Shipbuilding is a special branch of engineering. Its core (main) products are ships various types, ship equipment. In addition, the shipbuilding industry produces for National economy powerful drilling rigs, self-propelled floating cranes, metal structures, various goods consumer goods.
A modern ship is a large engineering complex, including complex power plants, special devices, and automated ship systems. Feature production of the main products of shipbuilding plants is a long cycle of building a ship, a wide range of manufactured parts and assemblies with a small number of them in a batch. For example, average duration construction of a serial transport vessel from the moment of laying to delivery is 8-10 months; the construction of a river-sea vessel with a carrying capacity of 3 thousand tons requires more than 2 million parts of various types and purposes. For comparison, you can see that for the manufacture of modern passenger car there are about 6 thousand parts. If car parts are manufactured in tolerances that ensure their interchangeability, then large-sized heavy ship hull parts are usually made with an allowance, which requires a significant amount of fitting work during assembly. For shipbuilding workshops, the high cost and labor intensity of manufacturing parts and assembling units are typical, relatively high, compared to other industries, the volume physical labor, the complexity of its integrated mechanization and automation due to the need to perform a significant amount of work in sections, blocks and individual rooms of the vessel.

A variety of machines and instruments installed on ships are manufactured at machine-building, instrument-making, electrical installation enterprises and associations, which, along with shipbuilding and ship repair, are part of the shipbuilding industry. Therefore, they are referred to enterprises and associations of shipbuilding proper, ship repair, ship engineering, ship instrumentation, electrical installation (hereinafter referred to as enterprises, except when we are talking about associations). There are few specialized enterprises that can be entirely attributed to one of the named parts of the shipbuilding industry. More often, a separate enterprise includes the production of two or three sub-sectors, and its profile is determined by the prevailing of them.

Shipbuilding types of production

Shipbuilding types production: case-processing; assembly and welding; hull-building (building berth);

pipe-working; mechanical assembly; production of hull-finishing nomenclature products; installation of fitting and hull fittings, production and installation of ship ventilation pipes; production and installation of finishing products and equipment of ship premises; production and installation of insulation, paint coatings; trials and commissioning of ships; plastic shipbuilding; reinforced concrete shipbuilding; wooden shipbuilding; woodworking industry.

Fig.1.1. Fragment of classification production cells by design and technological features

Conclusion

So, during this term paper tasks and questions were revealed. In the first part of the work, issues related to the definition of production processes and their classification were carefully studied. Secondly, the methodology for analyzing production processes on the example of the Pella shipbuilding plant.

The definition of production processes was given as the social process of labor of a team of workers. Manufacturing processes are divided into main, auxiliary and service processes. The main processes are technological processes, as a result of which the shape and size of the objects of labor change the internal structure ( heat treatment), appearance(painting, chrome plating, nickel plating, etc.) and the relative position of its constituent parts (assembly).

List of used literature

1. Dmitriev A. Designing a modern ship. Leningrad, 2010.

2. Bukhalkov M.I. The system of management of labor productivity and production efficiency // Organizer of production. - 2010. - N 4. - S. 87-93.

3. Gerchikova I.N. Design of production systems, M.: 2001.

4. Gurevich I.M. Organization, planning and management of a ship repair enterprise. - M .: 2007, 296 p.

5. Nikiforov V.G. Organization and technology of shipbuilding, M.: 2004, 301 p.

6. Organization of production and enterprise management: Textbook for universities / Ed. O.G. Turovets. M.: Infra-M, 2009. 527 p.

7. Razinkova O.P. Enterprise personnel management in conditions of unstable production: Monograph. - Tver: TSTU, 2010. - 144 p.

8. Savitskaya G.V. Analysis economic activity enterprises: Textbook. M.: Infra-M, 2009.- 536s.

9. Serebrennikov G.G. Economic aspects of the organization of production: Proc. allowance for universities. Tambov: Tambov Publishing House. state tech. un-ta, 2008. 78 p.

10. Fatkhutdinov R.A. Organization of production: Textbook for universities. M.: Infra-M, 2009. -669 p.

11. Enterprise economics: textbook / V.I. Titov. - M. : Eksmo, 2008. - 416 p.

12. Economics of the enterprise: a course of lectures / Volkov O.I., Sklyarenko V.K. - M.: INFRA-M, 2006. - 280 p.

13.Enterprise economy: Tutorial/ Khungureeva I.P., Shabykova N.E., Ungaeva I.Yu. - Ulan-Ude, ESGTU Publishing House, 2004. -240 p.

14. Economics of the enterprise (firm): Workshop / Ed. prof. V.Ya. Pozdnyakova, Assoc. V.M. Prudnikov. - 2nd ed. - M.: INFRA-M, 2008. - 319 p.

15.Economics of the enterprise: Proc. allowance for eq. universities / Zhideleva V.V., Kaptein Yu.N. - 2nd ed., revised. and additional - M: Infra-M, 2002. - 133 p.

According to the degree of completeness of the construction cycle, shipbuilding enterprises are divided into shipyards and factories. Shipyard - an enterprise that includes only construction sites (structures where ships under construction are located), embankments and shops for the manufacture of hull parts, hull structures, the manufacture and installation of ship pipelines and systems, the installation of various mechanisms, as well as a group of outfitting shops. The shipyard receives all mechanisms, devices, equipment, apparatus and devices from other specialized enterprises. Shipyards are not widely used in Russia and Ukraine. prevailing in our country are shipyards - enterprises, which, in addition to workshops directly involved in shipbuilding, also include ship engineering workshops. These workshops produce mechanisms and equipment both for the needs of their own plant and for other enterprises in cooperation.

Depending on the material of the hull of ships under construction, shipbuilding enterprises are divided into enterprises of metal, reinforced concrete, plastic, and wooden shipbuilding. There are also enterprises of sea and river shipbuilding. Marine shipbuilding enterprises are divided into 5 classes according to the launch weight of ships under construction (Table 1.3.1).

Table 1.3.1. Classification shipbuilding enterprises by launching mass of vessels

The main workshops of shipbuilding plants are divided into shipyard workshops and machine-building workshops according to the nature of production. The products of the shipyard workshops are intended for those ships that this plant builds. Shops of the machine-building part manufacture mechanisms and equipment, often without "binding" to a particular ship, and hand them over to the warehouse. From the warehouse they go to ships built at this plant, or in cooperation with other shipbuilding enterprises.

The mutual arrangement of workshops, construction sites, launch facilities and other buildings and structures, as well as railways and roads, gas pipeline networks and other industrial networks of the plant is determined by its master plan. Layout master plan of the plant is characterized by a build-up ratio equal to the ratio of the total area of ​​projections of all buildings and structures to the area of ​​the plant territory. At modern shipyards, the build-up factor is about 0.50.

The work of a shipbuilding enterprise is characterized by the following main data and technical and economic indicators:

annual output in value terms (billion rubles) and in kind (number of ships built, their deadweight, etc.);

the number of employees, including production and auxiliary workers;

specific output in value terms and in kind (per worker, per production worker, per 1 ruble of fixed assets);

JSC "Onega Shipbuilding and Ship Repair Plant" has its own engineering services, design and technology department and all the main and auxiliary production facilities necessary for shipbuilding.

IN case production are used modern technologies welding and assembly:
- automatic submerged arc welding of panels,
- bedless assembly of hull sections and blocks,
- semi-automatic welding of sections and blocks in CO 2 environment,
- welding with flux-cored wire.

Preliminary preparation of sheet metal

Preliminary preparation of sheet metal (shot blasting and priming) is carried out on the cleaning and priming line own production consisting of a shot blasting unit, automatic spray booth And drying chamber combined into a single complex. Sheet cutting is carried out on two modern machines air-plasma cutting. Cutting optimization is carried out by the design and technology department of the plant.

Slips
The ship-lifting facility slip G300, which allows lifting ships with a dock weight of up to 2300 tons, a length of up to 140 m and a width of up to 16.5 m, provides simultaneous accommodation for four large-capacity vessels. The slipway is equipped with three cranes KSK 32 and KSK 30, portal cranes with a lifting capacity of 27 and 10 tons are installed on a concrete outbuilding berth 200 m long.

Ship-lifting structure slipway P600 (longitudinal), which allows lifting vessels with a dock weight of up to 300 tons, a length of up to 50 m and a width of up to 10 m.

IN painting industry high-quality materials and modern equipment are used. High-quality primers, paints and painting technologies from Jotun are used, modern Atlas-Copco compressors, airless paint systems manufactured by Vagner, Graco, Hercules are used. To carry out painting work in adverse weather conditions, there is a rolling shelter on the slipway designed to protect the ship's hull.

IN metalwork and mechanical production mastered the production of pontoon-type hatch covers, a ship crane for moving hatch covers KRAB-16000 with a lifting capacity of 16 tons; launching device KRAB-5000 for lifeboat FFB 57C2 for 15 people with a carrying capacity of 5 tons; launching device SHEAV-550D for fiberglass rescue boat type RB400 / G1 with a carrying capacity of 1.7 tons. Welding of aluminum alloy structures has been mastered in metalwork and mechanical production.

IN design and technology department the plant has introduced a computer-aided design system in which they work qualified specialists in the areas of the shipbuilding industry: shipbuilding engineers, electromechanical engineers, mechanical engineers. Experienced specialists provide design and technological support for the construction of ships: project documentation for compliance with the rules of classification societies, labor protection rules and sanitary standards, design technological equipment, develop working design and plasma-technological documentation (cutting charts, control programs for cutting parts, bending templates, etc.). Since the opening of the plant, the staff of the design and technology department has been replenished with young engineers who believe in the stable future of the enterprise as part of FSUE "Rosmorport".

Samus shipbuilding and ship repair plant is located in the village of Samus, which is 38 km north of Tomsk, at the confluence of the Samuska River in the Tom.Until the mid-90s, the plant was the city-forming enterprise for the village. It employed more than 1400 people.

Its history began with the forced stay at the mouth of the river of the passenger-and-freight steamer Gagara in 1879. He moved to Biysk with a merchant cargo, but was caught by a sudden cold snap. Ice-sludge went along Tom. The team chose a place to stop and wintered. The fact is that safe winter sludge for the river fleet is a big problem. The spring ice drift is a grandiose, but crushing phenomenon, and in this place the inflowing river has formed a convenient deep backwater. Such secluded places on the rivers are rare, and knowledge about them is transmitted throughout the basin. Since then, people began to settle here, and the Samus shipbuilding and ship repair plant appeared on the shore.

Now only 186 people work here. But they, as before, are engaged in shipbuilding, ship repair, mechanical engineering and providing safe winter sludge for the river fleet. Of all these activities, shipbuilding accounts for 84% of the total workload.

During its existence, the plant has built 333 motor ships of various types and modifications. Boats and yachts, barges and ferries, pontoons and floating cranes, cargo, passenger and cleaning vessels for the river fleet ... that just have not been launched over the years. But a special pride is the bilge non-self-propelled barge with a carrying capacity of 2800 tons, built in 1993. “Now it is operated on the Rhine River in Holland under the name Samus,” says Viktor Gustavovich Schwartz, director of the plant. – It was the first and only order abroad. The river register accepted her, and she left Samuski on her own through the then Leningrad to Holland.

Today, the plant is engaged in the production of furnishing motor ships. The enterprise received this serial government order thanks to the federal target program "Development of the transport system of Russia until 2015". The first stage in this program is the renewal of the technical fleet. Within its framework, the plant must build 13 motor ships of project 3050 (three each for Novosibirsk, Omsk, Yakutsk, Khabarovsk and one for Krasnoyarsk) and 5 - project 3050.1 (two for Novosibirsk and three for Omsk).

Project 3050 motor ships:

The task of situation courts is to check the condition of the fairway of the river. They are intended for measuring the depths of the ship's course, installation of navigational and coastal signs. Their characteristic difference is that the ships of project 3050.1 are equipped with two loader cranes in the bow and stern.

Motor ships of project 3050.1:

On this stage construction, the hull of the future vessel has already been formed. Now it's time for the electricians, finishers and plumbers to get on board to "saturate" it. But in general, like any big business, the construction of a ship begins with design. The plant does not have its own design department, so these works are entrusted to external contractors. The project must provide for a huge number of details, including the thickness of the steel from which the future ship will be made, the loads during its operation, and even the work schedule. Shipbuilding can be compared to building a house. It takes from one to two years from the beginning of the design to the launch of such ships.

January 2012, when the plant began to fulfill this state order, was the beginning of a large amount of shipbuilding. There was an acute shortage of their own workers, and they had to turn to specialists on the side for help. Ship assemblers, electric welders, pipeliners, people came from various places, even from St. Petersburg. To date, the excitement has subsided, the amount of work has dispersed, and the plant began to cope on its own, and we were able to walk around and see what stages the construction of the vessel consists of.

Preparatory shop.

It all starts with metal processing. It is purchased at Magnitogorsk metallurgical plant However, before special shipbuilding steel sheets become part of a ship, they must undergo mandatory training. There is a whole line at the factory for this.

Sheets of metal are picked up from the warehouse by pneumatic suction cups and fed through the gate in the background:

The rollers are followed by shot blasting, which cleans the metal from rust, scale and other contaminants. The sheets that have undergone such processing are laid out to be coated with a primer.

It is applied with hand rollers. After priming, the steel acquires a greenish tint. From here, the sheets of metal are fed to various machines, where they will be cut and bent, making all kinds of brackets and frames, stringers and beams from them in accordance with the project.

There are several guillotines at the plant for cutting metal of different thicknesses:

Gas cutting machines cut out curved parts:

The edges of the cut parts are cleaned and handed over to ship assemblers.

Or, if the part needs additional processing, it goes to the machine shop.

Mechanical shop.

Here, machines are concentrated on which drilling, turning and milling work is performed. The workshop produces a wide range of products, from portholes to propeller shafts.

At the entrance there are blanks, which will later become various couplings, flanges, covers and containers:

Details in the making:

Milling machine:

After the bankruptcy that occurred at the enterprise in 2009, all the equipment had to be put in order for a year and a half or two. New investors represented by OAO Tomskaya shipping company and CJSC Siberian Logistics Center plan to start modernizing the plant this year. The action plan provides for the gradual replacement of the machine park - the acquisition of new plasma cutting machines, modern equipment for welding and replacement of parts of machine tools in the machine shop.

In addition to the main activity, the plant is engaged in ship repair. The motor ship "Priliv" is due to arrive from Novosibirsk soon. They will put such a Chinese engine on it:

And this is the domestic engine of the Yaroslavl Machine-Building Plant:

Similar engines are installed on MAZs. Now the mechanics are preparing it for installation on the Project 3050 motor ship.

The size of another engine, which is being repaired here, can be judged by these connecting rods:

These details will later become portholes on the ship:

Tanks for water, fuel and waste are made in the first workshop and then brought here, where machined parts are welded to them, primed and tested.

Rudder feather for the ship project 3050. In the future, it will control the direction of the ship:

The process of manufacturing a propeller shaft for the same ship:

Anchors have to be purchased, since they are cast, and the plant does not have its own foundry:

The flow of production, which begins in the procurement and machine shops, converges in the shipbuilding shop.

Shipbuilding shop.

The ship is assembled from several blocks. We are lucky that the plant is working on a serial order, so we were able to see how it goes through the different stages of construction. First, the "hullers", as they are called here, weld flat sections, from which volumetric blocks are then assembled. Further, the blocks are joined together and, thus, the hull of the vessel is formed. The parts are interconnected using semi-automatic and manual welding.

Here, on the assembly stand, the assembly of the first and second blocks of the motor ship 3050.1 takes place:

The workers first welded and assembled a flat section of the deck, after which they installed a metal frame on it, on which the outer skin sheets are now welded:

The fifth block of the vessel is already ready, and stands on supports next to the assembly conductor, waiting for the primer:

The third block was made even earlier and has already been primed:

Priming of finished parts:

This is how the hull of the ship is gradually formed:

I must say that the shipbuilding shop is impressive in its size. It was built by the Finnish company ASPO in 1988, and it immediately provided for a full cycle of building a vessel in covered areas. The new gas boiler house, built after the bankruptcy, allows you to continue working in winter period. Even in the most severe frosts, the workshop has a positive temperature.

Finishing, piping, electrical installation and other works begin at the last stage. A crane has already been installed on this vessel:

And here the installation of the cabin and internal living quarters ends:

The main engine and two auxiliary ones have already been installed in the engine room:

When all the work is completed, the last operation remains - the final staining. After it, the ship is rolled out of the workshop, launched and tested. And only after that, it will be handed over to the customer.

Settling of the fleet and ship repair.

Outside, outside the workshop, on an area of ​​several kilometers, large and small vessels from all over the basin are located for winter sludge and ship repair. We managed to visit the plant at a time when the river was about to break from the ice, and the entire fleet was still on the shore.

In winter, up to 100 units of the fleet can settle here. Now almost all of them have dispersed at the place of registry.

Some vessels spend the winter in a safe backwater, and some are brought ashore to repair the underwater part. Every summer, the plant collects a portfolio of such orders. The fleet on the river is old, for the last twenty years new ships have practically not been built, many of them need repairs.

These sections of the skin, marked in white, were changed:

This is how all welding seams are checked for tightness: on the one hand, the seam is smeared with lime, and on the other, with kerosene. Kerosene has the ability to penetrate very deeply into the metal through the smallest capillaries and cracks, making it much better than other liquids, and it will be clearly visible on white lime. Thus, if it appears on the back of the skin, this means that the seam has a through defect.

Ship crews spend the winter next to their ships. They live in a hostel at the factory. If the repair of propeller shafts, propellers and the underwater part of the hull is carried out by working enterprises, then all other work is to repair the engine, open deck decks, etc. - executes the command.

Vessels weighing up to 800 tons and up to 97 meters long are lifted from the water by a special ship-lifting structure - SLIP.

With its help, ships are on the shore. It brings them back to the river.

The primed ship hulls are waiting for their customer in the distance, serving as a kind of reminder of the bankruptcy that happened just during their construction:

“At that time, there were practically single orders,” Viktor Gustavovich recalls, “there was virtually no serial river shipbuilding in the country. The federal program for the development of the transport system began to work only in 2012 and is designed to upgrade the state fleet. On this moment the industry is loaded by 25-30%. The fact is that shipbuilding is an expensive pleasure. The ships that are built at the plant cost from 30 to 100 million. The most expensive project was the yacht "Baiterek" worth 500 million for the Ulba Mining and Metallurgical Combine in Kazakhstan.

At the moment, almost the entire fleet has come to a write-off, but shipowners practically do not have the money to re-equip it. And if we talk about borrowed funds, then high lending rates in banks increase the payback period of ships so much that it almost approaches the service life - 25-35 years. Such long term investment funds with an unclear prospect of their return is not of interest to private shipowners. Thus, without state support in the matter of updating the fleet simply cannot be done.

Today, the plant is provided with work for another year, so we are optimistic about the future: under federal programs, we have proven ourselves to be reliable shipbuilders, so other orders will come from there. Now our task is to block the time between government orders with other works, which we are working on. We are negotiating, so I think we will not sit idle.”

Text, photo: Evgeniy Mytsik.

§ 59 Construction of ships

Shipbuilding enterprises specialize in the following areas: shipbuilding organizations (shipyards, shipyards and delivery bases);

The main material of the ship's hull (steel shipbuilding enterprises, enterprises building ships from light alloys, plastic, wooden, reinforced concrete, etc.);

Type of vessels (enterprises building tankers, fishing vessels, bulk carriers, icebreakers, etc.);

Vessel navigation area (enterprises building sea, lake, river, etc.).

shipyards- large independent enterprises with workshops manufacturing all elements of a modern ship: hull structures, main and auxiliary power plants, devices, equipment, etc.

As mentioned above, due to the exceptional complexity of building modern ships at one enterprise, shipyards are organizationally and economically inexpedient.

Shipyards- enterprises that fully manufacture all hull elements, build ships on a slipway and install machines, mechanisms and all equipment necessary for the ship supplied by counterparties, launch the ship into the water, complete construction, testing and delivery of the ship to the customer.

Delivery bases- enterprises located in the area of ​​delivery of the vessel delivered from remote areas of its construction. At the delivery bases, the ship is finally completed, equipped with specific equipment, such as nuclear power plants, weapons, etc., tested under conditions close to operational, and the ship is handed over.

The main workshops of any shipbuilding enterprise are:

case processing, which includes a plaza and sections for marking body parts made of sheet and profile material, flame cutting metal (manual, semi-automatic and automatic), machine park for processing parts (bending on presses, gouging edges, etc.) and hot processing them on a plate;

assembly and welding which performs the assembly of individual finished parts of hull structures into units, sections and blocks, their welding and partial installation of the saturation of the vessel;

A building berth, which assembles and welds the hull from sections and blocks, saturates it and mounts devices, mechanisms and equipment. In addition, the workshop checks the quality of hull work (carries out appropriate tests), prepares the vessel for launching and launching it;

hull-mounting(fitting, rigging and painting), performing installation work, completion and Finishing work on board;

blank-model, foundry, forging, electrode, etc., designed to provide the ship under construction with the necessary cast parts, forgings, electrodes, etc. (brackets, stems, shafts, hawse, electrodes, etc.).

The mechanical group of workshops includes:

Mechanical with a machine park for fine-tuning and machining of new parts;

Boiler house, which manufactures steam boilers, pressure vessels, and other relatively small but complex hull works;

Reinforcing, where parts of fittings and automatic devices are processed and welded, tested, installed and adjusted on the ship.

Mechanical assembly group workshops include a pipe copper workshop, which manufactures structural elements of ship pipelines and assembles ship systems on ships;

Fitting and assembly workshop, which performs the installation of mechanisms, ship devices and other installation work on the ship.

Part woodworking workshops include: sawmills, warehouses for storing roundwood and lumber, dryers, a carpentry workshop that performs ship completion work (insulation battens, formwork flooring, etc.), as well as serving other workshops with scaffolding, fencing, wooden fixtures, etc. . P.; finally, carpentry shop, which manufactures details of the saturation of the vessel from wood (furniture, interior decoration, etc.).

Auxiliary group workshops: tool, mechanical repair, electrical repair and repair and construction - provides all production workshops of the enterprise with tools, fixtures, and also repairs the equipment of production workshops and buildings.

Counterparty shops and sections are workshops of other enterprises performing independent work on ships.

The energy economy of a shipbuilding enterprise consists of a combined heat and power plant (supplying the plant with power energy, as well as energy for its lighting and heating), a transformer substation, a steam power plant (with a test bench), a compressed air compressor, a water supply, oxygen, acetylene station, etc.

transport shop The plant is a water, rail, road, truck and other transport and means of its operation, maintenance and repair.

Storage facilities includes general factory warehouses storing various materials, going to the construction of the ship (metals, timber, fuel, textile and leather goods, building materials, finished equipment, machinery and mechanisms, electrical materials, equipment, instruments, and much more). This economy is a complex organization that provides the ship under construction with everything necessary.

Methods for building ships are determined by the technology adopted at each shipbuilding enterprise.

Sectional method consists in the fact that the entire hull of the ship is divided into separate sections: decks, sides, bottom, bulkheads, platforms, superstructures, etc.

Details of hull structures prepared in the hull processing shop are fed to the assembly and welding site, where separate sections are assembled from them. When assembling and welding sections, they are saturated with equipment and fasteners. Labor costs in building a ship in this way are sharply reduced. Finished hull sections are delivered to slipway construction sites, where they form the ship's hull, perform installation and welding work.

After making a whole compartment or a closed room by this method and testing them for impermeability at the slipway, the assembly of the body saturation (machines, mechanisms, devices, systems) is continued.

At block method, which is a development of the sectional method, the vessel is divided into large volumetric parts - blocks manufactured in the assembly and welding shop from separate sections, and fed to the slipway in finished form - as if part of the vessel, limited on all sides by structures that form closed compartments or premises. In the finished block, the entire installation of saturation is also performed. The readiness of individual blocks fed to the slipway reaches 90%.

This method of building a vessel reduces the time required to form the hull at the slipway and increases the throughput of the slips. In addition, the manufacture of hull structures that form ship blocks in workshop conditions - indoors, with maximum mechanization of work, improves the quality of work, facilitates the work of workers and dramatically increases labor productivity.

The dimensions of the section blocks depend on the production conditions at the enterprise and on what kind of transport ensures the supply of the section blocks to the slipway. In large, well-equipped plants, the weight of the blocks fed to the slipway reaches 600-700 tons (when two cranes with a lifting capacity of up to 350 tons are operating, providing the block is fed in a paired way, or when assembling the ship on a horizontal construction site).

Rice. 81. Scheme of forming the hull at the slipway in various ways; a - pyramidal; b - island; c - block (Roman numerals show block numbers).

With the block method, only work on the installation of bottomhole sections, various designs, electrical installation and other fitting work is performed on the slipway.

The elements of the hull exposed on the slipway to reduce the overall welding deformations are in most cases formed in three ways: pyramidal, island and block (Fig. 81). These methods make it possible to assemble and weld the hull with a wide front, significantly reducing the construction time of the ship.

With pyramidal m In this method, the hull is assembled from sections and the formation of the hull begins either from the middle of the vessel or from the stern. The exposed initial sections form a semblance of a stepped pyramid, from where this method got its name.

Island the method of forming the hull consists in the simultaneous laying of several sections along the length of the vessel, which are later joined by bottomhole sections. This method reduces the construction period of the vessel due to the expansion of the scope of work.

Blocky the method is used when forming a hull on a slipway from pre-assembled and welded blocks of sections or blocks. The use of this method is rational in the serial construction of ships of medium and small displacement. With the block method, the formation of the body begins with the installation of the base block, after which adjacent blocks are joined to it, simultaneously along both walls.

There are two methods of organizing the construction of the vessel: flow-position and flow-brigade.

At flow-positional method construction, assembly and installation of ship blocks are carried out at separate positions on special carts that move to new positions. With this method, specialized teams of workers are assigned to certain positions of work, the teams have permanent jobs and perform homogeneous work.

The flow-position method is widely used in the serial construction of small and medium-sized ships.

Thread-brigade method lies in the fact that specialized teams of workers, after performing a certain amount of work, move from one ship to another. With this method, the team does not have permanent jobs, which leads to unproductive loss of time. This method is used in the serial construction of large sea vessels, when their movement from position to position is unprofitable.

Descent to the vessel and on the water is carried out after all the work related to ensuring the strength and sealing of its hull has been completed.

Descenders can be of the following five types:

1) inclined stocks from which the ship descends on an inclined plane under its own weight. The vessel must be placed on launch skids that slide along the sloped surface of the launch tracks. Launching inclined stocks can be designed for longitudinal descent, in which the vessel descends into the water stern first, or for transverse descent, in which the launched vessel enters the water sideways;

2) construction docks, representing a pit separated from the water area by a gate or a floating gate, called a batoport. The batoport is sunk on the threshold in the head of the dock and stops the flow of water into the dock when it is drained. At the construction dock, the ship is either built or brought there on carts, especially for launching. To launch the ship, the dock is filled with water and the ship floats to the surface. Upon reaching the same level in the dock and in the water area, the gates open. If the dock is closed by a batoport, then water is pumped out of it and, acquiring buoyancy, it emerges, opening the entrance to the dock, and then the SHIP is taken out of the dock;

3) dock camera, which is being built at the level of the territory of the plant next to the pit, located below the water level and used to launch the vessel. After the ship is fed into the docking chamber on trolleys, the gates from the side of the plant and the second gate located in the part of the pit bordering the water area are closed.

Water is pumped into the docking chamber, the vessel emerges from the carts and is taken aside over the pit. After that, the water from the dock chamber is lowered, and the ship is lowered into the pit, in which the water level is equal to the water level in the water area. The outer gates are opened, and the ship is brought out into the open water;

4) on the descender for vertical descent, the vessel is brought on carts and vertically lowered using screw or hydraulic devices into the water;

5) slip- a mechanized device designed for launching and lifting ships on trolleys along inclined rail tracks, side to the water. The speed of the vessel during descent or ascent is regulated by traction winches with rigging equipment. There are other various types of slipways.

Outfitting work afloat is carried out after the vessel is launched into the water. The minimum amount of work is left for completion: adjustment of mechanisms and devices, testing them in conditions close to operational, sewing up insulation, finishing the premises, painting, installing equipment and other final work. The launched vessel is diverted to the outfitting quay, on which energy networks are provided (supply of electric current, compressed air, gases, water, etc.), crane facilities and devices for mooring the vessel and delivering all types of supplies to it.

All ship machines, mechanisms and devices, after the completion of their installation, are adjusted and tested in operation, if possible, in conditions close to operational ones, at the outfitting wall of the plant. When testing the main power plants and the propulsion complex, the ship is attached with mooring cables to the mooring wall (therefore, all tests carried out at the outfitting wall are commonly called mooring tests).

After eliminating all the shortcomings found during the mooring trials of the ship, a program of sea trials is drawn up, and the ship enters the sea, acceptance tests conducted by the state commission. On sea trials, the actual qualities of the vessel are officially determined: speed, handling and other seaworthy and technical and economic characteristics. On the basis of state tests, an act of acceptance of the vessel is drawn up, and after the elimination of minor imperfections, it is considered to have entered service.