeller. On high-speed vessels and ice-going vessels, instead of a bracket, frame fillets are often installed. In this case, the contours of the stern part of the vessel are shaped in such a way that the propeller shafts can remain inside the hull of the vessel all the way to the installation site of the propellers.
Admiral Hipper
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Booking
Armament
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General information
Heavy cruiser Admiral Hipper- the lead ship in a series of five Kriegsmarine heavy cruisers. It was named after the commander of the High Seas Fleet of the Imperial German Navy - Admiral Franz Ritter von Hiipper. The cruiser was built at the Blohm und Voss shipyard in Hamburg and actively took part in the Second World War. He acted against Atlantic convoys and took part in operations in Norway. In February 1943, the ship was withdrawn from the fleet in accordance with Hitler's decree and returned to Germany. Until the end of the war Admiral Hipper was under repair work and was seriously damaged during an Allied bombing, after which it was scuttled by its own crew on May 3, 1945 in the harbor of Kiel. After the end of the war, during the cleaning of the harbor, the cruiser was raised and towed to Heikendorfer Bay, where from 1948 to 1952 it was cut up for metal. Cruiser ship's bell Admiral Hipper located at the Laboe Naval Memorial.
History of creation
Predecessors
Officially, Germany, constrained by the Treaty of Versailles, did not take part in all “cruising races”. In the 1920s, a design for Deutschland-class ocean raiders was developed. The “pocket battleships,” which entered service simultaneously with the first of the “Washington” cruisers, were so superior to them in combat that they served as one of the reasons for the emergence of more balanced projects.
Prerequisites for creation
Even before Adolf Hitler came to power in Germany during the Weimar Republic, naval leaders dreamed of reviving the “High Seas Fleet.” With the coming to power of the National Socialists, work on the gradual build-up of naval forces and the creation of a large fleet received new impetus. A naval agreement was concluded between Great Britain and Germany, which resulted in the final elimination of all restrictions of the Treaty of Versailles.
Design
In the summer of 1934, several preliminary designs of a cruiser with a displacement of 10,160 tons with the required weapons and a moderate speed of 32 knots appeared. The armor protection consisted of an 85 mm belt and a 30 mm deck without bevels. In general, the projects were received favorably, although the armor protection was inferior to the French and Italian ships. The Commander-in-Chief of the Navy, Admiral Erich Raeder, demanded an increase in the thickness of the frontal plates of the towers to 120 mm, and the side armor to 100 mm. in the cellar area, and most importantly, converting a flat deck into a traditional one with bevels. That same summer, a boiler-turbine power plant with high steam parameters was chosen for cruisers, although this resulted in a reduction in cruising range. At the end of 1934, Raeder approved the project, realizing that the displacement would be significantly exceeded, and on October 30, 1934, an order was issued for the cruiser "H" - Ersatz Hamburg.
Construction and testing
Launching of the cruiser Admiral Hipper
Official laying down of the heavy cruiser Admiral Hipper took place on July 6, 1935 at the Blohm und Voss shipyard in Hamburg. The construction slipway period lasted approximately a year and a half. At the launching ceremony on February 6, 1937, the Commander-in-Chief of the Kriegsmarine, Grand Admiral Erich Raeder, gave a speech, and his wife, Erica Raeder, performed the ritual of christening the ship. The construction of the cruiser was carried out in strict secrecy; it was originally supposed to be completed in the second half of 1938. But the date for commissioning the ship was repeatedly postponed; already in September 1937 it was postponed to May 1939. Building a cruiser Admiral Hipper was completed on April 29, 1939, the next day it was accepted by the commission, although the ship was by no means in combat-ready condition. The first commander was appointed 44-year-old zur see captain Helmut Heye, who had just received his rank.
Description of design
Frame
The shape of the cruiser's hull was reminiscent of that used on a light cruiser Leipzig- with bulls, a pronounced bulb tip and an internal belt included to ensure overall strength. Initially Admiral Hipper had an almost vertical stem, with which its greatest length was 202.8 m. The hull was built longitudinally, using ST-52 steel for the main parts of the structure. The cruiser had a double bottom, divided by seven longitudinal stringers, which turned into a double side. The double bottom and double side extended over 72% of the ship's length. The outer skin was fastened by welded joints, except for those areas where its role was played by armor plates, which were riveted to the remaining parts of the skin using overlays. The cruiser's hull was divided into 14 isolated compartments, 29 watertight transverse bulkheads were mostly welded. In accordance with the practice adopted by the German Navy, the main compartments were numbered from stern to bow in Roman numerals from I to XIV.
Booking scheme
Booking
All horizontal and vertical protection was made of Krupp armor steel brand Whn/a - “Wotan”. The slope of the 80-mm armor belt was 12.5° outward, which covered 70% of the length of the ship, and was closed by 80-mm traverses. The horizontal protection consisted of two armored decks: the upper and the main. The thickness of the upper deck varied from 20 to 12 mm; on top it was covered with cladding made of teak beams with a cross-section from 5.5 to 8.5 cm. The main or lower armored deck had a thickness of 30-40 mm. and with its bevels it was connected to the lower edge of the armor belt.
Power plant and driving performance
La Mont boiler diagram
The main power plant, manufactured by Blohm und Voss, consisted of turbines and steam boilers with high steam parameters. On a cruiser Admiral Hipper Boilers with multiple forced circulation of the La Mont type were used. Each of the 12 boilers had a steam capacity of about 50 tons/hour, and the steam had very high characteristics: a pressure of 80 atm. and temperature 450°C. The boilers were equipped with the same La Mont type economizers, horizontal air type preheaters and automatically controlled Saacke model oil turbine nozzles. The main disadvantage was the high complexity of both the boilers themselves and their control system. The critical operating mode required very careful monitoring and timely adjustment of combustion parameters, which they tried to assign to automation, in the event of a failure of which the ship could suddenly find itself unable to move.
The anti-aircraft artillery fire control posts had a characteristic spherical shape; each post had an optical range finder with a base of 4 m. The anti-aircraft artillery fire control posts were not stabilized.
Mine and torpedo weapons
The torpedo armament of the cruisers consisted of 4 three-tube torpedo tubes of 533 mm caliber, firing G7a model torpedoes. In addition to the 12 torpedoes, the ammunition in the devices themselves included 10 spare ones, 6 in the superstructure, from where they can be relatively quickly removed for reloading, and 4 in a special cellar deep in the hull.
Aviation weapons
Seaplane Arado Ar.196 on the catapult of the cruiser Admiral Hipper
The cruiser was standardly equipped with three Arado Ar.196 seaplanes, two were located in a hangar with the wings folded back on special trolleys, one was on a catapult in combat-ready condition, but without fuel. The FL-22 catapult from the Deutsche Werke plant was located behind the hangar, which in turn was located behind the chimney. Aviation ammunition - 4,000 shells for air cannons, 31,500 rounds for machine guns, 32 bombs of 50 kg each and 4,250 liters of aviation gasoline were placed in special rooms deep in the ship's hull.
Communications, detection, auxiliary equipment
Admiral Hipper had two sonar systems. The NHG passive sonar system was used mainly for navigation purposes; another system, the GHG, also of a passive type, was more effective and was used mainly for detecting submarines, although torpedoes fired at the ship were repeatedly “detected” with its help. The cruiser also had an active S system, which also made it possible, under certain conditions, to detect even such small objects as, for example, mines.
Modernization and refurbishment
The shape of the stem has been changed to the so-called “Atlantic”. A canopy was installed on the chimney, venting gases to the stern, and the front bridge was modified.
On the roofs of the elevated towers there is one 20-mm Flak C/30 anti-aircraft gun mounted on army machines. FuMo 22 radar is installed on the main director
The searchlight on the bow superstructure and the 20-mm army-style anti-aircraft guns were removed and three quad 20-mm Flak-Vierling 38 anti-aircraft guns were installed in their place. The size of the fuel tanks was increased to increase the cruising range. Two FuMG 40G radars are installed on the main and stern control towers.
A degaussing device and another 20-mm Flak-Vierling 38 anti-aircraft gun are installed.
One four-barrel anti-aircraft gun was dismantled.
Three 20-mm quad and two 37-mm twin anti-aircraft guns were dismantled, and six 40-mm Flak 28 anti-aircraft guns were installed instead. Eight single-barrel 20 mm anti-aircraft guns were replaced with double-barrel ones in LM44 installations. FuMo 25 radar and Fu M B Ant3 "Bali" and Fu M B Ant6 "Timor" radar detectors were installed.
July 1939:
April 1940:
November 1941:
March 1942:
February 1943:
March 1944:
Service history
Carier start
Admiral Hipper in the first months of service.
During the first trip to sea on a cruiser Admiral Hipper It was discovered that the insufficient height of the stem and the slight camber of the sides in the bow when sailing against the wave lead to severe flooding of the entire bow of the hull right up to the turrets. In addition, like most other warships that had a high tower-like superstructure close to the chimney, problems arose with smoke, which interfered with observation and fire control. To eliminate this drawback, in July 1939 the cruiser was docked, where during the work she received the so-called Atlantic stem, as a result of which the bow end received a characteristic “upturned” appearance. At the same time, the chimney was equipped with a canopy that diverted smoke to the stern, and the front bridge, which was considered inconvenient for command, was modified.
With the outbreak of World War II, testing of the heavy cruiser moved to the Baltic, where it continued throughout September. The cruiser practiced firing at the old battleship took place there. SMS Hessen, which became the target ship. They were attended by a Soviet artillery delegation, extremely interested in the capabilities of the new German cruisers in connection with the possible purchase of a similar cruiser Lützow. After the end of the short-lived Polish campaign, in November-December 1939 Admiral Hipper was in the dock of the Blohm und Voss plant, after which it stood at the outfitting wall until January 1940.
Cruiser Admiral Hipper on trials 1939
At the end of 1940, it was decided to continue testing, but the harsh winter covered the river mouths and coastal zone with ice, and the number of practical trips to sea had to be reduced. Therefore, the cruiser, which had been formally in service for 9 months, was still not fully combat-ready.
On January 31, an order followed to arrive in Wilhelmshaven to participate in active operations. There, within two weeks, a FuMo 22 radar was installed on the ship, impressive flat grids of system antennas appeared on top of the tower-like superstructure, and one 20-mm C/30 anti-aircraft gun on army machines appeared on the roofs of the elevated towers. 18th of Febuary Admiral Hipper left Wilhelmshaven to take part in Operation Nordmark - actions against British shipping between Scotland and Norway along with battleships Scharnhorst And Gneisenau. However, at 3 o'clock in the afternoon the operation was curtailed when, having reached the middle of the North Sea, the group did not find a single target and on February 20 the cruiser returned to Wilhelmshaven.
"Exercise on the Weser"
Preparations for the invasion of Norway
The ship remained in Wilhelmshaven until 20 March, after which she made a short voyage to Cuxhaven, accompanied by two torpedo boats, where she carried out routine repairs in early April 1940 in preparation for the invasion of Norway.
6 April 1940 heavy cruiser Admiral Hipper withdrew the 2nd naval group from the port of Cuxhaven to the North Sea. The group consisted of destroyers Z-5 Paul Jacobi , Z-6 Theodor Riedel , Z-8 Bruno Heinemann And Z-16 Friedrich Eckoldt and was intended to capture the Norwegian port of Trondheim. There were about 1,700 Wehrmacht soldiers and officers on board the ships. Early in the morning of April 7, they joined the 1st naval group as part of battleships Scharnhorst, Gneisenau and 10 destroyers and continued their journey together. The next day, 100 miles west of Trondheim in the Norwegian Sea, Admiral Hipper was sent to assist the destroyer Z-11 Bernd von Arnim, who reported contact with an English ship HMS Glowworm .
The destroyer HMS Glowworm is about to ram the cruiser Admiral Hipper
At 09:57 am Admiral Hipper opened fire on a British destroyer with 203 mm guns. He scored several hits and was able to evade torpedoes fired HMS Glowworm. In the end, the Englishman put up a smoke screen and began to leave, Admiral Hipper followed it, intending to sink it with 105 mm guns. HMS Glowworm went to ram, but did not cause significant damage to the cruiser. The side plating was dented for almost 40 m, right up to the bow torpedo tube, which ceased to function. The destroyer, after several hits from the stern guns of the German cruiser, began to sink. The ship's commander, Heye, ordered a ceasefire, and for a whole hour Admiral Hipper tried to save the English sailors. He accepted 31 people on board. A number of small compartments were flooded on the cruiser, it lost about 200 tons of oil and received a slight list to starboard, which was quickly reduced to 3° by counter-flooding, the ship could take part in further actions.
Shortly after noon the anti-aircraft gunners Admiral Hipper fired at a Short Sunderland S-25 flying boat, driving it away from the formation. In turn, one of its seaplanes took off from the cruiser at 17:50 to reconnoiter the approaches to Trondheim Fiord. The plane managed to report the complete absence of enemy ships and splashed down south of Trondheim (it was later captured by the British). In the approaching dusk, the 2nd naval group was met by a small Norwegian patrol steamer, to which the cruiser signaled: “By order of my government, I am proceeding to Trondheim; I have no unfriendly intentions.” While on the ship they figured out what was going on, the group proceeded to Trondheim Fiord.
Sinking HMS Glowworm photo through the visor of the cruiser Admiral Hipper
On April 9, German ships entered the Trondheim fjord. At 04:04 a.m., a Norwegian coastal battery at Gisnes opened fire on Admiral Hipper, however, none of the three shells hit the target. The cruiser fired a salvo of four stern guns, thereby silencing the battery, and troops from three German destroyers began landing to capture the guns. Admiral Hipper dropped anchor in Trondheim at 05:25 am.
April 10th Admiral Hipper left Trondheim accompanied by a destroyer, which, however, was forced to return due to heavy seas. At night Admiral Hipper passed 30 miles from the English squadron, which consisted of battleships HMS Rodney , HMS Valiant And HMS Warspite, aircraft carrier HMS Furious and heavy cruisers HMS Berwick , HMS Devonshire And HMS York, but was never discovered. Then the cruiser joined the battleships Scharnhorst And Gneisenau, together they arrived in Jade on the evening of April 11th. Repairing the damage caused by the destroyer took approximately three weeks. Already on May 8, the cruiser passed post-repair tests and set off for the eastern Baltic, where she spent the rest of the month. On May 29 he was recalled back to Kiel, where a new formation was being formed.
Operation Juneau
The crew of the cruiser Admiral Hipper applies camouflage
From 4 to 10 June Admiral Hipper along with battleships Scharnhorst And Gneisenau and 4 destroyers: Z-7 Hermann Schoemann , Z-10 Hans Lody , Z-15 Erich Steinbrinck And Z-20 Karl Galster attempted to attack Haarstadt in order to stop the attempted evacuation of the Allied forces blockading Narvik. The operation was planned to be carried out in close cooperation with the Luftwaffe, so for better identification, the roofs of the towers on German ships were painted red. During the first stage, the squadron was accompanied by two minesweepers and two Raubtier-class destroyers. On June 7, German ships met with a tanker Dithmarschen, to Admiral Hipper and the destroyers were able to replenish fuel supplies. The next day at 5:55 a.m. the cruiser discovered and sank a British escort trawler. Juniper.
To detect convoys from Admiral Hipper seaplanes took off, and soon they reported the discovery of a cruiser and a merchant ship to the south of the German compound, and a passenger and hospital ship to the north. The cruiser and destroyers were sent north, where they intercepted and sank a 19,500-ton passenger ship Orama, having also managed to jam the distress signals he sent over the air.
Sinking of the cargo ship Orama
Hospital ship Atlantis the Germans did not attack. Almost immediately after this Admiral Hipper and the destroyers left for Trondheim to replenish fuel supplies.
From 10 to 11 June 1940 Admiral Hipper, battleship Gneisenau and 4 destroyers made an unsuccessful foray into the waters north of Trondheim. June 20 along with Gneisenau They tried to check how the British were patrolling the waters in the area of Iceland and the Faroe Islands, but the battleship was torpedoed by a British submarine and the mission was aborted. From July 27 to August 6, 1940 Admiral Hipper cruised between the Norwegian port of Tromso and the Spitsbergen archipelago, acting against British merchant shipping. But for all that time, only one steamship with contraband was captured, which the Germans took as a war prize. On August 11, 1940, the cruiser arrived in Wilhelmshaven to overhaul vehicles that had been faulty during the last cruise, which significantly reduced the effectiveness of this type of operation. Repairs continued until the end of September.
Operation Nordzeetur
Map of the Atlantic raids of the cruiser Admiral Hipper
24 September 1940 heavy cruiser Admiral Hipper left Kiel on his first ocean raid against the merchant shipping of Great Britain and the Allies. On September 25, the starboard cooling system of the cruiser, located west of the Norwegian port of Stavanger, failed and it was forced to turn to Kristiansand (Norway), where it arrived on September 26. Here the Germans expected to carry out one-day repairs and continue the operation. September 27, 1940 Admiral Hipper tried to resume sailing, but the very next day, in stormy weather conditions, a fire started in the engine room and the machines were stopped. He headed to Bergen (Norway), but there was nothing they could do to help, the ocean raid had to be postponed and go to Kiel.
On September 30, the cruiser arrived in Kiel and was immediately transferred via the inland channel to Hamburg for repairs. Already October 28, 1940 Admiral Hipper left Hamburg and entered the Baltic Sea through the same channel to conduct tests. On November 18, 1940, the tests were completed and the ship returned to Kiel, where it was again undergoing repairs in order to remove the last problems. On November 25, the repairs were completed and Admiral Hipper began to prepare for his first ocean outing.
November 30, 1940 heavy cruiser Admiral Hipper left Kiel with the task of disrupting Allied merchant shipping in the Atlantic, mainly on the Halifax-England line. It was supposed to leave through the Denmark Strait. December 6-7 Admiral Hipper unnoticed by anyone, it passed the Denmark Strait between the islands of Iceland and Greenland and entered the operational space of the North Atlantic. On December 10, the ship began searching for enemy convoys. I refueled on December 12, 16 and 22. On the morning of December 21, the seaplane was raised for the first time, but it went missing without reporting anything. The second aircraft was damaged when removed from the hangar, and the third was in disassembled condition. On December 22, the third plane was finally assembled and prepared for flight, but its flight did not produce the expected results. The convoys were not located until 24 December, and stormy weather contributed to numerous mechanical and electrical breakdowns.
Late evening December 24 radar Admiral Hipper discovered the convoy. A decision was made to follow the Allied ships without revealing their presence and attack them as soon as dawn broke. At dawn on December 25, the situation became clear: in front of the Germans was convoy WS-5A, consisting of 20 ships and an escort. The escort included a heavy cruiser HMS Berwick, light cruisers HMS Bonaventure And HMS Dunedin, and an attack aircraft carrier HMS Furious in the role of air transport without carrier-based aircraft. The convoy was approximately 700 miles west of Cape Finistère. Shortly after midnight, the cruiser's commander ordered to close with the right flank of the convoy and try to attack with torpedoes, hoping that the British would attribute these actions to the submarine. At about 2 o'clock a three-torpedo salvo was fired after which Admiral Hipper turned sharply to avoid detection, but the torpedoes missed the target.
Tug brings Admiral Hipper into Brest harbor
At 6 am Admiral Hipper began approaching the convoy in conditions of limited visibility and strong southeast wind. At 06:39 am HMS Berwick opened fire from the main caliber guns, the Briton himself remained invisible to the German cruiser. 2 minutes later the salvo was repeated. Admiral Hipper opened fire on other cruisers and some merchant ships with 105 mm guns. The weather made aiming difficult, but at 07:05 am a German shell hit the gun turret HMS Berwick, and after another 3 minutes the Englishman received a hit below the waterline. The British cruiser received two more hits before disengaging from the battle at 07:14 am and disappearing into a rain squall. Your own fire HMS Berwick was unsuccessful. Admiral Hipper also damaged two ships, mainly transport Empire Trooper with a displacement of 13,994 tons, having spent 174 203-mm shells in battle. Having engineering problems and lack of fuel, Admiral Hipper headed for France. In the afternoon he unexpectedly met a steamship of 6078 tons of displacement and sank it with two torpedoes. Finally, on December 27, 1940 Admiral Hipper entered the port of Brest on the French coast of the Atlantic Ocean.
Attack of convoy SLS-64
Admiral Hipper in Brest dock
By January 27, repairs to the machinery and damage sustained during the storms were completed and the ship began to prepare for new operations. 1 February 1941 heavy cruiser Admiral Hipper went on his second ocean raid. Lingering in the mid-Atlantic, waiting for a suitable target, the cruiser refueled on February 4, 5, 6 and 7. On 9 February he searched unsuccessfully for convoy HX-53 returning to England from Sierra Leone. However, on the 10th and 11th the convoy still did not appear. In the afternoon of February 11 Admiral Hipper met a lagging ship of 1236 tons of displacement with a cargo of oranges and sank it.
Shortly before midnight that same day, the cruiser's radar detected a cluster of ships at a distance of 15 km approximately between the Azores and the Strait of Gibraltar. Admiral Hipper followed the ships, believing that they were a small and poorly protected convoy. The next day, the Germans realized that they had made a mistake: firstly, convoy SLS-64 was quite large - 19 ships, and secondly, it was not guarded at all.
Admiral Hipper strafing a cargo ship
At 06:18 a.m. heavy cruiser Admiral Hipper began to act. Panic began in the convoy. By 07:40 rain and fog hid the ships and Admiral Hipper was forced to stop the operation, most of the 203 mm shells were expended, and due to bad weather it became impossible to reload the torpedo tubes. The Germans claimed to have sunk 13 ships, and some survivors reported that fourteen ships in the convoy were sunk. But the British reported the sinking of 7 ships with a total displacement of 32,806 tons and another 3 ships were seriously damaged. February 14, 1941 Admiral Hipper returned to Brest. The cruiser had to go to Germany for modernization. On March 15, he left the base, after refueling south of Greenland and crossing the Denmark Strait, the German ship arrived in Bergen and, having replenished its fuel supply, arrived in Kiel on March 28.
Operation Rosselsprung
Admiral Hipper in Norway 1942
In the spring of 1941, the cruiser Admiral Hipper was sent to the Deutsche Werke shipyard for modernization. The work continued until the end of October, after which the usual post-repair tests dragged on for another two months. At the beginning of 1942, the ship again went to the factory, this time "Blohm und Voss" to install a demagnetization device and apply camouflage. Three weeks later, practically without leaving Kiel, the cruiser damaged its propellers in the ice and dented the hull, as a result, only by mid-March 1942 Admiral Hipper departed for Norway for action against Allied convoys, accompanied by destroyers Z-24 , Z-26 , Z-30 and three destroyers of the 1937 type.
On March 21, the cruiser arrived in Trondheim, from where, together with the battleship, in early July Tirpitz, cruisers Lützow And Admiral Scheer with the support of a group of destroyers, he set out to attack convoy PQ-17. Radio reconnaissance group on board the cruiser Admiral Hipper On July 5, she managed to intercept radio transmissions from an English submarine HMS Unshaken (P54) and from the Royal Air Force Consolidated PBY Catalina flying boat about the discovery of German ships. The operation was curtailed due to the likelihood of the presence of powerful allied forces at sea. The attack on the convoy was carried out by submarines and aircraft.
Operations "Meisenbapts" and "Tsarina"
Admiral Hipper in the Arctic
The cruiser's next trip to sea took place in September 1942. At first it was planned to attack the QP-14 convoy during Operation Maisenbaptz, for this Admiral Hipper together with cruisers Admiral Scheer, Köln and four destroyers left Bogen Bay for Alta Fjord on September 10. On the way, the detachment was attacked by a British submarine HMS Tigris (N63), but her torpedoes missed.
September 24 Admiral Hipper accompanied by destroyers, having taken on board 96 mines, went to sea to participate in Operation Tsarina - laying mines in Soviet waters, in the Matochkin Shar Strait. Snow squalls and virtually zero visibility almost disrupted the trip, the continuation of which was in doubt during the day. Then the weather improved somewhat, and on September 26, after laying mines, the cruiser commander requested permission to attack Soviet ships. But Vice Admiral Kümmetz considered it more reasonable not to reveal the presence and Admiral Hipper, having met with the escort destroyers, returned to Kaa Fiord in the middle of the day on September 27.
Plan "Regenbogen"
Admiral Hipper during a storm
Since November 5, 1942 Admiral Hipper together with the 5th destroyer flotilla, which included Z-4 Richard Beitzen , Z-16 Friedrich Eckoldt , Z-27 And Z-30 patrolled the allied shipping routes in the Arctic. On November 7, a seaplane from a cruiser discovered a Soviet tanker "Donbass" with a displacement of 8052 tons and its escort - an auxiliary ship BO-78. A destroyer was sent to destroy them Z-27.
In December 1942, convoys to the Soviet Union resumed. December 30 after discovery by a submarine U-354 convoy JW 51B, the forces intended to implement the Regenbogen plan were put on three-hour alert. Admiral Hipper and three more destroyers formed a group whose purpose was to attack the convoy from the north and carry away its escort. At this time, the second group led by the cruiser Lützow was supposed to attack merchant ships.
The death of the destroyer Z-16
At first everything went according to plan - Admiral Hipper and the destroyers attacked the escort, the cruiser managed to sink the destroyer HMS Achates and damage HMS Onslow. But after the first main-caliber salvo, the radar on the German cruiser failed, and for aiming it was necessary to use optics in wet snow conditions with strong gusts of wind. In addition, British cruisers unexpectedly appeared on the battlefield HMS Sheffield (C24) And HMS Jamaica (44), which opened fire on the German cruiser. After several hits Admiral Hipper retreated.
In its turn Lützow, being 3.5 miles from the convoy, fired 87 shots with 280-mm shells and 75-150-mm shells, but never hit. After which he decided to return to the base in Altafjord. As a result of the battle, the German fleet lost a destroyer Z-16 Friedrich Eckoldt, cruiser Admiral Hipper received heavy damage and barely made it to Kafjord. The convoy arrived safely in the Kola Bay without losing a single vehicle. After this unsuccessful operation, Hitler ordered all surface ships to be scrapped. Thanks to the efforts of Admiral Karl Doenitz, who took over the post of the retired Raeder, Admiral Hipper went to reserve (to Gotenhafen).
Decline of a career
The cruiser Admiral Hipper is camouflaged with nets in the dock during repairs
After returning to Altafjord, where minor repairs were made on the cruiser, he set sail for Bogen Bay on January 23. Then, via Narvik and Trondheim, by February 8, together with the rest of the surface ships, he arrived in Kiel. 28th of February Admiral Hipper was transferred to reserve in accordance with Hitler's decree.
Despite the decommissioning, repair work continued on the cruiser. Its crew was reduced several times. In order to protect the cruiser from bombing, it was transferred to Pilau in April 1943, where it remained for almost a year. In March 1944, recruits were trained on the cruiser, two of the three boiler rooms were maintained in working order, and then the order was received to prepare the ship for combat operations. Over the next five months, a series of sea trials were carried out in the Baltic, but the cruiser's performance characteristics were not achieved.
On October 28, 1944, in connection with the offensive of the Soviet troops, the cruiser was given the task of providing artillery support to the coastal flank of the ground forces. January 15, 1945 Admiral Hipper transferred to Gotenhafen to complete repairs, but the rapid advance of the Soviet army forced the cruiser to be transferred to Kiel within two weeks. January 29 Admiral Hipper departed from Gotenhafen, taking 1,500 refugees on board, only one turbine could move, and only two bow control towers could control anti-aircraft fire. Soon after leaving, the cruiser found itself in the area where the liner was sunk Wilhelm Gustloff Soviet submarine. He had to maneuver between lifeboats, life rafts and people floating in the water. The commander of the cruiser, Captain Zur See Hans Henigst, left an escort destroyer for rescue, T-36, and he headed further, fearing for his ship.
Death
Arriving in Kiel, Admiral Hipper On February 2, she was docked at the Germaniawerft shipyard. On May 3, 1945, British Bomber Command carried out a massive air raid on Kiel. During the raid, the cruiser received several hits, which practically destroyed the cruiser; the ship was severely burned out as a result of a fire. At 4:25 the cruiser Admiral Hipper was blown up by the crew and sank to the bottom of the dock.
After Germany's surrender, while repairing and cleaning the dock, the remains of the cruiser were raised and towed to Heikendorfen Bay and stranded. Between 1948 and 1952, the cruiser was dismantled for metal.
Commanders
| Photo | Commander | Rank | Russian analogue | Service period |
|---|---|---|---|---|
|
|
Hellmuth Hey | Kapitän zur See | Captain 1st rank | April 29, 1939 – September 3, 1940 |
|
|
Wilhelm Meisel | Kapitän zur See/Konteradmiral | Captain 1st Rank/Rear Admiral | September 4, 1940 - October 10, 1942 |
|
|
Hans Hartmann | Kapitän zur See | Captain 1st rank | October 11, 1942 - February 16, 1943 |
|
|
Fritz Krauß | Kapitän zur See | Captain 1st rank | February 17, 1943 - March 1944 |
| Hans Henigst | Kapitän zur See | Captain 1st rank | March 1944 - May 1945 |
This ship in art
The ship is presented in the game World of Warships.
Image gallery
Heavy cruiser Admiral Hipper (picture)
Admiral Hipper at the shipyard during construction 1937
Cruiser Admiral Hipper at the outfitting wall 1939
Sea trials 1939
Cruiser Admiral Hipper on the roadstead of Kiel 1939
Cruiser Admiral Hipper Trondheim 1940
Norwegian landing operation 1940
Admiral Hipper in Brest. January 1941
Battle with a British destroyer 1940
Admiral Hipper at Pilau as a training ship 1944
Admiral Hipper in the Baltic provides fire support for German troops. 1945
Cruiser Admiral Hipper in dock Kiel 1945
Cruiser after sinking Kiel 1945
Notes
Literature and sources of information
- Kofman V. Heavy cruisers of the Admiral Hipper class. - Moscow: Citadel-trade, 1996. - ISBN 0-00-280837-0
- Nenakhov Yu. Yu. Encyclopedia of cruisers 1910-2005.. - Minsk: Harvest, 2007. - ISBN 9789851386198
- Patyanin S.V. Dashyan A.V. Cruisers of World War II. Hunters and protectors. - Yauza, EKSMO, 2007.
--Ir0n246:ru (discussion) 15:03, February 25, 2016 (UTC)
Kriegsmarine
| Commanders | Erich Raeder Karl Dönitz Hans Georg von Friedeburg Walter Warzecha |
| Main forces of the fleet | |
| Battleships | Germany type: Schlesien Schleswig-Holstein Scharnhorst type: Scharnhorst Gneisenau Bismarck type: Bismarck Tirpitz Type H: - Type O: - |
| Aircraft carriers | Graf Zeppelin type: Graf Zeppelin Flugzeugträger B |
| Escort carriers | Jade type: Jade Elbe Hilfsflugzeugträger I Hilfsflugzeugträger II Weser |
| Heavy cruisers | Germany type: Germany Admiral Graf Spee Admiral Scheer Admiral Hipper type: Admiral Hipper Blucher Prinz Eugen Seydlitz Lützow Type D: - Type P: - |
| Light cruisers | Emden Königsberg type: |
Immediately after the planking, I began installing the stem, sternpost and keel. In the magazine "sternpost" is called "starnpost". Both words mean the same thing, only the first one is Dutch ( achtersteven), and the second English ( sternpost).
Since we are not looking for easy ways :), I decided not to paint these parts with stain, as recommended in the magazine. The stem on HMS Bounty, like that of HMS Victory, was composite - so I decided to cover all the parts with sapelli veneer. When pasting, imitate a composite stem. I got hold of sapelli scraps quite unexpectedly from one of my friends.
The anatomy of the Bounty is floating around the Internet - “Anatomy of the Ship - The Armed Transport BOUNTY”. The anatomy of the ship is described in great detail there. In theory, the entire ship should be assembled according to this anatomy, which is what some do. The partwork is far from ideal. If I had known a year and a half ago what I know now, I would have done so, but at that time I just wanted to assemble a ship, and had zero knowledge at all.
In general, from the anatomy of the Bounty, I drew a diagram for gluing the stem.
Bounty anatomy stem
After that, I photographed the stem, traced its contours in a vector editor and tried to combine the model’s stem with the stem in the anatomy. It didn’t work out right away, but in the end I got a scheme for covering the Bounty’s stem.
Pasting the stem took a couple of days. Every detail had to be cut and adjusted.
The stem before gluing
Before gluing, I decided to fit the parts into their seats and remove the excess.
Cutting space for the stem
Place under the stem
Sternpost space
First I covered and installed the sternpost.
Sternpost wrapping
Since Bounty's keel parts are installed differently from Victoria's - they are simply glued without chiseling a groove, I decided to install the parts on nails.
The sternpost is papered
Putting the sternpost in place
Sternpost installed
After installing the sternpost, I started gluing the stem. I pasted it in the following way: first I cut out a part from paper, then I cut it out of veneer using a paper template, adjusted it in place and glued it. Before gluing the stem, I covered its end with veneer.
Paper template
Each part had to be produced in double quantity.
Start of gluing the stem
Pasting the stem
Pasting the stem
Pasting the stem
Pasting the stem
The stem is papered
After gluing, I glued the stem to the hull.
The stem is fixed to the hull
All that remains is to paste over and glue the keel strips into place.
Keel wrapping
Putting the keel in place
After installation it looked like this:
Sternpost and keel installed
The stem and keel are installed
The extremities include the outer parts of the hull, located at a distance of 10–25% of the length of the vessel from the stems, with a sharp change in the size and shape of the cross sections. They end with powerful beams - a stem in the bow and a sternpost in the stern. The boundaries of the extremities are the forepeak and afterpeak bulkheads.
Characteristic of the extremities is their insignificant participation in the general bending of the body and the perception of large local loads. When sailing in stormy and ice conditions at the tip, especially at nasal, There are large hydrodynamic and shock loads from waves and ice that cannot be accurately taken into account. Besides, nasal the tip experiences random loads from the pound when running aground, from the quay walls during moorings and pile-ups on piers, etc.
The complex geometric shape of the extremities is dictated by the conditions of propulsion, seaworthiness and the peculiarities of the structural design and placement of propellers, steering and anchor devices in them. The geometric shape of the ends of the vessel should structurally ensure a smooth connection with the cylindrical part of the vessel and strong fastening of the longitudinal beams of the ship's frame to the stems.
The formation and design of the ends of sea transport vessels is carried out in accordance with the Rules for the Classification and Construction of Marine Steel Vessels of the Russian Register. This is due to the fact that the ends of the ship are complex structural formations. They house various tanks and premises, install equipment and ship equipment.
Design of the bow of the vessel(Fig. 138) is limited by the stem and the transverse forepeak (collis) bulkhead. Inside this volume there is a chain box that serves as a support for anchor mechanisms (windlass or capstan).
Rice. 138. Construction at the bow end of a vessel with ice reinforcements
for class "L":
1 - side stringer; 2 - forepeak bulkhead; 3 - deep tank flooring; 4 - vertical keel; 5 - platform; 6 - stem; 7 - upper deck; 8 - tank deck; 9 - chain box wall; 10 - fender bulkhead in the blast furnace; 11 - main frame; 12 - intermediate frame;
13 - beams; 14 - an intermediate row of beams between the side stringers (idle beams); 15 ~ knitsa
In the forepeak at a distance of 0.25 L from the stem they do reinforced bottom and side sets due to the installation of thicker floors on each frame, reducing the distance between the floors to 0.6 m on seagoing vessels and 0.5 m on inland navigation vessels and installing additional rows of single beams (without flooring) at a distance of no more than 2 m from each other through the frame. Along each row of beams, side stringers are installed, which are fastened to the frames using brackets. Sometimes steel flooring is laid on the beams and the upper part of the forepeak is used for household needs (provision chambers, battalions, paint storerooms).
The vertical keel is cut and welded between the flor sheets in the form of brackets.
In the hold and lower tween deck aft of the fore bulkhead at a distance of 0.15 L From the stem, frames are installed less frequently (as in the middle part of the vessel), but the side frame is strengthened by installing thicker frame frames instead of conventional ones. The side stringers do not change and remain the same as in the forepeak, i.e., with a wall height equal to the height of the frames.
stem(Goal. voorsteven: from voor - front, Steven - stem, riser) is a semi-oval beam (Fig. 139), installed along the contour of the bow point of the vessel, connecting the skin and a set of starboard and port sides. Due to its central position in the DP, the stem, as it were, pulls the structure of the bow of the hull together, giving additional rigidity to the welded sheets of the outer skin. At the bottom, the stem is connected to the keel. According to the shape of the cross sections, the stems can be streamlined or non-streamlined.
Rice. 139. Design of the stem: forged bar:
1 - breshtuk; 2 - holes for draining water from the breshtuk; 3 - groove for connecting the stem
with outer skin
The technology for making stems has undergone significant changes: at first, at the dawn of the development of shipbuilding, the timber was wooden, then forged iron, and then cast. These were labor-intensive processes that required the organization of specific production, unusual for shipbuilding. With the replacement of riveted shipbuilding with welded ones, the stem began to be made from sheet metal by welding (Fig. 140, 141, a-c).
This method of manufacturing stems was recommended by the Rules of the Russian Register as the main one for transport ships. In order to increase rigidity and stability, the welded stem is reinforced with horizontal brackets - breshtukami(English) breasthook: from breast - breast, hook- hook, bracket, hook) - shaped plates located between the bent sides of the stem, to which side stringers and sheets of side and deck flooring and platforms are already attached.
Rice. 140. Bow design:
1 - bottom lining; 2 - vertical keel; 3 - breshtuk; 4 - lower deck; 5 - forged timber; 6 - side longitudinal stiffener; 7 - upper deck; 8 - forecastle deck
Rice. 141. Varieties of stem design:
A- cast-welded; b,c - welded:
1 - cast (steel) timber; 2 - KS; 3 - bracket; 4 - breshtuk
The stems, made of sheet steel, better absorb shock loads, due to which the bow of the vessel at the moment of impact is crushed without major damage. In this case, the thickness of the bent sheets located below the load waterline is 20% greater than that of the side plating sheets in the middle part of the vessel.
In order to increase seaworthiness and protect the underwater part of the CS from damage during an impact, the stems are given a certain inclination to the vertical. In addition, in icebreakers and ice-going vessels, the stem has a rectangular protrusion for cutting ice up to 0.5 m thick. But often this design technique does not work, especially in cases where the ice thickness exceeds the calculated one. In this case, to overcome an unacceptable obstacle, the ovoid shape of the icebreaker's hull is used, thanks to which the icebreaker crawls onto the ice and pushes it with the entire mass of the hull.
Rice. 142. Independent bulb design,
attached to the bow end of the vessel:
1 - stem; 2 - longitudinal bulkhead bulb; 3 - bulb lining; 4 - stringer bulb;
5 - vertical diaphragm; 6 - spacer; 7 - frame bulb; 8 - chain box dividing bulkhead; 9 - forepeak bulkhead; 10 - main deck; 11 - beams
Sheet welded stems are also used in designs with bulbous(English) bulb lat. bulbus- bulb, bulge) (Fig. 142), which is a teardrop-shaped or hemispherical thickening the stem in its lower part, protruding in front as a continuation of the keel. The bulb is sheathed with sheets, reinforced from the inside with frames, vertical and horizontal diaphragms, and can be made as an independent structure welded to the bow.
The expediency of using a bulb (invented by a Russian engineer) is explained by a decrease in resistance to the movement of the vessel, mainly due to a decrease in wave formation during medium and full strokes. From the point of view of hydrodynamics, the bulb takes on the main pressure of the oncoming flow in the underwater part of the hull, which, by increasing the thickness of the boundary layer of this flow over the entire underwater area of the vessel, thereby also reduces the overall resistance of the water.
To enhance the strength of the stem, the adjacent outer skin sheets are taken of greater thickness. Welded transverse ribs reinforcing the stem sheets are placed every meter below the load waterline and every 1.5 m above it.
For icebreakers, stems are made of especially strong steel, reinforced with special tongues that protect welding and the edges of the plating sheet from increased abrasion by ice.
The design of the aft end (Fig. 143) is characterized by the fact that it ends with a vertical keel, side and partially bottom plating and a hull set.
Rice. 143. Aft end with deadwood, star post and rudder supports
and an ice tooth:
1 - sternpost; 2 - stern apple; 3 - starnpost; 4 - helmport tube; 5 - ice tooth; 6 - transom; 7 - beam; 8 - afterpeak bulkhead; 9 - stern tube; 10 - keel;
11 - shoe; 12 - heel
The shape of the stern end is determined by the contours of the hull in the stern and varies greatly depending on the type, purpose of the vessel and the number of propellers. In any case, the stern end is a technically and technologically complex structural formation that plays a vital role in ensuring the safety of the vessel and navigation. It houses such important elements of the vessel as the propeller and stern tube.
It is believed that the aft end starts from the afterpeak bulkhead and ends with the sternpost and the stern valance, which is highly developed at the yacht and cruising stern and less so at the transom.
The stern of the vessel experiences significant dynamic and vibration loads from the steering gear and propellers. Its design largely depends on the number of propeller shafts and rudders, as well as on the architectural appearance of the stern. A typical stern design consists of thick planking, high continuous floors extending to the platform or lower deck, and extensive longitudinal bracing.
The stern end is strengthened by reinforcing the frame in the afterpeak and stern valance. IIo design, the set in the afterpeak is not much different from the design described above for the forepeak. The floras in the afterpeak on single-screw ships usually rise above the stern tube, above which transverse connecting beams are placed.
The stern valance usually has transverse framing system with floor and stringer on each frame. The dimensions of the frames in it are the same as in the afterpeak. To strengthen the set, frame frames are sometimes installed.
Sternpost(Dutch) Achtersteven:achter - rear, Steven - stem, riser) - the main element of the stern structure of the vessel, its lower part, made in the form of a massive figured casting of complex shape, which is connected to the keel part of the hull, side and bottom plating into a single structure. The sternpost serves as a support for the propeller shaft and rudder and, together with the stern valance, protects them from impacts and damage. The sternpost of ice-going vessels having a cruising stern with sharp formations has ice drain(see Fig. 143), located aft of the rudder, to protect the rudder and propeller from damage.
The configuration of the sternpost depends on the type of rudder, the number of propeller shafts and the dimensions of the propeller. In Fig. 144 shows two fundamentally different sternpost designs, which are used for different types of rudders: for a balance rudder (Fig. 144, A) and semi-balanced (Fig. 144, b). The mass of cast sternposts of large ships reaches 60–180 tons, so they are made by welding several parts into a single structure. On ships with semi-balanced steering wheel The rudder post is a bracket that is not connected at the bottom with the star post. This design forms the stern open type, there is no sternpost window and the hot water works in an open space.
On ships with balance steering wheel the sternpost has no rudder post at all. The stiffening of the sternpost structure in this case is due to the thickening of its lower part - the sole, which acts as a console, and the installation of a removable rudder post for hanging the rudder, which is mounted on it on two supports - in the heel and in the lower bearing of the stock, installed inside the KS.
Rice. 144. Types of sternposts:
A - V-shaped, balancing steering wheel; b - bulb, semi-balanced steering wheel - open
On single-rotor vessels with ordinary steering wheel the sternpost is made in the form of a forged or cast beam from two vertical branches: the front - starnpost and back - Ruderpost. At the top they are connected arch, and at the bottom - sole, thus forming window sternpost (Fig. 145). Size window depends on the diameter of the screw. Its width is slightly larger than its diameter (by 0.5 D) for reasons of technological necessity to remove the screw and remove the shaft for repair.
Rice. 145. Cast prefabricated sternpost Fig. 146. Sternpost of a single-screw vessel
single-screw vessel with a plug-in ruder with a balancing rudder:
by post: 1 - starnpost; 2 - apple; 3 - rudder stock;
1 - starnpost; 2 - apple; 3 - sole; 4 - flange connection of the rudder blade with the stock;
4 - heel; 5 - rudder post; 6 - steering wheel hinges; 5 - rudderpost; 6- protectors; 7- rudder blade;
7 - window; 8 – arch 8 - heel; 9 – shoe
Sole the sternpost fastens the star post and rudder post into a single monolithic structure, which is especially clearly visible in Fig. 146. The length of the sole is slightly greater than the width of the window and extends in the direction of the vertical keel to form a strong welded joint with it.
Rice. 147. Cast sternpost without rudder post:
1 - starnpost; 2 - sternpost apple; 3 - sole; 4 - heel
In the middle part of the outpost there is a apple sternpost - the hole through which the propeller shaft passes. At the top of the sternpost there is helmport pipe - for passage of the rudder stock.
The cast sternpost design (Fig. 147) is used on ships with a half-balance rudder, in which a rudder post is not used. This design is usually reinforced by transverse stiffening ribs, which are connected to the elements of the transverse frame of the stern of the vessel, without violating the established distances between them (no more than 0.75 m).
However, due to the high cost and complexity of casting, sternposts are most often made from bent steel sheets by welding in hull manufacturing shops (rather than in foundries). In this case, the thickness of the sheets is taken to be twice as large as the thickness of the bottom outer plating in the middle part of the vessel, and the transverse stiffeners are taken to be the same as for cast stems.
Ruderpost together with the rudder blade mounted on it, it experiences a shock-vibration load from the dynamic flow thrown by the propeller, and a static load from the weight of the rudder blade, which is attached to the rudder post on hinges. Heel the sternpost, located at the bottom of the window (see Fig. 145), is a hinged support to support the rudder.
Starnpost carries a static load from the weight of the propeller shaft and the propeller mounted on it, as well as a dynamic load from the thrust and torque of the propeller. It contains a stern bearing. stern tube, forming a special stern tube device, which ensures the waterproofness of the hull at the points where the propeller shaft exits into the MO (Fig. 148).
This device consists of a steel stern tube, which is fastened with a nut (or welding) to the stern post and with bolts to the stern bulkhead. Bronze bushings pressed into the pipe from the bow and stern contain segmental plates of stern tube bearings made of resistant rubber, caprolon or backout. The shaft is lubricated and cooled using sea or fresh water under pressure. Cooling water is pumped through the pipe through a water distribution ring installed in front of the nose sleeve. The bow end of the propeller shaft is sealed using a stuffing box mounted on the afterpeak bulkhead. The cooling system is equipped with steam heating for winter operating conditions of the vessel.
Rice. 148. Stern tube design:
1 - stern tube; 2 - stern tube bushing; 3 - stern shaft bearing; 4 - retaining ring; 5 - screw; 6 - flange; 7 - stuffing box; 8 - liner; 9 - stuffing box;
10 - water distribution ring; 11 - water cooling tubes; 12 - stern shaft; 13 - lining of the stern shaft; 14 - starnpost apple; 15 - after peak bulkhead
Rice. 149. Construction of two-shaft mortars:
1 - mortar; 2 - bracket
Along with bearings running on water lubrication, designs of Babbitt stern tube bearings running on oil lubrication, meeting the requirements of the International Convention against Marine Pollution from Ships, are becoming widespread.
Rice. 150. Side view of the mortar of a twin-shaft vessel:
1 - mortar; 2 - diaphragm for mounting a mortar
Rice. 151. Assembly of the propeller shaft exiting the housing:
1 - stern tube; 2, 5 - backout liner; 3 - propeller shaft; 4 - bronze bushing;
6 - hot water fastening nut; 7 - fairing; 8 - bracket; 9 - mortar; 10 - stuffing box;
11 - welded; 12 - afterpeak bulkhead; 13 - pressure sleeve; 14 - flor
The aft end of the side propeller shaft on ships with two or more propellers (Fig. 149‒151) rests on special supports - brackets, consisting of a bushing with a bearing and two paws streamlined shape, installed obliquely to the CS at an angle of 70 – 100° (Fig. 152). In this case, the axial lines of the paws intersect on the GW axis in order to reduce the pressure pulsations of the water flow thrown by the propeller.
The legs are attached to the internal hull frame (bulkheads, floors) and the outer skin with a thickened sheet by welding or adhesive, while the area of the weld or the diameter of the rivet must be at least 25% of the cross-sectional area of the propeller shaft.
Rice. 152. Various forms of mortars of a twin-screw ship:
1 - bracket; 2 - shaft bearing; 3 – fillets
Propeller shafts on twin-screw ships exit the CS through special reinforcements - mortars(see Fig. 149-151), serving as a support for attaching the stern tube and ensuring tightness at the point where the propeller shaft exits the hull. The mortar is a cast or welded pipe with flanges with which it is attached to the outer casing. Inside the ship's hull, the mortar is attached to the afterpeak bulkhead or other strong connections (florals, stringers), which allows the load from the propeller stop and the pressure on the stern tube bearings to be distributed over a larger number of frames.
At the point where the shafts exit the combustor, the stern contours are usually shaped fillets(smooth curves) in order to reduce the influence of the ship's hull on the operation of the propeller and reduce the resistance to the movement of the ship. Various forms of mortars are shown in Fig. 152.
Thus, the sternpost ordinary type on twin-screw ships replace equivalent hull structure of reinforced longitudinal and transverse set, which is actually aft bottom and support for GV brackets and rudders. Due to the large static and dynamic loads acting on such a sternpost and aft section, in the area of the brackets the hull set is additionally reinforced with stiffening ribs (diaphragms).
The bow and stern ends of the ship's hull are limited and supported by the stem and stern stem, respectively. The stem and sternpost (Fig. 5.24, 5.25) are connected by welding to the outer plating, with a vertical and horizontal keel, high floors, side stringers, and platforms. Thus, a powerful structure is formed that can withstand significant loads that arise during the operation of the vessel (impacts on ice, floating objects, contact with the pier and other ships, loads from a working propeller, etc.).
Since the bow and stern ends of the vessel experience significant additional loads from wave impacts, the so-called. “slamming”, these areas of the vessel are reinforced by reducing spacing, additional side and bottom stringers, platforms, high floors, and frame frames.
Rice. 5.25. The sternpost of a single-rotor ship.
1 – head post, 2 – apple, 3 – sole, - 4 – heel, 5 – rudder post, 6 – steering loop, window, 7 – window, 8 – arch.
Fig.5.24. The stem is welded.
1 – breshtuk, 2 – longitudinal stiffener rib
6. Ship devices
6.1. Anchor device
I
Fig.6.1. Layout of the bow anchor device. 1 – anchor; 2 – anchor chain; 3 – device for quick release of the main end of the anchor chain; 4 – windlass; 5 – screw stopper; 6 – chain stopper; 7 – side anchor hawse; 8 – hawse pipe; 9 – chain pipe (deck fairlead); 10 – chain box.
Seagoing vessels usually have a bow anchor device (Fig. 6.1), but some ships also have a stern one (Fig. 6.2).
Fig.6.2. Stern anchor-mooring device.
1 – chain pipe; 2 – spire; 3 – stopper with a mortgage pin; 4 – electric motor; 5 – chain box; 6 – anchor; 7 – hawse pipe.
The anchor device usually includes the following elements:
anchor, which, due to its mass and shape, enters the ground, thereby creating the necessary resistance to the movement of a ship or floating object;
anchor chain, transmitting force from the vessel to the anchor located on the ground, is used for recoil and lifting of the anchor;
anchor hawse, allowing the anchor chain to pass through the elements of the hull structures, directing the movement of the ropes when releasing or retrieving the anchor, the anchors are pulled into the fairleads for storage during travel;
anchor mechanism, providing release and lifting of the anchor, braking and locking of the anchor chain when anchored, pulling the vessel towards the anchor fixed in the ground;
stoppers, which serve for fastening the anchor in a traveling manner;
chain boxes for placing anchor chains on a ship;
mechanisms for fastening and remote release of the anchor chain, ensuring fastening of the main end of the anchor chain and its rapid release if necessary.
Anchors depending on their purpose they are divided into deadlifts designed to hold the vessel in a given place, and auxiliary– to hold the vessel in a given position while anchored at the main anchor. The auxiliary ones include a stern anchor - a stop anchor, the mass of which is 1/3 of the weight of the anchor and the rope - a light anchor that can be carried away from the ship on a boat. The mass of the verp is equal to half the mass of the stop anchor. The number and weight of main anchors for each vessel depends on the size of the vessel and is selected according to the Rules of the Register of Shipping.
The main parts of any anchor are the spindle and claws. Anchors are distinguished by mobility and the number of arms (up to four) and the presence of a rod. Clawless anchors include dead anchors (mushroom-shaped, screw, reinforced concrete) used when installing floating lighthouses, landing stages and other floating structures.
There are several types of anchors that are used on sea vessels as anchors and auxiliaries. Of these, the most common anchors are: Admiralty (previously used), Hall (obsolete anchor), Gruson, Danforth, Matrosov (installed mainly on river vessels and small sea vessels), Boldt, Gruzon, Cruson, Union, Taylor, Speck, etc. .
The Admiralty anchor (Fig. 6.3a) was widely used during the sailing fleet, due to the simplicity of its design and high holding force - up to 12 anchor weights. When pulling the anchor, due to the movement of the vessel, the rod lies flat on the ground, and one of the legs begins to enter the ground. Since there is only one paw in the ground, when the direction of tension of the chain changes (yaw of the vessel), the paw practically does not loosen the soil and this explains the high holding force of this anchor. But it is difficult to remove it while on the move (due to the stem it does not fit into the hawse and has to be put away on the deck or suspended along the side), in addition, in shallow water the foot protruding from the ground poses a great danger to other ships. The anchor chain may get tangled in it. Therefore, on modern ships, Admiralty anchors are used only as stop-anchors and ropes, in the occasional use of which its disadvantages are not so significant, and a high holding force is necessary.
The Hall anchor (Fig. 6.3 b) has two swivel legs located close to the rod. When the vessel yaws, the paws practically do not loosen the soil, and therefore the holding force of the anchor increases to 4-6 times the gravity force of the anchor.
The Hall anchor meets certain requirements: 1) it releases quickly and is conveniently fastened in a traveling manner; 2) has sufficient holding force with less weight; 3) quickly picks up soil and is easily separated from it.
I
Fig.6.3. Types of anchors: a – admiralty; b – Hall; c – Matrosov welded structure. 1 – spindle; 2 – horn; 3 – paw; 4 – bracket; 5 – rod; 6 – trend; 7 – roller; 8 – bolt; 9 – head part.
This anchor does not have a rod, and when retracting, the spindle is pulled into the fairlead, and the legs are pressed against the body. Among the large number of anchors without a rod, the Hall anchor is distinguished by its small number of parts. Large gaps at the joints of the parts eliminate the possibility of jamming of the paws. When falling on the ground, thanks to the widely spaced paws, the anchor lies flat and when pulled, the protruding parts of the head part force the paws to turn towards the ground and enter it. Burying itself into the ground with both paws, this anchor does not pose a danger to other vessels in shallow water and eliminates the possibility of the anchor chain getting tangled in it. But due to the fact that two widely spaced paws are in the ground, when the ship yaws, the soil loosens and the holding force of this anchor is much less than the Admiralty anchor with one paw in the ground.
The Danforth anchor (Fig. 6.4) is similar to the Hall anchor; it has two wide, knife-shaped swivel legs located close to the rod. Thanks to this, when the vessel yaws, the paws practically do not loosen the soil, increasing the holding force up to 10 times the gravity of the anchor and its stability on the ground. Thanks to these qualities, the Danforth anchor is widely used on modern sea vessels.
Fig.6.4. Dumforth Anchor
Matrosov's anchor has two swivel legs. In order for the anchor to lie flat on the ground in all cases, there are rods with flanges in the head part of the anchor, and after being pulled by the ship, the anchor lies flat and, thanks to the protruding parts of the head part, the legs rotate and enter the ground. Matrosov's anchor is effective on soft soils, which is why it has become widespread on river and small sea vessels, and its high holding force makes it possible to reduce weight and make the anchor not only cast, but also welded.
On small ships and barges, multi-legged rodless anchors called cats are used. Ice navigation vessels are equipped with special single-arm rodless ice anchors designed to hold the vessel near the ice field.
anchor chain serves to attach the anchor to the ship's hull. It consists of links (Fig. 6.5), forming bows, connected to one another using special detachable links. The bows form an anchor chain with a length of 50 to 300 m. Depending on the location of the bows in the anchor chain, there are anchor (attached to the anchor), intermediate and main bows (attached to the hull of the vessel). The lengths of the anchor and main bows are not regulated, and the length of the intermediate bow, which has an odd number of links, is 25–27.5 m. Attach the anchor to the anchor chain using an anchor shackle. To prevent the chain from twisting, rotating links - swivels - are included in the anchor and main bows.
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Fig.6.5. Elements of the anchor chain. 1 – end link; 2 – swivel; 3 – ordinary link; 4 – connecting link; 5 – verb-hack; 6 – Kentor connecting bracket; 7 – anchor bracket.
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Fig.6.6. Anchor fairlead: a – design; b – position of the anchor when pulled into the fairlead. 1 – deck fairlead; 2 – hawse pipe; 3 – side fairlead.
The hawse pipe is usually made of steel welded from two halves (in diameter), and the lower half of the pipe is thicker than the upper, since it is subject to greater wear by the moving chain. The internal diameter of the pipe is taken to be equal to 8 - 10 chain gauges, and the wall thickness of the lower half of the pipe is in the range of 0.4-0.9 chain gauge.
Side and deck hawsees are cast steel and have thickenings where the chain passes. They are welded to the hawse pipe and welded to the deck and side. The anchor spindle fits into the pipe in a traveling manner; Only the anchor's claws remain outside.
To prevent water from entering the deck through the hawse, the deck hawse is closed with a special hinged lid with a recess for the passage of the anchor chain.
To clean the anchor and chain from dirt and bottom soil with water when pulling out, a number of fittings are provided in the fairlead pipe, connected to the fire main.
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Fig. 6.7. Anchor hawse: a – with a niche; b - protruding
Protruding hawse shown in Fig. 6.6 b, where its difference from a regular hawse is clearly visible. Protruding fairleads are used on ships with a bulbous bow, which eliminates the impact of the anchor on the bulb when it recoils.
Open hawse, which are a massive casting with a groove for the passage of the anchor chain and anchor spindle, are installed at the junction of the deck and the side. They are used on low-sided ships, where ordinary fairleads are undesirable, since water gets onto the deck through them during rough seas.
Anchor mechanisms serve to release the anchor and anchor chain when the vessel is anchored; locking the anchor chain when the vessel is anchored; unanchoring - pulling the vessel to the anchor, removing the chain and anchor and pulling the anchor into the hawse; performing mooring operations if there are no mechanisms specially provided for these purposes.
The following anchor mechanisms are used on seagoing vessels: windlass, half-windlass, anchor or anchor-mooring capstans and anchor-mooring winches. The main element of any anchor mechanism that works with a chain is a chain cam sprocket drum. The horizontal position of the sprocket axis is characteristic of windlass, the vertical position is characteristic of capstans. On some modern ships (for a number of reasons) it is not practical to use conventional windlasses or capstans. Therefore, anchor-mooring winches are installed on such vessels.
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Fig.6.8. Steam windlass. 1 – cylindrical gears; 2 – chain sprocket; 3 – band brake; 4 – Turkatka. Fig.6.9. Electric windlass (diagram). 1 – engine; 2 – worm gearbox; 3 – cylindrical gears; 4 – chain sprocket; 5 – band brake; 6 – turkey; 7 – load shaft.
The capstan mechanism is usually divided into two parts, one of which, consisting of the sprocket and mooring drum, is located on deck, and the other, including the gearbox and engine, is located in a room below deck. The vertical axis of the sprocket allows unlimited variation in the horizontal plane of the direction of movement of the chain; along with a good appearance and little clutter on the upper deck, this is a significant advantage of the spire. Often the anchor and mooring mechanisms are combined in one anchor-mooring capstan.
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Fig.6.10. Anchor spire. 1- electric motor; 2- gearbox (worm); 3 – vertical shaft; 4- load shaft; 5 – chain sprocket; 6 – turkey; 7 – band brake.
Fig. 6.11. Anchor-mooring winch (half-lass with mooring drum). Scheme.
large-tonnage ships began to use anchor-mooring winches with hydraulic drive and remote control. These winches are composed of half-windlass and automatic mooring winches, which have one drive. Anchor-mooring winches can serve anchor devices with a chain caliber of up to 120 mm. They are characterized by high efficiency, lighter weight and safety in operation.
Anchor mechanisms can be steam, electric or hydraulic driven.
Stoppers designed for attaching anchor chains and holding the anchor in the fairlead in the stowed position. For this purpose, screw cam stoppers, stoppers with an embedded link (embedded stoppers) are used, and to press the anchor more tightly to the fairleads, chain stoppers are used.
The embedded stopper (Fig. 6.12) consists of two fixed jaws, allowing the chain to pass freely between them along a recess corresponding to the shape of the lower part of the vertically oriented link. On one of the cheeks, a slot is fixed in the slot, which freely fits into the cutout of the opposite cheek. The inclination of the cutout is such that the force created by the locked chain is completely absorbed by the pole. This stopper is recommended for chains larger than 72mm.
In a screw stopper, the base is a plate, in the middle part of which there is a groove for the passage of chain links. On small vessels, the horizontally oriented link is pressed against the base plate by two cheeks. The cheekpieces are hinged and driven by a screw with opposing trapezoidal threads. In the open position, the cheeks allow the chain to slide freely along the base groove. To prevent the chain from damaging the screw when moving, the stopper has a limiting arc. The chain is locked as a result of frictional forces when the chain link is pressed against the stopper plate by the cheeks. On large ships (with a large chain gauge), this method cannot provide the necessary force to lock the chain. Therefore, between the two is vertical. arranged links introduce cams located on the cheeks with a similar stopper pattern.
Fig. 6.12. Design of anchor chain stoppers: A– mortgage, b-screw, V - chain.
1 – base plate; 2-mortgage fell; 3 – cheek; 4 – gutter; 5 – pin; 6 – arc; 7 – screw; 8 – cheek; 9 – handle; 10 – chain; 11 – lanyard; 12 – butt; 13 – verb-hack.
A chain stopper is a short chain stopper (smaller gauge) that passes through the anchor shackle and is secured at its two ends to the butts on the deck. With a lanyard included at one end. chains, pull the anchor into the hawse until the paws fit snugly against the outer skin. The verb-hook, included at the other end of the chain, serves to quickly release the stopper. The windlass (capstan) band brake is used as the main stopper when the vessel is anchored. This type of locking has a number of advantages, among which the most important is the possibility of the chain being etched due to the brake pulley slipping relative to the brake band during jerking.
Chain pipe (deck fairlead) serves to guide the anchor chain from the deck to the chain locker. The chain pipe has sockets in the upper and lower parts. Chain pipes are positioned vertically or slightly inclined so that the lower end is above the center of the chain box. When installing a windlass, the top bell of the chain pipe is secured to its foundation frame. When installing the spire, an angular rotary socket is used, which consists of a cast body and a cover hinged in its upper part. The lid closes the bell, protecting the chain box from water getting into it, and allows, if necessary, to keep a section of the anchor chain on the deck for inspection, for which there is a hole in it corresponding to the chain link.
The length of the chain pipe depends on the location of the chain box along the height of the vessel. The internal diameter of the pipe is taken equal to 7–8 chain gauges.
Chain boxes designed for placement and storage of anchor chains. When selecting anchors, the chain of each anchor anchor is placed in the designated compartment of the chain box.
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Fig.6.13. Device for fastening and releasing the main end of the anchor chain: a – on the lid of the chain box; b – on the bulkhead. 1 – drive rod; 2 – lever; 3 – figured hook; 4 – end link.
Attaching and releasing the anchor chain. At the top of the chain box there is a special device for fastening and emergency release of the main end of the anchor chain. The need for a quick release may arise in the event of a fire on a neighboring ship, a sudden change in weather conditions, and in other cases when the ship must quickly leave the anchorage.
Until recently, the attachment of the root stop to the body was carried out by a chewing tack - containing a verb-tack. The chain was released only from the chain box.
Currently, for the release of the anchor chain, instead of the verb-hook, which is unsafe when the chain is released, they began to use folding hooks with a remote drive. The principle of operation of the hinged anchor hook is the same as the verb-hook, with the only difference being that the hinged hook stopper is released using a remote roller or other drive. The control of this drive is located on the deck directly next to the anchor mechanism.