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RESEARCH VESSELS AND PLEASURE BOATS

 

Research vessels carry out a number of roles at sea. Some of these can be combined into a single vessel, others require a dedicated vessel.

Fisheries science requires platforms which are capable of towing a number of different types of fishing net, collecting plankton or water

Pic. 17. The French research vessel “Pourquoi pas?”

 

samples from a range of depths, and carrying acoustic fish-finding equipment. Fisheries research vessels are often designed and built along the same lines as a large fishing vessel, but with space given over to laboratories and equipment storage, as opposed to storage of the catch.

Hydrographic survey vessels are used to conduct hydrographic and seismic surveys of the seabed and the underlying geology.

This information is useful for both producing navigational charts for shipping, and for detecting geological features which are likely to bear oil or gas. These vessels usually mount equipment on a towed structure, for example, air-cannons, used to generate a high pressure shock wave to sound the strata beneath the seabed, or mounted on the keel, for example, a depth sounder.

Oceanographic research vessels carry out research on the physical, chemical and biological characteristics of water, the atmosphere and climate, and as such, are required to carry equipment for collection of water samples from a range of depths, including the deep seas, as well as equipment for hydrographic sounding of the seabed, along with numerous other environmental sensors.

As the requirements of both oceanographic and hydrographic research are very different to those of fisheries research, these boats often fulfill a dual role. Due to the demanding nature of the work these ships have to deal with, research vessels are often constructed around an icebreaker hull, allowing them to operate in polar waters.

When one speaks about pleasure boats first of all he imagines a yacht, of course. While the word Yacht in the dictionary sense is merely a small boat, in modern use designates two ratherdifferent classes of watercraft, sailing and power yachts

Pic. 18. A sailing yacht

 

(we also must distinguish between racing and cruising yachts). Yachts are differentiated from working ships mainly by their leisure purpose. they are comfortable conveyances owned by the wealthy.

There are many different yacht types depending on their purpose, construction model and propulsion. Here can be named.

1) Day sailing yachts, having no cabin and being designed for hourly or daily use and not for overnight journeys;

2) Weekender yachts, possessing a single "saloon" with bedspace for two or three people;

3) Cruising yachts, being quite complex in design and capable of taking on long-range passages of many thousands of miles. Such a vessel will usually have many rooms below deck. Typically there will be three double-berth cabins; a single large saloon with galley, seating and navigation equipment; and a "head" consisting of a toilet and shower-room. The interior is often finished in wood panelling, with plenty of storage space;

4) Racing yachts, with the light hull but having a deep and heavy bulb keel, allowing them to support a tall mast with a great sail area.

Yacht lengths generally start at 32–35 feet (10–11 m) and go up to hundreds of feet. A mega yacht generally refers to any yacht (sail or power) above 100' or 34 m and a super yacht generally refers to any yacht over 200' or 70 m. This size is small, of course, in relation to say cruise liners and oil tankers.

In recent years, small- to medium-sized private yachts have evolved from fairly simple vessels with basic accommodation into sophisticated and luxurious boats.

 

Ex. 18. Make up the classification of research vessels and yachts.

Ex. 19. Speak on the topic “Specialized Vessels”.

UNIT V

ART OF SHIPBUILDING

 

Ex. 1. Read and translate the words. Include them into your vocabulary.

 

Provision, garbage, hull, engine, rudder, machinery, regulation, keel, rib, shape, compart­ment, boiler, bow, stern, wire, pipe, framework, shipway, valve, superstructure, pier, trial, bulkhead, roughness, squall, floatation, non-sweep, careen, rolling, pitching, ridge, evasion, crest, helmsman, abyss, contour, dugout, liburne, consequence, bulb, quarterdeck, sternpost, submission, slamming, shipyard, circumstance, welding, buffer store, building berth, assembling, section, block, prefabrication, template, building dock, lofting, fitting out, marking off, adjustment, butt, advisability;

To adjust, to prefabricate, to assemble, to weld, to christen, to slide, to dispose, perceive, immerse, trim, to overlap, envisage;

Complicated, enor­mous, watertight, temperate, concave, clinker-built, conciliatory, bulbous, three-dimensional, arduous, circumferential;

Gently, astern, aft

 

Ex. 2. Insert the right word.

 

Astern, temperate, clinker-built, template, overlap, immersed, dugouts, circumstances, consequences, rim, conciliatory

 

1. … were the first boats constructed by men. 2. In the case when the planks of the ship … one another, we say that the ship is … . 3. The captain commanded full speed … to stop the ship. 4. I can’t work under such … . 5. Look at the … and try to do the same. 6. The … of the disaster may be serious. 7. This country is situated in a … zone. 8. The ship hit the rock and … into water. 9. To provide better stability you must … the cargo. 10. In this conflict he takes a … position.

 

Ex. 3. Change the words of italic type with their synonyms from your active vocabulary.

 

1. Bulky equipment was stored on deck. 2. The shape of this yacht resembles a flying bird. 3. The circulation of goods accomplished through this port is really huge. 4. For better maneuvering a ship hull must have a bent contour. 5. All parts of the structure were perfectly balanced. 6. Canoes cut out from tree trunks were probably the first boats designed by men. 7. The curved bow of this boat looks funny. 8. The essence of voting is subjecting of the minority to the majority. 9. This document has an arbitration character. 10. The economic profit of using a particular technology for constructing a ship depends on the number of ships in the series. 11. The hard working conditions associated with hot-forming have been largely eliminated. 12. Lofting operations and making of hull parts are done with aid of electronics. 13. The method of mounting the ship on the building berth must be decided upon in advance.

 

Ex. 4. Define in one word.

 

a) form or contours of an object;

b) a plate or screen preventing the passage of liquid or gas;

c) one of a horizontal surfaces dividing the ship’s hull;

d) a rule, law or order;

e) a large flat piece of metal or wood that steers a ship;

f) a sudden unexpected increasing of wind strength;

g) smth very deep, having no bottom;

h) a high stern part of the top deck;

i) a hit over a coming wave

j) Method of jointing by which two plates (sheets) of metals can be connected together.

 

Ex. 5. Translate into Russian.

 


a floating city

fuel and provisions

to meet special needs

safety regulations

to weld the metal plates

to form the middle section

piece-by-piece manner

prefabricated units

to launch a ship

the squall heavy wind

taking into account

capable of sea travel

hard iron tools

closely resembled

a key development

the keel's solid construction

the perfection in the design

the result of slight changes

overlapping planks

aft superstructure

stability in a movement

the conciliatory proposals

stabilization of the hull

reduction of wave resistance

prevention of slamming

reduction of pitching


 

Ex. 6. Read and translate the text.

 

TEXT 5A

CONSTRUCTING A SHIP

A ship is one of the most complicated objects ever made. It is actually a floating city that generates its own power, heat, and electricity. A ship carries her own fuel and provisions. It can make her own fresh water from the sea, and she disposes of her own garbage.

All ships have four main parts. (1) the hull, (2) the engines, (3) the propellers, and (4) the rudder. In designing a ship, naval architects plan these and other parts of the vessel so that it meets a shipping company's special needs as well as government safety regulations. A shipyard then builds the ship according to the architect's plans.

Before naval architects begin to design a ship for a shipping company, they must know how the firm plans to use the ves­sel. They must know where the ship will sail, what kind of cargo it will carry, and how fast it will have to travel. Architects also must be aware of government safety regulations. In addition, they must adjust their designs to allow for the ever-increasing use of automation on ships.

The shipyard carefully follows the architect's designs in building a ship. Traditionally, construction begins with the laying of the keel. Workers then build the ribs that support the hull and give it shape. Next, they weld the metal plates that form the middle section of the hull. As the middle section is built, the various compart­ments, the boilers, and the necessary machinery are added. Finally, the bow and stern are built, completing the hull.

Modern shipyards no longer construct ships in this piece-by-piece manner. Instead, they first build enor­mous prefabricated sections of the ship in subassembly shops. Many of these sections have some wiring and piping built into them. Giant cranes then carry these huge sections to a framework called a shipway, where they are welded together. There is no laying of the keel. As the double-bottom sections of the hull are welded together, the keel is laid automatically. The entire hull may consist of as few as 20 prefabricated units. After the hull is completed, parts of the superstructure are added. The ship is then ready to be launched.

Shipbuilders launch a ship after it is about 70 to 90 percent com­pleted. The ship is slid down a runway of heavily greased timbers into the water. Most ships are launched stern first. A ship being launched bow first would plow down into the mud. Ships built along rivers too narrow for stern launching are launched sideways. Some yards build their ships in dry docks below the water level. After the hull and superstructure have been completed, workers open the valves and flood the dock. The ship then gently floats off the blocks that support the bottom of the hull. After the water inside the dock reaches the level of the water outside it, the dock gate is opened and the ship is launched.

Just before a ship is launched, it is christened. The shipping company selects a person, usually a woman, as the ship's sponsor. This person names the vessel and breaks a bottle of champagne across its bow. At that in­stant, the ship begins to slide into the water.

After a ship has been launched, a tug pulls it to an outfitting pier. There, workers complete the superstruc­ture and add the interior furnishings. The ship then makes its builder's trials with observers aboard from the company that ordered the ship. They make sure that all the equipment is in good working order and that the ship performs maneuvering, speed, and other tests ac­cording to the specifications. If the ship returns from the trials with a broom tied to the mainmast, it has made a "clean sweep" of its tests and the shipping company has accepted delivery of the vessel.

 

Ex. 7. Answer the questions.

 

1. Why can we call the ship one of the most complicated objects ever made? 2. What are the main parts of a ship? 3. What is the first step in ship designing? 4. What from does the construction traditionally begin? 5. What stages does the ship construction in piece-by-piece manner consist of? 6. How does the modern way of ship construction differ from the traditional method? 7. On what stage of construction is a ship launched? 8. Why are most ships launched stern first? 9. Where is sideway launching used? 10. What are the peculiarities of dry dock launching? 11. What is ship christening? 12. What does a broom tied to the mainmast mean?

 

Ex. 8. Try to summarize the main facts from the text in few sentences.

 

Revision

For Independent Studying

Ex. 9. Read the text and recollect the basic principles of shipbuilding in different historical epochs.

TEXT 5B

EVOLUTION OF SHIPBUILDING

PART I

It is known that ancient ships were under construction by navigators and the designing of a new ship was always done, taking into account future mode and area of navigation. The ancient seafarer-shipbuilders had to give the much greater attention to safety of storm navigating, because rowing paddles are not suitable as movers even at temperate wave roughness, and the squall heavy wind the sail arms become into a source of serious danger. Much attention had to be paid also to the contours of the hull to give additional floatation and stability to the vessel especially in stormy conditions.

The basic features of contours of the hull, which provided storm non-sweep of the top deck, were following.

1) Low surface board that was not perceiving careening pressure of a wind, and wide hull ensuring good rolling stability;

2) Rounding form of the middle ship frames provided static rolling stability, and a low center of gravity allowed the hull easily to be kept on an inclined surface of a wave. It was necessary for maintenance non-sweeping of the middle top deck;

3) The narrowed and high V-figurative frames near of stern and astern promoted dumping of pitching. During pitching these frames pushed the water aside, creating dynamic conditions of non-sweeping on the bow and back decks;

4) The vessel was made symmetric concerning a bow and stern that was a main condition of non-resistance of sea wave phenomena. For keeping of a rate along of wave (i.e. along wave fronts - when the hull did not cross wave ridges), it appeared by sufficient effort of oarsmen on oars.

Such form of the hull well used properties of wind though the long storm at ocean made the unpredictable approach of a wave to the hull and complicated maneuvering with the purpose of evasion from a wave. Group character of wind excitement may cause large "crest of the tenth wave". It was necessary for helmsman to see to the hull of a vessel to be kept by along to a wave, keeping a deck parallel of wave surface. Non-sweep of deck in this mode of navigation was provided, even if height of the “tenth wave” in some times exceeded height of the hull of a vessel. It was a fascinating and beautiful navigation, as the vessel could completely immerse in abyss, then for an instant appear at top of a wave perfectly safe!

 

PART II

In Scandinavia canoes, or dugouts, capable of sea travel appeared in the Stone Age, some 7000 years ago. Their long narrow hulls be Pic. 19. Stone Age dugout

 

came the basic design used for all northern ships up to and during the Bronze Age. By the Iron Age, some 2500 years ago, Pic. 20. Iron Age canoe of planks canoe design changed. Hard

iron tools allowed ship builders to use planks and a clinker design. It proved so successful that it is still inuse today. These boats, which the Viking design closely resembled, held twenty oarsmen and were very seaworthy. A century or two before the Viking Age began, a key development occurred in the design of ocean going open canoes that has lasted even into modern ship building times. It was the

Pic.21. Ocean going canoe

addition of a keel. The keel added greater stability to the ship and enabled it to travel straighter through the water than ships without keels. More importantly, the keel's solid construction gave the canoe the ability to carry a sail.

So, the perfection in the design, structure and materials used in Vikings ships was not the result of one shipbuilder or the work done in any one year of the Viking Age. Like most technologies, Pic. 22. Viking Dragonship

it was the result of many years of improvements to an existing design. In the case of Vikings ships, it was the result of slight changes made over six thousand years that began with a simple Stone Age dugout. All the Viking ships were based on the same design. overlapping planks, solid keel, matching bow and stern and open deck.

 

PART III

For protection of trade vessels against pirates, Saxons in north, and Illirians in the south, Romans created easy and high-speed sailing-oar ships, liburnes, which are considered to be the prototype of Mediterranean galleys, existed up to XVIII centuries. The purpose of this project was to put achievement of the maximal speed, and as a consequence new operational requirement force seriously to reconsider the conception of seaworthiness and safety of navigation.

On Mediterranean galley bulb was already not present, as it obviously

did not maintain test on Pic 23. Mediterranean galley

propulsive quality and ma neuverability of ship.

In bow part of the hull the large completeness of contours was kept, and its components were made larger, as the absence of bulb essentially reduced stabilization of bow extremity and the aft superstructure. Thus, the opportunity of storming by a bow on a wave was kept on counter roughness and resulted in increase wave sweeping. Nevertheless, the ship builders reduced height of a bow deck and essentially increased sail surface of quarterdeck.

Trimming the hull by the stern, installation of sternpost and small completeness of concave branches of stern frames allow putting the center of board resistance of the hull on one vertical with the center of sail surface of Latin sails. It is necessary for achievement of stability in a movement under sails and also makes effective work of stern rudder.

 

PART IV

Approach of epoch of great discoveries and colonial expansion can be characterized by construction of the ships in the best way adapted to long ocean navigation under sails. Taking into account the small tonnage of the ships of Columbus and Magellan, it is necessary to recognize true perfection of a ship science of that time, to note a harmony in a combination of the architectural and fluid-mechanics decisions; and also accuracy in laying-out of sailing arms and its complete conformity to features of hydrodynamics of the hull in conditions of navigation on roughness. Certainly, the crew of these small vessels could not completely rely on active use of sailing arms in an opposition with storm elements.

Pic. 24. A full-rigged ship (XVII cent.)

Therefore determining role in maintenance of safe navigation again was played with the special form of the hull, where the contours and surface architecture provided a mode of the minimal interaction with energy of the storm sea.

The advanced aft superstructure displaced the center of sail surface to aft, and large width and completeness of bow frames replaced a center of gravity and center of displacement in the bow part of the hull. Thus, on a wind the hull behaved similarly to "weather vane", providing storming by a bow on a wave without a going.

Equipment of sternpost andcompleteness small of stern frames had allowed putting the center of board hydrodynamic resistance on one vertical with the center of sails. It was necessary for achievement of a steady movement under sails, and also raised an overall performance stern blade of a rudder

For achievement stability the ratio of length of the hull to width (3.4) considerably decreased. Nevertheless, for the sailing ship there was no necessity in wide and continuous on length to a deck. The use of the push-off-waves boards and the division of a deck by superstructures, rising in an aft, excluded hit on a deck large on weight of amount of water, providing preservation storm stability. The same inside tilt of boards reduced risk of sweep of a deck at a course of the ship under sails and with a large rolling, and reduced forces of yaw, as the hull got vertical symmetry of a rather longitudinal axis which was taking place along a waterline. If at a sight in a stern part, medieval ship was soaring above water, allowing a wind to twist it without the special efforts, the bow part of the hull was heavy anddeeply pressed in water. The shipbuilders of those times did not care at all about non-sweeping on going bow to waves. The unique protection was bowsprit, bowcastle and galune, which by first perceive a counter wave and deform its front, not allowing concentrating impact on bow deck.

 

PART V

In contours of the ships constructed at the end of the XIXth and in the beginning of the XXth century is possible to read of the conciliatory proposals between submission and an opposition before sea phenomena.

Bulbous bow had continued to serve for stabilization of the hull and preservation of stability on a course in conditions of roughness. Especially it was important for high speed of a motion, that bulb favorably

Pic.25. A cruiser hull design

had an effect for reduction of wave resistance on calm water. Sharpening of extremities and small completeness of surface volumes in a bow and aft promoted fastness on roughness and favorably had an effect for reduction of pitching and prevention of slamming.

The narrow hulls of the ships were under construction for achievement of high speed of motion. Narrowed width of a deck served to the purposes of preservation storm stability in the sweeps conditions. The inside tilt of boards also reduced yaw during rolling that provided preservation of the given course and speed in conditions of storm roughness.

Rather low board and small surface of superstructures gave the possibility to conduct the ship even in conditions of strong winds.

Similar principles of hull construction are still in use nowadays, especially in naval shipbuilding.

 

Ex. 10. Answer the questions.

 

1. What had to be taken into account while designing an ancient ship? 2. Where was the greatest attention given by the ancient ship-builders? 3. Say in brief what the basic features of contours of the hull were. 4. What may group character of wind excitement result in? 5. What was the main task of a helmsman while maneuvering in storm conditions? 6. What for the narrowed and high V-figurative frames near of stern and astern used? 7. How was the rate along the wave kept? 8. What are the disadvantages of paddles and sails as movers? 9. What became the basic design for all northern ships in ancient times? 10. What allowed the shipbuilders to use planks and clinker design? 11. When did the first seaworthy ships appear in Scandinavia? 12. What key development allowed the appearance of ocean going vessels and has lasted even into modern times? 13. What design were all Viking ships based on? 14. What was undertaken for protection of trade vessels and with what purpose? 15. What was used to trim the hull of the medieval ships? 16. What could the ship crew rely on in conditions of navigation on roughness? 17. With what could the hull be compared on a wind due to its special construction? 18. What were the distinguishing features of medieval hull construction? 19. What was the traditional ratio of length of the hull to width? 20. What was considered to be the unique protection against the waves on the full-rigged ships? 21. What conciliatory proposals can be seen in contours of the ship constructed in the beginning of the XXth century? 22. What did the bulbous form of a bow serve for? 23. How did it appear to be possible to promote fastness and reduce pitching and slamming? 24. What helped to conduct the ship even in conditions of strong winds?

 

Ex. 11. Explain why.

 

a) the ancient seafarer-shipbuilders had to give great attention to safety of storm navigating and to the contours of the hull;

b) the hull had to be wide with low surface board;

c) the middle ship frames had a rounding form;

d) the vessel was made symmetric;

e) we can say that it was a fascinating and beautiful navigation;

f) the invention of keel allowed the appearance of ocean going craft;

g) there was a necessity of creation of easy and high-speed sailing-oar ships in the Mediterranean;

h) the medieval shipbuilders rejected the idea of hull bulb;

i) it was necessary to trim the hull and to raise the center of board resistance.

j) the epoch of great discoveries and colonial expansion caused great changes in ship construction;

k) medieval ship was soaring above water, if at a sight in a stern part;

l) the shipbuilders of those times did not care at all about non-sweeping on going bow to waves.

m) the hulls of the ships were made narrow in the beginning of the XXth century;

 

Ex. 12. Develop the idea.

1. Ancient ships were constructed by navigators themselves.

2. The basic features of contours of the ancient ship hull provided storm non-sweep of the top deck.

3. There were no essential changes in ship design until the XVth century.

4. The hull construction played a very important role in further reliability of a ship. 5. A stern part of medieval ship was soaring above water, while its bow was deeply pressed in it.

6. The conciliatory proposals between submission and an opposition before sea phenomena were followed in contours of the ship constructed in the beginning of the XXth century;

 

Ex. 13. Complete the sentences translating the missing parts into English.

 

1. Строительство судов в Скандинавии началось long before the Vikings came. 2. Этот дизайн оказался настолько успешным that it is still in use today. 3. These boats очень напоминали корабли викингов. 4. It was the result of многолетних усовершенствований и незначительных изменений made over six thousand years. 5. The Vikings built корабли различных форм и размеров. 6. Целью этого проекта ставилось achievement of the maximal speed. 7. Тhe ship builders reduced высоту носовой палубы and essentially increased площадь парусов в кормовой части.

 

Ex. 14. Speak on the different stages in ship construction.

 

Ex. 15. Read the text.

 

TEXT 5C

 

Последнее изменение этой страницы: 2016-07-27

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