(SANITIZED)USSR STANDARDS, REGULATIONS AND AGREEMENTS IN THE SHIPPING INDUSTRY(SANITIZED)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A023000360001-6
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 358
• Document Creation Date: December 27, 2016
• Document Release Date: December 6, 2012
• Sequence Number: 1
• Publication Date: September 17, 1963
• Content Type: REPORT

50X1 -HUM
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
INFORMATION ,REPORT
?
9 1
CENTRAL INTELLIGENCE AGENCY
This material contains information affecting .the National Defense of the United States within the meaning of the Espionage Lows, Title
18. U.S.C. Secs. 793 and 794, the transmissipn or revelation of which, in any manner to an unauthorized person is prohibited by law.
CONFIDENTIAL 50X1-HUM
COUNTRY
USSR
REPORT
SUBJECT
USSR Standards, DATE DISTR.
17 Sep 63
Regulations and. Agreements
in the
Shipping Industry NO. PAGES 2
REFERENCES
DATE OF
INFO.
PLACE &
DATE ACQ.
50X1 -HUM
TWIC IC rimPveil IATFrl 11.Mr1DKAATIrlM
5
4
3
2
1
I STARE
)standards of Stability of Sea-going and Floating Cranes;"
- "Norskoy Transport" Publishing House, Leningrad, 1961, pp 74. 50X1 -H U M
In 'English.
(b) t_ "Standards of Life-saving Appliances for Sea-going and Roadstead
Ships, 1958." "Morskoy Transport" Publishing House, Leningrad,
1961, pp 45. In English.
423tandards of Strength for Sea-going Steel Vessels," "Morshoy
Transport" Publishing House, Leningrad, 1961, pp 42. In English.
(d) "Tarify na rahoty Voypolnyayemyye registrom SSSRI" ("Charges for
Work. Performed by the Register of Shipp ng of the USSR"), "Morskoy
Transport" Publishing House, Leningrad, 1960, pp, 28. In Russian.
(e) The agreements between the 'USSR, Register of Shipping and: The
Chinese Peoples Republic, in Russian, pp 4. Lloyds Ship Register,
in Russian, PP 3. Bureau Veritas? in Russian, pp 4. Nippon Eaiji
kokai, in Russian, pp 4. German Lloyd, in Russian, pp 4.
(f) "Yalta: Seaport and Resort," "Morskoy Transport" Publishing House?
Moscow, 19610 in Russian and English, pp 43.
910-k"froposals of the USSR Submitted to IM m
O Sub-Committee on Subdivision
' and Stability Problems," "Morskoy Transport" Publishing House, 1962.
In Russian and English, pp 66.
I ARMY
CON F IDENTIAL
8110UP I '
Excluded from automatic
dowavading sad
declualflcation
INAVY
I AIR
I FBI
IAEC
INFORMATION REPORT INFORMATION REP
50X1 -HUM
5
50X1 -HUM .
I r
50X1 -HUM -
150X1
. DISSEM: The dissemination of this document Is limited to civilian employees and active duty military personnel within the intelligence components
of the USW member agencies, and to those senior officials of the member agencies who must act upon the information. however, unless specifically controlled
in accordance with paragraph 8 of DCID 1/7, it may be released to those components of the departments and agencies of the U. S. Government directly
participating in the production of National Intelligence. IT SHALL NOT BE DISSEMINATED TO CONTRACTORS. It shall not be disseminated to organizer.
personnel,including consultants, under a contractual relationship to the U.S. Government without the written permission of the orlainator
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6 -
Declassified in Part-Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
?
?
CONFIDENT/AL
4 2
?
?
50X1-HUM,
"Regulations for Vessels Coming t? the Port of Novorossisk,"
Abstract from the Obligatory _Regulations, Novorossiysk 1959,
PP 13.
"Port of Leningrad/Harbor Bye.lems," "Morskoy Transport"
Publishing House, Leningrad,--1,959, p 58.
"Obyazateltnoye postanorilenVe upmvleniya odessk.ogo moskogo
torgovogo porta, ("Obligeitory? Regulations of the Administmtion- .
of the Seaport of Odessa, Odessa, 1962 pp 58) UNOLASSIFLE27
CCMW 7111ENI1'T AT.
?
? .50X1-HUM-
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
1
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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6-
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C0103A COBETCKNX
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110,E1K0MPITETY 14M K 0 no BOI1POCAM
HEH0T0TIJISIEM0CTI4 H OCTOWINBOCT14 MOPCKNX
CYROB
cis
PROPOSALS
OF THE UNION OF SOVIET SOCIALIST- REPUBLICS
SUBMITTED TO IMCO SUB-COMMITTEE ON
SUBDIVISION AND STABILITY PROBLEMS
1962
_
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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P E 0' E I/1 51
C0103A COBETCKHX
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1-10AKOMPITETY HMK 0 HO BOHPOCAM
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CYA0B
PROPOSALS
OF THE UNION OF SOVIET SOCIALIST REPUBLICS
SUBMITTED TO IM CO SUB-COMMITTEE ON
SUBDIVISION AND STABILITY PROBLEMS
1962
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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3TOM He.ua4n4Ha HanHouHoro 6opTa HJI14 3anaca rinasygecTH Home an.apHH
,aanxcHa Ha3HagaTbcH /TaKHM o6pa3om, wro6bi oTHowerme 3anaca rmasy-
gecTH nospexc,aeHHoro cy,aHa.- K oftemy HaHnueficn B icopnyc BO11bI 3aKOHO-
mem-10 Ho3pacTaao C yclemmeHmem pa3mepori cy,u,Ha H imc,na HaXOXIIIVIXCH ?
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. 3
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meTaueHTputiecxofi BbICOTbI H yraa Kpea ,Ekomxtio 6brrb ,Rono,nHeHo Tpe6oHa-
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4
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5
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? ,uHarpamma OCTORLIHBOCTH nop.pe}K,aeHHoro cy,a,Ha otiecneLmaeT mH-
1:11MajlbH0 Jonycnimylo cTeneHb 6e30nacHocTH cy,u,Ha ripm ?RefIcTHHH Ha Hero
BHeLIMPIX xpeasuitmx MOMeHTOB.
HpHmepom, no,anseimc,RaloutHm ,cnpaBexmaocTb CKH3B11110F0, 5IBJIBeTC51 60J1bLHO1 nac-
taxuipcKHil napoxo,a, y KoToporo .pactlembnl yroz Kpea Him HecnimeTptirmom 3aTonnefaii4
KOTeJIbHbIX oTAeneinig ,a0X0,T111T ,110 28?. ?
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
HpaKTHiiecKor0 14CHOJIb30BaH1451 STPIX xpliTepHea He06X0141\10
yeTaHOBPITb:
? ,I1,011yCTI4MbI14 C T0T4KI4 apeHHH 6e3011acH0cTH, HaaB0,14-,
Hb11 60pT 14,I1H 3anac rumHyHecTH, ocTaionwilcH nome aHapHn;
? HaHmeHmuyio, Aonycnimylo c yHeTom norpellmocTeii ee oripeAe,Tie-
meTaueHTpHHecKylo BbICOTy HpH, CI4MMeTp1414HOM 3aTOFITIeH1414 oTceica.
HJIH OTCeKOB cy,aHa;
? HaH6o,mbuTHil ,LIOIlyeTHMHPI yroJI xpeHa rIpm HeclimmeTpwmom 3aT011-
aemth OTCeKOB J0 H Home CIII:MMJIeHHA;
? xapaxTepHCTHKH Amarpammu ocToiltumocTH aHapHRHoro cyaHa, 1103-
Boa5Ho1Ithe CIIHTaTb ee AOCTaT011110ii C TOIIKH HpeHHH o6ecneneHHH .6e3onac-
HOCTH cy,aHa;
PHc. 2. HeyaoH.TieTaopaTeabliaa aaarpamma aeapmiThoil ocTofirmaocTH
npa magHTeabHoil Hg,laRbHOR meTaugHTpmecKofi sucore (haB = 0,56 M)
Aonycr.mmom yrRe cTal-HgecKoro KpeHa (OcT = 14').
9JICMCIITIA A.Tnnia L1 76,3 =76,8 ht, umpluta B=12,6 m; Bbrcara 6opra H=5,6 at,
OCaaKa 1=3,6 AL '
? paamepu cy,aoH paaAHHHoro Ha3HatieHH51, Hatuniasi C KOTOpbIX Tex-
HwiecicH BO3MWKHO Fl TIpalangeclui paulloHaabHo Tpe6oHaTb HanyHeHHH
yeTaHOB.ThellHbIX xapamTepHcTHK aHapHilHoil noca,axli PI aHapHHHoli OCTOPI-
.
KPOMe TOFO, 6bITb nepecmorpeHbi paamepm (JJuma, BbICOTa H
roy6HHa) pacHeTHoci ripo6oHHm, OT KOTOpIDIX BO MHOFHX C.Thytia5IX 3aBPICIIT
cTeneHb HeciimmeTpHHHocTH 3aT011,11eHHH, a TaH>xe cTenem) ymeHblueHHH
OCTOPIIIHBOCTII 11P11 HospexKHOl4 norpeuniocTH
paneTa o6-bema BJIHBLUeliCH B noi3pe.-/(aeHHbal ,OTCeK cBa3aHHofiC Rpm-
6JII4>KeHlIbIM onpeaeaeHmem K03CIR1JHII,HeHTOB npoHmuaemocTH.
FlpH cymecTsyloul,eg npaKTHKe Ha3HalleH051, He3aBHCHMO OT pa3mepoB
cy,a,Ha, MHHHMaJlbH0f1 BbICOTbI ocTamiterocsi nocnrie aBapHH HaJBOJHOF0
6opTa,. parmofi 76 ALM, BTO ycaosHe He BbITIOAH5leTC51. Jta)Ke, paccma-
TpHBaTb TOJIbK0 reomeTpHgecKH noao6Hbie cyla c noilo6HumH pa3mepamn
3aTOTIJIeHHbIX OTCeK0B, TO H B 3TOM cJiyiiae coxftaHeHme ORHHaKOBOF0 Ha,a-
BOAHOF0 60pTa TIPHBOil,HT ripm yrie,aH4eHHH pa3mepoB cyaHa K ymeHmuenno
oTHouieHHH 3anaca aHapHAHoci naanyHecTH K 06?Bemy BaHBLuacH B Kopnyc
Beam, H coe,aoHaTedmHo, K yMeHbilleHHI-0 BepOSITHOCTH KOMTIeliCaHHH norpem-
HocTefi paciieTa HeHOTOHJIAeMOCTIT KpyllabIX CyOB. ECTIH mce yilecTb, ifro
C pOCTOM JUIHHBI cyaw3 oTHonieHHe BbICOTbI 6opTa K oca,axe pacTeT, HTO
HeaeT K yBeJIH,IeHHIO ripe,raeabHofi ?aJIHHbI 3aTOTIJIeHH5I H K ,a,a,nbHecnuemy yBe-
oHgeHmo ?Ko,inimecTsa BJIHBLLIefACA BO,abI, a TaK>Ke K ymeHbmeHmo aBapHR-
Horo 3anaca noaHriecTH, TO He060CHOBaHHOCTb coxpaHeHHH Tpe6oBaHHH
HMeTb OCTaI-OLLUICIC51 Ha,E[BOAHTDIR 6opT paHHBim 76 Mivt. Ha .cyaax mo6bix pa3-
iviepos cTaHeT oHeBH,aHofi.
TOFO, LITO6bI TIOCTaBHTb reomeTpHgecKH noo6Hme cyaa pa3Horo
pa3mepa B OAHHaKOBbIe ycnaHHE B ilacTH KomneHcaqHH BO3MOACHOci norpem-
HocTH pactieTa KOJIHHeCTBa nonamneil B Kopnyc cyaHa BOJI,bI, He06X0AHMO
Tpe6oBaTb o6ecneHem451 y aBapHaHoro cyaHa HaaBOAHOF0 60pTa, BeJIHHHHa
KoToporo 6y,aeT HpHmo nponopuHoHaJmHa xaKomy-o46o 113 pa3mepeHHil,
B HaCTHOCTH, ,a,Junie cyaHa. Y cy,aoH, He 51B,TIAIOLLIHXC5I reomeTpligecKH no,ao6-
HumH, yKa3aHHoe 'Tpe6oBaHHe 6yueT BbITIOJIHATbC51 B TOM cayqae, ecaH
KO34AIIIIIIIeHT Hp0II0pLI,H0Ha.nbHOCTH B .cpopmyae, cl3H3BIBaloulefi ocTalownRcsi
110C,TIe aHapHH Ha130,JHbal 60pT C JJIHHOPI cyaria, 6y,aeT MeHHTbCH B 3aBH-
CHMOCTH OT OTHOHIeHHSI BbICOTbI 60pTa K ocaaKe, J1HHbI CV,LHa K ocaaKe H
OT KO3C1CPHHHeHTOB TIOJIHOTbI. ,0,aHaKO, ylIHTbIBaSI )KeJIaTeJIbHOCTb yripoute-
HHH Tpe6oBaHHt1 H OTHOCHTeAbH0 caa6oe 13,aH5IHHe nepe4HcoeHHmx xapaKTe-
pIICTI4K Ha noaygaembia pe3yabTaT, Tipe,acTamsTeTcsi BO3M0>KHIDIM 3a11aBaTb
ocTalonHAcH HaaBo,a,HBIR 6opT B 3aBHCHMOCTH TO.TIbK0 OT 0,11,110cI JIHIEb
,RAHHbI cyaH a .
CB5131i CO CKa3aHHbIM npeacTaBoHeTcsi pa3yMHbIM BBeCTH B KOHBeH-
LUI10 Tpe6oBaHHe HMeTb MHHHMa,,IbHbIcI HailTBOJHbIll 6opT aBapHiiHoro cy,aHa
paBHbIM He 76 Atm, KaK 3T0 yKa3aHo B ,aeficTsylouteil KOHBeHHHH, a oHoil
TbICSPIHOR J1llHbI CynHa.
1-414 nepexo,ae K cyaam, y KoTopmx B HacTo,smtee spew' ckawrop noa-
pa34e,neHH5l He paBeH eanHilue, TIOZOBHHe HJIH oxion TpeTH, ,adicTByromasi
KOHBeHHH5I aBTOMaTHHeCKH. Tpe6yeT o6ecneiieHHH pammi-moro Ha,aBo,aHoro
6opTa HpH 3aTOTIJIeHHH OTCeKOB B cpe,a,Heil qacTH H B OKOHeHHOCTSIX cyaHa
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
' Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
ICIA-RDP80T00246A023000360001-6
1
(pHc. 3) . lipOTICX0,H,HT 3T0' noTomy, I4T0 HH yeTaHOB,TleH1414 AonycTHmoti
oTceica KaK onpege.neHHoi) ?LiacTH zipe,ReabHoil ,aJIHHbI 3aTOTIJIeHHH,
OCTaIOLII1411C54 Ha,11,130,LI,HbIA OopT ripm 3aHOJ1HeHHH B00H OTCeK0B, pacno.no-
)KeHHbIX He B cpep,Heil gacTH cy,afia, yHeamithHaeTcH B 6o,nbilleil cTeneHH
I13-
33 yivieHbuieHH,sa He TOjIbK0 opeaHO OCa,IIK14, HO 14 AH(1343epeHTylomero
momeHTa.
(0,50)
055
0,60
0,65
a 70
0,75
480
a85
ago
0,g5
100
0,50
-03 -0,2 -1,0 3x1 0,1 , 0,2 0,3
'Copra() Hoc /
( 17an000ceHue cepegulloi oomannokemozo omcoica XLIZ,
Pic. 3. 3aBHC11MOCTb BeHYP4HHbl Tpe6yemoro HHABOHHOF0 6opTa FaB OT pac-
no,aoacerum aaTanamBaemoro oTc.exa no AmiHe cyzjia H OT cpaKTopa no.a-
. paa,aeReFaisi
amemeirrm cy,u,Ha: Amara kj = 100 , .33bicolz 6opT2 H = 6,65 m,.oca,B,Ka. T = 4,75 M.
3anac aBapiucwoR haaBytiecTH HH 3TOM OKa3bIBaeTCH Bamemo 6o,nb-
11114M ripH 3aTOIIJIeHHH OTCeKOB CO cpe,IHHai Ha paccToHHHH npHmepHo geT-
BepTH HJIH TpeTH AJIHHIDI OT mH,Reab-innaHroyTa (pHc.
CoxpaHH-rb (npa nepexoite K HenocpeAcTHefiHomy HaaHageHmo BbICOTbI
ocTamneroco sipm aBapHH Ha,u,BoAHoro 60pTa).Tpe6oHaH,14e HMeTb paBaHLI-
Hbili HaAso,aHbdi 6opT HH 3aT011J1eHH14 OTCeKbB 'B pa3Hmx pacmHax HO
II,J114He cyaHa, KaK BTO noApa3ymeHaeTcH ,11,eficTBylomect KoHneHulleg, npe,L1.-
CTaBA5IeTC51 He 06H3aTe,T1bHbIM.
OCHO'BaHHeM ,L1,1151 TaKoro BbIBO,aa SIBJIReTCH TO, 11TO B pH,n,e caygaes
'OpH cpawrope noapa3,11,e.rieHHH, paBHOM eAHHHne, 110J10BHHe H OAHOH TpeTH)
1-IeHCTBy101.1.1,a51 KOHBeHII,HA cpyraerr ,D1,0TaTOLIHbIM I4MeTb OHHHaKOBbIA
60pT npli 3aT011J1eHHH OTCeK0B, HaXO,L(51III,I1XCA B 01050M $mecTe no
9
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
,11,1nille cy,u,Ha. KPOMe TOFO, CTaTHCTIVIeCKHe AaHHme, (pHc. 5) II0Ka3bI13,310T,.
,ITO Ha xpyrniux cy,gax (a HMeHHO iia HHX B HacToRatee Hpemsi cpaxTop 110-
pa3;:keaemisl Tio,n,yqaeTcsiHhme eJHHHUhI, }10 6o.lIbuie 110JI0BHHbI) 4)axTH-
Liecicasi AJIHHa OTCeKOB oicaabisaeTcsi meHmue npe,aeohHo ,aonycKaemoil aaYi
cpe/THeii ? tiacTH cy,RHa. B peayabTaTe cpaKTHIlecKaH BbICOTa HajIBOAHOTO
Wa5
Vo
0,3
L-50m
02
0,
100
1,50m
-4# -0.3 -02 -ai m . 01 . 0,2 03 aq
Xopma Hoc
1-loopiceHue Ceflegl1Hbl 30M01717u6oemoao omceffa
XLIL.
PIK. 4. 3aBliCIIMOCTb OTHOCI4TeabH0r0.3311aCa nnasy4ecTu nocze aBapini
cyr pacnoac*KeHHA 3aT01111eHHOCO urcexa TIO )1,1114He cy.ruia.
XapaxTepHennal cyAoB: L : H = 15; H: T -- 1,4. eDaKTop nop,pa3Aenerms! 0 0,80. Wa,?
,
ocratouulAcsr nocze asaimui 3 anac n.nasygecTH; Vo ? o67,emrioe BoAoH3meigerilie nermapexc-
Amnon() cyarta.
6opTa HH aaTormeHHH cpeAHllx OTCeKOB OKa3b1BaeTCH 6omiiie, tleM ,II,011y-
cxaeTcsi ,aeiicTspolueR KoHneHuHeil H CTaHOBHTCH 6,5143KOR K BbICOTe 6opTa,
ocTatomeiksi ripH 3aTOHJIeHHH OTCeKOB B OKOHellHOCTAX.
143 cKa3aHHoro o (PaKTHtlecKH noarTaiontericH BbICOTe HaaBoaHoro?
6opTa aHapHiT'Horo cyaHa cae,ayeT, TO HpH HaaHatieHHH BbICOTbI ocTato-
illerocspHa,aBoAHoro 6opTa Tteaecoo6,pa3Ho HCXO,LIHTb He H3 noop-ialomeileg
HO pactieTy B COOTBeTCTBHII C AefIcTsponteil KOHBeHLIHeCI 'BbICOTbI HaABo,a-
Horo 6opTa HH aaTormeHHH cpeatillx OTCeK0B, a 113 BbICOTbI 6,opTa, ocTalo-
uterocsi npH nospexcaeHTHT OTCeKOB CO Cpe,aHHOl4 Ha paccToRHHH HpHmepHoo
tieTHepTH OT mx,ileab-mnaHroyTa.
10
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
B OT.11141414e OT ,11,ef1cTsytomeci KOHBe1L114H, npu nepexo,ae K Herrocpe.11.-
cTseHH0my Hop maposamllo BbICOTbI HaABO,LJHOTO 6opTa nospemmeHHoro cy,,RHa
npeAcTaHmieTcH 11paBI4J1bHIDIM ne npHHHmaTb BO BHI4MaHHe pHA cpawropoe.,
Tier KOTOpbIX, 6yayilH HOCTaT011110 CJI0H(HbIM, He moxcer 6bITb .11011411eCKII
060CH0BaH HJIH Hp14B0,11,14T (HO KOHBeHI1,14H 1960 r.) K He3HaHHTeabHomy
Tpe6yemoR BbICOTbI Hadu,Homioro 6opTa.
,aJI51 BbISIBJ1e111451 BAH5TH1151 OT,II,eabHbIX clmwropos, onpe,aeamoLaux no
KOHBeHLT,H11 1960 r. BIDICOTy ocTaxifuerocH nocae aHapHH HaABO,LIHOTO 60pTa-,
6bin npoH3He.aell pacHeT BbICOTbI Ha,aBoAHoro 6opTa cy,aoe, pa3Hoi4 ,RAHHEa
C 3aKoHomepHo H3Me115110111,14MHCH o&bemamH MaLLIHHHbIX OTAeJ1e14,14i'l, tIFICJIOM
naccammpoH H KOMaHabI, oftemom nomelHeindr, npHxo,aHummc51 Ha 0,I1HOTO
0,2
ati
100 150
1
PIK. 5. (Dam-meciclle Aonycnimbie cpexifix oTceKoB fiacca)Kkipcmix
cyRoB, nocrpoemimx B 1957-1958 rr.
1? onlocaTeasaaa npe,aeabaaa A.unia oTceaa (4)awrop naapas,ae.aelma 71.-- 1,0); 2? OT-
nocknem,Hax Aollycramaa Anima grceica npa clmicrope no,apaaae.Temia 13=0,5. Flpejleab-
able H Aonycnamme 41HHb1onpe,ae.neabi AJIH COB C oTtiomemiem ATIHHIDI K BbICOTe 6013Ta
o na.ay6m nepe6opoic 13,5 II c MHHHMaJlbHOR BbICOTOA HaTkaomoro 6opTa.
200
He.noseHa, 14 C pa3JIPPIHbIM KOJI1411eCTBOM naccax.(Hpon BbIllie H HH){( e na.Tiy6bi
nepe6opox.
PacHeTbi 11p0H3B0,111411114Cb ,11pH-Me1114TeJ1bH0 K cyAam c Ka34H1)HuHeHT0m
o6wefiTIOJIHOTbI 6=0,60 H C oTHoineHHem ATILIHbI K Bb1COTe 60pTa na.ny6b1
nepe6opox, Pa'BHbIM 13,5. Ko34x1)HuHeHT nponmaemocTH 06'beMOB yCJI0E1110
npHHHmaacH paBHbIM eximiug.
YlleT COOTHOHIeH1451 me)H,Ety oftemamm MaLTIHHHbIX oTae.neHHA H Kopnyca
HH)Ke npe,ReabHoil J1HHHH norpy)KeHHH npeAcTaBaHeTcH 1-leugoecoo6pa3Hum,
XOTH?BIIHHHHe 9TOro OTHOLLIeHHE Ha ocTaiom,HgcH Ha,LIBOAHba1 6opT HO KOH-
Benulln 1960 r. OKa3bIBaeTCH Hechma 3Hal114TeabHbIM (pHc. 6).
IThH COCTaBTIeHH14 cl)opm,ya ATM onpeaeaeHHH HpwrepHA CJITK6bI, no-
BH,EIHMOMy, CIIHTaJI0Cb, tITO OTHOCHTeJ11311bIR oftem MaLLIHHHbIX oraezeHHA
Ho3pacTaeT c pocrom CKOpOCTI4 cyAH, OT HoTopal KaK,TO 3aBHCHT HepoHT-
HOCTI, CTOJIKHOBeHHH H pa3mepbi nospexcAeHHH. MOTJI0 6bITb IlpHHHTO BO
BHHMaHHe H yHenwieHHe CTOHMOCTH cy,RHa npH yHeaHHertHH MOLL1HOCTH mexa-
HH3MOB, ,ae.maeT 60JIee OHLyTHMbIM 110C.Thea,CTBI4H rH6eJni TaHoro cymia.
BepoHTHo, B CB513H C 3THM, HH yBeJ114T-leHHH OTHOLLIeHHH oftema mautHHHbix
oT,Lte,neHHA K 06'beMy Kopnyca ,HH3Ke npeaenblloci JIHHHH norppKeHHH KOH-
BeHILH51 1929 r., a 3al'em KOHBeHLIHI4 1948 14 1960 rr. Tpe6oHaaH ynemmeHHH
BbICOTbI ocTaxnuerocH 'mule aHapall Haaso,RHoro 6opTa.
01111aK0 BepOSITHOCTb CTOJIKHOBeHHH H paniepm nospeKaeHHH 3aBHC5IT
He TOJIbK0 OT CKOpOCTH cyriHa, HeTIOTOHJIHeMOCTID HoToporo nposepHeTcH,
11
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
HO H (B 6oinbaiefi cTeneHH) OT CKOpOCTH 14 paamepoH Toro cy,aHa, KoTopoe C HI-IM
CTOJIKHeTCH.' icp0Me TOFO, cAe,ayeT 14MeTb B BH,y, HTO B HaTosiatee Hpemsi
ripsimylo 3aBHCHMOCTID me)K,ay cxopotTbio H o6-bemom -MHILIHHHbIX OTHeJ1eH1414
STCTHEORHTb Tpy,qHo, TaK xaK HexoTophie THHbI yeTHHOBOK npa oaribmoil -
M01.11110CTH HmeloT OTHOCHTe,T1bHO He6o,ribume ra6apHTm.
3,
2,5
2,0
1,5
1,0
0,5
Odgoollicey
b,c, cyo-ra
?,
f
,4
.
=
5
.4kromcewoie
cyda
I
n
Ipf
7
Tr-?'3
=0,4
iii
l
Nil
1
00
200
L, ti
300
PNC. 6. 11114511-114e oTHomeHni o6'bema maulHHHoro oT,aeReHita K o6-beiviy Kopnyca
HI4)Ke npe,aeabHofi JIHH1413 norpymce.HHa Ha OCTaBILIIIIICH none aHapHH HaAsomiblii
6.opT.
06mee ',then? naccancHpoe ? 1000 nen., 1,13 Hi4X Hon nany6oil nepe6opon ? 100 gen.;
o6bem nometaeHHA,'Hpaxoamuoixesi Ha oaHoro naccanuipa ?20 AP;
M ? 06-hem maaniHHoro OTAeJleli.1.151;
V ? o&bem nopnyea cynHa HruHe npenenbHoti JIHHHH norpyaceriHa.
Flommmo yKa3aHH4ix 06CTO 54Te,TIbCTB Hy)KHO ymecTb TaK>Ke H TO, 1-1TO
6o,nee 6ucTpoxo,aHme cospermeHHBie. cy,aa, KK npaHHao, HmeioT yip-11E14e pa-
11,140TeXHFItleCKlie cpe,acTaa Ha.6,1110,E1,eHHH 14 60JIee KBH,11 1414)H1J114p0BaHHbIr1 3K14--
ria'?K, HTO ymeHipumeT BepORTHOCTE. CTOJIKHOBeH1451,
OCHOBbI'Ba51Cb Ha' maaaHHom, c,ne,ayeT o607AHTL, BO3A40)KHOCTb He .y41'1--
TblBaTb xapaKTepHeTHKH mexaHHamoH HpH HaaHatieHHH BbICOTbI ocTalowerocg
Trpll aHapHH Ha.,LIBOAHOFQ?6opra, Hmesi B away, HTO 3T0 noao>KeHme ABJIHeTC54
Kai{ 113BeCTI40, ripH CTOJIKHOBeHHAX 60J1b1111,1e rioaTialcir cy.ai, KOTO-
pram HaHOCHT 37,aap HurpeuHoe cy,ano.
.12
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
cnopHum. CymecTBeHHoe, B HeKOTOpbIX mytiaRx, BJIH51Hile }La Tpe6yempo
KoHBeHuHeil 1960 r. Be.r1H4my HaABo,imoro 6opTa HoHpexcaeHHoro cy,Twa
oicaabiBaeT cooTHomem4e mexKHOi1 'BIACOTIA Kop-
nyca, onpeaeagoach npH HeCKOAIDIOIX OTHOCHTeAbHMX aaHHax HaacTpoe:
23
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
PaelleTbI Hp0H3B0,1HJIHCb Hp141\1eHHTeJlbH0 K cyAny, Hmeiontemy ?aerbipe
Tpioma. LleTbipexTpromHoe cyallo 6bmo Bbi6paHo 110TOMy, HTO HOLITH 60%
cy,aoB ladIFIHOIT OT 80 Ao 100 At HMelOT 4eTbipe H 60Jlee rpiomoB.1 .
flpn BbITIOJIHeHHH ? pacgeToB COOTHOLLIeHHH FJIBBHbIX_ pa3mepemiff H
KO3C1/1:13I411:13eHT o6me no.TinoTbi .6bIJIll 1113HH1TbI cpe,amimn rIo cyntecTBylo-
LUHM rpy3oBbim cyaam ,II,J114110A ?KOZO 90 At H paBHumu:
OTH0111eHHe ,1,711411bi L K umpHHe L= 7,0;
OTHOMBHHe uIHpHHbI x ocaaxe T ? 2,2;
K0344141MeHT o6HeJ 110JIHOTbI a-= 0,70.
L B
Flpu ilpHEFITbIX ? TH 6 paccmarpnBaemoe cyaHo ,VIHHOci 90 At
B
ameey caeAylowne saemenrbE
B0,4on3memeHue_o61,emHoe B ,ripecHon' Boae V=4680 Ae;
,aanHa mexcay TieptenaHxyaHpamH L =90 .u;
ampuHa B =1.2,8 ..4,1;
oca,axa T=5,8 M.
lb CTaTHCTHHeCKHM ,IBHHbIM ,adnma MBILIHHH0f0 OT,IleJleHHH 1MCo-
CTBBJIHeT- Ha' cyaa.x..,rouHoci 80-100 At OT 0,12 ao0,20 ',11J111HbI -cy,atia. ? Flo-
31,0My pacaeTbi Hp0H3BOAHJIHCb AJIH cyaos JJIHH0171 90 Al, nmeiontnx. OTHO-
' o
CHTeJlbHy10 AJIHHy MaIIIHHHOTO oTameHuyi ? ,paBHylo 0,12, 0,16 n 0,20.
flpu 3TOM .paccmaTplimakicb Bap;ilaHTbi c pacnano)KeHnem Ma11114HHOTO
OT,TtejleHHH 'mexcAy BTOIND'IM H ?TpeTbum, e)Kay -TpeTbum H meTBep?Tbim ri Hu-
3a,,an geTBepToro Tpioma. ?
B pe3yabTaTe paccmorpenusa upoexToB HOCTpOeHHbIX Cy,ROB 6b1.710 Hp11-
ESITO, HTO ,AJIHHB: cl)opunxa 1 paBiia 0,07L 'npu cpe,aHem pacno.ao)KeHnu
mainHHHoro oT,aeaeHum, 0,09 L upu ripome)KyromHom H 0;11 L ? Ilpil Kop-
MOBOM.3
OTHOCHTeJlbHaH ,4,11HHa ax-rep?naxa Ha Bcex cy,aax HpaKTINeCKH WM-
/a
HaKOBB H 'COCT a BJ151 el' upumepHo ? = 0;05. 1-103TOMy B pactlerax 6bLa0
111111HHTO, HTO ,Lkauna axrepuhxa ? /a 0,05L.=
Flpn pactieTax- o&bena BanBalonleAcH orceKH B0abI K031:1/4111H-HeHTb1
lipoHnuaemocru 06'bemos OTAeJlbHbIX nomeinemnI HpHH14MaJIHCb paBHumn: ?
Aj151 Tplomo?B Bbnue aBOilHOTO ,aHa II, =0,60;
AJIH MBILIHHHBIX oraeaemni Bbnue aBoilHoro 1,..tm=-- 0,85;
AAR 11)7CTIDIX OTeeK0B1,71,30f4HOTO Alla I-Lg =0,98;
AAA 3BHOJ1HeHHbIX A143eJlbHb11\4 TOTIJIHBOM OTCeKOB ABormoro Ana 110,T1
MBLUHHHHM otaeneHnem (c yaeTom paaaHubi yaeabHux BeCOB TOHJIHBB 11-
3ameigatoweR ero -npn aBagum Bum) =0,15.
1 ECTeCTBeHI10, o6ecnegenue HeIIOTOTIJIHeMOCTH TpexTplomutAx cyiton Amon 90 At
63uteT Tpe6oBaTb 6comnero yuemitterntst BbICOTIDI 5OPTH. 0,7:IHBKO A,LIMHHHCTPHIIIIH MO)KeT
obITh opeAocTae.neno npano OCB060}1{,gaTb Te mint HHble cytta OT BbIHOJIHeHHH Tpe6oBatutfi
K HeHOTOIIJIYIeMOCTH, ec,int ocyatecTimetme 3THX Tpe6oBatotil npaxTuitecict neue.rtecoo6pa3Ho.
nO3TOMY TO 06CT051TeJIbCTBO, na OTHOCHTenbH0 He60JIbIIIO4 qacTit cy,rton Azatito11 90 M,
itmetonutx ;tea HJIH TPH Tpioma, o6ecnegeinte nenoTon.ToremocTIT 6y,rteT 3aTpy,tutnTeabito, He
moxter CJI37)KHTb oar-mum-mem K oTicav OT npe4bmn.neur51 o6atero Tpe6onatutst K TaKHM cy,aam.
2 ?Schiffbautechnik?, 1957, ,N2 11, crp: 641.
3, Yue.rutgemte nportottemlocTit, a caeaosaTe,Tibuo, a o&bema rpopnitxa npu nepexoite OT
cpeAT.tuero.K itopmosomy pactioaoweinuo MaLIIHHHOTO OTAeJleHITH 0613ACH2eTC51 He06X0AHMOCTb10
npitema. B Hero 6o.nbutero KOJIFILIeCTBB BP)=IbI,AJISI Hoar-let-um npnemaemoct ocaja HOOOM B.6a,n-
..nacTHom npo6ere.
24
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, B pe3yabTaTe ipactieToB cpe,aHHe Ko.94)(1)HumeHTEd npoHlluaemocTH o6'b-
emoH Rcex TINOMOB (Kpome Tpioma .N2 1) H HavanatH[xcll 'DOA HTIMH 'IWCTbIX
OTCeKOB ,aBoilHoro Ana ripHHHma.nach ?pasHbrA4H 0,63; K0944HulleHT npoHH-
HaemocTH 061,ema oTceKa, cocTaBasnomero Timm N2 1, 6bLTI ITHHHT paBHhim
0,64 H3-3a .06B1'nio yHemn-Hinaemon' B 3TOM. oTceKe BbICOTIDI ',TIBORHOTO
CpeAHHA H030HUITeHT ,nponnnaemocTE ,06'bema mann4HHoro oT,,nie.neHHH
C HaX0AHILIHMHC5T. llO,L HEM TOTITIHBHIDIMH oTceKamil AHoilHoro ,r.kHa IlpHHH-
mazcsi paBHbilvt 0,80.
amnia ?Hcex T-IeTbipex TplOMOB npH .cpeaHem pacnoao?KeHHH mainHH-
H0F0 OT,ReJICHHH npminmazach 0,EIHHaKOBOil; upH npome)KyTolniom H Kop-
mosom pacno.no}KeHHH .MaILIPIHHOTO oT,EkeaeHHH, B Tex caylianx, rKorJa 310
morzo ynyinuliTh aBapHilHylo noca,r_kRy, TrnomoB HeCKOJILKO meHn-
i
(TaKHe cayqam Hmeam iMecTo 'npH m 'o ?0,12, Kora Haxo,r_knumlicH
B p a Ron e immeaR Tpiom Hui ec o o 6p a.3110 6 bIJI0 yJIHHHTb, coixp a may! cooT=
BeTCTBeHHO AimHy Han6o,Tree He6,naTonpHHTHo pacno.no?KeHHbix B OTH011ie"
aHapHilHoro ,AacimPepewra TpiomoB)..
FlpH onpe,Re.rieHHH 1131VIeHeHH51 'Beca Kopnyca H3-3a yHeJunieHnn BbICOTbI
6opTa ripHHHma,nocb, Inc 3TOT Bec pacTeT TIpOTIOpIAHOHBJIbH0 BbICOTe '6oFra
B .creneHH 0,5. TaK0c4 3aK0H H3melleHHH Beca ,Kopnyca 'B 3aBECHMOCTH OT
BbICOTbI?160pTa 6bIJI ITHHHT B pe3yabTaTe allaaH3a mmeicauxcn rpacim 200 m:
.60
.55
.60
.05
I. For intermediate
lengths of ships the
Standards shall be ob-
tained by linear inter-
polation.
2. The ratio of the
limiting mopent to
the bending one when
the ship floats in the
wave shall be:
Mum
1.7 for dry car-
Mt
go ships;
Mlim 1.8 for tankers
Mst
(see also item 603).
3. The ratio of the
limiting moment to the
bending one estimated
with due regard for
the dymanical compo-
nent (see item 406)
shall be
Mum
1.35 for
Mt Mdyn
dry cargo ships
Mum ,
>1.45 for
Mt dyn
tankers
Summary stresses in
inner bottom plating
in the supporting sec-
tions at bulkheads are
not limited in ships
framed transver-ally
and may be some-
what increased on ap-
proval of the Register
in case of longitudi-
nal framing
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No.
Structural members
and characteristics
of rated stresses
Design JOading
Permissible
stresses in
fractions of
the steel
yield point
value (in nu-
merator?for
dry cargo
ships, in de-
nominator
for tankers)
Notes
3
4
b) suniMary stresses
in the free edge of the
longitudinal caused by
general .bend of the
hull, bend of the struc-
ture between bulkheads
and bend of longi-
tudinals between sup-
porting frames
(al a2 as)
c) plating in case of
transverse framing.
Summary stresses at
the middle of the long
side of supporting con-
tour, caused by gene-
ral bend 'of the hull,
of the structure bet--
ween bulkheads and
of the plating between
the frames'
d) plating in case of
longitudinal framing.
Summary stresses at
the middle of the short
side of supporting con-
tour, caused by gene-
ral bend of the hull,
of the, structure bet-
ween bulkheads of the
longitudinals between
the frames and of the
plating itself
(al + a2 '33 a4)
AA's structural me-
mbers affected by shea-
ring force at the ge-
neral bend of the hull
Shell plating, stres-
ses at supporting sec-
tions of plates
Shearing force when
the ship floats in the
wave Nst
.90
.80
1.00
.80
1.00
.80
' ,30
II. Loc al strength
Static loading uni-
formly distributed on
the plate (see ? 8)
.30
.80
As, to deter mining
of the stresses caused
by bend of plates see
item 706
Double margin of-
stability in regard to
shear, stresses shall
be ensured for side
plating
Standards of tocal
strength apply to trans-
verse framing, longitu-
dinal framing ,and pla-
ting on assumption
that they are affected
only by the local load
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No.
?
Structural members
and characteristics
of, rated stresses
-
'
Design loading
Permissible
stresses in
fractions of
the steel
yield point
value (in nu-
merator?.for
dry cargo
ships, in de-
nominator
for tankers)
Notes
-
5
6
7,
'9
Floors
.
a) stresses in face
bars
b) shear stress , in
webs
Double-bottom fram-
ing and plating
a) stresses in sup-
porting sections of
plates
b) stresses in free
edge S of longitudinals
c) stresses in span
section of plates , and
in free edges of lon-
gitudinals
Bottom and side fra-
ming in the forward
end of ship
.
Side framing
"
Hold frames
Framing of decks,
superstructure decks
and platforms web be-
ams, beams and car-
lings
Deck framing Of
tankers
a) stresses in face
bars .,
Static loading, -uni-
formly distributed on
the bottom (see ? 9)
With cargo in hold
,
With no cargo in
hold
.
Loading caused by
cargo (se item 906)
,
, .
Loading under test
head (see item 906) '
Hydrodynamical pre-
ssure in case of im-
pact of the sea wave
(see item 1603)
,
Loading uniformly
distributed on horizon-
tal structural members
and trapezoidal or tri-
angular loading on
vertical ones (see ? 10)
Loading' up to load
waterline
Statical unifdrm lo-
ading (see ? 11) .
,
Oil pressure when
the ship is listed (see
item 1104) '
?
.60
.
For dry cargo ship;
this case is consideret
if /the ship may nay
gate with some empt!
holds
For design loadin
indicated above (Ii
ne 5a )
-
.
Additional checkin
_
.90
.50
.35 ?.-50
.25
.80
_
.60
_
, .80
_
.
.90 -
.90
.80
.50
I
.50
.60
?
.
?
' .50
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No.
Structural members
and characteristics
of rated stresses
Design loading
Permissible'
stresses in
fractions of
the steel
yield point
value (in nu-
merator?for
dry cargo
ships, in de-,
nominator
for tankers)
N o
10
11
12
b) shear stresses in
webs
Deck framing of dry
cargo ships
Decks (platforms) of
fresh and ballast water
tanks, stresses in fra-
ming and supporting
sections of plates
, Bulkheads
a) watertight bulk-
heads, stresses in fra-
ming and span secti:
ons of plates
b) bulkheads of bal-
last and fresh' water
tanks
Stresses in framing
and in span sections
of plates
c) oil-tight bulkhe-
ads ?
1) Stresses in fram"-
ing
2) Stresses in sup-
porting sections of
plates
- A. Bulkheads (exter-
nal) of the first ti-
er superstructures and
deckhouses
Loading with due
rygard for inertia for-
ces caused by rolling
of the ship when car-
rying heavy cargoes
(see item 1401)
Loading ? head of
water column from pla-
ting,up to air tube-top,
but not less than 2,5 m
above the tank top
Horizontal ties
-
,Uniform loading un-
der water head equal
to the distance fom
the bulkhead deck
down to the level of
the structural member
Vertical stiffeners
Trapezoidal or trian-
gular loading (see
item 1201)
Vertical stiffeners
Trapezoidal loading
Horizontal structural
members and plates?
uniform loading (see
item 1202)
Vertical stiffeners
trapezoidal loading
Horisontal structural
members and plates ?
uniform loading (see
item 1203)
Statical uniform lo-
ading under the assu-
med water head hdh
(gee item 1205)
.25
.70
.80
.80
.80
.60 .80
.55
.90
In case of alternate
loading on both sides,'
the stresses in plates
on supports shall be
not more than .80 cm
1) When the draft
d > .8 D the loading
?hdh shall be increased
by 10 per cent and-
when the draft d1/
irxrda.
22
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shall be increased in proportion to the ratio of deck section area;
(F) disregarding these openings to that considering them (Fo)
Gdes d To? ? (6)
The stresses may not be increased if the openings are compensated
in accordance with item 505;
c) single openings having the maximum dimension (diameter) less
than 20 thicknesses of plate may be not taken into account.
505. Compensation of the openings shall be carried out by increasing
either the thicknesS of plating or the sections of longitudinals in the
neighbourhood of the ope
ding or by including addi-
tional longitudinal ,hers (e. g. coamings). Jed?
mem
-
This compensation shall
cover the distance of not 3030.co
less than the breadth of Opentny
opening beyond each of its 3O 3C
A.
transverse edges. Only in
sheerstrake the openings
diameter of which exceeds
the thickness 15 times
shall be compensated in all
cases. The compensated
openings may not be
checked after the requirements of the item 507 b.?
506. Measures shall be taken to decrease concentrations of stresses
at the ends of discontinuous structural members and in vicinity of
openings;
. a) the ends of discontinuous structural members shall be gradually
brought to nought or, failing that, have reinforced local attachments;
b) the openings shall have radii of eorner rounding equal to at
least .1 the breadth of opening; thickened plates shall be fitted at the
corners of openings, etc. in accordance with present practice and with
due regard for the provisions of item 508.
507. Openings in the hull plates may be not reinforced:
a) in case of single openings having breadth less than 20 plate
thicknesses;
b) in case of opening with breadth more than 20 thickness of plate,
,if the maximum design stresses in neighbourhood of opening with due
regard for the concentration of stresses do not exceed .6 yield point of
steel
Fig. 6.
where
Ocmax "d,
where ad? the maximum stresses caused by general bend of the ship,
estimated with the provisions of item 504 taken into account;
a? concentration factor, the value ,of which is accepted equal
to 3 for round openings and determined from the diagram
of fig. 7 for rectangular openings.
508. If the maximum stresses with their concentration in the vicinity
of opening, taken into account do not satisfy the provisions of item 507.
the. plates at the opening, where the stresses are concentrated shall be
reinforced. When the thickened plates are fitted, they shall have thickness
(7)
t (0:K ad .6 c5 ; (8)
where
23
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t ? the initial thickness of plates in neighbourhood of the maximum
concentration of stresses;,
At ? the required increase in the plfite thickness (see notes given
below); ,
aad -- as indicated above in the, item 507:
ay? the yield point, of material of reinforced plates;
t, ? the thickness of plates adjaCent to transverse edges of opening;
-l? the coefficient determined from the diagram in fig. '8.
Fig. 7. Value diagram of the maximum coefficient of the
:stress concentration (a) ?in pro'ximity of .openings.
Note s: I. If the required increase of thickness \ t -is proved to be more than-
the initial thickness of plates t, the stee1 plates with the yield point higher than that
of material of the hull main structural
H members or other equivalent reinforce-
ments shall be fitted in way of the
49.8 maximum stress concentration.
2. If the construction of open; ng-
reinforcement satisfies the Rules, the
0.6
thickening in 'certain cases on appro-
val of the Register may be accepted
equal to initial thickness of plates
0.40 ' 20, 40 60 80 /00 /20 0 without using the steel' with higher
yield point.
Fig. 8. Diagram of values of the coefficient K
in the formula (8). 509. The structural mem-
bers included in section modulus.
as well as the normal stresses therein shall be calculated by usual
(tabular) method.
If the plates can be' buckled their sectional area shall be reduced
accordingly.
24
t -the thicxness of
peating '
5-the 626adth(dzametez)
,?.r .0,9fn02 I I
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The strips of plates adjacent to longitudinal member with width
(on each side of the longitudinal member) equal to .25 of the short side
of supporting contour shall be not reduced.
510. When calculating section modulus with several degves of
approximity, such approximation shall be accepted as the final, in case of.
which the difference between the normal stresses caused by general
bend does not exceed 5 per cent in the last and foregoing approximations.
511. The flat structures (such as decks, sides, etc.) as a whole and
structural members included'therein (framing, girders and plates) which
are not obviously stable shall be checked for buckling.
It is necessary in this case to provide sufficient rigidity of structural
members which serve as supporting contour for plates or girders affected
by longitudinal compressive loading.
512. When calculating in the second and subsequent approximations
the structural members included in section modulus, the portions of plates
(see item 509), shall be inserted into calculation with reducing coefficient
cp which may be 0 .8 H the loading haph shall be increased by
10 per cent and-when the draught d 6.2 sec. the amplitudes of rolling shall be cal-
culated on assumption of resonance when a ship is running at an angle
to the wave of 60 m in length.
? 11. Determination of the minimum capsizing moment, taking into
consideration the rolling, may be made on the basis of either dynamical
or statical stability diagrams. The diagrams can be of two different
types:
1. In the diagram of the first type the curves of statical .and dyna-
mical stability are normal or the curve of statical stability has a step and
the curve of dynamical stability has a fracture (See Fig. 1). In this case.
the minimum capsizing moment is determined as follows:
(a) When determining the minimum capsizing moment from the di-
agram of dynamical stability, an auxiliary point A' is to be found prior to.
the determination. For this purpose the length corresponding to the amp-
litude of rolling Om is set off along the abscissa to the right of the origin
of coordinates; the ordinate should be drawn from the point obtained and
its intersection with the curve of dynamical stability gives the required
point A' (Fig. 5). Then a straight line parallel to abscissa is drawn through
point A' and the? length A'A, equal to the double amplitude of rol-
ling (A'A =2 Om) is set off along the straigth line to the left of auxiliary
point A'. Point A, symmetrical with point A' will be further referred, to as.
initial. A tangent AC is drawn from' the initial point A to the curve of
dynamical stability and the length AB, equal to one radian (57.3?) is
laid off from the point A along the straight line parallel to abscissa. A
perpendicular BE is erected from the point B till its intersection with tan
18
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S.
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gent AC in the point E. The portion BE corresponds to the minimum cap-
sizing moment if along the axis of ordinates the work in the accepted
scale has been laid off, and to the arm of the minimum capsiiing moment
Fig. 5
? c7
if along the axis of ordinates the arm in accepted scale has been set off.
In the latter case the minimum capsizing moment Mcaps is determined
by multiplying the value of the portion BE, in metres by corresponding
displacement D of the ship in tons:
?
Mcaps= DBE. (12)
(b) When the curve of dynamical stability was not drawn, the mini-
mum capsizing moment is to be determined from the diagram of statical
stability on the condition of equality of work performed by capsizing and
righting moments, taking into consideration the energy of rolling. For
this purpose the curve of statical stability is continued into the region
of negative abscissa for the length equal to the amplitude of rolling
Fig. 6
(Fig. 6) and the straigth line MK parallel to abscissa is selected by means
of consecutive approximations until the stripped areas Si and S2 are equa-
lized. The ordinate OM will correspond to minimum capsizing monient,
if along the axis of ordinates the work in the accepted scale has been
set off, and to the arm of the minimum capsizing moment if along the
axis of ordinates the arm in the accepted scale has been set off. In the
latter case the minimum capsizing moment is determined by multiplying
the value of the portion OM in metres by the corresponding displacement
D of the ship in tons:
2*
Mecu,s=D ? OM . (13)
19
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2. In the diagram of the second type the curves of statical and dy-
? namical stability cut short at the angle of inclination corresponding to
the angle of flooding (See Fig. 2). The minimum capsizing moment Nlcap,
is determined by one of following methods:
(a) When the diagram of dynamical stability has been plotted the
minimum capsizing moment is determined as follows. The position of the
initial point A is foun4 in accordance with the subparagraph 1(a) of this
paragraph (See Fig. 5). A tangent is drawn from the initial point A to
Fig. 7
the curve of dynamical stability, which is possible only when the angle
of heeling, corresponding to the tangentical point, is less than the angle
of flooding4 The determination. of the minimum capsizing moment or its
m should be made as shown above in the subparagraph 1 (-a) .
If it is impossible to draw. a, tangent (Fig. 7) then a straight line
is drawn from the initial point A to the point F at which the curve of
dynamical stability cuts short. From the same initial point A a straigth
Fig. 8
line parallel to abscissa is drawn and the portion AB equal to one radian
(57.3?) is set off along this straigth line. The perpendicular BE is erected
from the point B till its intersection with the inclined line AF in point E.
The portion BE corresponds to the minimum capsizing moment if along
the axis of ordinates the work in the accepted scale is set off, and to the
arm of, minimum capsizing moment if along the axis of ordinates the arm
in accepted scale is set off. In the latter case the minimum capsizing mo
ment is derived from the formula (12).
(b) The minimum capsizing moment Mea?, for the angle of heeling
corresponding? to the angle of flooding is determined from the diagram
of statical stability as follows.
The curve of statical stability is continued into the region of negative
abscissa for the length equal to the amplitude of rolling (Fig. 8) and
20
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a straight line MK parallel to, abscissa is selected by means of consecutive
approximations until the stripped areas Si and S2 are equalized. The ordi-
nate OM will correspond to minimurn capsizing moment Mcaps if along
the axis of ordinates the work in accepted scale has been set off and to
the arm of minimum capsizing moment if along the axis of ordinates the
arm in the accepted. scale has 'been set off.
In the latter case the minimum capsizing moment ig determined front
the formula (13).
11
CHAPTER H
ADDITIONAL REQUIREMENTS
? 12. The maximum arm of statical stability at the angle of inclina-
tion not less than 30 degrees should be for ships of 100 m and downwards
in length not less than .25 m and for ships exceeding 100 m in length
not less than .20 m.
If the curve of statical stability has two maxima resulting from the
effect of superstructures or deckhouses it is necessary that the first maxi-
mum should be attained at the angle of heeling not less than 25 degrees
(from the upright position).
The region of positive statical stability should extend to the possible
greater angle of heeling but not less than 60 degrees.
The curve of statical stability plotted with allowance for icing should
have "the curve-set" (point where the ordinate of arm becomes equal to
zero) at the angle of heeling not less than 55?, and the maximum arm of
statical stability for ships of Categories II and III not less than .20 m at
the angle of heeling at least 25?.
Ships having ratio > 2.5 may be permitted to navigate when the
angle of heeling corresponding to the curve-set is decreased by AO---.10?
and the angle corresponding to the maximum arm of stability is decreased
by M =5?, provided that the reserve of stability computed according to
the main criterion respective the category of ship is not less than 1.5. If
the ratio B is within 2.0,
CC
-..
.?. 8o _aFl .or
,, ...
C.; a) Q
,.. -4...
,2 "'_-:, -0
a) a.) a)
=
=
,-. .-. ,...., a.)
s.
0
_7
-I-.
b.ri
,
0
.0
.=
0
... .?
-C- aJ
C 0`-' a.)
0 0. .0
E E oo
0 o
-0 o
,... >,
t., a) ---,
0 " -0-a
C
5 cu ..-. V.
..o ;.... bi)
, 0 C cu
,:a """ 'a) ? ,-..
1-' 0 a)
,
.-, H H Ci) ?-,..-,
Caigo
C?1
'0 "0
I-. ,
Cl az
..-7.
.--d
u
cc
..-.
,
,..., /...? .,???
0 0 0
0 0 0
a) a) a)
cO Ir--
,....., ?.....? `-....,
i
0 a) as
('-.3 CC-5. 3
C)1' raC
,-.,
.,
0 0
73
-.... cq a)
,....... ---- _E
....... i_., )???
C,J CO
'?'CN C.)
0 o o t... .
?d 0 . . .
0 ,
0 Z z .._.
.-?1 ir a.) )?? Cl"
'..-.' a) = ? ^ Q.)
> : co
t ??? I-.--,
C6
a.)
C) cn .c0 v) 4:' ..-. = 'CZ'
C-.-C, 5
o o0000 co.,
0. ,,, 0 cr) -?????
Cl
-I-)
0
H
?
?
??-. CA
CO
"71. ..0 cD
t--- CO c)
,..
4 3aic. 3688
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11. There were missing cargoes during the test.
Missing cargoes
Table 2
NO.
Cargo
2
Position
of
cargo
3
2
Steel tow-
ing rope
Chain of
the star-
board bow-
er
On the deck,
forward of
the towing
arc.
Chain loc-
ker.
T
0
a)
0
???4
a.
a)
0.
co)
tt)
o 0
.54
Plumb line No. 1
name and patrony )
a;
a) 0
0 CO 0) 00 CO ts CO 00
0 0 CO CO C73 CO CO CO C)
0 CD 0 .0 0 0 CZ CV
0 00 0 00 c0 CD Cs c0
0 c0 0 C71 CO 0 0, 0
CV CV 00 CV
CV ts 0) (0 0 Cr) 00 CO
0 CO 00 CO CYJ CO C.0 CO 0
CV CV 00 CV I-4 1.1 CS/
Cf) Cs 0 ts 0 0 cf0 o0
C7) 0) c0 CO C3) CO C.O CO 0
CV o0 ??? C?1
'"" t".? 0 CO "I 00 CO "t"
0 Cs CO C... CC 00 to CO c)
CV CV 00 cv c,4
a)
cr) ar) Lr) Cs OD Cr) Lc) CV 00
Cr) 0 c0 0 C7) CV c0 co 0
Cv 00 Cv
?000 ts ??? Ch el. et.
ts c0
1Olt 01
CI CV CO CN 0.4
a)
0, 0 et. c0 C) 0 CV CV
CI) 0 01 0 0) 04 cn
o'D
+Da
CV et. 01 0 Cs CV
c) 1"-- a >co t-..cn
CV CV CO CV CV
ts CV CO 0 try0) 0 CV CV
C7) 0 00 CO 0) CV CD CO 0
.?. CV CO CV 0,4
0 0 0) 00 CV 0 0 110
ts(0 ts 0) 00 Cs CO 0
CV CV 00 CV
0 0 CO 0 et. c0 et.
tO CO (0 0) CV 0 CO 0
CV cO (N.--CV
CV CO "I" 0 ts 00 CS)
engine room
suspended in the
(Surname, name and
Plumb line No. 2
CO "V
ti
cc0 01 CV 0 0 ts er
c0 0 el. c.0 co o CO 1?I C7)
"I CM CO C?I ???
000C)00C) (0)
et. co ts co 00 et.
co 00 et. 0) 00 0) cO 0)
Cs1
a)
cr0 In CO 00 1.0 CO tt0 LO if)
00 CO CO 00 0 00
??? CA CO Cs1 .?? ???
"J., if) v--> ?ON C.C> 00 CO
CO CO "Zr. CD CO CO . 00 ??? CC)
C CN
to co in co Gni
00 cc> "lc 0 00 0' 00
?. CV 00 CV
CO
100
Ln er co 00 00 .14
co CO et. 0 co 0 CO
04 00 cN
/
4:4
, r.0
C.
c6
CO CO CO CO CO CO, cr3 110 U0; a.)
CO CC) d' CO 00 0 CO ?-?? 0"),
??? Cs1 ??? ???
>???
, -to
"tt' CO CA CO 00CO
CO CO 'I' CO 00 0 CO ??? CTJ
C?4 CO C"4 w?-?
a)
. "
CO
!
0 0 0, 0 CO 0) 0 0 0 a,
co 0 el. 0) 00 0, 00 0)
CV CO CV ??? a)
?
Ca"d" et. Ln C.0 CY) CV
c.4CD cyi c.,9 Cn C0 E
CD CO CO CO CO 00 tt0 0 Cs
cc) 0 et. 0 GO CD 0)
e" CV c0 CV
0
0 et. 0 cO el. 0
00 0 eh 0 00 0
CV CO
(Id
" CY '4' (.C> oo
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b12,
a)
????-???
C./)
a)
br)
co
b.10
Tu.
52
/....
????
,..../
c
cil i??-?.I CV
e.)
o=,
oo
,,??
, ? .?$
'el.
CV
0 . q
.......
00
?icl.
c;
71".
o
o
o
ID
c::).
1
CO ":I''
C????? CO
0. q
i 1
0
--...
+ '
co,
'
cv
cc
-..4.
o
cc
CC'
a>
cv
CO
-4-.
....,
c.,
'0.
I
Cs)co
In to
a)
co c;
I I
o
_
Plumb line No. 2 X --= 3060 mm
x "
ki
----tg?1== Plumb lines Mean initial ,.
1/3 .1.-- al x =
k, readings (aufa +a9'
) ?(7)'
=2960 ,a1' mm min mm t- " = 2 aki
? 3060
5 6 7 8 9
CV
ID
CV
C> 0
,
CO
0
ID
Cii
CV
LO
CV
C?
0
if>
CO
CV
0,
I
CO CV
0 O!
tip CV
? CR
HI
? ??
C..
IC???????
??,14 '
i.10
?
t????
t?-?-?
mt. V'
ID 1---
I I
1
1
I
00 00
GO CO
1?. ?,1
00
CO
..il
.,
CO
. CO
?1
CO
00
11.11
CO
00 .
,i,.1
CO 00
00 00
,,.. .1..1
1,
CO
00
,....
VD 1.0
00 CD
.-1 CV
CV
'cti
CO
-
ID
C.0
? ,C,I
ID
CO
????.
C-???
0
,????.
-it ":1" ?
CO i?i
.-.?
.cir ?
0>
......
'
Co
CV
.
- .
0
c.0
'4'
0
CO
CV
CO
CO
CV
I
0 CO
`ccr. CV
'I. CV
I I
,
' Plumb line No. 1 X=2960 mm
I
Plumb lines Mean initial Divergence
readings ,_ . _ . -
.
cc
CV
.....
i
CO
tIp?
I
,
0
t"
I
co t----
co co
I
I
co c>
c> co
CV CV
co
co
CV
co
c)
CV
co
o
? CV
c>
o
CV
coo
- o o
CV CV
co
o
CV?
0 CO
0 CO
CV CV
CO
CO
CO
on
CO
? CV
C.0
03
?-???
0
CO
e-4,
t? ?? CO
CO CO
???
CO
0
C?1
C???? 00
0>
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be
C)
is replaced by inclinogram
cc
cr) tae
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15. Calculation of the displacement on the Bonjean scale (carried
out in Table 7).
Table 7
Frame No.
forward and aft of
amidshipscoid-?)a
Fra me area
SumI
Difference
(r)f-Wa
Product
(1) X (5)
fore
cOf
aft
coa
,..,
1
2
3
) 4
5
6
o
8.85
-
8.85
0
0
1
885
8.85
, 17.70
0
0
2
8.62
8.81
17.43
- .19
- .38
3
8.24
8.50
16.74
-.26
- .78
4
7.65
8.06
15.71
-.41
-1.64
5
6.94
7.26
14.20
-.32
-1.60
6
5.97
6.24
12.23
-.27
-1.62
7
4.78
5.09
9.87
- .31
-2.17
8
3.36
3.81
7.17
-.45
-3.60
9
1.77
2.08
3.85
-.31
-2.79
10
0
0
0
0
0
-
E
123.75
-14.58
Correction
0
0
Corrected E
' 123.75
-14.58
The frame spacing over the whole length is equal to:
A L =1 .234 m,
The volume of displacement without appendages:
V=1.234 ? 123.75=152.5 m3.
The displacerrient tonnage with appendages taken into account
D = k V.1.006 ? 1.00 152.5=153.2 t.
The distance of the centre of buoyancy from amidships
14.58 ....
- 1.234 12335 - .10
16. The, calculation, of the metacentric height under conditions of thr.
test (carried out by the method of minimum squares, Table 8).
The probable absolute error of the test
E ei2 Eei2
=
n(n-l) V 6 ? 5 ?
+ .004 m,
483 ? 10-6
30 =
where it- is the number of observations, when the ship is in inclined
position (not in initial position).
The relative error of the test in To
e .004
=-- 100-/z375- 1 .1%
The water-plane square on the basis of the curve of water-plane
areas:
S=83 ma
The relative error of determination of the displacement in %'-
1 SAT
100- 10- 0 "3 * 005 100 - .3%
- 153.2
53
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I
i
c c o
I I
T1
co co
1 .
X X
0 ."
ee 00
?co
co
.......
X1
CD
?-?
i
i
o
X
,"
00
up
1
o
X
CO
co
i
co
X
CV
CV
1
up
1
c)
or
00
00 ,
er
Error of a
single test,
00
et. C7)
et.
OD
00
I
10
I
Metacentric
height of a
single test, m
h1=(6):D
I-----.
..
ee - CO
C---? 0
CO 00
?
^-.
N.
00
1
. i
CO
CO
00
00
00
00
/
0
C7)
00
I
I
I
Mi:tg 0 =
(2) : (3),
tm
co
Q? ?-?
c6 ? ccS
1.00 U0
0?
c c;
10
I
q
co
LE)
4:2
oo
tO
CC1
o
u'D
I
I
N
co
CilD4
LI,
CD
I i
0
?-? v
X X
0 0
00 ???
tri oi
CV
I
0
91
X
0
00
Ili '
?
CD
v,
0
."
X ?
,r
CI
co
.t .
I
0
'"
X
0
N.
cNi
..a .
I
0
".
X
tri
?
I
CD
,--.
X
0;
ti b,
o A-64
"' ....
04
0 0
0 0 00
0
00
.
1.0
OD i
cn
00
'-:
CV
00
q
q ?
N.
GO -
o)
00
????
arr.
lac
C0
0
.-, ...
.,:t. 00
CV er
C: C!
1:
,t.
NI
co
o
0
to
CV .
co
I
to
t----?
et.
co
I
.CI.
00
N1
o
1
co'
co
U...
c =
I) a .
CU ..
0
= E
C?1
.
0,
t--- o
'I- N-,
,-. CV
t---
cl
.... ?
C.
C3
41..
I-
1 ?
?
C3)
t-:.
CV
i
0. ?
el:
e. ?
0
E
-0
Observa-
tion
No.
CV C0 '
el"
Lt0
,
' CO
0.?
CO
54.
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der test conditions:
? X103 =-- .375 -m
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but in accordance with the accuracy of determination on the basis of tli,-.
line drawing, assume:
A D
100
The error of the metacentric formula:
A h
100 ? =1?
? ?
The error of ballast weighing
A P
100 ?
The error of measurement of the shifting arms:
100 A / 5 ?, .
The full relative possible error of the test
Ahn ADD pP
100 ? 100 (?h? + +A
6
1.1 + 1.0 ? 1.0 + 1.0 ? .5 = 4.6 ?/?, .
The full absolute possible error of the text
h= h6--h = 375 ? 046 = T - .017 in,
The height of the transverse metacenter above the base line according
to the curves of the ordinates of the center of buoyancy
zni = 2.84 M.
- The height of the centre of gravity above the base line
zg z,? ? h = 2.84 ? .37 = 2.47 m .
When the ship has a trim, the height zmd,of the transverse metacenter above
the base line under 'the test conditions should be determined with due regard for change
of both items forming the formula for zmi,
z17.0 r
The transverse rnetacentric radius rq., with due regafd for the trim is calculated on
the basis of the line drawing, on which the actual; waterline is drawn, using the formulae:
2 3
r ----: ; x4, = -TALEy+,
where /xtp? the transverse moment of inertia, calculated on the basis of the line drawing;
the ordinate of the actual waterline;
AL? the theoretical spacing;
r ? the transversal metacentric radius.
(1)
The value of the ordinate of the 'centre of buoyancy z is determined from nue
-formula ?
= ze ? A z,
-where. z,? the ordinate of the centre of buoyancy corresponding to the mean draught
of the ship and taken directly from the curve;
A.zc? the correction taking into account the trim of the ship,
55
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17. Determination of the centre of gravity and metacentric height.
position when the ship is in light cOndition.
'Table g
No.
Cargo
Position
of the
Weight
P, t
Arms, ii i.
,
Moments
in ton metres
cargo
distance from
base line, z
distance from
amidships, x
.A42.
,
Al,,,
1
2
3
4
5
6
7
8
Ship under
test conditions
?
153.2
2.47
?.15
378.0
?23.0.
2
Surplus car-
goes
12.91
'
28.98
+ 9.96
3
Missing car-
goes
1.33
,
2.34
? 8.30
Light ship
'
141.6
2.49
? .17
352
? 24.7
N o t e. The abscissa of the centre of gravity of the ship under testi conditions is.
accepted equal to that of her centre of buoyancy, determined on the Bonjean scale.
The height of the metacenter above the base line (taken on the basis of the hyd-
rcstatic curves) zm "72.81 m.
The transverse metacentric height
z?,? ,Zg= 2.81 -- 2.49 = .32 m.
The mean, draught on the basis of the displacement curve:
Tmean= 239 m
18. Determination of the centre of gravity and metacentric height
when the ship is fully laden.
Table 10'
No.
,
Cargo
? Position
of the
Weight
P t
Arms, m
. Moment, tin,
cargo,
,
distance from
base line, z
distance from
amidships, x
z_
Mx
1 , Ship in light
1 condition
2 Crew of 10
persons
?
On deck
141.6
1.04
2.49'
? 4.10
-- .17
,
0
352.0
' 4.9
?24.7
0
1
Az, = RI, +2
In this formula:
the angle of the 'trim in radians;
R9? the longitudinal metacentric radius
t
R= I IYfq2 Ex2 y ?Si x2f
V )-- 2?p . t)
where: p? the number of ordinates counted forward and aft of amidships;
the i moment of inertia of the actual .waterplane;
S,? the actual waterplane? area;
xfq,? the abscissa of its centre of gravity;
y4, and x.1,? the ordinates of the actual waterplane and multiplicators correspond-
ing to their abscissae.
All thesei values are determined on the basis of the line drawing for a given trim oF
the ship. The value of zed, may be also determined by means of especialry computed
integral curves of static moments? of the frame areas against the base line.
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-Table, 10 continued
10.
Cargo
Position
of the
cargo
Weight
P, t
Arms, m
Moments,
tin
distance
from base
line, z
distance
from amid-
ships, x
My
A44
3
Machine oil
in tanks
On deck, in
way of en-
gine hatch
0.46
3.52
-3.20
1.6
,- 1.5
4
Boiler water
In double
2.30
0.23,
-2.80
.5
- 6.5
bottom tanks
,
5
Wash water
Tank
.43
0.23
-. 84
.1
- . 4
6
Drinking
water '
Tank
.20
5.82
+ . 83
1.2
? . 2
7
Provisions
Provision
.06
4.60
-1.45.
.3
- . I
TO0111
8
Fuel
In bunkers
17.40
2.28
- . 15
39.7
-- 2.6
The ship is
fully laden
. 163.5
2.45
- .22
400.3
-35.6
The height of the metacenter above the base line, (on the basis of hydrostatic
curves):
zm = 2.86 m
The transverse metacentric height
h= z?,- 2.86 -2.45= .41 m.
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APPENDIX 2
EXTRACTS FROM LOAD LINE RULES FOR SEA-GOING SHIPS
? 39. Hatch coamings. The height of hatchway coamings on free-
board deck shall be at least 610 mm above the deck. The height of
coamings on superstructure deck shall be at least 610 mm above the
deck if situated within a quarter of the ship's length from the stem and
at least 460 mm if situated elsewhere.
Coamings shall be of steel, substantially constructed and where
required 610 mm high, shall be fitted with efficient horizontal stiffener
placed not lower than 255 mm below the upper edge, and fitted with
efficient brackets or stays from the stiffener to the deck, at intervals of
not more than 3 m. Where end coamings are protected, the requirements
may be modified on approval of the Register of the USSR.
? 40. Hatchway covers. Covers to exposed hatchways shall be effici-
ent. The wood hatchway covers shall be at least 60 mm thick in associa-
tion with hatch beams spaced not more than 1.5 m.
The width of each bearing surface for these hatchway covers shall be
at least 65 mm.
? 41. Hatchway beams and fore-and-afters. Where wood hatchway
covers are fitted the hatchway beams and fore-and-afters, as regards
construction, scantlings and spacing, shall satisfy the Rules for Construc-
tion and Classification of sea-going steel vessels, issued by the Register
of the USSR? depending on the height of coamings, prescribed by these
Rules.
? 42. Carriers or sockets. Carriers or sockets for hatchway beams and
fore-and-afters shall be of steel at least 12.5 mm thick and shall have a
width of bearing surface of at least 75 mm.
? 43. Cleats. Strong cleats at least 65 mm wide shall be fitted on
the hatchway coamings at intervals of not more than .6 in from centre to
centre; the end cleats shall be placed not more than 150 mm from each
coiner of the hatchway.
? 44. Battens and wedges. Battens and wedges shall be efficient and
in good condition.
? 45. Tarpaulins. At least two tarpauling in good condition shall be
provided for, each hatchway in an exposed position on freeboard and
superstructure decks. The material of the tarpaulins shall be guaranteed
free from jute, shalt be of standard weight and proper quality.
? 46. Security of hatchway covers. At all hatchways in exposed posi-
tions on freeboard and superstructure decks ring bolts or other fittings for
lashings. shall be provided.
Where the breadth of the hatchway exceeds 60 per cent of the breadth
of the deck in way of the hatchway, and the coamings are required to be
610 mm high, fittings for special lashings shall be provided for securing
the hatchway covers after the tafpaulins are battened down.
? 48. Hatchway coamings and closing arrangements. Cargo, coaling
and other hatchways in the freeboard deck within superstructures which
are fitted with Class 2 closing-appliances (See ? 71) shall have coamings
at least 230i mm in height and closing arrangements as effective as those
required for exposed cargo hatchways whose coamings are 460 mm high
(? 39-46).
58
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Where the closing appliances are less efficient than Class 2, the
hatchways shall have coamings at least 460 mm in height, and shall have
fittings and closing arrangements as effective as those required for ex-
posed cargo hatchways.
? 49. Machinery space openings in exposed position on freeboard and
raised quarter decks. Such openings shall be properly framed and efficient7
ly enclosed by steel casings of ample strength and where the casings
are not protected by other structures, their strength shall be considered
especially. Doors in such casings shall be of steel, efficiently stiffened, per-
manently attached and capable of being closed and -secured from both
sides. The sills of openings shall be at least 610, mm above the freeboard
deck and at least 460 mm above the raised quarterdeck. The height of th.!
sill is accepted from the top of deck plating.
Fiddley, funnel and ventilator coamings shall be as high above the
deck as is reasonable and practicable. Fiddley openings shall have strong
steel covers permanently attached in their proper positions.
? 50. Machinery space openings in exposed positions on superstruc-
ture decks other than raised quarter decks. Such openings shall be proper-
ly framed and efficiently enclosed by strong steel casings. Doors in such
casings shall be strongly constructed, permanently attached, and capable
of being closed and secured from both sides.
The sills of the openings shall be at least 380 mm above the deck
plating.
Fiddley, funnel and ventilator coamings. shall be as high above the
deck as is reasonable and practicable. Fiddley openings shall have strong
steel covers permanently attached in their proper positions.
? 51. Machinery space openings in the freeboard desk within super-
structures fitted with closing appliances less efficient than Class 1 (See
? 70). Such openings shall be properly framed and efficiently enclosed by
steel casings. Doors in such casings shall be strongly constructed, perma-
nently attached and capable of being securely closed. The sills of the open-
ii,gs shall be at least 230 mm above the deck where the superstructures
are closed by Class 2 closing appliances and at least 380 mm above the
deck where the closing appliances are less efficient than Class 2
(See ? 71).
? 56. Cargo and coaling ports, etc. Openings in the sides of ships
below the freeboard deck shall be fitted with watertight doors or covers
which, with their securing appliances, shall be of sufficient strength.
? 58. Side scuttles. Side scuttles to spaces below the superstructure
deck of superstructures closed by Class 1 or Class 2 closing appliances
(? 70 and 71), shall be fitted with efficient inside deadlights. -Such dead-.
lights shall be permanently attached upon hinges in their proper positions
and shall be of such construction so that they can be effectively closed
and secured watertight.
Where, however, such spaces in superstructures are appropriated to
passengers, other than steerage passengers, or to crew, the side scuttles
may have portable deadlights stowed adjacent to the side scuttles, so that
they can be readily put in place and closed at all times of service, as
stated above.
The side scuttles and deadlights shall be of substantial construction,
approved by the Register of Shipping of the USSR.
The scuttles in end, bulkheads of the superstructures or in the water-
tight doors shall be of such strong and efficient construction and have
such closing appliance* as indicated above, in this paragraph. ,
? 68. Enclosed superstructure. Detached superstructures are regarded
as enclosed only where:
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(a) the enclosing bulkheads are of efficient construction (See ? 69):
(b) the access openings in these bulkheads are fitted with Class 1 _
or Class 2 closing appliances (See ? 70 and 71);
(c) all other openings in sides or ends of the superstructure are fit-
ted with efficient watertigth means of closing;
(d) means of access to crew, machinery, bunker and other working
spaces within bridges and poops are at all times available when the bulk-
head openings are closed.
? 69. Superstructure bulkheads. For ships with minimum freeboard
the bulkheads at exposed ends of poop, bridges and forecastle of standard
height are assumed to be of efficient construction where the thickness of
plating scantlings of stiffeners and end connections thereof comply with
the requirements of the Rules for construction and classification of sea-
going vessels, issued by the Register of Shipping of the USSR, or the
platings, stiffeners .and their end connections are of equivalent strength
to that required by the Rules.
Class 1 and Class 2 Appliances for closing access openings
in bulkheads at ends of detached superstructures
? 70. Class 1 closing appliances. Such appliances shall be constructed
of steel and the whole structure shall be of equivalent strength to the un-
pierced bulkhead. They shall be permanently and strongly attached to the
bulkhead and shall be weathertight when closed. The means ior securing
these appliances shall be permanently attached to the bulkhead or to the
appliances and the latter shall be so arranged that they can be closed and
secured from both sides of the bulkhead or from the deck above. The sills
of the access openings shall be at least 380 mm above the deck.
? 71. Class 2 closing appliances. The following closing appliances
shall be of the Class 2:
(a) Strongly framed hard wood hinged doors, which are not more
than .76 m wide and not less than 50 Mm thick;
(b) Shifting boards fitted for the full height of the opening in chan-
nels riveted to the bulkheads, the shifting boards being at least 50 mm
thick where the width of opening is .76 m or less, and increased in thick-
pess at the rate of 25 mm for each additional 380 mm of width;
(c) Portable plates of equal efficiency with the appliances specified \
in (a) and (b).
? Temporary Appliances for closing openings in superstructure decks
? 72. Temporary closing appliances for middle line openings in the
oeck of an enclosed superstructure shall consist of:
(a) a steel coaming not less than 230 mm in beight efficiently rivet-
ed to the' deck;
(b) hatchway covers as required by ? 40, secured by hemp lashings;
. (c) hatchway supports as required by ? 42.
Extracts from Provisional Freeboard Rules
for small ships of less than 80 t gross tonnage
? 21. ,Air pipes from under-deck spaces shall have detachable parts
above the deck.
The deck connections (coamings) on which the detachable part of the
pipe is put shall be substantially constructed and efficiently connected to
the deck.
The ship shall be provided with appliances (seals, etc.) for tight and
efficient closing the openings of the connection after the upper part of the
pipe is removed in case of stormy weather. The height of the deck con-
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ilections (coamings) of the air pipes shall be at least 300 mm. In protect-
ed positions on the deck this height may be reduced to 200 mm.
The shutter type ventilators on the decks-of deckhouSes and super-
structures shall be also provided with arrangements for tight and efficient
closing; the mushroom and similar ventilators capable of being tightly
dosed from inside the accommodation space are permitted to be fitted.
? 22. Companionways in exposed positions on the deck shall he of
substantial construction and the doors in such companionways shall ,be
.capable of being efficiently and tightly closed. The companionways which
are not exposed to sea waves are permitted to be provided with wood hinged
door not more than 760 mm wide. Where the companionway is from
.6 to 1.2 ri; high, it is permitted to be fitted with a folding door, provided
that the door and hatch cover are capable of being efficiently and tightly
closed. Such doors shall be tested for spraytightness.
The coamings of the companionways shall be at least: 300 mm high
for the doors leading to engine and boiler rooms as well as for all doors
exposed to sea waves and 200 mm high for other doors.
All the doors shall be opened outwards to the weather decks.
N o t e. The doors of the companionways which are opened to the sides of the
ship and exposed to wave strokes shall be arranged at not less than .6 m distance from
the side and are permitted only in the aft companionways.
? 23. Deck manholes as well as companionways to spaces other than
the living spaces (except engine or motor rooms and cargo holds) shall
be provided with strong steel or cast iron covers capable of being perma-
nently closed and secured watertight by means of screw or wedge locking
tar or clips. The height of coamings of the manholes and companionways
to spaces other than the living spaces is defined depending on the con-
ditions of sufficient and tight closing.
? 24. Cargo hatchways in exposed positions on the deck of a small
ship shall have strong coamings at least 300 mm above the deck for ships
of Category 3 and 400 mm for ships of Category 2.
? 25. Closing arrangements of cargo hatchways in exposed positions
cd the deck shall be efficient and have the following thickness:
steel covers (flat) ? at least 4-5 mm;
wood covers ? 40 mm in association with a span of not more than
100 cm;
in cases of greater spans the thickness shall be increased accordingly.
The width of' each bearing surface for these wood hatchway covers
shall be at least 65( mm.
The closing arrangements of cargo hatchways shall be provided
with battens and other effective means for securing depending on the
type of the cover (stell, wood).
At least one tarpaulin in good condition shall be provided for each
cargo hatchway. The tarpaulins may be not provided where the closing
arrangements are so constructed and secured that they can be effectively
closed watertight. Such construction of the closing arrangements of hatch-
ways, in particular when steel corrugated covers are fitted, shall be es-
pecially approved by the Register. of Shipping of the USSR.
? 26. Skylights in exposed positions oh the deck of a small ship shall
be of strong construction with hinged covers capable of being secured
watertight. Scuttle glasses in the covers shall be round, at least 6 mm
thick, securely and tightly fitted in the covers.
The height of each skylight coaming above the upper surface of the
deck shall be in exposed positions at least:
500 mm for engine and boiler skylights;
' 400 mm ? for the remainder of skylights in ships of Category 2;
300 mm ? for the remainder of skylights in ships of Category 3.
Where the height of the skylights is less than that stated, the skylights
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are not permitted to be provided with opening covers, except cases, when
these skylights are arranged in superstructure, deckhouse or engine
casing.
The height of superstructure, deckhouse or engine casing in these
cases shall be not less than 350 mm above the upper deck of ,the ship.
The height) of the skylight coaming shall be at least 150 mm above the
upper surface of the deck of the superstructure, deckhouse or engine
.casing.
? 29. Superstructures extending from side to side of the ship (sunk
'forecastle, poop, and bridge) may be included in reserve buoyancy of the
ship (See ? 42), provided that the strength of the superstructure corres-
r onds to that of the ship's hull.
The strong end bulkheads in these superstructures are allowed to have
only such openings which are fitted with efficient watertight means
of closing. Doors fitted in bulkheads of such superstructures shall be of
steel and capable of being closed watertight by means of handles attached
to the door from both sides. The height of,the coaming in this case shall
be at least 250 mm. The door shall be fitted only in the bulkheads pro-
tected against wave strokes.
The superstructures which do not meet the requirements stated above
shall not be taken into account when assigning the freeboard to the ,ship.
. ?
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APPENDIX 4-
THE PRINCIPLES LAID IN THE BASIS OF ADDITIONAL REGUIREMENTS
ON STABILITY OF TUGS
It is known from practice that the casualties of tugs due to` loss of
stability are caused in most cases by the action of a towline quickly taut-
.ened. The whole phenomenon of capsizing develops so impetuously that
in majority of cases it is impossible to take proper and prompt measures
against the capsizing of the ship. Therefore the cases of the "jerk" of
towline shall be considered especially careful.
The jerk of the, towline. can occur in two different cases: when a tug
moves by means of her own propelling installation tightening the towline
preliminarily slacken or when a tow moves (under its own momentum,
under the action of current or its own propelling power) about the tow
boat, the latter may be at the,first moment immovable.
The first case occurs, for example, when raising a stranded tow af-
loat under the action of momentum of the tug. The tug picks up speed
with the line being free and slack and then by its inertia and by thrust
of propellers produces a dynamical pull of the line, by action of which
it is possible sometimes to get the tow afloat again. It may happen while
tightening taut the line, whose direction forms ,with the centre line of the
tug a rather large angle so that the projection of dynamical pull on mid-
ship plane may create a dangerous heeling impulse moment. An analogous
situation can take place when the tug tries to alter sharply the course of
the tow by force of the towline pull, the tug in this case can come to the
helm circle with a tout or, what is more dangerous, with preliminarily
slacked and then quickly tightened, towline.
In the second case the tow (vessel) moving under its own momentum,
under the actio'n of current, its own propelling power or by pull of other
tugs (when towed by several tugs, e. g. when moved out or into a port)
tautens the cable preliminarily slack, transferring to the hook of the tug a
sufficiently great impulsive jerk power. It can appear in certain cases
that the tug at this, moment lies athwart to the direction of jerk, then the
dangerous heeling .impulsive moment will be produced.
As to the external factors, the speed of the tug in relation to the
speed of the tow and the angle between the towline and the centre line
of the tug in all cases are of decisive importance.
In the first case the greatest heel is produced when the angle formed
by the towing cable with the centre line is slightly less than 900. In the
second case, the jerk purely transversal is the most dangerous. The latter
has been assumed as a basis when working out the additional require-
ments for stability of tugs of the new Standards of Stability.
Experience gained in application of Provisional Standards of Stability
of sea-going merchant ships and coasters, 1948, issued by the Register of
Shipping of the USSR, showed that they have been unsatisfactory as re-
gards checking of stability of tugs for jerk of the towline.
It appeared that a considerable number of tugs, sufficient stability
of which was confirmed by the experience gained in their service, did not
satisfy the Provisional Standards. Uncovered shortcoming of the Provi-
sional Standards as regards special requirements for stability of tugs
arose from the lack of sufficiently right ideas about mechanics of dynami-
cal heel of the vessel under the action, of jerk of the towline. The research
of the dynamics of ship under the action of jerk of the towline and the
project of the new Standards of Stability for tugs were carried, out by the
Sector of Sea-Going Qualities of .the Central Maritime Research. Seientific
In stitute.
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It was supposed beforehand that the stability of tugs shall be stan-
dardized in two essentially different directions:
1. According to criterion derived from analysis of the dynamics of
transverse jerk,of the towline.
2. According to criterion derived from analysis of heeling moment
when, the ship moves with an oblique course in relation to taut towline,
at an angle which is nearly the right one.
As is obvious from analysis of the forces created when the ship 'moves
at a helm angle with tight towline, the heeling pull of the latter due
to the helm force created, can be several times as large as the maximum
screw thrust even when the ship steadily moves.
It was supposed previously that this maximum heeling effort is; equal
to a half of the pull at the towing hook along the centre line of -hie ship.
An attempt to foresee in the Standards a direct checking of stability
when the ship steadily moves, proved to be unsuccessful Owing to lack
of sufficient ,amount of experimental materials for computing forces and
moments produced under such conditions. These forces and especially mo-
ments are sharply changed with alteration of the form of ships. Analysis
of dynamics of the oblique jerk of towline when the ship speeds up under '
Fig. 1
of the screw action showed that practically all vessels cannot
withstand the dynamical- heeling action of the jerk when moving by an
oblique course to the towline and the angle between the course and the
line is nearing the right one. Such conditions may not be assumed, there-
fore, as a basis of the Standards of Stability; they shall be in no case
permitted in the service of tugs.
In order to protect fully the ship from capsizing when she accidentally
got under conditions of ,oblique jerk the use of special arrangements, for
? momentary ,casting off the towline ,from the bridge in case of emergency
or the use of releasing hooks in tugs should be extended.
Dynamics of the transverse jerk according to the scheme in Fig.
was taken as a principle for the Standaeds. Even when using such simple
scheme the dynamics of jerk is proved to be very complex to standardize
because the dynamical heel of tug (the tug does not move
till the moment of the jerk action) depends .on the following external
circumstances:
I. Velocity of jerk v. i. e. the speed of movement of the tow in rela-
tion to that of the tug.
2. Ratio of the) mass of the tow to that of the tug.
3. Length, weight, elasticity and inertia of the towline.
Inclusion into the Standards the influence of length, weight, elasticity
and inertia of the towline would extremely complicate the working out
of Standards and ;application of the latter since these factors under con-
ditions of service of the given ship are changable and accidental to a
considerable -extent. Therefore the influence of such factors from the very
5 3arc. 3688
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outset- was not taken into consideration. The heel problem was
being solved on assumption that the towline is inponderable
problem was being solved, on assumption that the towline is inponderable
and non-extensive which gives an additional Margin of stability. It was
being considered the movement of a( tug A (Fig. 1) with a mass m under
the action of transverse jerk of the towing cable having no weigth, elas-
ticity and inertia. It was supposed that at initial moment the ship A lay
without heel and the towline with length equal to 1 was not tight (the
mass of the line is of no importance in this case). Due to( movement of the
tow B with the mass M (taking into account the added mass of water)
in a direction perpendicular to the centre line of the ship A with 'a certain
speed vo which 'is referred to as the velocity of jerk, the towline is taut-
ened and the ship A is carried away and thereby heeling and swinging
about' vertical axis.
When making the above said assumptions that the line is considered
as non-extensive flexible thread devoid of mass, in the mechanical sys-
tem: the ship A, the tow B and the surrounding water at the Moment of
tightening the line a non-elastic impact will occur. 'As a result of this
impact the originally stationary point 0 of suspension of the tow hook as
well as the centre of gravity df the ship will obtain momentary accelera-
tion; furthermore, the angular velocities of heel and swing of the ship will
be created instantly. The pull of the towline at this moment will be in-
creased by leap to infinity (theoretically), but the impulse of the pull
force will be finite.
It is assumed for simplicity that the mass of tow M is very great in
comparison with the mass of tug m
-4.0)
In this case the point of suspension of the tow hook 0 will instantly get
a velocity v=v0 in a direction perpendicular to the centre line of ship
and this velocity owing to non-extensibility of the line remains constant
during the whole post-impact period. It was also assumed that the angle
of divergence of the towline from the normal to centre line remains small
during the whole period of movement. As a result of )research the appro-
ximate equation
-V-2 gld (1+01 (1+0 + 112)
(1 )
tizz 6
connecting the velocity of jerk v (m/sec) with the maximum heeling angle
0 (radians) of the tug through corresponding thereto aim /d (m) of dy-
namical stability, has been obtained, where:
g = 9,81 misec2? gravity acceleration;
T
2
? is coefficient of added mass of water when the ship
112,z '------ .13-
moves transversally;
Xh
--= ? is relative "dynamical" abscissa of the point of sus-
pension of the tow hook;
Ii =? is relative "dynamical" ordinate of the point of
suspension of the tow hook;
xh? is distance between the point of suspension of the
tow hook and the centre of gravity of the ship
measured on the horizontal in in;
Zo? is height,of the point of suspension of the tows hook
above the "central point" in in;
rzz? is radius of inertia of the ship's mass with due re-
gard for inertia of the water mass about the vertical
central axis (related to virtual mass of the ship
when moving transversally) in m;
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rx,? is radius of inertia of the water' mass with due re-
gard for inertia of the water about longitudinal
central axis (related to virtual mass of the ship
when moving transversally in the water), in m.
The "central point" denotes the centre of -inertia of the ship's mass
together with the added mass of water:
Assuming the permissible heeling angle 0, the permissible velocity
of jerk v can be computed from the formula (1) preliminaliry determining
from the diagram of dynamical stability the value Id corresponding to the
given heeling angle 0. On the contrary, haying assumed the velocity of
jerk, the arm le corresponding thereto can be computed from the formula:
1.)2
? (1 + I
.112z 2g ( 1 +c2) (1? e2 b2)
(2)
which is obtained by 'solving the equation (1) in relation to /d Then the
corresponding heeling angle 0 can be determined in the usual way from
the diagram of dynamical stability.'
Examination of the influence of the tow mass upon dynamical heel
in case of jerk enables calculating the decrease of the heeling angle due
to finiteness of the tow mass. If the heeling angles from the equation
(1) when the mass of a tow is infinitely great and when it is
times as large as that of tug, are denoted 0 and Op, accordingly, then
0
the ratio may be calculated from the formula:
0
--rr (1 + c2) 1 + c2 + b2)
+ 0+ p. + c2 + b2 + p.) ? (3)
As the formula indicates that the heeling angle in case of jerk reduces
with decrease in the tow mass (e. i. with increase of II.= so the
assumption that the tow mass in comparison with the tug mass in infi-
nitely great gives a certain margin of stability in the Standards.
The computations indicate that the correction for influence of the
tow mass practically does not exceed 5-10%.
As is evident from schematized examination of the jerk phenomenon,
jerk velocity is of decisive importance for producing the heeling impulse.
From the values being part of formulae (1) and (2) for determining the
maximum heeling angle on the basis of dynamical stability diagram, only
the jerk velocity connects the ship with conditions of environment, all
other values define own properties of the ship.
Thus, only jerk velocity or a value directly connected therewith may
serve as a criterion of the stability in case of jerk.
The velocity of jerk determined for each tug on the basis of danger-
ous heeling angle and depending on:
a) position of the tow hook along the height and length of the tug;
b) stability characteristics of the tug;
c) tug's inertia properties?can define ability of the tug to withstand.
the dangerous heeling action of the jerk on 'one hand, and to some
extent service conditions under which the tug operates, on the other
hand. The upper limit of possible jerk velocity can be, for example, deter-
mined. This upper limit is defined by the speed of towage in smooth
water, velocity of the current, velocity of the wind drift or velocity of the
cyclic movement in rough water of the tug when it lies along the waves.
To establish the standard of the maximum jerk velocity, the material
relating to stability of great number of tugs under different loading con-
ditions has been worked out. The maximum jerk velocity was being
calculated from the formula (1) for each tug.
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' Several attempts have been made to find the magnitude which in
?the best way suits to be an argument defining the service velocity of
the jerk. As a result, the power of the tug was found to be such 'argument.
The adopted method of standardizing differs essentially from that of
Provisional Standards and changes the estimation of stability of the
tugs although it is based on certain conditional assumptions. The new
method founded on assumed scheme of jerk, is based at the same time
n strict mechanical laws and more substantiated physically.
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APPENDIX .5
THE PRINCIPLES LAID IN THE BASIS FOR THE STANDARDS
OF STABILITY OF FLOATING CRANES
Up to the present there have been no officially adopted and detailed
requirements regulating the stability of sea-going floating cranes in the
practiee of stability assignment both in the USSR and abroad.
There are known, however,, individual requirements introduced by
some classification societies, e. g. the Polish. Register Of Shipping,
Germanischer Lloyd, DSRK, various shipping administrations as, well
as the requirements for floating cranes operating on the internal water-
ways Of. the USSR.
This is why, while introducing into shipping for the first time the,
Standards of Stability for Sea-Going floating Cranes, the Register of
Shipping of the USSR considers it necessary for the right understanding
and interpretation of particular provisions to bring these PRINCIPLES
to the notice of all persons and bodies concerned.
* * *
According to the "Standards of Stability for Floating Cranes",
stability of a crane is considered sufficient if it complies with the two
conditions as follows:
1) the heeling angles of a crane in operation (that is, with load on
its hook and suddenly applied wind pressure) do not exceed the permiss-
ible values;
2) the required reserve of stability of a non-working crane (that is,
with no load on its hook) is ensured under dynamic action of storm
gale.
Thus,, the force of Wind pressure is -of decisive importance in- the
'estimation of stability of floating cranes.
The force in question is also of essential significance when consider-
ing the strength of metal crane structures, both floating and other types.
.The value of wind loading in the structural design of cranes is assigned
by the USSR State Standard (FOCT 1451-42); the standard data being
sufficiently confirmed by the experience obtained in the service of
lifting cranes.' This is why it was considered expedient to lay the data
presented, in this Standard as a basis in working out the requirements
for stability of floating cranes,...
According to the data given in the above Standard, the ealculated
wind loading upon a crane is divided into:
(a) loading in operative condition, that is, with load on the hook, and
(b) loading 'in non-operative condition.
The value of wind pressure for dock and floating cranes in operative
condition is as follows:
p=40 kg per sq m.
For the cranes in non-operative condition, that is, with no load on
hook, the value of the calculated wind, pressure is determined from the
following formula:
p = leg kg per sq.m , (1)
where k is the coefficient of aerodynamic resistance assumed for differ-
ent parts of the sail area within the range of
k= 1.2 ? 1 4 ,
q? the calculated wind pressure head equal to
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02 02
q =p -1(3. ?
(2)
where p is mass density of air, kg.m -4 sec2;
v? wind velocity, mIsec.
The value of the calculated wind pressure head is given, in the
['OCT 1451-42 within the range of 100-?- 180 kg per sq.m depending
upon height of sail area above the earth or sea surface. Total height of a
crane in this case is divided into zones, each 20 m ;high, beginning from
.the earth. Within each individual zone the calculated pressure head is
assumed to be constant andl is determined by the ordinates of the zone
midpoint.
Total force of the wind pressure acting upon a crane is determined
by the formula:
P=1PiSi, (3)
where pi?calculated wind pressure;
Si? calculated surface of that particular part of the crane or
load sail area which is located in a given zone. For a con-
tinuous-sided crane structure the calculated sail area is that
restricted by the shape of the crane, while for a lattice
structure it is an area restricted by its shape minus the
openings between the members.
To calculate stability of a floating crane it is important to know
not so much the force of wind pressure, as the aerodynamic moment
produced by it. The USSR State Standard No. ['OCT 1451-42 contains-
no direct instructions as to a method for determination of the heeling
moment, but it can be fixed easily on the ,basis of the data presented in
this Standard.
The wind velocity permissible for carrying out the cargo handling
operations is determined by assigning for a crane in operative condition
the wind pressure equal to p=40 kg per sq.m. If the mean value of the
aerodynamic flow coefficients is k=1.3, the wind pressure equal to
40 kg per sq.m. corresponds to the wind force 6, measured by the
Beaufort scale. Maximum velocity of the wind flaw or squall in this
case is about 22 mIsec, while mean velocity is 10 to 12 mIsec.
Different methods of defining the wind loading used in the USSR
State Standard ['OCT 1451-42, that is, in terms of the wind pressure
for a crane in operative condition and in terms of the velocity head
for a crane in; non-operative condition can hardly be considered advisable
and may become a source of misunderstanding. It is considered more
rational in the calculations of stability to specify the wind loading for
both conditions of the crane by means of the velocity head. In this case
various parts of the sail area should be considered from the viewpoints
of the coefficients of flow, the value of the latter being different for
\,arious areas, but which, however, are the same both for the operative
and non-operative conditions of the crane.
The standard of the calculated wind pressure head adopted for, a
floating crane in operative condition is q=30 kg/sq.m. The wind pressure
corresponding with this standard after introducing the coefficients of flow
is about p=40 kg/sq.m which complies with the requirement laid down
in the above State Standard.
The value of the velocity head q for a crane in operative condition
should be adopted in accordance with the USSR State Standard
['OCT 1451-42 constant for the entire sail area of the crane. The fact -
that for a non-operating floating crane the adopted values of the velocity
head are different for various zones depending upon their height makes
the calculation slightly more complicated; in other words, due to different
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positions of the boom in and out of operation and because of the load to
be lifted the calculations of the sail area and heeling moment should be
carried out separately for each of the two conditions and as a result
the sail areas obtained will be different.
The heeling moment produced by the effect of the wind flaw depends
upon rising of the centre of effort and the-crane centre of gravity as
well as on position of the resultant of the hydrodynamic inertia and
drift resistance forces.
The height of the centre of effort above the coorqinate plane for a
crane in operation can be determined from the formula as follows:
Ek? z?
Zn . (4)
EkiS1
For a floating crane out of operation the height of its centre of effort
should be determined taking into account the difference in the wind head
in various zones
Eki Si ziqi
Z =
P
(5)
where S1?the sail areas, of individual parts of the structure;
zi? rising of their CIG above the coordinate plane;
lei? aerodynamic flow coefficients;
q1? the values of wind pressure for different zones of the sail
area.
The heeling moment produced by the effect of the wind flaw, should
be considered as suddenly applied and dynamically acting.
The force of inertia of the crane itself is applied to its centre of grav-
ity which is usually located considerably above the waterline. The result-
ant of the hydrodynamic inertia and drift resistance forces can be located
both above and below the waterline, depending on the ratio of principal
dimensions and lines of the pontoon underwater hull, shape of extending
parts, variation of the heeling angle, variable drift speed and acceleration,
etc.
Determination of a true lever of the heeling moment produced by
squall presents a complicated hydrodynamic problem a precise solution
of which in conformity with the particular question does not prove its
value.
It is more advisable to adopt as an arm of the heeling moment the
height of the crane sail area centre above the actual waterplane with the
crane in straight position, as it is customary in stability calculation for
transport ships.
In; this case, when calculating the position of the sail area centre
with the aid of the formulae (4) and (5), it ?is necessary to take ,for the
coordinate plane the actual waterplane with the floating crane at .zero
heeling, while the values determined by these 'formulae should be ?assum-
ed equal to the arm of the heeling moment.
In practical calculations of the heeling moment this assumption
eliminates the necessity to calculate the height' of the centre of effort
altogether, since the value of the unknown heeling moment caused by the
wind pressure can be determined directly from the formula as follows:
(a) for a floating crane in operative condition:
Ailed= .001 q kiSizi tin; (6)
(b) for a floating crane in non-operative condition:
MI/lice/ = .001 /lei zi qi Em. (7)
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Position of the swinging boom of a general purpose crane in opera-
tion should be that in the frame plane. Centre of gravity of a load,
suspended to the crane boom should be assumed as located in the point
of the load suspension to) the boom.
It should be assumed that the heeling moment acts in the same direc-
tion as the moment due to the load taken.
When checking the stability of a floating crane out of operation; it
should be assumed that the boom is installed in the crane fore and aft
plane as well as turned on board.
Inclination ofi a, working crane due to the wind effect corresponds to
normal conditions of the floating crane operation. Therefore, the assigned
value of the permissible heeling angle Odi,??, should) be such as not to
impede normal service conditions of a crane. The permissible,, heeling
angle adopted in the Standards is the least of the three values as follows:
? 1) the heeling angle with which the minimum freeboard of the
pontoon is 300 mm, taking into account its trim;
2) heeling angle with which the middle of the midship section bilge
comes out from water;
3) heeling angle 0"? =6?.
Since the maximum value of total heel produced by the static effect'
of the load moment, boorry, and balance weight as well as by the dynamic
effect of the wind pressure should not exceed 6?, its determination can
be made using the metacentric formula of stability
57,3? ? 2Mheel degrees, (8)
0d= 00 4- D (r ? a)
where 00? is static heeling produced by the load moment;
Mhea? is heeling moment caused by the wind pressure for a
crane in operation;
D? is displacement;
(r ?a)? is metacentric height.
The second item of the right-hand p,art of formula (8) determines
dynamic heeling caused by the wind pressure. The metacentric height
(r?a) should be assumed with due corrections for free surfaces of
liquids. However, due to large values of (r?a) amounting for
the floating cranes to several;) metres,, it is necessary to take into account
only those tanks for which the correction to the metacentric radius
exceeds one decimetre (.1( metre).
If the design of the crane boom does not provide for its rotation
about the vertical axis, the crane can have no initial heeling. In this
case the heel 00 -in formula (8) should be assumed zero, while dynamic
heeling caused by the wind pressure only should not exceed 3?, that is,
Oaperm < 3??
Checking for stability a floating crane in non-operative condition
assumes the action of hurricane upon it. Since this can be a very seldom
case, the requirements for stability of a floating crane in non-operative
condition should provide for its safety against capsizing. The heeling
angles produced thereby can exceed their values permissible under
operating conditions.
The calculated wind loading upon a crane corresponds to that for
which structural strength of the crane boom is checked under hurricane
and, tc all appearance, cannot be considered as the breaking loading.
Under this loading, in certain structural members subjected to the heavi-
est stresses) the permanent strain can just originate. It would be illogical
to regard the same wind) loading as that capable to cause capsizing of
the crane.
Since with the boom positioned in the fore and aft plane the floating
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crane in non-operative position has no initial heeling, the determination
of an appropriate minimum capsizing moment for it can be made using
the dynamic stability curve by plotting a tangent to the curve from the
origin of coordinates as it is usual done.
In the cases when it is assumed that the swinging boom of a floating
crane is turned on board, the crane out of operation can have some
initial heeling assumed in the direction of the wind action. In such cases
the minimum capsizing moment is determined by the dynamic stability
curve, using the method described 'in detail in the Standards.
To guarantee the safety of a floating crane against capsizing, a
coefficient of the conditional reserve of stability is introduced into the
Standards equal to:
K caps
M ?
heel
(9)
For a crane in non-operative condition the calculated standard
designed to specify the conditional reserve of stability is assumed to be:
K 2.0 . (10)
The Standards contain additional requirements for stability of float-
ing cranes providing their passage at a sea or at an ocean. Besides
listing a, number of arrangements necessary for the safety of a floating
crane when passing at a sea or at an ocean, it is recommended in the
Standards that the following unequality be satisfied:
caps n
A4
heel
where Mcap5 is the minimum capsizing moment determined from the
dynamic stability curve taking into account the rolling,
the amplitude of which for all cranes is assumed
Om= 15';
M heel? is the heeling moment caused by the wind pressure
determined in conformity with the passage conditions
according to the plan adopted for a non-operating crane,
as specified in the Standards.
The necessity to work out special requirements for stability of crane
in its passage has been emphasized by a number of Inspections of the
USSR Register of Shipping.
The Standards contain instructions as to the necessity of compiling
the "Information on Stability of a Floating Crane" and experimental
determination of the position of its centre of gravity.
There are no requirements in the StandarcN for checking the stability
of a floating crane in case of sudden breakaway of the load though
these were introduced into the Draft Standards, some USSR State
Standards and other documents standardizing the stability of floating
cranes. The main reason to exclude these requirements was the data
obtained by the Central River Fleet Research Institute in the service
behavior studies of a number of floating cranes in case of sudden break-
away of the load handled.
As a result of the tests carried out by the aforesaid Research Institute,
rapid attenuation of the crane oscillations arid a low dynamic coefficient,
exciting no apprehension, were found.
The results of the crane stability calculations in case of the load
breakaway which were made in accordance with the requirements laid
down in the Draft Standards enable to draw similar conclusions.
73
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The calculations show,that even disregarding the damping forces and
assuming a hardly probable coincidence of the load breakaway with a
wind gust, stability of all the cranes designed is ensured with a large
reserve. Therefore? the case of the load breakaway was excluded from the
requirements laid down in the Standards.
The Standards of Stability do not contain any requirements to the
static stability curve for floating cranes. It is evident that the requirements
laid down Fn ? 12? Part I cannot be extended to the floating cranes
which are specific' for a shorter but higher curve of statical stability.
However, at present there is no data that could be used for adopting
reasonable restrictions to the curve of stability for cranes. It is likely
that there will be no ',need in such restrictions altogether but this will
be proved by the experience gained in the usage of these Standards. The
only limitation introduced into the Standards is that it is not obligatory
to take into consideration the effect of free surfaces of the liquids
when plotting the curves , of stability for floating cranes, that is, the
correction obtained thereby is negligible in the case of large maximum
arms of the curves.
The present Standards have been checked by calculation of the basic
types of floating cranes that yielded good results under service conditions
and have a load carrying capacity ranging from 1 to 300 tons.
The experience obtained in the usage of these Standards for practical
calculations will enable to store additional data on ,the stability of float-
ing cranes that will enable to make preciser lated editions of these
Standards.
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Pref ace
CONTENTS
Part I
Standards of Stability of Sea-Going Vessels and Coasters
(of transport and fishing fleets)
Introduction .....
Chapter I. General Requirements .
Chapter II. Additional Requirements
Pref ace
introduction .
Part II
Standards of Stability of Floating Cranes
. ...
5
. 6
7
21
Requirements for Stability
Appendix 1. Instruction for Determination of tho Vessel's Centre of Gravity
by the Inclining test
Appendix 2. Extracts from Load Line Rules for Sea-Going Ships . .
Appendix 3. Areas of Black and Caspian Seas in which the Icing of Vessels
should be taken into Consideration
Appendix 4. The Principles laid in the Basis of Additional Requirements
on Stability of Tugs
Appendix 5. The Principles laid in the .Basis for the Standards of Stability
of Floating Cranes
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30
31
32
37
58
63
64
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PETVICTP C0103A CCP
HOPMbl OCTOfigHBOCTH MOPCKHX cya,oB K naaBruix KpaHoB
? IloiroTorialeHo K negaTH .1-jopmaTHBHum Otae.nom 11,11KB-1 NIM(I)
OTB. peaaxTop auramilexoro 133,aaIIII51: B. H. EPOILKHH
TexH. pe,aaKTop: 0. H. KOTA5ICO8a.
KoppeKTop /7. K. MapbtoicKast
?Caano B Ha6op 17/VIII 1961 r. IloanHcaHo K ue'-IaTM 30/XI 1961 r.
(DopmaT 6ym. 70x1081/16? .3,85 6ym. YCJI. Req. a. 7,7 13 T. 4. 2. BKJI. Y4.-H32L. a.
F13,a. N9 CP1-662. THpaac 1000 3K3, 11,eHa 40 Kon. " 3aKa3 No 3688.
THI1Orpa4MI5I ?MopcKoil TpaHcnopT?, Oaecca, JleHHHa, 26.
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to the English Edition of the ?Standards of Stability of Sea-Going
Vessels and Floating Cranes"
Attention is drawn to the following misprints having occured in the text
b.0
Line
Printed
Should be
24.
14 from above
of paragraph 14.
indication of ?paragraph
14.
40
22 from below
(bubles)
(bubbles)
50
Table 2, column 4,
total
1.83
1.33
50
Table 3, observa-
.385
.385
tion No.4
.375
.393
.375
.393
.391
.391
66
9 from above
mass
length
66
formula (1)
67
,27 from below
rinass in
mass is
.
3alca3 /s1 3688
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40 KOH.
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?
AGREEMENT
between the Register of the USSR and
Lloyd's Register of Shipping
Inspection
1. In any port in which there is a representative of only one of
the two societies referred to in the present agreement, the owner or
authorised representative of the owner of a vessel classified by a
society not represented in this port or district, may apply to the
inspector of the other society to conduct a survey of damage to the
hull and machinery (with the exoeption of inspection of damage to cargo),
for dock inspection and for recommendations on specific necessary repairs
and supervisory procedure on repairs to hull and machinery. For carrying
out of other surveys, except the above-mentioned, reciprocal agreements
are required between the Chief Directorates of the two classification
societies.
Instructions
2. The inspector will conduct a survey in conformity with regular
and customary methods and in conformity with the rules of the society
which he represents, unless other conditions have been agreed upon pre-
viously with the in office of the above societies.
ReporWi,
3. Upon completion of the survey the inspector shall draw up a report
in the English language, covering the factual conditions of the examination
of parts of the hull and machinery, and shall make appropriate recommenda-
tions for retention in oleos, taking into consideration the results of the
survey recommendations. The inspector may likewise extend the date of the
Operating oertificate or load-line and/or safety of navigation equipment and
instruments, displacement, classification of the vessel, under the present
authorisation of the appropriate administration.
The inspector may also carry out supervision of changes made in equip-
ment for loading grain or the installations affecting the registered capacity
of the vessel.
The inspector will refer the inspection report to the main office of
his society to be forwarded to the society with which the vessel is registered,
and a copy of this report is sent to the vessel.
Verification of Survey
4. laoh society reserves its legal right to conduct verification of
the survey in cozmection with the work done by the other society.
List of Inspectors
6. Both societies shall exchange lists of their inspectors and
addresses of the plums where they have representatives, and shall keep
each other informed of any later changes.
-1-
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-2-
Remuneration
6. The society carrying outs survey shall render an itemised
bill for charges in conformity with its regular rates. This bill will
be paid by the owners of the vessel at whose request the survey was
made, or by their representative located in the port where the survey
work was done.
7. The present agreement does not restrict at all the development
of, nor does it limit any foreign representative from complying with the
regulations of the societies.
S. This agreement will enter into force on the date of its publica-
tion but it may be subject to modifications by mutual consent.
9. The agreement may be terminated if either of the two signatory
societies gives notification in writing six months in advance of the date
of termination.
The agreement is drawn up in two copies, both in the Russian and
English languages, both texts to have equal force.
Director President
Register of the USSR Lloyd's Register of
fp. Rykachev Shipping
20 February 1962 K. Pelli
U. S. Dept. of Commerce
Earitime Administration
Division of Office Services
Translated by ESE 5 Nev. 1962
vast,-74A
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AoroBop ?A?
ME)KAY PErlICTPOM CCCP 11 KJEACCHOHKALIMOHliblM
OBLUECTBOM BEOPO BEPHTAC 0 B3AHMHOM 3AMEMEHHH
11P14 OCYLHECTIMEH14 14 HAA3OPA 3A HOCTPOHKOH
H HEPEOBOPYAOBAHHEM MOPCK14X CY,U,OB
HacroHuaHR ,LloroBop 3ax.mogeH mexcay PerHcTpom
CCCP, r. JleHmHrpag, B nHue Bmcropa FOJI0BHHA
KOHCTaHTHHa A3APKO, ,II,e1ICTByf0LIII4X Ha OCHOBal-IBI4 ,EIose-
pemlocTeil, BbI,11,aHHbIX 3 RHsapH 1961 ro,qa, C OAHOci CTOpOlIbI,
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mni,e epo ripe3HAewra ? FeHepaahHoro ,qmpexTopa
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flbepa BJ1AH, C Apyroci CrOp0HbI, C HeablO B3aHMHOF0 3ame-
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06e CT0p0HbI AOTOsopHJIHeb 0 HinKeCJIe,viontem:
I? 1.B3aHMHbIenpaBaH 06S13aHHOCTH.
1. KamKeil H apyrkix TeXHHT-leCKHX ,ROKy-
MeHTOB ocymecTsaHeTcH CTopoHog, mace KoTopa HpH-
cHammeTcsa cya,Hy. B cariae, ecam cyaHy HpHcriam3aloTcH
Kaaccm o6elix CT0p0H, yTHep)KaeHHe ocymecusaReTcH o6e-
HMH CTOp011aMH.
? 4. MaTeplia.abi H o6opy,RoBalme
? CepnapHKaTbi Ha marrepHaom H o6opyaoHaHHe, ycTpoil-
cTHa H cHa6)KeHHe, BbIAaHHble aeficTsylomeci CTopoHori
B COOTBeTCTBHH C ee co6cTHeHHumH flpaHmamm, 6y,ayT
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oco6o eio oroHopeHHux.
? 5. KaaCCHEDHIMBHH H cepnufnmant
1. HOCJIe OKOHIlaHHH nocTpocum PIJIH nepeo6opyaoHanna
cya aeficTHywnHasi CTopoHa HuaaeT Ha cyaHo HpemeHHoe
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xsaaccH4mixauxoHHoro csHaeTeabcTsa ocymecTimfieTcH
CTopoHog, KJIaCC KoTopon nplicHammeTcsi cyally.
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TOB aomxiim 6bITb B ,COOTBeTCTBHH ?C cpopmamm, HpHHHTbIMH
TO CTopoHofi, Kaacc KoTopoil ripHcHaHHaeTcH cyasHy.
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Balme B llepHoa ocyatecTs.neHHA Haa3opa, HpH HaJIHtIHH
noaTHepmKe OTHO-
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Ka)KAasl CTopoHa nepeAaeT ;Ipyroci CTopoHe cnHcoK
eciollx npeAcTaHHTeabeTH, KoTopme 6yAyT ,EIRIICTBOBaTb OT
HmeHH Apyroil CTOp0HbI.
Ka)K,aaR CT0p0Ha HMT npaHo ony6aHKosaTb 3TOT
CIIHCOK, KK CIIHCOK CBOHX ynozHomogeHimix npeAcTaBH-
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cTosnuero aorosopa, BKJIIOHHH npoe3,Emble H ,LIpyrue pac-
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TeabcTsa H Apyrue 3aHHTepecosaHHbie oprammagai 0 3a-
K1TI0neHHH HacTomuero ,aoroBopa.
5
F
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? 12. ,1:1,eficTBHe Aorosopa
CoraacoHano, HacToHninil ,aoroHop TI0,11,,TIeNcHT yT-
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KHoKaR ? ee KOMHTeTOM H MHHHeTp0M TpaHcnopTa 5II10-
HHH.
HaeTOHIHHfi ,E1OrOB0p BcTynaeT B cHay co AHH HbiweyKa-
3aHHOr0 yTBep}KileHVISI H ocTaeTcA B clue Ha HeorpaHHgeH-
Hbill nepHo,a HpemeHH.
Kamut,a51 1,13 ,RoroHapHsaloinuxcH CTopoH HmeeT npaHo
pacToprHyTb HaCTO5IIA,H11 ,II,oroHop HO TIHebMeHHOMy
3TOM 3aHmewiro, KoTopoe BbIebITIaeTCH Apyrofi CT0p0He He
no3aHee, tiem 3a LuecTb mecHues jio Nce,naemoci awn,' pac-
TopAceHHH JoroHopa.
Pa6oTbi Hai-mm.1e, HO ewe He 3aKoHmeHHbie KO ,zuHo'
pacTopKeHHH ,E1oroHopa, 3aKaHilHBaloTcsi AelAcTsylouieR
CTopoHoii B nopsi,a,Ke, npeAycmoTpeHHom HaeTOHLLIHM
,aoroHopom.
B y,aocTosepeHne BbIllIeH3,TIONCeHHOTO npe,acTaHHTeax
CT0p0H no,anHcaAH HacTomullii ,a0r0B0p B rop. TOKHO,
7 ztexa6p5l 1960 roaa, B ,LIByx TIO,LIJIHHHbIX 3K3emnafipax,.
KaKabill Ha pyccKom H aHrmnicKom H3bIKaX, npHgem o6a
TexcTa HmeioT 0,aHHaKOBy10 cHoy.
OT Perl4CTpa C0103a CCP OT H1111110H KafiA)Km KHOKA.
3amecTineab AllpeKTopa ripe3KaeriT
MAPKA COB -
Banettrun Fpueopbesaii
Macao IIMAFATA
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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,IILOTOBOP
ME>K,Ely PETNCTPOM C0103A CCP N 51110HCKNM
-KJIACCHONKANNOHHblm oBINECTBOm rainnou KANA)KH
KNOKAN B OTHOINEHNN OCBHAETEJIbCTBOBAHNH
,B,ENCTBY101414X CYA0B -
PerNcTp Coio3a CCP (rop. JIBHHHrpa,1) 11 Hill-1110H
Kar4,LPKI4 KHoxaii (rop. TOKHO) ,TIOPOB0pHJI 14Cb 0 H3aHmo3a-
meineHHH npli OCBITITeTeJ1bCTBOBaHusix ,ReilcTsyloigHx cy,aoa
B npe,ae.max Ha yCJIOBITHX, oroHopeHHbix HH>Ke. -
? I. B3anmo3ameigerme
1. KaKaaa 143 CT0p0H OT HmeHH ,apyra CT0p0HbI no
nopygeHmo nocoe,u,4ei4 HA 14 no npocb6e 3aHHTepecoHaHHbix
,TH4H (KanHTaHa Hall BABTI,e,11b14a Cy,LI Ha) HunoaHaeT caeaylo-
wHe pa6oTbr
a) Bce BHb1 OCB1441eTeT1bCTBOBBH1414 Cy,q0B (BKJ1 10,IBH
TeXHITtleCKHA Haa3op 3a pemoHTom), ITCrIbITBHITH H ocHHae-
TeAbCTB01331-114S1 maTepHaaoH, cya,oHoro o6opyAoHaHm1, 11pm-
6opos H yCTpORCTB;
b) HbLaagy cepTHcimicaTos H Apyrnx aoKymeHTori 110
cPopme, yeTaTIOHJIBHHOil AeRcTsytoweci CTopoHoil;
c) noATHepaukeHHe ,LIericTam51 H npo,u,neHne cpoicon Aeil-
CT131451 cepTnizinixaTos H CBIIIIRTeJ1 bCTB, BK.InogaH KJIBCC14(1)14-
Kanymmibie cepTHcl)HmaTm, BbIABHHb1e Apyroil CTopona.
YKa3aHHoe Hume OTHOCHTCH K cy,aam, noa.rieNcainHm
OCBH,BeTeJ1bCTBOBBH1410 Apyroil CTOpOHOil 14J1H o6eHmn
CTopoHamH.
2. HacToRmHil ,aoroHop paciipocTpaHaeTcsi Ha ocHnike-
TeJlbeTBOBaHHH 14 14CF1bITBH1451 Kopnyca, FABBHbIX H BCHOMO-
raTeabHux mexann3mos, KOTJ10B, 3.nexTpoo6opy,RoBaHHa 14
apyrmx cyp,oBbix yeTporicTH, npH6opos 14 o6opy,aoHaHHa,
Tpe6yembie lipaHH.Tiamll apyroci CT0p0Hb1, HCK.11 10,4BH OCBH-
AeTeTlbCTBOBBHHH qacTeil, He BX0,11H11414X B KomneTeHung
,apyrok CTOpOlib1.
73
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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? 2. IllpHmeHeHHe flpastut
OCyILIeCTBJIHR OCBHAeTeJIbCTBOBaHHH, npe,aycmoTpeHHHe
B ? 1 HacTomero ,110F0B0pa, KaKrAaH CTopoHa 06bnwo
pyxonoAcTnyeTcH CBOHMH CO6CTBeHHbIMH FlpaBFIJIaMH H no-
J10}KeHPI5IM14, 3a HCKJII0tIeHHeM caytmen, 00060 OFOBOpeHHbIX
Apyroil CTopoHoil. FlpH 3TOM, ,LI,eficTHyloateil CTopoHoll He
,ROJIHMIDI HpeXIDSIBTIHTbCH Tpe6oHaHHA, BbI3NBaIOLII,He KOH-
crpyHTHHHme H3MelieHHH cy,Lwa, neo6xoanmocTb 3ameHm
HJIH yeTaH0BK14 A000JIHHTeabH0F0 o6opyAonaHHH, npH6opoi3
HJIH yupoileTH, XOTH 6bI H HuTeKalou_we 113 FlpaBHJI AeIICT-
Hyfoln,eg CTOpOHN.
? 3. COBMeCTHOe OCBHITeTeJlbCTBOBaHHe
KaNcr_kasi 113 CT0p0H MO)KeT opraHH3oHaTh, eCJII4 310 6y-?
otieT npH3naHo Heo6xoAHmmm, B oco6bix caytiasix, COBMeCT-
Hoe OCBH,LIeTeJIbCTBOBaHHe, npu HaJIHITHH FIO,EITBepKrIeHHA
FJIaBH0F0 YriparmeHHA ,apyrofi CTOp0HbI.
? 4. CBR3b (nepenHcKa)
flepenHcaa me)K,ay o6eHmH CT0p0HaMH B OCHOBHOM ocy
IE,eCTBJIHeTCH Ha aHraHficicom H3bIK epe3 FJIaBHbIe YrIpaB-
JIeHH51 CT0p0H.
B. oco6o Heo6xo,aHmbix cAyganx, oAHaxo, xamulaa 113
CT0p0H HmeeT npano FIOCJIaTb CBOH yxa3aHH5L. Henocpea-
CTBeHHO ,aencTsylomen HHcneKHHH "'Tyra CT0p0HbI, HO
B xax,c. Aom TaKOM caygae ()Ha ,KOJDKHa HH4)opmHpoHaTb o6
3TOM ETIaBH0e YrIpaBaeHHe 3T011 CTOpOlibI.
? 5. AKIN
AKTbI OCBH,LIeTeJIbCTBOBaHIA, cepTHcinixaTH H ,a,pyrue LIO-
KyMeHTbI MOFyT 04)0pMJIHTbC5I no cipopmam ,ilencTsylometi
CT0p0HbI Ha aHninAcKom H3bIKe. FIOAJIHHHHKH 3THX AoKy-
MeHTOB BbI,LIalOTCH Ha cyfisHo, a ',Ewe xonHH Kam{,aoro AoKy-
mewra BbICbIJIalOTCH Apyroci CT0p0He B BO3MOHCHO xpaTqaci- .
nnici cpox.
? 6. 06meH (DopmamH AoKymeHron
KaNcaaH
113 CTopoH nepeAaeT Apyroil CTopoHe o6pa3u,bi
4)opm CBOHX CBH,LleTenbCTB, cepTH4)axaTon H Apyrkix Aoxy-
MeHTOB H oTnetiaTKH ILITaMII0B, a TaroKe Hmt)opmHpyeT 06
8
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14X H3MeHeHHH. FlpH HaaHlIHH 803M0>KHOCT14, TO }Ke OTHO-
CHTCH K cl)opmam CBH,aeTeabCTB, cepTHcplixaTos H oTnenaT-
Kam inTannos, BbLaaHaembilm Ha cyaa ?apyrkimH npaBomo4-
HbIMI4 oprafamagnsimH, OCyateCTBSIHIOLU,HMH Ha,a3Op 3a cy-
Aam11.
? 7. CHHCOK npeAcTaBoTeabcTo
KaNK,aaA CTopoHa nepe,aaeT ,apyron' CTopoHe ernicox
GBOHX npeAcTanwreabcTB, KOTOpbIe 6yAyT ,aeficTsosaTE. OT
HMeHH Apyroil CT0p0HbI.
KaxcaasT CTopoHa HmeeT Ivan? 011376.TIHKOBaTb 3101 C1111-
COK, KK CHHCOK CBOHX 37110.TIHOM011eHHbIX IIpe,EICTaBHTeAbCT13.
? 8. OnaaTa
OrmaTy 3a BbMOJIHeHHe pa6oT, yKa3aHHmx B ? 1 Ha-
crosiatero ,aoroHopa, munollayi npoe3aHbie H ,apyrHe pac-
noariaeT OT K.IIFIeHTa AeficTsyromayi CTopoHa, )3 CO-
OTBeTCTBHH C ee CO6CTBeHHbIMH TapHitiamm H ,apyrHmll
AeficTsylouIHMI3 TIOJIWKeHHHMH.
? 9. YoeAomaeooe o Aor000pe
KaKaaA CTopoHa Aan>xkla yHe,aomHTE. CBOH ripeAcTam-
TeJlbeTBa H ,apyrHe 3aHHTepecoBaHHEile opraHH3aHHH o 3a-
KT11011eHHH HacTomgero ,El?orosopa.
? 10. ,IkeftcTooe ,II,or000pa
COTTIaCOBaao, LITO HaCTOHLIIHR ,il,oroHop TIO,a,TIe)KHT
yTHep}K,aeHmo CO CT0p0HbI PerHcTpa CCCP? MHHHCTp0M
mopcKoro clmoTa CCCP, a co CT0p0HbI HHIIIIOH Kakax{H
KHoicaR?ee KOMHTeTOM H MHHHCTp0M TpaficnopTa -1110-
HHH.
HaCTOSILLI,HR 2:1,0r0B0p HeTynaeT B cHay CO ,aHH BbnueyKa-
3aHHor0 yTHep)K,aeHH5T H ocTaeTcH B cHae Ha HeorpammeH-
Hbal nepHoA HpemeHH.
Ka)K,aasi H3 ,aoronapHriaioni,HxcA CTopoH HmeeT npaso
pacToprHyTb HaCTOHIHIA aoroBop no nliebmeHHomy 06 910M
3a5nmeHm0, KOTOpOe BbICbITIaeTCH ,apyrofi CTopoHe He no3,a-
Hee, gem 3a mecTb mecsmen ,ao ?xe.naemoil ?aaTbI pacTop)Ke-
H1431 ,aorosopa.
9
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Pa6onA, HaqaTme, HO elite He 3aKOHtleHHbIe KO AH10 pac-
-Top?KeHHH LtoroHopa, aaKaHimHalurcH ,aeficTsytomeci CTO-
poHoci B HOpHAKB, npeAycmoTpeHHom ?HaCTOHIHHM JoroHo-
-pom.
B y,aocroHepeHHe Bbnuema.no)KeHHoro npe,acraBwreaH
CT0p0H 110,1111HCa.T1H HacTosiamil ,11,oroHop B rop. TOKHO,
7 Aeica6pH 1960 roAa, B AByx 110,II,JIHHHbIX aKaemnasipax
Ka?KB,blii Ha pyCCKOM H aHraHficKom H3bIKaX, npligem o6a
TeKeTa HmetoT o,aHHaKoHyro cHoy.
OT PerHupa Coto3a CCP OT HMI-MOH KaiiJLKH KHoKail
3amecTmTeab Alipex-ropa Hpe3HaeHT
MAPKACOB , Macao YMATATA
Banertrurt Tpueopbeauts
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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COCJIAWEHHE
ME)KAY PETHCTPOM C0103A COBETCKHX
? COHHAJIHCTHLIECKHX PECHYBJIHK H
PErHCTPOM KHTAHCKOH HAPOJAHOR PECHYBJIHKH
0 B3AHMHOM 3AMEMEHHH B OCYLHECTBJIEHHH
TEXHWIECKOTO HAP,30PA.3A CYAAMH
PerlICTp C0103a COBeTCKHX COLI,HaalICTIFIeCKHX Pecny6-
JIHK H PerHcTp KHTaficKoi1 HapoAHoft Pecriy6akom c He.TH310
B3aHMH0r03amemeHH5{ B dcyatecTmeHHH TexHmecKoro
HaJ-
opa 3a cyAamm AoroBoplunicb o Hmec.neAyiffluem:
CTaTb5I?1
06e ,a0r0BapHBa101.11HeCH CT0p0Hbl Ha cHoeil TeppHTo-
pHH, a Talome B He06X0AHMbIX coyi4aHx H 3a rpaHmlefi,
B3aHMHO 3amemaroT Apyr Apyra B ocymecTmeHHH TexHHIle-
CKOF0 Hnoopa H KJIaCCH4WKa11,1414 cyuos, Hmepaumx KaaCC
ApyrofT riJoroHapHsalomeRcH CT0p0Hbl.
CTaTbSI 2
. 06e ,a0r0Bap.13Ba101.U,HeCH CTOpOlfb1 ApeAcraHamoT Apyr
Apyry npaHwia, TexHHgecKHe HHCTpyKHHH, o6pa3Ltbi- H
6.11aHKH Cy,12(0BbIX ,HOKyMeHTOB, AdicTsyloatHe TapH4HA Ha
OCBH,HeTedlbCTBOBaxne cy,AoH H CHHCKH cHomx--4)HJIHaJlOB
HHyTpH cTpaHm H 3a rpaHHTteri, a TaK)KQ,---Apyrme OTH0051-
atllecH K npasHaam TexHlitiecKHe maTeplia.abi H HH4J0pma-
U1410.
CTaTbH 3
06e ,a0F0BapHBal0litHeCH CT0p0Hbl B3aHMH0 3amemaioT
Apyr Apyra B pa6oTax TexinviecKoro HaA3opa 3a cyAamH,
riepeLnicoeHHbix B CTaTbe 4 HacTosnuero COnflatIleHHH, B
-C(50TBeTCTBHH C npaHunamH TOM AoroHapHsaiouieficH CTO-
3
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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p0HbI, tied' mace npucHammeTcsi cy,a,Hy, ,HJIH npaHH.RamH, co-
r.nacosaHHbimn 06eHmH ,aoroHapHHalowmHeH CT0p0HaMH.
CTaTbA 4
-06e AoroHapHsaionmecH CT0p0HbI B3aHMH0 3amemaroT
Apyr Apyra H HH>xecaezkylonmx pa6oTax:
1. HaAaop aa nocTpofmoil, peicoHcTpyKumeiA II pemoHTom
cy,LkoB;
2. Dp0H3BOACTB0 oTiepeAHmx, e}Kero,ambix H ClieltHaTIb-
HbIX OCBH,ReTenbCTBOBaHlig, 6e3 ,riPe):0;1H.ne.fill'51 Tpe6oHaHHIA
06 H3MeHeH1fH. cymecTsylonteil HOI-ICTp/KHHH cy,Lwa H );(01-IOJI-
HHTeabBOR YCiaHOBKH raarmoro o6opyaoHaHHH;
3. HaAaop 3a.lIp0H3I30,11CTB0M COOBbIX .MaTepHazoB, ,H3-
,aemal H o6opy,r(oHaHHH;
4. Bbmaga cy,rioshix ,II,OKyMeHTOB.
CTaTbA 5
flpoeKTHo-TexHmecicaR AoKymeHTaHHH ,LIJI5I IlOCTPOCIKH
,H pexoHcTpyxmo cy,aori Ha KJIaCC yTHepxm,uaH H3 ,lloronapHnalounixcH CT0p0H
MO-
5
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-1KeT.p.acToprHym HacTomnee Coraatnemie no naciimenHomy
,yBeil,ONIJIBRI410 06 3TOM ApyroiA CT0p0HbI 3a 6 mectuten
npe,ttnoaaraemoil AaTH pacToptKeHHH ConnameHHH.
HacToslluee CornauteHHe noanHcatto B r. ilexHHe 7 maH
1962 roAa B AByX 3x3emna3ipax, xatK,ablil Ha pyccxom 11 KH-
TaikKOM 5131.1KaX, Bp141IBM o6a TexcTa HmetoT osEtitHaxoHyto
cHay.
,ripextctaBaTeJth ? .
CC403a. COBeTCKHX
Pechyomix
la, ? PMK.AIIEB
? Ilpe,qcTaBaTexib
PeracTp a IcHTaikKort
HapuHoll Pecny6Jumm
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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/1,0rOBOP
ME)KAY ,PErHCTPOM CCCP H KJIACCHOHKALIMOHHb1M
? OBW,ECTBOM 41-EPMAHCKHH JIJI0Hilx. 0 B3AHMHOM.
?3AMEHAEHHH IlPH OCYLHECTBJIEHHH TEXHIVIECK0r0
HA,11,30PA 3A HOCTPORKOH H HEPEOBOPYAOBAHHEM
CYJI,OB
flacTonwHil ,LtoroBop aaacinotiefi mexQy PenficTpom CCCP,
IIpeaCTaBJIeHHbIM ero ,Empewropom ,1114111.1I. HIDK. Pbmage-
BbIM 10. B: H aamecTuTe,mem afipexTopa akrn.n. HIDK. Mapica-
eoBbIM B. F., C ,cpmfoii cTopodna, 11? !KJIaCCIICPHKalIHOHHbIM o6-
litecTaom ?repmalicxfiii npe..acTapoemium AmpeKTO-
pom Anna. ntrix.10anycom Xeiim6eprom H ,r_mpexTopom 21,fin1.
HIDK. Tep6epTom TopHepom, c Apyrofi ?CTOpOHH, C ueablo
?B3aHMHOF0 3amemem451 npm ocymecTmemlli TeximilecKoro
Hajlaopa 3a CTp0HTe.lbCTI:10M HUH nepeo6opy,ELoBamiem cy.aos.
06e Ltoroaapusaioutfiecsi CTOpOHIDI coraacHaficb o HIDKe-
cae,apomem:
? 1. B3aHMHble npaBa H 06H3aHHOCTH
E KaB{,aasi 113 ,11,oroBaNsaioulfixos3 CTOp011 .ameeT n.paBo
H, npfi Ha.ITIPIHH nopriefifisi -,apyroci CTOpOlibI, 06513311a ocy-
III,eCTBJISITb TeX1-1fillecKfifi lla,a,aop aa crp014TeAbICTBOM H nepe-
o6opyAoBafiHem cyA,OB mace .Apyrofi CT0p0HbI HAM na
Kaaocta o6efix Gropofi (Afiofinofi KAaoq) .
2. 06Bem TexillitleaKoro fia,a,aopa onpe,usensTeTca up aBll-
.aamm ilcIaockicimKaLum Tofi CTopoBbI, ..Kaacic Haropoil np.fi-
csafiBaercB cyAny.
? 2. IllptimeHeillie Illpaewn
1. flpB ocym,ecTaTieHm4 fia,a3opa 3a crprofiTeobcm. OM H.TIH
nepeo6opy,EkoBaufiem ,037013 AOITDK.HbI alpHMeHATbCH flpaBHJIa
nocTpofilKfi x.maocficpmcaufim (B aahHeibilem kimeliyembie
K ax > CBbILlIe 5000 T
130
KaTelia
21
'fl pamenaHH H. L 3a paccmoneEme npoemTos KOMHO3HTHba CyA0B Tapn4
mosmnuanTcn Ea 25%, nce,ne3o6eToHEMx cy)ion 7? Ea 200k?. Ha5HBHNX cyaon --
ma 25%, cmemaEHoM HOCTp0IIKE (Knenica- H cm-pica) ?Ha. Ma
2. 3a paccmompeHne npoemTos cyAom c napycHmm HooppKennem TapHcP no3m-
luaeTcn: npn nonnom nooppkeHHH Ha 10%, rum gamin-mom HoopyNceHHH. Ha 5%?
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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3. 3a paccmoneHme npoexTori Kopnycon., cnpoeicimpotsaHHbix H3 maTepitanon.
He npeAycmoTpeHtu-Ax npaHmnamH PerHeTpa CCCP, Tapt4 nosbunaeTcn Ha 20%.
4. KHT06011Hble mancH, nnam4ta6pl4m, naaHmacTepcxtie H Apyrne no1W6nme cy,aa
npnpaamtHatoTot K Tapncimm rpyao-naccaa.capcxxx cya,os (n. 1).
5. 3a paccmoneme npe,ELHapirreabi (3CKH3HblX) npoexTon Banmae'NH Imam
B pa3mepe 35% OT CTOHMOCI1H paccmoTpenaa TeximmecKoro npoexTa.
6. 3a paccmarpeHHe npoexTos nepecTpofixH, nepeo6opy,RonaHHH H kanirram,Horo,
pemotrra Cy0B BaamaeTca rum-1'a, HCX0f_151 43 fiacTosuitero Tapacim 1, HO C TIOHH)KeH- ? -
HIDIM nponenTom, B 33BHCHNIOCTH OT .nponeHTHoro COOTHOMeHH51 o&bema ripeticTattane-.
? moro Ha 3aKmogenHe PerncTpa (-CCP
npoelcra K oftemy 110.TIHOr0 TeXHHtleCKOFO;
npoeicra? nocTpocim no Kopnycnoil
7. 8a paccmoTpenne pa6ominx tiewrem(eci,. pa3!pa6aTbmaembOc npoeirrnpyloinnmit.
opramiaamiana.noa, .aa6.rno,aeamem PerncTpa CCCP Ha ocHose npoewra, paccmoTpeH-
Horo TIOCJleAHHM, ? B344MaeTCA TIJIaTa' B pa3mepe 10/6 OT- CTOHMO&TH paapa6aTbmaembix
gepTemieft.
8. Baaortan perEcTp. ?Ban BMeCTHMOCTb: 111111 cyoH, He Hmetoutax -TonHoro nog:-
cveTa, onpeRe.nneTcn no cAenpouieci npH6J1HD1cenHo1' cpopmyne:
LXBXHXZ,
2,83 per. T.,
rae L ? per. Amnia cynHa, Al;
B ? per. intipH?Ha cyrota, Al;
H ? per. HucoTa 6opTa, At;
6 ?Ko3cItcjilntHeHT HOJIHOTH BoAoilameatemia; OTCyTCTBHH Taxosoro ripHHH-
maeTcn 6=0,65 AAR camoxopmbtx cmort, 6=0,85-Ann Hecamoxotwbut cy,non,.
a Tace ;IASI cy,aos TeXHH,leCK0r0 clmoTa (aemcnapstabi, naasxpanbi H Ap.)-
,L1as cy,aos, amexaullx aa,acTp0ilio4, K Baaosoil perncTposoci BMeCTiHMOCTH, onpe-
ae.rinemoti HO yKaaalnioil BbILLIC ctiopmyae, npli6asaaeTca 06-bem aa,acTpoeic, BLIMHCJIHC-
? Mbill no rpopmy.ne:
/Xbx lz
2,83 '
re 1; b; It? COOTBeTICTBeHHO .3.111113, nnipHita H BbICOTa Hailcrpoibui B ..meTpax.
9. 06-,em maTepHanon TexHintecKoro H 3CKH3H01-0. npoeicron ycTaHaBAHHaeTcH ;Lei-
cTspout,HmH lipaHH.namH PerEcTpa CCCP.
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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TAPH(I) 2
Ha paccmurpeHHe TeXHHIleCKtriX iipoekToH HO mexamittecHoil HacTH
MOLUHOCTb 171aBHbIX mexaffinmoB
B Illial4KaTOpHbIX .4. C. ? 1HP
CTOIIMOCTb paccmurpeHmi
TexnpoexTa B py6,Tnlx
1. Mexamzriecaa.sr nacTb TexHuge-
clam.? npoeicra cy,Ema:
o 100
>> 200
? 500
? 1000
? 2000
? 3000
KaKayto II. C. CBbILlle 3000
2. FIpoeKT naposori nopunieBoct
MaIlIIlHbI MOLUHOCTb10:
100
? 150
? 200
? 500
? 800
? 1200 :
cBbnue -1200
_. 3.. ilpioeiq ABH.raTe.n.q. BuyTiyerthero.
crop.am451:
. . .
? AO 100
? 200
? 50:0
? 1000
>>- 2000
6
23
28-50
34
40
47
52
+0,005
8
13
18
26
31
36
42
11:
21
31
34
39
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
MOIHHOCTID r.paimbix mexaHH3moH.
B HH,LIIIKaTOpHbIX .4. C. ? 1 H P
.CTOHMOCTb paccmoTpeHHH
TexnpoexTa B py6JiHx
ao 2500
? 3500
csbnile 3500
4. Flpoeicr cyRoHoiA Typanibi:.
go 300'
800
? 1200
CBIALLIe 1200
5. claposofi KoTe.n:
ROB. Harpeaa ,Ro 200 .442
?
csbnue 200 .412
C. Bo3,RyxoxpamiTe1b
(o,RHH fl rpynna OAHOTHRHbIX)
7. XO.T10,a14.11bHaR ycTaHosxa Ha pe-
TITHNcepaTopHom cy,RHe
8. Yr.neKHcaumaH ripoTHHorioNcap-
Has' ycTaHoHxa
42
47
55
13
36
42
52
13
16
5
26
18
Fl p H M eq a.IIH A. 1.. ,E1.T1H cyRo3 criewia.nbrioro Ha3HalleHHA, C 110B131111eHHISM
E0JIHHeCTBOM,, no op attneHmo C 06bH111bIM TpaHcnopTHwm cy,HHom, HcnomoraTe.rnanAx
mexanmmoH? Tapm=1).? H? 1 AOJI>Kell 6bITb yttempleH Ha 10%?
2. npH paccmoTpenHH ripoeHTos COBepHiellHO HOBbIX K0IICTpyKII1111 mexamomort
,CTOHMOCTb pa6oT onpeHeaneTcH no (paKTHHecim 3aTpageH1-1omy spemeHH 113 paeneTa
py6. 30 KOH. B qac.
3. FlpHNierlaHHH 5, 6, 7 14 9 TapHtia :1 ABJIAIOTCA ,HefICTBHTejIblibIM H TapH4ria 2.
4. 1/1H,ruixaTopHasi MOILUTOCTb ,amiraTezeil HHyTpeHHero cropaHHH H Typ6HH onpe-
..ae.nHeTcH ymHoxKe ,qo 500 ICGT
>> ? 1000 >>
>> ? 3000
? 5000 >,
CymmapHasi MOMHOCTb reHepaTo-
_poB H rpe6Hmx 3Jiewrpox3HraTe-
.rieil ,Ro 10 000 K8T
To mie ,go 20 000 1C8T
>> >> 30 000
CBNIlle 30 000 ? ?
8
13
18-20
26
31-20
20-80
26
31-20
41-60
52
31-20
46-80
62-40
93-60
106-60
122-20
135-2a
145?sa
156
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: ?
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
ICIA-RDP80T00246A023000360001-6
? Hammel-0aw-114e
Tapicl) py6zmx
4. 3newrpoo6opyAosaithe ?caa6oro
TOKa
(Te.ne(PoH, no>KapHasi If asapHil-
Has! CHFHaJIH3aLIPI5 H np.)
AO 10 Tollex
? 25 >,
? ?5o ?
? 100 >,
?? 300 ?
?? 500 ?
? 1 000 ?
? 3 000 ?
? 5 000 ?
? 10 000 >,
5. Pa3marmomBa1ontee yeTpocicT5o
Ltamia cy,mia Ao 80 At
OT 81 ao 150 At
? ?csbune 150 At
5 --20
7-80
10-40
13
15-60
20-80
23-40
26
28-60
31-20
10-40
20-80
317-20
11 p H Mena H F1 B. 1. CTOHMOCTb paccmoTpennsi npoexTa 3./IeKTp14C1/111141p0BaHHbIX
cy.aon H 3JI0ICTp0X0/10B caaraenn H3 CTOHMOCTH Tap4cal a.nexTpoocneniefuni H Ta-
picpa 3.4exTpomexaminecxo0 nacTx.
2. 3a paccmoTpenne npoexTor) ROB necineliamimibix
Ha 20%.
3. CTOHMOCTb paccmoTpemin pa6o1mx nepTexcefi 110 .9.aexTpoo6opy,aonamno,
no,h..ne)Kawnx yTnepuemno JHHe11uhIMH14,1-1CrIeKLUISIMH, 14CqHCJISIBTCA n34ac)teTa-1%
OT o6meil CTOHMOCTH paapa6cam nepTexen.
4. 3a paccmorpecine npoexTon pemonTa HJIH mo,oepcniaancin cy,ona BanmaeTcn
rmaTa B COOTBeTCTBHH C nrnimenannem 6 Tapielm 1.
5. 3a paccmoTpenne 3CKH3HbIX npoexTon BanmaeTcn 350/0 OT CTOHMOCTH ,pac-
cm'oTpemisi.TeXHiNeCKOF0 npoekTa.
6. 3a paccmoTpenne Teminnemix aaaannil .nonmaeTcn 25% OT CTOHMOCTH no.
Tapicpy 3.
cynon Tapict) nonbnuaeTcs)
9
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6
TAP144) 4
na paccmoneHne npomon no yeTaHonxe pap,Hoo6opplonaHnn
Ha mopcimx cynax
HaHmeHoHaHHe
TapHcl)
B py6.nnx
1. lipoeKT, coAepx(autHil 110,IIHbal COCTaB pa,Eni0-
o6opyAoHamisi.cy,EtHa 1,1J114 241 rpynnbi . .
2. flpoeKT, coitep)Kam,HR noaHmil cocTaH pa,a10-
o6opy,RoBaHn5i cyji,Ha 341 BAH rpynnbi . . .
3. flpoeKT paAno6opyAorsaHns1 maaoro cyaHa,
He Homeauero B yeTaHoHaeHHbie rpynnbi . . .
31-20
20-80
7-80
pHmenaHH H. 1. FloaHum cocTaHom pa,nmoo6opy,noBaHHH c.ne,ayeT mrran,
Taxa cocTa13, KOTOpbal connacHo ripaHH.nam PerHcTpa CCCP ABMIeT'CA o6n3aTe.nb-
HbIM Ansi cyama yxa3aHHofi B npaHmax rpynnbi.
2. B carlae ec.nll B npoeicre npeitc;raimeH HenozHb41 cocTari pammo6opy,noBaHH0I,
TO H3 Tapwloa HbplwraercH 5% 3a KaKabiti oTcyTcTspoulmil BHA annapaTypu,.KaK-TO:
nepeAamix, HpHemHHK, pa,nHoneaeHraTop, awroaaapm, paano.noxaHHoHHoe yeTpoil-
CTBO, rmapoimicagummoe ycrpoileTBo max Tparicaslluimmoe ycrpoileTso.
3. B c.nriae ecru" npeAcTas.nemibul B npoeirre cocTas pa,Linoo6opyAoaamiR npe-
Bbnuaer 1lOJIHblfi cocTal, TO K TapmcPy ripH6aBasleTcH 5% 3a xaKnuil cHepxxommnexT-
Hurl BHA annapaTyphi, xax-To: nepe,Liamix, npxemmx, paxioneaeHraTop, awroaaapm,
pa31lionoKam4ormoe, ratapanoicauxoliTioe HJ1H TpaHcAHHHomme yeTpoilcmo.
4. flpoexmi no ycTaHopace oTLejmnb1x BH,a0B annapaTypm c.ne,nyeT paccmaTpH-
BaTb KaK npoelcrbi C HerlOanbIM cocTaHom pa3Hoo6opy1LoHaHH01.
5. Ecoll npoeicr coa,epicHT coeepmeHHo HOBhIO Baa paAlloarmapaTyphi,-He npeAy-
#: cmoTpeHHbal ripaHH.namH Per?HcTpa CCCP, .To TapHcl) npabnuaeTcH Ha 20%. TaK011
Bkla, annapaTypm AOJINCeH 6biTb iipe,nHapHTenbHo IICTIbITaH B .na6opaTopHE B yCZOBHFIX,.,
COOTBeTCTBylOIHHX HOpMaJlbHOR 3xcn31yaTaviHH.
6. 3a paccmoneHHe 3CKH3HbIX npoeicrors 133HmaeTcH 35% OT CTOHMOCTH, yxa-
saHHoil B AaHHOM Tampe.
7. 3a paccmurpeHHe TeXHHaeCKHX 3a,naHHil B3HMaeTCSI 250/0 OT CTOHMOCTH, yKa-
saHHoil B ABHBOM Tappuln.
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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P.43,aEJI II
TAP144061 HA TEXHWIECKI4r1 HA,Et3OP
3A 110CTPOIIKOn 14 PEMOHTOM MOPCKHX
H PEAMOBbIX CY,11110B
TAP1443 1
Ha. TeXHHIleCKHN Hap,3op 3a nocTpoiiKoii M0pCKHX H pecka,OnbIX CO,013
,L1,0r0B0pHaH CTOTIMOCTb no-
cTpoilKH cyaHa c TIOTIMAM
mexamigemm o6opyaoHaHHem
6e3 KoHTpareHTcHxx
TIOCTBBOK ? C
B ?TbICHHBX py6.nefi
(Dopmyna HaMICTIeHTITI
Ao 20,0
20,1? .50,0
50,1? .100,0
100,d? 150,0
.150,1? 200,0
200j? 500;0
500,1-1000,0
1000,1-2000,0
2000,1-3000,0
3000,1-4500,0
cm:Arne 4500,0
0,15 TUC. (C ? 20 mac.) ? 0,006
0,33 ? + (C ? 50 ? ) ? 0,005
0,58 ? + (C -- 100 ? ) ? 0,004
0,78 ? + (C ? 150 ? ) ? 0,003
0,93 ? + (C ? 200 ? ) ? 0,0025
1,68 ? + (C ? 500 ? ) ? 0,002
2,618 ? + '(C ? 1000 ? ) ? 0,0015
4,18 ? + (C ? 2000 ? ) ? 0,0012
5,38 ? + (C ? 3000 ? ) ? 0,001
6,88 ? + (C ? 4500 ? ) ? 0,0008
FlpHmegaHH51. 1. B TapH4) Ha TexHa,a3op 3a nocTpoilxoff cy,aHa' BKJ1104eHbI
CTOTIMOCTb Ha6./110,BeHHH 3a riocTpoilKoil Kopnyca cy,ana, 513r0TOBJIeHHH H motrraaca
mexaHH3moH, KOT.TIOB, 6BAJI000B, azewrpo- H paaHoo6opyaoHaHHa, 11p0H3BOAHMbIX Ha
0,BHOM 3aHolke-Hep4m.
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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CTOHMOCTb TexHan3opa 3a H3roToHnempem mexaHH3m0rp, KOT.TIOB, nany4)a6pHica-
TOB, HCIIbITaHl4e maTepHanos H apyrHe pa6oTha, npolp3Hoolimble HpicriewropamH Pe-
rHcTpa CCCP Ha 3aHo,aax-Hepcl)sex (cy6nocTasupmeax), He BX0AHT B ,aal-mbict TapHe')
HCIIIICTISHOTCH HO 110J10)KeH1110 1 oaHHoro pa3,aeila.
2. B CTOHMOCTb TexHaa3opa 3a nocTpoiiHon BX0/114T CTOHMOCTb o6mepa cyama,
pacHeTa rpy3oHofi maplop 14 rio,nHoe ocl)opmaernie Hcex cypeoimix ,000ymeHros, Hupla-
Haembix PerHcTpom CCOP.
3. CTOHMOCTb TexHaompa HCIIHCJ1HeTCA OT CTOHMOCTH TIOCTp0fIKH 0,11110r0 cyama
H pimp ceppirtHoti nocTpoinee ymHomeaeTcH Ha oftee KOJIHrleCTBO CTp051111,HXCH 06-beKTOB.
4. Ilpip TexmillecKom Ha,a3ope 3a nocTpoincoil mHorocepHaHmx cyppoo Ha oo,Hom
3aHooe-Hep4HP Tappul) caHmeaeTcH:
a) npH nocTpothee cyoos tHicoom 5 H 6o.nee? Ha 20%,
? .? ?
6) npH nocTpoilke cya,o13 iinc,rpom 10 II 6onee ? Ha 30,%.
5. B coPme nocTpornell .tynoni,ix HopnycoH xnenaHoil KOHC-PpyKHHH TapH 110HH-
)KaeTCH Ha 10%.
T A.113,14.4) 2
na TexHimeocuii naloop 3a pemoHTom mopciatx H perukosbix cy,aos
1-1p14 TeximmecKom lia,a3ope 3a pemoIrrom HAM mo,Replu3au,Bei1
? KOP-
HyCOB, mexami3moB, KOTJI0B, 3J1eKTp0- 14 paa1o6opyJ0Bwillsi BanmaeTcH
naaTa OT CTO1IMOCT14 pemoliTa 14J1 14 mo,n,epHB3au1414 B pa3mepe:
a) Bppi AoroaopHofi CT014MOCTI4 pemmrra ,EI, o 5 000 py6.
? ? ? ? 10 000 py6.
>> >> >> >> 20 000 py6.
? ? ? cBmine 20 000 py6.
6)
B)
r)
. 1,30%
. 0,95%
. . 0,75%
. . 0,55%
lippimenaHHH. I. B TapHcl) BKJII04eHbl:
a) connacosatme OKOHHaTeJlbHa pemoHT,Hoil HeppomocTH,
6) cornacoHaHHe pa6onpix nepTe)xeci,
13) ocpopmaenipe Hcex cy,aoHbix ooxymeHToH, HhippaHaembix PerncTpom CCCP Ha
memeHTE cyaipa, noosepraloapHecH pemonTy,
r) Hcribrrampe maTepHaaoH, HayupPix ,Ha pemoHT,
MOHTHble pa6oTbi. ?
B 'ramie') He HienioneHa CTOHMOCTb o6mepa cyaHa
Topao H31lmaeTcH no TapHcl)am 6 H 7 pa3a,e.aa
2. Ilpip TexHHHecHom Han3ope 3a ycTaHomon HOBbIX
Ha cyone OT,aeablablX BPIROB o6opyaoHaHHH no KopnycHoil, mexaupinecieorf, anewrpo-
H paoHonacTom n.naTa 13314maeTcH B COOTBeTCTBHH C HaCTOHIHHM Tappupom.
Ha 3aHople, npon3Hoos1Ipeem pe-
H pace T rfiy3oHoil MapKH, Ho-
HAN
pemoHTom HmelouppixcH
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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OT,11,EabHblE 110J10)KEH1451
Flo.a..o)KeHHe 1
FlpH TexHpriecKom Hag3ope no CaMOCTOHTeabHbIM 3axa3am-goroHopam
3a H3r0TomeHHem mexaHH3moH, KOT,TIOW H gpyroro cygoBoro o6opygo-
BaHHH ,H ?maTepHano13 ,B3HIVIaeTcH mnaTa, pyKoHogcTrwach caegyloawmpl
TapPapama: ? , .
? 1. 3a OCBHAeTeJIbCTBOBaHHe 44 HcHbrraHHe HpoxaTHux. H Ill T a MB 0-
BaHH bI X maTepHa.mos, MaTIOOTBeTCTBeHHbIX OKOBOK H T-
JIHBOK, rIoJ1y4Ja6pHKaTbB, aerie Tp000B H .gpyrxx
H3genHA AJIH Cy,a0B H3HMaeTca HaaTa B.pa3mepe 1/2% OT oTnycKHal CTO-
HMOCTH Hunyexaemoil npogyKaHH. ?
2. FlpH HaA3ope 3a H3rOTOBJIeHl4eM H 3a HOTIbITaHHe 0 T H B U K,
TIOKOBOK, KOJIelitlaTbIX H gefigl3y,11,HbIx Hazo )3, 6 aTh-
.nepos, rpe6Hbrx BHHTOB, SIKOpefi, 51KOpHIDIx aenefr
H )1,pyri4x Haa6wiee .0TBeTCTBeHabIX Cy,TIOBbIX arperaTos B3HMaeTC1
llJia-
T B pa3mepe 1% OT OTITyCKHOIA CTOHMOCTH 3TI4X H3,aeJI1JA.
? 3. 3a paccmoTpepale pa6oqux tiepTe)Kea', HenbiTaHHe maTepHa.nos a
TexHa6mogeHme 3a H31'oTomeHmem KOTTIOB,- 16a.TIJIOHOB H gpyrzx
CO cygo 13, pa6oTalowHx nog gas.neHplem, H3HmaeTcH HJIT B pa3mepe
0,75% OT unnycKHoci CTOHMOCTH 3THX cocygos.
cepPalHom H3TOTOBJIeHHH yKa3aHHhix cocygos Ha 0,IIHOM 3aBO,ae
CyMMapH0I"4 OTIlyCKHOI1 CTOHMOCTIDIO 5 H 60.Thee MH.TIJIHOHOB py6aeg Ta-
pacl) noHH)KaeTcH Ha 25%?
4. 3a TexHag30p 3a nocTpoilKoR,g H H raTeze c HHyTpeHHero
cropaHHH ? rmaTa HammaeTcH B pa3mepe 0,9% OT ornyckHoP1 CTOH-
MOCTH
IIpH cepPHIHoci nocTpaxe gsHraTe.neci B Koin4HecTse 10 HIT. H 6o.nee
TapHcp HoHmKaercH Ha 25%.
5. 3a Texpra6mogeHHe 3a nocTpotAxoll HapoHboc a ra3oHbuc. Typ6HH,
nopunreHmx maulHH, 3.nexTpomoTopos H reHepaTopos naaTa H3Hmaerc5I
B paamepe 0,8% OT oTnycxploil CTOHMOCTH Hmnycxaembix maLHHH.
FlpH cepHHHoci riocTpocixe mampal B KoapHieurse 12 HIT. 44 6C/flee Ta-
p1-1(j) HoHmKaeTca Ha 20%.
6. 3a npPremxy MeJIKI4X BCTIOMOTaTeJIbHbIX H HaJI.y6HbIX
mexaHH3moH HapimaeTca rmaTa OT cymmapHo11 14X OTTIyCKH044 CTOH-
MOCTH B pa3mepe 1
1/2%; ripH HaPOTOBJIeHHH AO 20 mexaHH3mos go 1% OT
13
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
,CIA-RDP80T00246A023000360001-6 ?
14X OTFIyCKHOR CTOHMOCTH ? ripli cepHilHom H31'OTOBJIeHHH Ha 0,RHOM 3a-
Bo,ae 6anee.20 mexaHH3moB.
7. 3a TexHwiecxpal HaA3op 3a H3roToBaeHmem 3,nexTp o- H p a-
xljfonpH?OpoB H o o p y oBaHH 51 C npeABapHTeat)Hhim co-
r.macoBaHmem par6otmx tiepTe)xefi 333HmaeTcH rmaTa B pa3mepe 1,250/0 OT
.OTTIyCKHO2 CTOHMOCTH Bhmyckaemoil npoAyxmcg.
Ii pnmen H e. 3a paccmoipenHe pa6oqux gepTexceti Ha AH,HraTeaH, yKa-
3aHHble B II. 4 ii 5, H3HmaeTcH 4onoJiHwreJ1l,Ha mina no R. 7 Tap4a I pa3ef1a I.
flo.no>xeHHe 2
ECJIH HOCTp011Ka Hall pemoHT cyAHa, a Tax)xe oTAeabHoro arperaTa,
113POTOBJ151eM0F0 HO camocTosTreabHomy 3axa3y no,EC Hajoopom PermeTpa
CCCP, He 6y,rkeT.3axoHileH B cpoxH, yxa3aHubie B AoroBOpe 3axa3qHxa
HJIH 3aBo,xa-crpoHTeasi C PerHeTpom CCCP, TO He3aBHCHM0 OT IlpH,11111
? HpocpotH{H ,PerHeTp CCCP ripoAomxaeT HanytiaTH rmaTy.? 3a xa>x,abici
mecsul, npoepotH{H 143 paclieTa CTOHMOCTH Haa3opa aa ? cy,a.Hom HJIH 01-
?LkeJ1bHbIM CaMOCTOCITeJIIDEIbIM arperaTom, ,rkeaeHHoil Ha nepBoHatianbribril
epox OKOHT1a111451 pa6oT. ?
-11CrI3 401H.:+1 ?
TY
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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P43,1ZEJ7 III
TAP14(1)bl
HA K.TIACCH(1)HKAUHK) 14 OCB1'1AETEJ1bCTBOBAH14E
B HOPSIAKE TEXHA,L130PA MOPCKHX
1/1 PErlijOBbIX CY,LILOB
TAP144) 1
t!a. ocimmeTeabcrsosamie KopnycoB camoxwbix cpioR
Banopas perlicrpo-
pas! BMeCTHMOCTb
B per. TOHHaX
rleppoHatianyHoe
OCBHaeTejlbCTB0-
pamie Knaccmclom-
ILITOBaHHbIX H
HeICTIaCCHCPHHH-
posamibix cy,Rop?
0HepeAlibIe OCBH-
AeTeJlbCTBOBaHHH
KJ1aCCH4MHH-
p0BaHHHX cyaciA
? EHCerOAHble OCBH-
.21eTeJlbCTBOBaHHA
.K.Tiaccm,cimuipo-
BaHlibIX H
-iiexopccHcp.Hu,n-
p0BaHHbIX cyxkos
CTOHMOCTb OCBHAeTejlbCTBOBaHISSI B py6.1mx
Jo 50?
10
8
5
100
12 ? 50
9
6
300
15
11
7
500
17 ? 50
13
8
1 000
20
15
'9
1 500
24
17
11
2000.
27
20
13
2 500
30
23
15
3 000
34
26
17
3 500
38
28
19
4 000
42
31
21
4 500
46
34
23
5 000
50
37
25
6 000
53
40
28
15
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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BammaH perHcTpo-
Han BMBCTHMOCTb -
B per. TOHHBX
IlepsoHanaabHoe
ocHune'reAbcTno-
saline HaaccHcfm-
umponaHHhix H
Heiclacclutimim-
posaHHhix cy,aoH
OHepenHue OCBH-
aeTenbeh0sam42
KaaccHitHum-
poriaHHbix cy,aoH
Exiero,ambie OCBH-
AeTenbCTBOHal1143
Kaaccinimunpo-
BaHHIJIX H
HeKJ1aCCHI4MHH-
ponaHnux cy,aos
,a0 .7000
>, 8 000
9 000
? AO 000
3a iicaKable
10 per. T cabmie
10 000 per. T
CTOHMOCTb OCBHBeTeJlbCTBOBHHHH h py6asix
57
61
64
67
+0,03
44
31
47
34
50
37
53
40-
0,02
+0,02
FlpHMe%tlaHn.-54:-. L -3a oHepenHoe? oCHHAeTenbcTHonanHe Hefulacc..141mHponaH-
HbIX cy,aos mina B3HMHeTCSI no Tapinpy Ha excero,aHbie OCBEBBTenbCTBOBBIHM; C no-
HunienHem Ha 20%.
2. TapHcto nepHonaHammoro OCBHBeTeJlbCTBOBHHHH JaH6e3 OHJIHTb1 o6m.epa H
pacHera .rpy3oBoi MapKH HoTophie HBAJle}1{HT 6pam no.TapruPam 6 H 7.;
3. ?Tapm1-.) Ha. OCB14,BeTenbCTBOHHHHe HHJIHBHblk H ice..ae3o6eToHnbii Cy,LWB HOBbl-
maercH Ha..20%?
4. 3a ocHH,aereAbcTsoBaHne nacca)K?nputhx H rpy3onaccaHoipcmix cy,aoH Tapmf-.1
nosbunaeTcH.Ha 1596: '
5. B CTOHMOCTb Tamil:Pa BXQL1HT noaHoe ocHwaeTenbcTsonaHHe Hopnyca, CS/B4OBbIX
ycrporicTH H cHa6)KeH?HH, 3a HcHaforteHHem cnacaTeun,HE,Tx lihTHOTIOK H 'yCTpOriCT.B B,JIR
HX cnycKa H rpy3oHoro ycrporrcrsa, onflaTa aa OCBH,LkeTeabCTBOBBHHe KOTOpbIX Ball-
maeTcH no TapHopam 3 .11 4.
6. FlpH OCBHABTeAbCTBOBHHHH Kopnyca 6e3 cyaoshix ycTporicTH H cHa6-/Henun
TapPap 1 nompicaeTcH Ha 25%.
7. 3a OCBH,,ReTejlbCTBOBHHHe xopnyca cy,aHa B ,aoxe HAN Ha 6epery Tapmt, HOBbl-
maeTcsi Ha 20%.
8. 3a ocEnineTeoLci-HoHamie Hopnyca ?meTanaHHecKoro cyaHa B Ho3pacTe 27 JIBT
60.riee H AepeHHHHoro cy,aHa H H03pacre 9 Jim' H 6o..nee TapHcp noHbunaeTcH Ha 25%.
9. 11,asi onpene,neHnH pa3mepa 011.KaTbl 3a ocnwneTeabcTi3oHaHne cynors, He Hmeko-
Lumx mepHTeAbHbix CBH,BeTeJlbCTB, HanoBaH perricTposaH BMeCTBMOCTb onpeistenFleTcH
cor,aacHo yHa3anmo B npHmegamin zapHcpa 1 pantena L
10. AAR npommyTogHbix 3HaveHHil, BMECTHMOCTH TapH4:1 onpene.aHeTcH nyTem
JTHHeralOil,HHTepHOJIAHHH.
? 11. ,111-fut cynos, no,ananalOnuix no,a ,aefleTHHe HBCKOJIbKHX, yHa3aHlibix Bbline npH-
metiamul,,,nponenT?Hbie? Han6aHHH H CKHBKH cymm?HpyiurcH no OTHOLLIB114410 K OCHOB-
Homy TapHetly.
1.6
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?
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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TAPI44) 2
Ha OCIII4P,eTeJlbCTBOBaHlie HopnycoH Hecamoxo,a,Hba cyaoH
Ba.norsaA Hmecril-
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IlepHoHatia.mbHme
OCBH,BeTeBbCTB0-
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BaHHH
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ocHwaeTenbcmo-
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r
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? 4000
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22
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10 per. T cHmuie
4000 per. T
+0,03
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Fl pliMe q a H H B. 1. IlyHKTb1 ripHMeHaHHH 2, 3, 5. 7, 8, 9, 10 H 11 Tap4a 1 pa3--
,ae,na III TO)K,aeCTBeHHH ,V151 )1am-for? TapHcpa.
?
2. IlpH oacH,o,e're.abciToBaHHH Ki1acc4H1LHposaifindx cy,oH.Tapuclo noBbiumeTcH
H a 20 To .
3. IlpH OCBH,geTeBbCTBOBBHHH napycHbix cyaos TapHcp rioBbiluaeTsH Ha 25%..
Tapvicpni 17'
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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1A1)14?31) 3
Ha ,ounta,eTeabcTBoBatnie H IHCHbITaHHe cnacaTeamitax HIJHOHOK
? H yuporicTs AAA knycKa HIJIIOHOK
BHA OCBHAeTeJlbCTi3OBBEIHR
BeceabHaH
maionma
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C HONCHIAM
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111111pmca
?
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maionxx co cHa6)KeHmem . .
2. ,OCB1-1AereJlbCTBOBaHH,e napbI
IHJHOIT6HJIOK C Boopy-
>Kellner/1, HJIH nxoro ycrpocicrsa
A.551 CflyCKa IUJHOIIKH . . .
3. .0C1314,aereJlbCTBOBaHHe HCHH-
TaHHe BHOBb nocrpoemioil
IIIJHOHKH C ockopmaexxem npH-
emogHoro csmaereabcrEsa .
4. Moribiramie BHOBb H3TOTOBJlell-
HbIX 111J110116.3.110K (o,axoll
na-
pbl) 11.514 mioro ycrpoficrsa
cnycKa HIJHOIIKH . . .
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npHMeHaHH H. 1. npli OCBH1eTe.71bCTBOBBHHI4 H HcnbrraHHH naTewroBaH-
111DIX ninion6a,Tiox Tap4 HOBbIlllaeTCH }fa 50%.
2. 3a BblAagy Ay6m4KaTa cswaeTeabcrsa Ha crlacaTeabHbie cpeacTsa BaumaeTcsi
naa'ra B paanlepe 4 py6.
18
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T Ai) t? 4
Ha oculikeTeabcrHoHainie4c!Hcnburaume cyAosora rpy3orlimsemHoro
ycrpoficirda
HaHmeHosaHHe rpyaono,a-bemzioro
yeTpoilma
rpy3ono2-bemHocTb
ao 5 nz
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rpyaorioxbemHocn.
CBbILUe 5 m
U+OHMOCTb OCBH,HeTeilbCTBOBaHHH
B py6JIHX
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ciTema-ae6e;IKH Hd-IN Kpa-
Ha C 110J1HbIM HooppKeHHem .
2. 3a HonbrraHHe Qa,Hoci upeohl-
Ae6e,aHH H.1111 'Taxa Ha Hp06-
Hylo HarpyaKy
1-20
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mexaHHamon Halt ee Ay6JIHKaTa B3HMaeTCH maTa B paamepe 4 py6.
TAP 114) 5
Ha OCHH,IleTeJlbeTBOBaHHe rpy3ormsemHbix naaHrnoc
,H 6eperoBbix KpaHcm
rpyaorzo,a-bemHocrb
HpaHa B TOHHaX
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C PICTIbITaHHeM
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,ao 10
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aoHoro yupaccHa H scrzomoraTeabHbix MeXaHH3M0B Imasymero KpaHa H lacer? 6epe-
roHoro HpaHa. CTOHMOCTb OCHHH,eTeJlbCTBOBaBHH? Kopnyca HOHTOHB H OCHOBHOCO ABH-
raTeasi n.naHriero Kpana onpeAeaHeTca Ho cooTHenTHylow,Hm Tapotiam Ha ocHftae-
TeabCTBOBaHlie cyaos.
19
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'T A P 14 (ID 6
Ha pa6ona no pacLieTy rpyaoHoii mapicH cyaHa
Ba.110.na2.
BMecTumOCTI,
Cya,Ha
B per. TOHHaX
CTOHMOCT1,
pacqeTa
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C1314,3,eTeJlbCTBa
0 rpyaonofp
mape
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BMBCTHMOCTb
CYHHa
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pacqeTa
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cpsnaeTeabcTna
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mape
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cum Ha3Hatle-
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JIIIIIHOr0 cy,ana HAM. a.THI neconoaa Tapncl) yneanqpinaeTcn Ha 100/c.
2. 3a 11p0H313010CTB0 pacrieTa rpyaonoff mapien HOB ceppalnux cyaon, conepmenno
TONSHeCTBeHHbIX C THHOBbHHH, BonmaeTcn naaTa B paomepe 25% OCHOBH0r0 Tappicim c
Kaple,aoro ceppainoro cy,ana. " ?
OTCyTCTBHH gepTeNceil, He06X03,13MbIX ? aan pacqeTa. rpyoormii? mapKip -PI
CHWTHR,pencnewropom. noTpe6npoc-aaHlib1X c..naTypu, CTOHMOCTb?pacqeTa onpeaenneTcsT
no cpaKTnqecien oaTpaqempomy npememp. H3 pacqeTa 1 py6. 30 KOH. B. qac.
.20 ?
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? TAT' 14 43 7
'Ha pa6011.1'no o6mepy cyAoH -0 'oripe,ReAellmo smecnimocni,
Tim cyulla
,IIrimia
?
?cyuna
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erommocm o6mepa B py6.4ux
no Mypcoiviy
no cneu.
_.
npasimam
,
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naccaN?mpcme H .71e,a0-
KOTIbHbIe cyAa . . ?
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II. Fpy3oBbie, Texwle-
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III. Hecam?oxoxibiel cyAa.
Ao 25
12
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60
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FlOimegaHH51. 1. FlpH npoHaBoucTise o6mepa cyuos ?Aria H TOIA )1(e cepiui
no cosepmemm TO}K,HeCTI3eHBbIX C .0CHOBHb1M THHOBb1M ? CyHHOM HanmaeTcH imam 13'
pa3mepe 20% ocHomioro l'apwpa 3a ua>iKeHliblX coapemeHHoil meAffltHH-
cHoil annapaTypoit H HOBetiLl1HMIl Aei4e6Hbamii cpeAcTsamii caHaTopHitx H
Aomax.OTAblXa AegaTcH H OTa,b1XalOT COBeTCKHe rpaH(AAHe ? CTp0HTeJIH
Honor() KOMMyHiicnimecKoro o6utecTBa.
B 5IJITe MO)K110 BCTpeTHTb TK.3411XY 113 MOCKBbl H Ampewropa YpaAb-
cxoro meTamAyprtmecxoro BaBoAa, reo.nora 113 3ano.ricipbH H maxTepa 113
Ttou6acca.
?
The southern coast of the Crimea offers scenic beauties that cannot
fail to charm even the most widely-travelled person. As you sail along
the coast your eyes meet a magnificent panorama of the handiwork of
Nature and man.
The ideal starting point for your discovery of the Crimea is Yalta,
world-famous holiday resort and seaport. Called the Pearl of the Crimea,
it is picturesquely situated on the slopes of a natural amphitheatre facing
the azure sea. From Yalta you can travel by sea to all the beauty spots
along the Crimen coast.
In the old days Yalta was a resort exclusively for the wealthy. No
ordinary person could ever afford it.
In 1920 a special decree signed by V. I. Lenin turned over the Crimean
resorts to the working people. Under the Constitution of the USSR
all citizens have the right to free medical treatment, to rest and leisure.
During the Soviet years Yalta has become one of the country's largest
and best resorts. About half a million people spend their holidays here
every year.
The guests at the palatial, well-equipped health centres and holiday
homes are ordinary Soviet men and women, builders of the new, com-
munist society.
A weaver from Moscow, director of the Ural machinebuilding plant,
a geologist from the Arctic region and a miner from the Donbass?in
a word, people of all professions spend their holidays in this wonderful
resort.
,umelININII ST III
Declassified in Part -Sanitized Copy Approved
for Release 2012/12/06 CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
06141414 BHA 51ATb1
A general view of Yalta
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
1111110 ? ?
? ,
P hi b. 0
LL
LEE() o
pu6oKont6uuaT
The Fish Factory in Yalta
ILaoina,rkb umeun Jleuuna
Lenin Square, Yalta
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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B RJITB, KaK a BO acex ropoAax cTpalibi, HART 6o.nbume
1KHJIHM,H0e CTp0HTeJlbCTBO. 3a nocaeAHHe 4 roAa SIJITHHBbl
nonywhaH ?KOJI() 100 TbICAM kaaApannilx meTpoa JKILI1011
naow,aAH. B ropoAe HO1IBHJ1HCb HOBble, yJnium, ikHapTa.abi
H u.e.abie pafloHbi. LIeHrp nepemecTH.nca K pemice BbicTpoil,
rAe aasepulaeTca coaAaHHe apxtiTexTypHoro aHcam6aa HO-
Bocrpoeic. BHOBb coaAaHHue KHeacji'aa H MOCKOBCKaA yJIH1.1,61
coeAHHH.nH 51nTy c noce.nkom YuObHoe. Ha nycTbipax
Maca-
Hoi ropni Bblp0C xpacHabni 6.naroycrpoefinbl6 pa6o,HA ro-
p oAox.
,LIo 1965 roAa 6yAeT citatio a 3xcn.nyaTautito eule 160
TbIC314 kaaApaTHbfx meTpoH n.noluaAH.
B SIJITe BO3BOASITCH He TOJIbK0 >KHJIble 3,11,aHHA. HeAaBHO
nocTpoeHHbnl pbfoolcom6HHaT no apx1fTeliType xopomo rap-
mornipyeT C aHcam6.nem xyporra.
Like all the other cities of the Soviet Union Yalta is
carrying out a big housing programme. In the past four
years it has built housing units with a total floor space of
about 100,000 square metres. New streets, blocks and resid-
ential districts have sprung up. The central section of the
town has shifted to the banks of the river Bistraya, where
a large-scale housing development is now nearing completion.
Two new thoroughfares, Kiev St. and Moscow St., link up
Yalta with the nearby community of Uschelnoye. An attrac-
tive modern residential district has arisen on Chainoye Hill.
Housing units with another 160,000 square metres of
floor space are to be built by 1965.
But housing is not the only construction going on in
Yalta. There is, for example, the Fish Factory, a handsome
structure which harmonizes with the whole architectural
ensamble of the resort.
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FOCTHHHIla gOpearmaD AJ1H HHOCTpaHHbIX TypiCTOB pac-
no.rio>HeHa ripOTHB ropo,acHoro st>iHHasi?, ?YxpaiiHaD, ?FlpiimopcxasiD 14 Ap.
TypncTbi, uprie3Hcalo1uHe Ha caoeil awromauniHe, moryT
He 6eCHOKOHTbCH 0 ee aaripaaxe HAN pemowre. 9TH 3a60Tb1
6epyT Ha ce6a pa6OTHHICH CTaHHHH TexHiP4ecKoro o6c.nyHoi-
BaHH5I.
The Oreanda Hotel for foreign tourists overlooks the sea,
a stone's throw both from the main beach and from Maritime
Park. Here the visitor from abroad will find excellent service
and a high standard of comfort.
Yalta has a number of other fine hotels, among them
the Yuzhnaya, Ukraina and Primorskaya.
If you come by car, petrol and servicing are no problem.
The staff of the local service station will give you quick
and competent assistance.
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-1
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-
f
4.2
'r 1;
Sixra. Ha6epexcnam
Yalta. Embankment
51aTa FOCTI4H1110 ?Opeauf,roD
Oreanda Hotel, Yalta
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7
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
2323
1950. r. 1951 r 1952*r. 1953 r. 1954 r.
HEPEBO3KA DACCA)1(HPOB MECTHIAM (13J10TOM
' 5IIITHHCKOF0 HOPTA (mow. iteA.)
TRANSPORTATION OF PASSENGERS BY BOATS
OF THE YALTA PORT (THOUSANDS PERSONS)
1955 r. 1956 r. 1957 r. 1958 r. 1959 r.
1960 r.
0.0
_
t=7
? -
- - =
Nese
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Declassified in Part - Sanitized Copy A roved for Release 2012/12/06 :
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Flo o61emy naccamuipcimx nepeBoaoH nopT aaHlimaeT
OAHO H3 nepabix mecT H CCCP. PacTeT marepHammoe 6.naro-
COCT0511111e COBeTCKHX jiiojieii, yHemitmHaeTca H npliToH Hy-
popTHHHort Ha IthicHblil 6eper Kphima. arlim H 06b5ICHFIeTCA
pocr oithzema naccammpcmix nepersoaoH.
In volume of passenger traffic Yalta is one of the busiest
seaports of the Soviet Union. As the Soviet people's living
standards rise, more and more citizens spend their holidays
on the southern coast of the Crimea, with a corresponding
expansion of sea passenger traffic.
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Declassified in Part - Sanitized Copy A roved for Release 2012/12/06 :
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110MTH xpyr.abill ro,g naccasmpcithe cma 51JITHHCK0r0
nopTa xypcHpyloT me>kAy kypopmbimm nyHimmH 10>kHoro
6epera Kpuma.
311M0CI H JleTOM Ha 3THX cy4ax ACCATKH TbICS14 oTitbixaio-
UtHX coseptualoT mopciate 3KCK)/pCHH no HcTopHtleckitm H
AOCTOrlpHmetiaTe.ribHbIM mecTam.
Cemtt.neTHHm n.naHom npeAycmoTpeHo ita.nsHeihnee pac-
wiipeHHe H pekoHcTpylutHs nopTa, CTp0HTeJlbeTBO HOB0r0
rpy3osoro nopTa H nonanHeHHe nopTosoro dmoTa HOBbIMH
6bICTp0X0,111ibIMH naccasotpcmimit cy/tamm Ha noAsoAtibix
Kpb1J1b5IX.
Yalta Port operates a regular passenger service between
Yalta and the main resorts along the southern coast of the
Crimea practically all the year round.
Winter and summer, excursion boats take tens of thous-
ands of visitors to historic places and other sights in the
Crimea.
The Seven-Year Plan (1959 to 1965) calls for further
expansion and modernization of the port, construction of a
new cargo port, and introduction of a number of fast hydro-
foil boats on the local passenger lines.
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\\\ \\\
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SIJITa. CTO5IHKa cy,Roe
A section of the port
11
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
5:1JITa. M0pCK014 BOK3aJl. BHA CO CT0p0111.1 ropop,a
The marine passenger station in Yalta
12
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Bo [Tem oxitynautin 5IJ1Tb1 cbauntcrbi BOJIHOCTb10 paa-
pywnan nopT. He OCTaJI0Cb tin npittiaJion, HH mopocoro
BOK3aJla, HH oxittor6 yueamnero 3,1(aHH51. He60.71bWOil KOJI-
JleKTHES pa6o4tix H ntokenepos mitoro riorpyanacn, 4ro6bi
110,7J,HATb nopT 113 pylitt H c,aeaaTh ero riepnokaaccithim.
HoBbn mopcxoil BOK3aJI xpacnn, y,ao6en ii yioren. K yc.ny-
ram nacca)Knpos pecropanI napnxmaxepckan, nouTa H Te-
Aerpact). arcio,aa MO>KHO norottopitTb no Te.necbony C to6bint
ropuom mnpa. B 3,1aHHH mopcxoro noxaaaa HmeeTCH H 06-
MeHHblri IlyHKT rocy,aapcniennoro 6w-11Q CCCP, re ripona-
BOAHTCS o6mett linocrpannoll BaJHOTbl.
In the last war the nazi invaders completely destroyed
the port of Yalta. They wrecked the marine passenger station,
the piers and all the port buildings. The port workers and
engineers put in a great deal of effort to raise the structures
from the ruins and make Yalta a first-class port. The new
passenger station is a well-appointed building with restaurant,
barber shop, and post and telegraph office. You can put
through a telephone call from here to any city in the world.
Foreign currency can be exchanged at an office of the
State Bank of the USSR in the station building.
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131414MaTeAbHbf H 3a60T.1114BbI Bpatill ii me,aliwifIcKHe cecTphi
am6yHaTopHH 110pTOBliKOB. OHH cmenHT Ha Hnopoin;em maTpo-
COB, MOTOplICTOB HaTepoH, nopToshix pa6c4ix ---Bcex, Homy
noHepeHo nomeTHoe H 6.naroponHoe neHo 06C,Ily)H118311HH nac-
camthpos mopcmix cynos. Pa6oTHHKFI nopTa u HX cembH,
KK H BCC rpaKnaHe Hauler,' cTpaHbi, HeHaTcH 6ecn.riaTHo.
14HocTpaHHbie TyppicTbi H MOVAKH no.nb3yRiTcH 6ecn.naTHoil
menHuHHcHori nomoutbio HapasHe c coneTcHumH r.pa)HnaHamii.
Kpome .neHe6Hoil, Bpaqii nposonsiT 6o.nbuiym npotimnalc-
mqecxylo pa6oTy.
B 6HaroycTpoeHHom 0c06(1swe, Hena.neHo OT mopH, pac-
110.110)ReH AeTCKH11 can. Xopotuo H Hece.no snech "ma.nbiulam
pa6OTHHKOB HOpTa. CpencTHa Ha co,nepHcaHHe neT-
cHoro cana BblAeJ1FleT rocynapcTHo.
The medical staff of the port out-patient clinic cerefully
watch over the health of the seamen, port workers, motor-
mechanics and all those who are entrusted with the ho-
nourable task of attending the passengers. Like all citizens
of the Soviet Union port workers and their families get
free medical care.
Foreign tourists and seamen receive free medical treat-
ment on the same basis as Soviet citizens.
In addition to treating patients, Soviet doctors carry
out extensive disease-prevention work.
The children of the port workers are having a very happy
time in their kindergarten, which occupies a well-built
house near the beach. This kindergarten is maintained
by the state.
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10,k/iil/6100/11 t, Ili III 1 11 I Wi/A I
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51JITa. 1Kriy6 mopm(os
The Seamen's Club, Yalta
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no BetiepamH3 APKO OCBeIlteHHbIX 33.110B K.ny6a MOPAKOB
AOHOCATCH 3ByKli POHJIH. B TanueBa.ribmom cariohe BecemiTcsi
mo.noAemb. BO BMeCTI1Te.11bHOM K1111033.71e AemoricTplipyeTcH
HOBbIci
51JITHHCKHe 110pTOBHKH JI106HT CB011 K.T1y6 H tiacTo
flpH-
Xo)5T ciojka amecre c )Ketiahm H ACTbM11. B x.ny6e oprarmao-
BaH yimBepcHTeT KYJIbTypbI, pa6oTator KPy>KKH Xy,110)KBCT-
BeHHOrl camolkesiTe.ribriocni, AyxoBoh H cTpyHribici opxecTpu,
Ka6imeTbi TeXHHKH H cboTar1Io6nTe.nek.
MopaKR HHOCTpailliblX cyAos scera HaX0ASIT B
npnem. OHH ? rocTii 110pTOBHK0B
51JITbl.
In the evening you will hear music coming from the
brightly-lit halls of the Seamen's Club in Yalta. The young
people are dancing in the ball-room of the Club. In a
spacious cinema hall you can see a new film...
The Seamen's Club is very popular among port workers
who often come here with their families.
The Club boasts a University of Culture, amateur talent
groups, a brass band, and a string orchestra. It has a number
of technical hobby and amateur photography rooms.
Seamen from foreign ships are always sure of a cordial
welcome at the club from Yalta's port workers. .
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nOC.TIe OCB060)KAeHHH 5111TbI OT Hemeuxiix oxicynaHTos
pa6otHHHH norra CBOHM11 CHJIaMH TIOCTpOHJIH 48 M0pCKHX
cy,goB 'mina ?JlacTotixan. Ceilmac fa cmeHy ?Jlaczonxe?
npHumiii HOBble, 6onee coHepineHHble H Homcpopi.a6e.ribHb1e
cyila HaBoAcHoR nocrpocimi. Ka)H,goe H3 Tanix cyp,o13 mo)HeT
nepetto3HTb ;to .120 naccamuipos H paaimisaTb CKOpOCTb 11
MHJIb B mac. YFOTHbIe CaJI0Hbl, yAo6Hbie Hpecza H AHHallbi,
TellTbI Ha na.ny6e ? ace 3TO Ae.riaeT npe6bisamie Ha HaTepe
ripHATHbIM H OCTaBJIHeT He3a6mHaembie BIleIlaTJ1eHlin OT
rioe.moH 13,1k0J1b lawHoro i5epera Kpuma, H CesacTonanb,
CyAaH, 43eoocmo.
After Yalta was liberated from the nazi invaders the
port workers themselves built a fleet of motor launches of
the Lastochka type for the local excursion and passenger
service. They have now been replaced by new, faster and
more 'comfortable factory-made boats.
These boats carry 1120 passengers, 'cruising eleven miles
an hour. The boats have cosy salons. There are desk-chairs
and tents.
A trip along the southern coast of The Crimea, to Sevas-
topol, Sudak and Feodosia is a pleasant and unforgettable
experience.
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,
r
?
Ten.noxoA eMaccauApaD
The m. s. Massandra
M0pCKOR KaTep nina(tTlacTogaas>
A motor launch of the Lastochka type
,
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4=0.1
orari;2?0 4zigt,,cf
KaTep Ha noditeofittbix Kpb1J11,51X
A hydrofoil boat
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51.nTa ? aTo mopcithe BopoTa Ithithoro 6epera Kphima.
B NJITHHCKOM nopTy OCTaHaBAHBatOTCH nacca)Kupcxue Kpyri-
HOTOHHaWlible cyAa Aa.ribuero Cile,40BaHHA. KypopTuuKu
moryT noceTuTb J11113a,10410, 30J10TOci CrlaCTOMKNHO
rne3Aos), Mucxop, Anynxy, Cumeu3, KacTponoab, Oopoc,
ryp3ycl), Opyu3eucxoe, AnyuiTy, Cy;lax.
Yalta is the sea gate of the Crimea's southern coast.
Large passenger ships call at the port. From here, holiday-
makers can take trips along the coast to Livadia, Gold Beach,
"Swallow's Nest", Miskhor, Alupka, Simeiz, Kastropol, Foros,
Gurzuf, Frunzenskoye, Alushta and Sudak.
Boats ply between Yalta and the resorts along the coast.
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B flusaAHH ? 6b1mueci peaHAeHumu pycciouc uapeii ?
OTAblX310T rpy,toluoecg co scex KoHulos CCCP. 3,1ecb ripe-
KpacHbiii MUM, KoTophifi npuB,fieKaeT He ratibtco HypopTHH-
KOB caHaropuR cIluBaruism, HO II mHormx rypicrou. OHH
rIptie3>KaioT cgma Ha Karepax, orxoitriu.kilx 113 51iiTb1 B J111-
E13)11110 mepe3 KamKHTeJlbHOCTb nyTH
OT 51JITIA ,11,0 MHcxopa ? 40 MHHyT.
Miskhor is one of the loveliest spots in the Crimea.
A number of first-class holiday homes and health centres
are situated here, including the large Ukraina Sanatorium,
which has an indoor sea-water swimming pool.
? The Miskhor park is deservedly considered the best along
the Crimean coast.
Boats of the Yalta?Alupka line stop at Miskhor. The
trip by sea from Yalta to Miskhor takes 40 minUtes.
There is a restaurant in the beautiful park at Miskhor
and a snack bar near the pier.
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Mucxop. CauaToputi oYitpauma?
The Ukraina Sanatorium in Miskhor
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27
IVriri,77.777777 (tr
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1111 .? ?
trittrttrittrrtrtr 1
Fcre.1764717r
?
# 0,0
?00
7' 7
40, "
~It
.141111fr_!
28
A.nyrma. ,aaopen.-myaeil
The Palace Museum in Alupka
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AAynKa wropoil noaHamemim noue RAM! KypopT Ha
10wHom 6epery Kpuma.
BHHmarme mHoromHcAeHHmx noceTHTeAeA nplumemeT
AnynamicKHA Asopeu, nocTpoeHHmA B HamaJle npoulaoro
mica. Oco6eHHo KpacHa KOKH11111 cpacaA B maapHTaHcKom
crime 11 UJHOKB xameHHaa .necTHrata c Tpema napamH
6e.nbix mpamopHbix .nbaoa. Zaopeu oxpy)KaeT 6o.ntanoil napa.
B aanax ABopua-myaea co6paHo mHoro npoHaBeAeHHA
H3o6pa3meabHoro HcxyccTaa.
YA06Hee acero nonacm B A.nynxy mopem. nP0A0A)KH-
TBAbHOCTb nyTH OT 14ATH AO AAyBKH -- 1 mac.
Alupka ranks second in importance after Yalta among
the resorts along the southern coast of the Crimea.
One of the main sights here is the Alupka Palace built
in the beginning of the 19th century.
Especially beautiful are the southern facade of the build-
ing in the Moresque style and the "Lion Terrace", an impos-
ing wide staircase decorated with three pairs of white marble
lions. The palace stands in a large and beautiful park.
A Museum of Fine Arts has been set up in the palace.
The most convenient way to reach Alupka from Yalta is
by sea. The trip takes one hour.
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OAHH H3 HpyriHeitinHx H Hati6onee craphix xypopTor3 ?
CHMeH3. anaroAaTHmit KJIHMaT, o6HHHe PaCTHTeJlbHOCTH H
YAO61tb1.e n.aaHni nptisneKaioT ciojaexceroAHo ThICH,114
B HypopTHom noceaxe CHmema pacnonO)Ketio cemb ca-
HaToplieH.
HeAa.neHo OT nphtla,na B mope HAaeTca Hbicoxaa cita.na
Aliso. flo y3KOcl orpaK(eHHoil HameHHoil JleCTHHIte MOSICHO
71011,HHTbCH K ee HepuntHe; o-rcio4a OTKP131133eTCH 6ecHoHe4-
mopckaa ,113.11b.
CHMeH3CKHR rt.n FOK ()Aim H3 HyttinHx Ha 10>KHOM 6e-
pery.
Me.Kay 5IJITOI ii CHmeHaom pery.napHo HypctipyloT nac-
caHutpcicHe kaTepa.
Simeiz is one of the oldest and largest resorts along the
southern coast of the Crimea. Its salubrious, climate, rich
vegetation and excellent beach attract thousands pi visitors
every year. There are seven sanatoriums in Simeiz.
There is a beautiful cliff named "Divo" ("Wonder Tower")
above the shore not far from the pier. Excursionists who
climb to the, top along the narrow stairway cut out of the
rock are rewarded by a breath-taking view of the sea and
the coast.
The beach at.Simeiz is one of the finest along the southern
coast.
There is a regular boat service from Yalta to Simeiz.
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./ ?.' / / ' ? / / '\ '''\, s'', ? ? . . _------1
?
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/ / /
1
c
\
--_1
B Cumense
A scene in Simeiz
31
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? ',P."
?
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4-reak
?MIL
r
''".-4"1-41??
-,:arrrt
32
flpuaii y HI1KIITCKOITI 60TallligeCKOr0 caAa
The pier at the Nikitsky Botanical Garden
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B cemm KIVIOMeTpaX OT 1J1Tbl pacHRHy.nacb e3e.neHaH
coHposinummuaD Kphima ? HHKHTCKilii 6oTaimmecHH11 caA
n.noinaAbio 280 rewrapots. OKOJIO 7000 slurps pacTeHmil
co6paHo 3,Rech B >HHHylo KOJIJIeKBH10 CO ticex macTell cHeTa.
Hay?mbie carpy,runiKH 6oTaH4P-leCKOr0 caika Ha OCHOBe
miiHypHHcHHx meToikos HOBbIe Hei-mbie copTa n.no-
AoHbix, TexHHHeciaix H ACKOpaTHBHbIX pacTeHml, nomoratoT
K0JIX03BM H coHxo3am BblpaLHHBaTb 60FHTlaIe ypoxiau cppyK-
TOB.
HHKHTCKHCI 60THHH4eCKIIii ca,a ? nepnbik nyHHT, Kyika
3aXO,KCIT cma, HypcHpyiouime me.KRy 51JITOCI, cyp3ycpcm H
AJIyurroft.
flp0,KOJI}KHTeJlbHOCTb nyTH OT BJITbl ? 15 immyT.
The famous Nikitsky Botanical Garden, "green treasury
of the Crimea," is only about four miles from Yalta. Cover-
ing an area of 700 acres, it contains some 7,000 species
and varieties of plants from all over The world.
The staff carries out a large programme of research and,
besides, gives practical assistance and advice to collective
farms and state farms.
The Nikitsky Botanical Garden is the first stop on the
boat lines from Yalta to Gurzuf and Yalta to Alushta.
The trip from Yalta to the Garden takes 15 minutes.
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3a FINKHTCKHM 60THHH,leCKMM cawyt THHTICH 6epera
Begno3e.nenoro Fypaycl)a ? oAnoro 113 nonyAnpneIluinx KAN-
maTugecKnx xypopTon Kpbima. ageCb B 1820 roAy a OMe
renepa.na Paencxoro A.nexcanAp Cepreenn4
TpexneAe.nbnoe npe6b1na1ne a Fyp3y4ke Fiyunoin cmwra.ri
cmacTimieflwnm spemenem cnoeil HK113H14.
B 6oraTecnnem nape ryp3ycpa MO>KHO yBHACTb nonble
nocaAxii caminnTa, Aexopanunoro rpanaTa,11 11 pa3.rni4-
HbIX 11.1100BEX Aepenben. ra30Hbl napxa yxpaulaior p03b13
r.naxicoycbi, BHOJIbl, umHHH.
Soon after your boat leaves the Nikitsky Botanical Garden
the evergreen shores of Gurzuf, one of the Crimea's most
popular climatic resorts, come into view. Alexander Pushkin
the great Russian poet, spent three weeks in Gurzuf in 1820
as 'a guest' of General Rayevsky. Pushkin regarded those
three weeks as the happiest time of his life.
One of the many places in Gurzuf associated with Pushkin
is a huge cliff to which the poet often came.
In the luxuriant park there are young groves of box-trees,
decorative pomegrantes, thujas, fruit trees of various kinds,
and colourful beds of roses, gladioli, and zinnias.
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Fypaych. (130HTaH Homb?
The Night Fountain in Gurzuf
_
,
aasurt-:--
01,
- A
?
06wolii BHA ryP3Y(1)a
A general view of Gurzuf
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4,!*
1
aww4117.--
Ag"
-
'111.1Wiroalp VI ft M.
0711711. :---;+?%%--"...1 G03- -.4ilwr-wwww.w. :???
CyAno y ApTexa
Approaching Artek
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K BOCTOKy OT ryp3y0, BAo.nb 6epera mops, y non-
HOWIA ropm Ato-,aar (MeAsezib-ropa) cpeAK Kimaplicos
JlelOT Kopnyca rscemiipKo H3BeCTHOr0 AeTcKoro.camaTopKoro
narepa cArreio.
ApTeK cTazi narepem utoKepcKoil ,apyKi6K1. Cloaa nprtea-
KcatoT ,LkeTH miiontx 3apy6e>Ktibtx cTpaK. )KH3Hb nKoKepoK
mtioroo6pa3Ka H mrrepecKa. nO6b1B3B11.114ii B rocTax y apTe-
KoKueK cppattuyacKKil micaTe.nb Aupti Bap6toc mican: ?Ap-
TeK ? 310 KacToKnimil pail, Ko pail aemKoil,
Y mioliepoB eCTb CB0r1 C1).flOT ? 6KicTpoxombie KaTepa
H MOT060Tbl, 111.1110r1KH, SIJIHKH, 6aila,apK11.
Farther east along the coast from Gurzuf you see the
white buildings of the world-famous Artek children's camp '
among the evergreen cypresses at the foot of Ayu-Dag (Bear
Hill).
Now that boys and girls from many other countries spend
their hblidays at Artek, the camp has become a centre of
international friendship among children. The camp offers a
full and interesting programme of activities. After visiting
Artek Henri Barbusse, the French author, wrote: "Artek
is a true paradise?and it is a paradise on earth, a real one."
The children at Artek have their own fleet of fast motor
? launches, sailboats, rowboats and kayaks.
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AsymTa ? spyrnibul KsHmaTHnecithil sypopr ? pac-
no.nosceHa mesqy 51.nTori H CHm4)epono.nem.
CK.110Hbl rop, osppsaiounix A.nywTy, ycaweribi smiorpaA-
HOil JI03011,? nwrpyconbimH sy.nbTypamn, Ta6asom. Best
knyuiTa yTonaeT B cPpysToBbix camx.
KomWopTa6e.nbuble naccaxwpcsue Ten.noxopba 5IATHH-
CKOr0 mopcsoro nopTa OTX0AHT 113 51.71Thl H A.nyuiTM no pac.-
nHcaimio. Bpems pa6oTH Tennoxwws cocTameHo c yseTom
Hp116bITHSI H oTnpassemin naccaswpcsnx noes/pa B CHmcpe-
ponosb. rIpti.ewswouwe Ha 10)sHb1ii 6eper Kpbima H yes)swo-
uwe sypoprnmw moryr umposo 110J1b30BaTbCH M0pCKHM
TpaHcnopTom.
Alushta, a large climatic resort on the coast, is situated
about half way between Yalta and Simferopol, administrative
centre of the Crimea. The port of Yalta operates a line of
comfortable passenger boats between Yalta and Alushta.
The schedule of arrivals and departures is coordinated with
the Simferopol train timetable. Holiday-makers arriving
on the southern coast of the Crimea from Simferopol or
leaving for home find the boat line a great convenience.
The slopes of the mountains which enclose Alushta are
covered with vineyards, citric trees and tobacco plantations.
Alushta is buried in flowering orchards.
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10)Kubak 6eper Kpmma
The southern coast of the Crimea-
A.nyinTa. nOpTIlyHKT
The port administration building in Alushta
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R
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a
0
0
0 0
0 9
o 9
0
a JO'
- 44.
!?`
40
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1-IT0 MO}KeT 6bITb ripiffiTHee neHepneii. nporyAKH no mopio
110A3ByKli My3bIKII!
...10xthasi Termia2 HO'-Ib. Becuiymno CKW1b311T Team-
xo4 no Hen0ABliN(Hoci r.naim mopH. KaK B aepKaJie oTpa-
)KalOTCA HpKo ocHeukenHble BAJ110MliliaTOpb1, py.FieHasi py6-
Ka ? BeCb CHJ1y3T KaTepa.
Exceimenno c HacTymienHem CYMepeK MHOMBCTBO KypopT-
IIIIKOB, TypiicTon 11 HoiTe.riefi 51.11Tb1 coBepunIOT BeHepHlie
nporyAKH Ha cmax 9JITHHCKOr0 nopTa,
TbIC5P4aMli orHefi.
What could be nicer than an evening cruise along the
coast to the strains of music. There is no finer pastime in
the summer months, than such evening excursions.
It is a warm southern evening. Our boat noiselessly glides
over the mirror-like sea. The silhouette of the brightly lit
boat is clearly reflected in the water. Every day at twilight
holiday-makers, tourists and Yalta residents board brightly
illuminated excursion boats in the port of Yalta.
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B 51.nrrin1cioici nopT 33 X0)(SIT KowpopTa6e,nbrible nacca-
)Knpcmne cy,ika 3xcnpeccna J111111113 0Aecca?BaTymn.
Exceroingo 6o.nee 100 MICA naccanmpon conepulaioT
mopcxne nyTemecTann B 110p Tb1 4ep HOF? ii A3OBCK0F0
mopeci.
Large well-appointed ships of the Odessa?Batumi pas-
senger express line call at Yalta.
More than 100,000 passengers travel annually from Yalta
to other ports on the Black and Azov seas.
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
\\
A
"--"wrz1,1 ? ? ? ? ? 0 sek 01110111K *Pe.".
00$ 'AO go ?
? ?
9
?
... 1
. ?
?71111.r.,Nuot
?t
tkv-tA
' ?
., 4:1.1 ' '?
?is...1..1?
,a13eob-9,riewrpoxoit uPOCCHAD y nptmana
The Rossiya in Yalta
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
43
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
LJ
vc)
01 :1)44
44
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HHOCTpa11110e Cyjr,H0 B BJITHHCKOM nopTy
A foreign ship in the port of Yalta
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110IITH xaricAbifi imocTpariubul Typricr, lipH6bIBBIOlitHil B
CCCP, noceuraer 5LnTy. TO.111)K0 B 1960 roAy B 51JITe no6m-
BaJ10 ()KOJI? 18 000 TypricTou. AHL11144aHe H rpexu, cPpair-
uyshi H pymburbi, 111Be1fbl H 6o.nrapbi, amepmxauubi H tiexir ?
rice makiyT y irac parryturie, suumaraie HApyrKecxoe roue-
ripliNTACTBO.
Ovie.rieurie ?HriTypircm opraurisyeT 3KCKypCHOHHble no-
e3,IAKH TypHCTOB, imure.iiReT nepeuoAtaixori H 3KCKypCOBOA0B.
Almost every foreign tourist visiting the USSR comes
to Yalta. About 18,000 foreign tourists from Britain, Greece,
France, Rumania, Sweden, Bulgaria, the United States,
Czechoslovakia and other countries visited Yalta in 1960.
They all receive a most cordial welcome here.
The local branch of the Intourist agency arranges excur-
sions for tourists and supplies interpreters and guides.
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Declassified in Part - Sanitized Copy A roved for Release 2012/12/06 :
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K nily60K0130Allb1M nputia.nam 51.writucK0r0 mopcKoro
nopTa moryT LuBapTonarbcti oxeancKne nacca.mupcKite
KpyritioTointa)KHme rpy3oBbie
FlopT 3aila maensi TO.MKO nepeBoaKamii nacca)Kupou,
110 a nepepa6oTKa rpyaon. Becb 10>Kubiti 6eper Kpbima
cua6)KaeTca cTpOuTenbllbIMrI maTepumamit, TOHJII1130M It pas-
uflIbIMH npo/oBoJmcTBennbIMu Ii 11p0MbIlUJIeHliblMli ToBa-
pamii gepe3 51JIT11IICKlifi mopcKoil nopT.
The port of Yalta has deep moorages that can accommodate
ocean liners and freighters.
The port handles cargo as well as passengers. Building
materials, fuel and other commodities for the whole southern
coast of the Crimea pass through the port of Yalta.
Declassified in Part - Sanitized Copy A roved for Release 2012/12/06 :
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7/// /7.72 /V/
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6 \
DEPEPABOTKA ITY3OB % I( 1950 r.
CARGO HANDLED IN PERCENTAGE OF 1950
9-50 r. 19517.-1952r.
1953- r.
1954 r.
19557.
1953r.
1'9571- r.
Mgr.
1960r.
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
51.nra. B Ilpiimopcicom nape
Yalta. Maritime Park
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Liapyioutast HpacoTa xpaa, ComeTa tale Heimose.neHott pac-
TI1TeJ11,FIOCTI4 C ro.ny6b1m mopcHtim npocTopom, Terhilhal, msir-
Mai H.ritimaT ? ace 3T0 cosAaeT ripeicpacHbie YCJIOBRSI JVISI
nwilioiteHHoro oTAbixa.
1,1HocTpaHithie mopHHH HTypPICTbl, nocetuaiouti4e101oihai
6eper Kpuma, HmeioT BO3MO.WH0CTb 6,11113K0 03HBKOMIlTbC51
.0 YCJ/081151MH TpyAa a 6b1Ta COBeTCKBX Juwieft a y6eittiticH,
coHeTcHitil HapQR )He.riaeT mHpa 1.1 npoutieTaHHA BUM
HapoAam.
The enchanting beauty of the coast, with its emerald-
green vegetation and blue sea, and the warm, mild climate
make the Crimea the ideal place for a holiday.
Foreign seamen and tourists visiting the southern coast
of the Crimea have every opportunity to gain a firsthand
knowledge of the life and work of the Soviet people. They
will see that the Soviet people want peace and prosperity for
all nations.
a
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06:
CIA-RDP80T00246A023000360001-6 uitrivin in >MIN
,I10 HEKOTOP blX HOPTOB MHPA
(e mopocux Mull fix)
A.11exca Hu HH 1858
AmcTepn,am 3501
B om6e11 4143
BopAo 3119
BOCTOH (AHNIHK) 3518
BOCTOH (CILIA) 5124
Bpemeti 3712
Byauoc-Atipec 7401
ram6ypr 3722
rilaimcx 4083
Hoxora ma 8999
KaabKyTTa 5788
JI0H)TOH 3432
Menb6ypH 8934
Hb10-nOpK 5301
flopT-Cau,n 1097
CTOKrailbM 4236
XeJlbCHHKH 4370
lila (ixaA 8298
Mapce.nb 1689
'lupe() 663
Heenan b 1285
Oc.n o 3987
aam6y.ri 314
Fii6paxrap 2111
DISTANCES BY WATER FROM YALTA TO:
Port Naut. Miles
Alexandria 1,858
Amsterdam 3,501
Bombay 4,143
Bordeaux 3,119
Boston (Britain) 3,518
Boston (USA) 5,124
Bremen 3,712
Buenos Aires 7,401
Calcutta 5,788
Gdansk 4,083
Gibraltar 2,111
Hamburg 3,722
Helsinki 4,370
Istambul 314
London 3,'432
Marseilles 1,689
Melbourne 8,934
Naples 1,285
New York 5,301
Oslo 3,987
Piraeus 663
Port Said 1,097
Shangha 1. 8,298
Stockholm 4,236
Yokohama 8,999
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Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
/flJZ h damn" ? ? Rostov
A30B
Azov
Ogaxoe
Ochakov
0,4ecca
Odessa ?
KoncTauua ,/)
Constan,tsd
?
Baplia
Varna
?
CTam6y,5
Istanbul ?
Xepcou
Kherson
Xop,Tibi
CxaAosciak Khorly
Skadovsk. ?
---?,..... /73 r......... ...--
,.._,
&sump-Hi
e...,
Evpatoria
- ?
CeBaCTOrl
Sevastop
A.nyurra
Alushta
?
te\
BepAsuicic
Berdyanskw
eptlb
.Iierch
diCyAak\i'
udak
ci
4 H000poccuilck
Novorossyisk
le
? jiel:n1111Nc"K
a
4EPH0B MOPE
THE BLACK SEA
/
? TTuYaapilscee
COMB
.\ ? Sochi
rarpa
Gagra
Cyxymn
" Sukhumi
Iloru
\ Poti
I_ Barymu
e` IP Batumi
j
X yAmminnil : F. B. Caoutpcua, B. A. 11.1anag
TOXIIIPICCK1111 peAanTop E. A. Tuxotioact
1/13,L1ATEJIbCTBO ?MOPCKOP1 TPAHCI1OPTc
MOCKBA ?1961
ABTOp MHX311.3 Ap3yMaH0B114 JI3J13531i
Xy,B0>KBCTBeHliblit peAawrop If. F. BapbialoG
PeAawrop J1. 11. J1a3apeoci
Koppenrop H. ii. AlaprnbRnooa
Tapaw 75 000 3E3. Bymara 70X92 1/8
1,5 6ym..n., 3,51 nem. .11., 4,31 yq.-naa..n. P-2398 3ana3 N',2 4067. LI,ena 48 non.
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- Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6
YALTA: SEAPORT AND RESORT
ct4 1:=3
r
Declassified in Part - Sanitized Copy Approved for Release 2012/12/06: CIA-RDP80T00246A023000360001-6