(Gol. luik). A hole in the deck of a ship for descending or for loading; hole in the floor of the theater stage; generally the entrance to the underground, to the cellar; a recumbent door, a semicircular window in general.
Dictionary of foreign words included in the Russian language. - Chudinov A.N., 1910 .
1) an external hole on a ship; 2) a hole on the floor of the theater stage; 3) a door on the floor to enter the basement or on the ceiling to enter the attic; 4) semicircular window.
A complete dictionary of foreign words that have come into use in the Russian language. - Popov M., 1907 .
1) a drop-down door on the floor leading to the basement, or a lift-up door in the ceiling to access the attic; 2) on ships - any external opening and in particular - a cannon embrasure with locks and shutters; 3) semicircular window.
Dictionary of foreign words included in the Russian language. - Pavlenkov F., 1907 .
Goal. luik. a) A hole in the deck of a ship.
b) Hole in the floor of the theater stage., 1865 .
(Explanation of 25,000 foreign words that have come into use in the Russian language, with the meaning of their roots. - Mikhelson A.D. Goal.
luik) a hole that can be closed with a lid, for example, in the deck of a ship, in a tank, in the floor of a stage, in the walls of a steam boiler., 2009 .
New dictionary of foreign words. - by EdwART,
hatch, m. [German] Lucke]. 1. Opening with a snap-on lid, e.g. on the deck of a ship, in a tank, on the stage floor. Big dictionary, 2007 .
foreign words.- Publishing house "IDDK" Luke A, (m. Netherlands
1.
luik). Opening with a lid, eg on the deck of a ship, in a tank, on the stage floor and etc..
2.
Sewer l those.
A hole for a gun in the side of a ship, aircraft, etc. Hatch
||
- related to hatch 1, 2, hatches. Wed.
embrasure, port., 1998 .
Explanatory dictionary of foreign words by L. P. Krysin. - M: Russian language:
Synonyms
See what "LUK" is in other dictionaries: Luke, a; many hatches, ov...
Russian word stress Luke - hatch, and...
Russian word stress Russian spelling dictionary - hatch/...
Morphemic-spelling dictionary
Noun, m., used. compare often Morphology: (no) what? hatch, what? hatch, (see) what? hatch, what? hatch, about what? about the hatch; pl. What? hatches, (no) what? hatches, what? hatches, (I see) what? hatches, what? hatches, about what? about hatches 1. A hatch is a closing... ... Dmitriev's Explanatory Dictionary
LUKE, Luke, husband. (German: Lücke). 1. A hole with a slamming lid in the deck of a ship, through which one enters the hold (marine). || A hole in the side of a ship for the muzzle of an artillery gun (naval). “And silently the cast-iron cannons look into the open hatches.”... ... Ushakov's Explanatory Dictionary
- “LUK”, USSR, CONTRACT 2 / ZODIAC (M. Gorky Film Studio) / IM Film Studio. M.GORKY, 1991, color, 80 min. Social drama. Young homeless man Luke, having disobeyed the laws established by his fellow homeless people, as well as the arbitrariness of the foreman, ends up... ... Encyclopedia of Cinema
Cargo hatch closures are divided into removable, roll-away, fold-out and roll-up.
To access the holds, large cutouts are made in the decks - cargo hatches, which are fenced around the perimeter with a vertical sheet - coaming 500 - 600 mm high.
The simplest is a removable closure, consisting of a single steel cover that covers the entire hatch. Lifting the covers and installing them in place is done by a crane.
The removed cover is placed on the deck or on an adjacent hatch.
The most widely used removable covers are used on container ships and lighter carriers, where they can be carried out without hatch coamings, which ensures convenient placement of containers on deck.
Hinged closure can be made of one cover that covers the entire hatch. The cover is hinged to the coaming and, when the hatch is open, occupies a vertical position, which creates some inconvenience during cargo operations.
Therefore, a hinged closure with two covers is more often used, each of which covers only half of the hatch. The lid consists of two parts - sections, hingedly connected to each other. A powerful hydraulic drive is used to open and close the lids.
1 - leading section; 2 - driven section; 3 - socket for the locking strip; 4 - roller of the driven section; 5 - limiter post; 6 - racks; 7 - plunger; 8 - rubber shock absorbers; 9 - extreme brackets
Closures are widely used in the navy McGregor systems, in which the hatch is closed with several metal sections spanning the entire width of the hatch.
1 - hatch section; 2 - guide beam; 3 - centering roller; 4 - support rollers; 5 - chain connecting the sections to each other; 6 - connecting wedge; 7 - cable intended for opening; 8 - cable intended for closing; 9 - rosin block
In the traveling position, the sections are tightly compressed. Therefore, before opening the hatch, it is necessary to slightly lift (undermine) the sections, otherwise, when the section moves horizontally, rapid wear of the rubber seal will occur. There are a number of different designs available for raising and lowering sections.
Each of these sections has four drive rollers (two on each side) and two guides (centering). When selecting the cable, which is attached to the last section, all sections begin to move along the hatch, moving on driving rollers along the longitudinal coamings.
As the sections successively approach the end of the hatch, the centering rollers roll onto the guide beams and, under the influence of gravity, each section rotates into a vertical position.
Close the hatch in the reverse order. To do this, the leading cable is passed through a rosin block installed at the opposite end of the hatch.
When the cable is tensioned, the outer section leaves the guide beams and begins to move along the longitudinal coamings. All sections are connected to each other by a chain, so each section pulls the next one.
The watertightness of the closure is ensured by a rubber seal between the cover and the coaming, as well as between the individual sections of the cover. To tightly compress the rubber seal, the sections are pressed one against the other using wedge clamps. The section is pressed against the hatch coaming with screw locks or wedges.
Roll-back closure consists of two sections, which, when the hatch is opened, roll on rollers to the sides along special guides.
Cargo hatches are large openings in the decks for loading and unloading. On twin-deck ships, the cargo hatches are located one above the other. Hatches in the upper deck are protected along the entire perimeter by a thick vertical steel belt - a coaming up to 1 m high, and in tween decks - by rails.
Cargo hatches are equipped with durable waterproof closures, which are divided into simple and mechanized.
Simple hatch covers consist of removable steel beams, wooden hatches and tarpaulin. The beams are placed in nests on the longitudinal coamings and serve as supports for hatches. The hatches of the upper deck laid on beams are covered with a tarpaulin, which is pressed against the coamings by steel tires and securely wedged around the perimeter of the hatch. Across each row of hatches, bound wooden tires are placed on top of the tarpaulin and fastened to the hatch coaming.
Hatches in twin decks usually closed only with hatches. Simple hatch covers do not provide sufficient reliability, especially with large hatch sizes, and their removal and installation requires a lot of time and manual labor. Therefore, all modern ships are equipped with mechanized hatch covers.
Mechanized hatch covers quickly and safely installed and removed using cargo winches or special hydraulic drives. They are metal waterproof covers and, according to the method of cleaning them, are divided into removable, rollable, hinged and winding.
Removable closures simple in design and reliable in operation. They consist of one metal cover corresponding to the dimensions of the cargo hatch, which is removed and replaced with a cargo boom. The lid is secured with screw fasteners, which simultaneously seal the rubber laid around the perimeter of the lid, ensuring the closure is watertight. Removable covers are used on ships with small hatches.
Roll-back closures have a cable drive from a cargo winch. The most common closure of this type is the McGregor system closure (Fig. 59, a). It consists of several steel box-shaped covers (sections), which are reinforced on the inside with longitudinal and transverse stiffeners for strength.
rice. 59 Retractable hatch closure of the McGregor system
a - general view of the closure; b - diagram of opening and closing the hatch; c - diagram of a separate cover
The covers are connected to each other by 4 short chains, cables or metal rods - rods. The watertightness of the closure is ensured by rubber gaskets placed in the grooves of the hatch covers, latches and wedge clamps with which the covers are tightly pressed to the hatch coamings.
There are several designs of hatch covers of the McGregor system, differing from each other mainly in some details of the opening and lifting devices. In Fig. 59, b shows a diagram of the closure of the McGregor system with autonomous tilting lids. Each cover has two driving rollers 2 on the sides and one axial roller with grooves 3 (Fig. 59, c).
The drive rollers rest on the guide flanges 1 of the coaming, along which the covers can move along the hatch. The axial rollers protrude to the sides somewhat more than the rollers, and when the cover moves along the coaming, their grooves remain behind the outer edges of the guide shelves. At the end of the shelves, vertical sheets with bevels 5 are welded to their outer sides.
The holds are opened and closed using a cable transmission 7 from the cargo winch 8. To roll back the covers, the running end of the cable is attached to the duck 10 of the drive cover 9. When the cable is tensioned, all the covers will begin to roll back on the drive rollers in the direction of traction.
As each cover approaches the end of the guide shelves, the drive rollers come off them, and the guide rollers run their grooves onto the bevels and lift the cover. The part of the cover hanging over the transverse coaming of the hatch, under the influence of its own weight, turns the cover on the guide rollers. After the hatch is fully opened, all covers will take a vertical position under the rostra of the cargo room.
To close the hatch the cable attached to the duck of the last cover must be selected either with a winch located on the other side of the hatch, or with the same winch, passing the cable through a block on the opposite side of the hatch.
When the cable is pulled, the leading cover will pull the others along with it. When the leading cover reaches the stop, the first cover 6 will take a horizontal position.
After this, the cable is transferred from the leading cover to the first and tightened, pressing the covers tightly against each other. To completely compress the rubber seal, the covers are pressed one against the other with wedge clamps, and against the hatch coaming with screw locks.
Before opening the hatch It is necessary to lift the covers slightly, since horizontal movement of the covers tightly pressed to each other may damage the rubber seal. To lift the closure covers, there are special devices of various designs.
A hinged cover in its simplest form consists of a single steel cover covering the entire hatch, hinged to the hatch coaming. When the hatch is open, the cover is installed and secured in a vertical position.
To close large hatches, hinged closures are used, consisting of several hinged folding lids (Fig. 60). Depending on the number of closure covers, there are two- and three-leaf or four-leaf pairs, folding on both sides of the hatch.
For lifting lids and installing them in place, as a rule, a hydraulic drive is used, mounted at the hatch coaming or in the sections of the covers themselves. Sometimes a cable transmission from a cargo winch is used. The process of opening the cargo hatch by selecting cable 1 and closing it by selecting cable 2 is clear from Fig. 60.
Wrap-up closures have hatch covers consisting of a large number of narrow, hingedly interconnected metal sections of a box section. When the hatch is opened, such a cover moves along the longitudinal coamings and is wound onto a long (full width of the cover) drum of a special view installed at the transverse coaming of the hatch.
Due to the complexity of the design and other shortcomings, wound closures are not widely used.
Decks as part of the hull provide its longitudinal and transverse strength; designed to accommodate cargo, accommodation for passengers and crew; decks serve as supports for the sides and bulkheads and provide watertightness to the hull. Different ships have different numbers of decks and platforms: inland and mixed navigation ships have one main deck, and passenger ships also have platforms. On sea vessels, especially passenger ones, there are several decks, and the main one is considered to be the deck to which the transverse bulkheads extend. This deck is often called the bulkhead deck.
The upper (main) deck of ships has the shape of a smooth curve with a rise from the middle part of the ship to the ends - the sheerness of the deck. In this case, the deck rise to the bow is usually made two times larger than to the stern. This sheerness limits flooding of the deck by oncoming or following waves.
In addition to the sheerness, the upper (main) deck has a transverse curvature - the death of the beams. The standard arrow of the beams is equal to 1/50 of the width of the body. The destruction of the beams improves the flow of water from the deck overboard. Lower decks (inside the hull) will be able to avoid shedding or loss of beams.
Just like the bottom, the deck can be built either transversely or using a longitudinal system of construction. Platforms are usually dialed using a transverse dialing system.
Ship deck(transverse dialing system). The decks of dry cargo ships (Fig. 20) are distinguished by the presence of a large number of cutouts - cargo hatches, surrounded by coamings. For ease of loading and unloading, especially on ships transporting ore, timber (in logs) and large containers, the cutouts are made in large sizes, and they can be located in one or two rows (along the width of the vessel).
The under-deck set of the vessel consists of beams of the main direction: beams (across the entire width) or half-beams (from the hatch to the side or between the hatches). Cross longitudinal braces installed in the plane of the bottom stringers (keelsons) are reinforced under-deck beams - carlings. Transverse braces (beams) are placed in the plane of the frames, connecting to which they are like closed braces running under the deck, along the sides and bottom. Reinforced cross braces: along the bottom - reinforced floor, along the sides - frame frames and under the deck - reinforced beam, consisting of a strip with a reverse strip.
Rice. 20. Deck structure (view from the hold) of a dry cargo ship (transverse stacking system):
1 - deck flooring, 2 - carlings, 3 - beams, 4 - longitudinal and transverse hatch coamings, 5 - pillars, 6 - half beams, 7 - end beams
With large cutouts (hatches) on ships, along the edges of the hatch, under the Deck, there is a carling, and above the deck in the same plane there is a longitudinal coaming. On small ships (sometimes) a longitudinal carling is installed in the center plane; if the middle hatch cuts it, then the longitudinal coamings above the hatch are extended by 2-3 spacings beyond the cutout, making a kind of “ligation” of the longitudinal connections.
To improve the performance of deck floors and transfer load forces from the deck to the bottom and vice versa, racks - pillars, consisting of pipes or angles or channels welded together, are installed as supports between the decks and the bottom.
Pillers are installed, as a rule, in the corners of cargo hatches and, as a prerequisite for their support, choose: along the bottom - the intersection of the bottom stringers with the frame floor, and along the deck - the intersection of the frame beam with the carlings. Thickened deck sheets are installed in the corners of large deck cutouts, and the corners of the cutouts are rounded. In some places, local pillars are also installed to support the beams.
Deck cover(longitudinal dialing system). Such decks are made on large dry cargo ships and tankers. The main direction beams are longitudinal under-deck beams installed in the plane of the bottom longitudinal beams and transverse bulkhead posts. The supports for the longitudinal under-deck beams are frame beams and frame half-beams, through the cutouts in which these beams are passed uncut and welded to the walls of the cutouts. The design of the deck of a dry cargo ship, built using a longitudinal framing system, is shown in Fig. 21.
Rice. 21. Deck design of a dry cargo ship (longitudinal system):
1 - longitudinal coaming of the cargo hatch, 2 - transverse coaming of the cargo hatch, 3 - welded reinforced deck sheet, 4 - deck flooring, 5 - carlings, turning into bottom part coaming, longitudinal underdeck beam, 7 - pillars, 8 - bracket, 9 - end beam
Bulkheads- these are vertical walls that serve to divide the body into compartments. Bulkheads are transverse and longitudinal, the main ones being transverse. Longitudinal bulkheads are installed on tankers, dividing the hull into separate compartments along the width.
On each vessel of sea, mixed and inland navigation, according to the requirements of the USSR Register and the River Register of the RSFSR, the following transverse bulkheads must be installed:
forepeak (ram), limiting the first bow compartment of the vessel - forepeak; it is installed no closer than 0.05L and no further than 0.05L + 3.0 m from the stem (on large ships);
afterpeak, limiting the outermost aft compartment - afterpeak;
bow and stern bulkheads MO ( engine room), if it is located amidships.
The maximum distance between transverse bulkheads on large sea vessels is no more than 30 m, on tankers - 12-15 m. The maximum distance between bulkheads on ships river fleet- no more than 6 side heights, on inland and mixed navigation tankers with a side height H≤2.5 m - no more than 24 spacing, and with H≥2.5 m - no more than 36 spacing.
The placement of transverse bulkheads on ships is also related to the conditions for ensuring unsinkability.
Based on their purpose, bulkheads are divided into strong, permeable, impenetrable, fire-resistant and partitions - walls in superstructures and deckhouses, as well as fenders, which are placed inside fuel tanks.
According to the design, they are distinguished: flat (with stiffening ribs) and corrugated.
Flat bulkheads consist of panels welded from separate sheets with belts (lower, middle and upper). The panels are reinforced with vertical posts - stiffeners, placed at a distance of 600-900 mm, depending on the purpose and location of the bulkhead. In the plane of the side stringers along the bulkhead, a reinforced transverse link is installed - a shelf, and in the plane of the bottom stringers (keelsons) and carlings - reinforced rigidities - buttresses.
The fastening of stiffeners to the shelf is the same as that of longitudinal beams with frame braces. The transverse bulkhead (flat with stiffening ribs) is shown in Fig. 22.
Rice. 22. Transverse bulkhead (smooth with rigidities)
Corrugated bulkheads are made from panels by stamping on powerful presses. The use of corrugated bulkheads reduces labor intensity by 10-15% and their weight by 25% due to the absence of a set.
The corrugations on the transverse bulkheads of the vessel are placed vertically, and on the longitudinal bulkheads - horizontally. The strength of corrugated bulkheads is equivalent to that of flat bulkheads.
