Building regulations for the Hull Of The Submarines Type VII C/41

High Command of the Kriegsmarine

Berlin 1943

Translated and edited by Jonathan McMichael

A General Rules

A 1 Building Documents

a) Drawings and schematics that are part of the building regulations.

Line plan
Construction chip crack.
Longitudinal section and deck plan.
Layout plan and cross-sections.
Rib table.
Cell, bunker, tank, and room layout.
Main Ribs
Iron plan.
Bow.
Stern.
Contents curves of cells, bunkers, and tanks.
Scheme of the rudder system.
Scheme of the rear deep rudder system.
Scheme of the front deep rudder system.
Scheme of diving cell and diving bunker facilities.
Scheme of flood, bilge, and trim lines.
Scheme of drinking and washing water pipes.
Pump plan.

Schemes 12 to 18 are set in the annex to the special construction instructions for the main and auxiliary machines of the U-boats, type VII C/41 (B. B. V.—U [M]).

a) Corrections to Building Regulations

The shipyard shall submit a quarterly (beginning of January, April, July, October) to a compilation of the changes to be made in the building regulations, according to which the copies therein must be corrected.

Changes to the building regulations which are deemed necessary must be notified by the shipyard to the O.K.M. quarterly (at the latest by 1 January, T. April, 1 July, 1 October).

They shall be included by the O.K.M. after examination in the compilation of the amendments and shall be entered in the building regulations in accordance with the instructions of the O.K.M.

Insofar as these are changes which result in a construction delay or additional costs, the express consent of O.K.M. must be obtained before execution.

b) Inconsistencies

Should there be any discrepancies between the building regulations, the contract drawings and the delivery instructions, the decision of the O.K.M. must be obtained.

If the building regulations S refer to mechanical engineering components and to the building regulation M, the construction regulation M remains decisive for the execution of these mechanical engineering components.

c) Nature.

The submarine shall be manufactured in all its parts of the most suitable material in impeccable work in an impeccable manner and permanently, considering the latest experience.

d) Completeness

The components and equipment not mentioned in the following provisions, which are still necessary for the performance, safety and safe operation of the submarine and its equipment, shall also be provided for.

In addition to this special building regulation for the hull of type VII C submarines, the construction of the building is subject to the

General Building Regulations for the Hull of Ships, Boats, and special ships of the Kreigsmarine (A.B.V. -S-)

**General Building Regulations for Submarines (A.B.B. F.U.)

General Building Regulations for the Ship Buildings of the Navy (A.B.B. I and II green; and A.B.B. blue).

All additions, improvements and fittings that have already been carried out in a series of submarines are to be provided accordingly also on these submarines, even if this building regulations do not specifically mention this. In case of doubt, please contact The O.K.M.

e) Delivery of Drawings and Books

The presentation, execution and delivery of drawings, sketchbooks, descriptions, operating instructions, and ship books must be carried out in accordance with The A.B.B. No. 1 and A. B. B. I No.’s 8 and No. 9 unless special provisions require otherwise.

A 2 Building Weights

a) Weight set-up

In the construction and equipment of the hull, the weights listed in the following weight stroke (as of 1 July 1943) are not to be exceeded for each group of the building regulations.

+--------+-----+-------------------------------------+--------+-------+ | Gruppe | 4 | | 97.06 | t | +========+=====+=====================================+========+=======+ | “ | 5 | | 3.40 | t | +--------+-----+-------------------------------------+--------+-------+ | “ | 6 | | 22.40 | t | +--------+-----+-------------------------------------+--------+-------+ | “ | 7 | | 6.1 | t | +--------+-----+-------------------------------------+--------+-------+ | “ | 8 | | | t | +--------+-----+-------------------------------------+--------+-------+ | “ | 9 | | | t | +--------+-----+-------------------------------------+--------+-------+ | “ | 10 | | | t | +--------+-----+-------------------------------------+--------+-------+ | “ | 11 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 12 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 13 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 14 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 15 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 16 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 17 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 18 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | 19 | | | t | +--------+-----+-------------------------------------+--------+-------+ | | | | | t | +--------+-----+-------------------------------------+--------+-------+

b) Completeness

The components and equipment not mentioned in the following provisions (which are still necessary for the performance, operational safety and safe operation of the submarine and its equipment, for example, are also required.

In addition to this special building regulations for the hull of type VII C submarines, the construction of the vAUgemcincn building regulations for the hull of ships, to apply the boats and special equipment of the Kreigsmarine (A. B. V. — S —) and the 9 General Building Regulations for submarines (A. B. B. f. U.) as well as the General Building Regulations for the Ship Buildings of the Kriegsmarine (A. B. B. I and H grün and A. B. B. Blau).

c) Delivery of Drawings and Books

The presentation, execution and delivery of drawings, sketchbooks, descriptions, operating instructions, and ship books must be carried out in accordance with The A.B.B. No. 1 and A. B. B. I Nos 8 and No 9 unless special provisions require otherwise.

S I Shipbuilding Workshop

+------+---------------------------------------------------------+----+ | G | 22: Intelligence facilities | 2. | | roup | | 60 | | | | t | +======+=========================================================+====+ | “ | 23: Side rooms for the crew | 0. | | | | 00 | | | | t | +------+---------------------------------------------------------+----+ | “ | 24: Kiel | 1 | | | | 3. | | | | 90 | | | | t | +------+---------------------------------------------------------+----+ | “ | 25: Lifting devices | 0. | | | | 00 | | | | t | +------+---------------------------------------------------------+----+ | “ | 26: Facilities on the hull for mechanical engineering | 0. | | | equipment | 70 | | | | t | +------+---------------------------------------------------------+----+ | “ | 27: Various expansion | 0. | | | | 03 | | | | t | +------+---------------------------------------------------------+----+ | | Supplement for welded material and riener heads | 5. | | | | 20 | | | | t | +------+---------------------------------------------------------+----+ | | Total S I Shipbuilding workshop (without ballast) | 27 | | | | 9. | | | | 65 | | | | t | +------+---------------------------------------------------------+----+

S II locksmith's workshop.

+-----+----------------------------------------------------+-----------+ | Gr | 1. Closures for pressure bodies, bulkheads, decks, | 4.60 t | | oup | and outer bodies | | | | | | | | (without Luksulle) | | +=====+====================================================+===========+ | “ | 2. Railing | 0.30 t | +-----+----------------------------------------------------+-----------+ | “ | 3. Ladders and crampon | 0.04 t | +-----+----------------------------------------------------+-----------+ | “ | 4. Window | 0.00 t | +-----+----------------------------------------------------+-----------+ | “ | 5. Round woods and rigging | 0.01 t | +-----+----------------------------------------------------+-----------+ | “ | 6. Flood and bilge equipment, other shipbuilding | 4.90 t | | | pipelines | | +-----+----------------------------------------------------+-----------+ | “ | 7. Equipment for rudders, rudder lines | 2,90 t | +-----+----------------------------------------------------+-----------+ | “ | 8. Devices for guns and handguns | 0.10 t | +-----+----------------------------------------------------+-----------+ | “ | 9. Anchor | 2.10 t | +-----+----------------------------------------------------+-----------+ | “ | 10. Equipment for torpedoes | 2.00 t | +-----+----------------------------------------------------+-----------+ | “ | a. A: Facilities for TM | | +-----+----------------------------------------------------+-----------+ | “ | 11. Facilities for navigation | 0.20 t | +-----+----------------------------------------------------+-----------+ | “ | 12. Facilities for diving cells, diving bunkers | 7,50 t | | | and free-flooding rooms | | +-----+----------------------------------------------------+-----------+ | “ | 13. Ventilation devices | 0.00 t | +-----+----------------------------------------------------+-----------+ | “ | 14. Equipment for crew | 0.70 t | +-----+----------------------------------------------------+-----------+ | “ | 15. Safety devices | 1.04 t | +-----+----------------------------------------------------+-----------+ | “ | 16. Lifting devices | 0.00 t | +-----+----------------------------------------------------+-----------+ | | 17. Various facilities | 2.30 t | +-----+----------------------------------------------------+-----------+

Supplement 0 t

Total S II Locksmith's Workshop 28.69t

S III Carpentry and Sheet Metal Workshop.

Wegerungen in den Wohnraumen 1.80 t
Einrichtungen der Wohnraume fur Offiziere und Feldwebel
Einrichtungen der Wohnraume fur Unteroffiziere und Mannschaften 1.60 t
Verschidenes

Total S III Tischlerwerkstatt 4.00 t

a) S IV Mater workshop.

b) Weighing

The individual parts of the hull shall be weighed in accordance with the above grouping and shall be subscripted among the groups of the weighing registers of the same name.

The submarines to be weighed are specified in the delivery instructions.

Loose articles of use must be booked under y equipment and not under 'hulls'.

Parts for mechanical engineering purposes that are firmly connected to the boat body, such as brackets, pressure body penetrations for mechanical parts, are to be recorded in the corresponding ship assemblies.

Insofar as these parts form part of the compressive body plating, such as pressure body penetrations for mechanical parts, they must be weighed in the group SI4. The flooring of all rooms, including those of the diesel engine room and the E engine room, must be weighed in the ship group S I 9.

Floor sheets or stepping strips which are firmly connected to machines shall be recorded and weighed under M I 15.

Note y see n means that the above-mentioned component must be booked under the group to which reference is made, the note s.c.n states that at the indicated point also provisions have been made on the mentioned component.

The note vn means that the component in question must be weighed in the case of mechanical engineering in accordance with the building regulations for the machine plant (construction regulation M).

c) Proof of weight

The weight and center of gravity of all components must be calculated based on the drawings prior to construction and compared with the weight stroke. The weights weighed must be constantly compared with the estimated weights during construction. Which boats are to be weighed is specified in the delivery instructions.

The installed weights shall be communicated to the building inspectorate by group, separately, every quarter of a year in such a way that the building inspectorate can make the quarterly reports on time.

The weighing books must be delivered to the O.K. M. after completion.

d) Proof of displacement

During the construction, the over- and underwater displacements and priority calculations are to be compared with the building documents.

e) Calculation shefte

On the basis of the proofs of weight and displacement referred to in (c) and dispersed, the submarines to be weighed in accordance with the delivery instructions for the assessment of the stability and the trim and swimming position for normal and large payload shall be required every 4 months (in addition, as soon as possible shortly before the shipyard trim of the first submarine), to draw up predatory and priority calculations and to submit them to the O.K.M. on 15, 3, 15, 7 and 15.As with other major deviations from the invoice, stannnwerft must be sent an interim invoice without being requested, as is the case with other major deviations from the invoice.

After completion of the construction, the final weight, displacement, and priority calculation must be delivered to the O.K.M. based on the weighing book.

The weights weighed must be used in the weight calculations, as far as this is possible up to the time. These groups must then be specially identified.

In addition, the additional and lower weights of the individual groups shall be entered in a special column, provided that their weight differs from that of the main yard. The resulting stability and trim changes must be reported.

The invoices are to be included for the for water and underwater swimming pool: the weights, the displacements, the focal points for the individual groups of the hull, the machinery and equipment, as well as the stability for the stress cases specified in the calculation of the main shipyard.

In addition, a compilation of the main information and the cell, bunker and tank contents shall be attached and the Forwater swimming position shall be indicated for all stress cases.

The calculation scales are to be produced in only 6 copies, two of which are intended for the shipyard, the building supervision and the O.K.M. The special confidentiality provisions must be observed.

f) O.K.M. Building Reserve

A building reserve of the O.K.M. is not provided.

g) Building reserve of the construction yard

The construction reserve of the shipyard is 1.50 t.

h) In-service reserve

The required Inservice reserve of 1.50 t may not be used for modifications during construction. Their focus is to be assumed to be half the pressure body length and the half body diameter. (See S I 24c.)

A 3 Materials

a) General

The materials to be used for the hull, etc., should comply with the material standards of the Kriegsmarine. In drawings, bills of materials, etc., the standardized short characters are generally to be used. Non-standard special materials may only be used for fewer, important components. Procurement and acceptance must be carried out in accordance with the latest delivery conditions and acceptance regulations of the Kriegsmarine.

Only in the case of low-stressed components of minor importance can acceptance be dispensed with in agreement with the building supervision

All materials for more important components may only be purchased from companies listed in the Navy's supplier list.

The use of savings materials must be restricted as far as possible, but this must not reduce operational safety.

In the case of vital components, fuels may be replaced by substitutes only if they are equivalent in all respects and this does not affect the safety of the submarine and the reliability of the components.

During the war, the war-related austerity regulations apply, which must be observed closely.

All dubious cases must be resolved with the main shipyard and its construction supervision or the O.K.M.

Heat treatment and the hot and cold processing of the materials must be carried out properly, in the case of alloys or special steels only under the conditions specified by the material manufacturer.

A processing of rolled materials made of flux steel in a blue-warm state may not be carried out because of the brittleness that may occur. If necessary, the warmly processed parts must be re-heated normally after processing.

All sheets which are to be galvanized later are not to be appropriated at the time of delivery and must not be varnished.

The materials for components in contact with seawater shall be chosen in such a way as to avoid galvanic anemic eating.

For the processing of the printing bulkhead, see S I 7 b.

b) Material selection

All components of rolled material which can be claimed in normal operation with 12 atm corresponding to an immersive depth of 120 m, as well as all the chippings, angles, reinforcements, and other joints required for these components, shall be manufactured from St. 52 KM, the weldability of which shall be demonstrated. These parts include: the pressure body skin, the plating of the control and understatement cells and the (inner) submersible cell 3, the final bulkhead of the submersible cell 3 and all the slats and reinforcements required for these components, on the other hand, the bulkheads of control and understatement cells from St 42 KM are to be produced. Slats that are bent cold must be made of aluminum-calmed material.

For the plates made of St 52 KM, the tolerance for boiler plates according to the latest regulations of the German Kriegsmarine applies as the thickness tolerance. The sheets should preferably not have an undersized and must not exceed the permissible excess. If the collection points or the sheet metal processing yards or steel construction companies find any deviations in thickness beyond the values permitted under the boiler plate tolerances, these shall be communicated to the O.K.M. on presentation of a sketch of the measuring points and indication of the shot, which decides on a case-by-case basis on the possibility of use.

The weldability of all materials to be used and welded must be demonstrated.

All other components, unless otherwise specified and in so far as they are subordinate parts, shall be manufactured from St 42 KM or Thomas steel. For the use of Thomas steel in submarine construction, see O.K.M. disposition KIBm No. 1626/43 dated 12.5.43.

If different materials are to be used for individual series than those specified here for the pressure body skin, etc., the shipyards concerned will receive special instructions.

Strong flat irons, which are used for enclosing openings, such as the slurry of the pressure-resistant manhole openings and the edge flat irons of the pressure-resistant bulkhead, are to glow normally before welding in. See S I 7b

Insofar as steel casting is required, stg 45-81 BK is generally required for all components on whose reliability the safety of the boat depends (even for those parts exposed to the water bomb effect) (see KM 9106 2. January 1942) if non-high-quality factory toifs are particularly prescribed. Stg 45 - 81 may only be used for components of minor importance, insofar as they are not exposed to shocks or shocks.

For cast steel of any composition, it shall be indicated at the time of ordering that a weight plus tolerance of 7 % shall be permitted, but this must not be exceeded. If undermeasures can be allowed in the wall thicknesses, appropriate notes shall be included in the drawings.

There is no limit to weight undercutting, as this is given by the prescribed dimensional tolerances.

The sheath of the tower is to be made of special building material Wh o. Mo., the ceiling of the tower including the tower lid (see S II 1a) of steel casting of the following chemical composition (indicative values) and minimum strength values:

+----------------+----------------+-----------------+-----------------+ | C | Si | Mn | V | +================+================+=================+=================+ | 0.20-0.25% | 0.35-0.50% | 1.0-1.2% | 0.10-0.15% | +----------------+----------------+-----------------+-----------------+

In the event of significant deviations in the chemical composition of the cast steel from the guide values, the decision of the O.K.M. shall be obtained. The specific properties of the material which the yard intends to use for the tower ceiling shall be communicated to the O.K.M. before ordering the decision.

In a range of 900 mm sphere radius around the magnetic compass, measured by center compass rose, un-magnetizable material shall be used.

The materials of other components not listed here are treated in the corresponding groups.

The installation of light metals is largely restricted.

The compounds of light metals with heavy metals, copper, and copper alloys, should be avoided as far as possible. Where they cannot be circumvented, good electrical protection by means of protective coatings (see S IV) must be ensured either on the light metal or on the heavy metal in contact with the light metal or by packing swathes between light metal and heavy metal. Galvanized or phosphated steel is best suited as a heavy metal.

The regulations that the suppliers give to avoid anecration must be observed.

For screws with high mechanical stress, e.g. on-board wall closures, steel is used as a material ?? 8 Gt (according to DIN 267) galvanically galvanized to use. The nuts are made of material steel 5 D galvanized.

To eliminate the possibility of confusing oil-resistant with non-oil-resistant Buna in operation, for all seals only oil-resistant Buna, which is the in the material standard sheet KM9602 in the group “gi-ol” requirements.

Profile ruporter should be secured by gluing against tearing out of the groove and must not be pulled.

A 4 Construction

a) Gewicbtseinrestrictedmg, arrangement utu! Execution of the components.

The safety and reliability ier bauausfi'duung must not be put in l'hage on vain construction and weight saving.

Ade Hauteiie.inslx'sondere cables and pipelines, are as deep as they are awkward to lay) and for the purpose of confumviei'ung with now the most 12 now distance from the pressure clatter and from idlen schwilzw assot leading parts.

Smooth attsfiihmng of the ScbilTsbody.

The AußonschifT should have as few protruding edges and components as possible, also upper lmlb of the waterline; Rttdorrahmet), rejectors and all components installed on the upper deck or protruding outwards shall be carried out in a water-sclined manner and. where et required, be disguised in such a way that troughs cannot hook on the submarine.

b) Smooth export of the ships body

Near the flood opening and the outboard ventih' are to avoid upwards of bent sheets and upright f lanschen as much as possible xu. For example, sand absorbed in the case of ground Liegon must be able to be rinsed away at billowing or atts buportles, so that the pipes and inner cell]) cannot be contaminated and the pumps cannot be damaged. The rooms covered by hats as well as the lower part of the outside diving cells and the keel must also be protected from the ATrsandcn.

c) Interchangeability of components

Any components for which replacement may be possible after the completion of the submarines must be replaced. Spare parts must be manufactured like the built-in parts and worked to the extent that they can be installed without particularly difficult and time-consuming rework.

All nuts should be tightened with normal keys if possible. In addition, if sondcrscldüssel is required, the number of special keys shall be limited to the extreme.

d) Double on-board wall

All pipe conduction through the pressure body skin, insofar as they are in the pressure body, in non-pressure-resistant pipes and non-pressure-resistant inncn cells, must in principle be provided with two closures, one of which should lie directly on the board wall (see standards of the Germaniawerft G. W. N. 130). Over board wall slipunder NW 20 is decided on a case-by-case basis.

Allo's first on-board wall slip over NW 20 should basically be carried out with the water pressure closing.

The Kinbau of double on-board wall absclsso is excluded in the case of hatches and openings of similar size.

Encrypted in the open-air state of the submarine are accessible and lie within the pressure body either directly at the pressure grain or are connected to it by intermediate switching eimw particularly reliable pressure-resistant pipe manifold or nozzle, can be used as simple terminations itusgebildot, if the arrangement of double fasteners at the relevant place encounters great difficulties or remains better out of consideration for weight and slack.

All on-board wall closures and pressure body feeds, e.g. also for news media, sonar systems, etc., which are exposed to external pressure, must be fastened with expansion screws made of steel 8 G (DIN 267), galvanized (see A3b). The screws shall be encased in reinforcement flanges, which shall be connected to the pressure body skin by welding. Only the best Jt plate is to be used for the packaging of all on-board wall closures.

The handwheels and cranks of the first on-board wall ends must be marked by balls.

All on-board wall closures, all second terminations, the intermediate components and all reed components which can obtain external pressure or higher operating pressures than the external pressure during normal operation shall be designed for an operating pressure of 25 atm. They must be sealed in a closed state against a test pressure of 32 atm and be fixed in an open state against a test pressure of 40 atm without licking noticeably (see also S II 6 a). If these reinforced connections can no longer be procured in time, the previous ones used on the Type VII C submarines can continue to be used.

In the case of the pressure test, the type of load which occurs in the event of operation shall be imitated as far as possible, and it shall be assessed on a case-by-case basis whether, for example, any leakage that occurs can be regarded as permissible in view of the actual operating conditions and the safety of the submarine and its crew.

In accordance with A. B. B. f. U, the drawings of all on-board wall closures and pressure body feedthroughs with a diameter of 60 mm and above must be submitted to the O.K.M. for approval before execution. In any case, the drawing of the shipbuilding details must also be attached to the general arrangement drawing for the individual apparatus.

For Checking the dive cell and diving bunker fittings see SH 12g. For Inspect the components of the news systems exposed to external pressure see S I 22e. For List of all on-board barriers see A. B. V. — U. (M) IVc.

e) Pipelines, shut-off organs

All pipes, flanges, fittings, and associated components must be sized according to the latest naval standards, unless difficulties in procurement and space issues require exceptions. For the reasons of uniformity, the number of pipe widths to be used should be limited as far as possible, and if possible, only pipes according to standard sheet KM 7 for copper pipes and KM 8 for steel pipes should be used.

Each closure shall be connected to a display device which is easily readable from the control point, from which it must be clearly seen whether the closure is vzmt or soffen. It shall be such that the pointer wanders on the pressure body skin or the bulkhead when closing, when opening away from it.

All iron pipes laid under the hallway and outside the pressure body shall be galvanized inside and outside unless otherwise required for individual pipes.

The pipelines must be laid evenly upwards as far as possible without sharp short arcs and to avoid air bags. Good expansion options must be considered when arranging the flanges.

All pipes and fittings must be cleaned inside and outside before they are installed on board. Pipes that are warmly bent with sand filling must be carefully cleaned after bending by pickling, scratching, and blowing and otherwise appropriately from burnt sand or peeling before installation.

The shut-off bodies and interconnectors shall be arranged in such a way that they can be maintained during operation. All water-carrying pipes and fittings must be able to be completely drained by leaking screws.

The cranks and handwheels shall be executed in accordance with the existing standards.

Lubricant lines passing through the pressure body skin or through dense walls must be blocked by a tap, which must be operated from the inside.

f) Remote drives, rods

The remote drives arranged outside the pressure body shall be provided with particularly good lubrication devices for more important drives (rudders, immersion cell vents, etc.) as far as possible with central lubrication (see S II 7 a). The feed-through of the remote drives through the pressure body skin should receive accessible stuffing bushes that can be retracted from the inside. The remote drives are to be provided according to the KM standard sheets (reinforced version) in preparation at Deschimag, plant A. G. v WeserK, Bremen.

Bevel wheel transfers outside the pressure body shall be surrounded by closed housings to be filled with consistent grease. Running parts can be easily accessible by hand holes or flaps.

The control points of the central lubrication devices (unit system Heliosn or De Limon Fluhme and Co.) should be operated from the inner pressure body. Similarly, the filling of (pressure-resistant) lubricant reservoirs arranged in the outer vessel must be able to be carried out from the inside of the pressure body. Lubricants shall be those to be used after the composition of the marine lubricants (currently).

About galvanizing see A4i.

For the design of cranks and handwheels, see A 4f.

g) Welding, rivets, and screwing

The components of the pressure body must in principle be connected to each other by means of electrical welding. Electric welding must also be used as much as possible to save weight. In general, only butt welds without overlaps and flaps are possible.

The assembly and execution of the welds are generally governed by the welding regulation A. B. B. II No. 4 A, 2nd draft of 10 February 1940, for the riveting the rienere regulation A. B. B. No 9, the RM/HNA standard sheets Ni I to 5 and the decrees subsequently issued, unless different agreements are made in accordance with the experience of the shipyard.

For tank welding, see S I 18 b.

When welding flanges, particular care must be taken to ensure that, to avoid excessively high shrink age, the openings are to be cut as precisely as possible, according to the flange diameter, and the welds are not to be carried out thicker than prescribed.

The drawings shall specify the type and thickness of the weld and the electrode to be used.

Special emphasis must be placed on careful execution of oil-tight parts welding.

The circular shape of the pressure body must not be affected in any way by the welding, and the straight main axis of the pressure body must be preserved.

The preservation of the circular shape must be demonstrated by the imposition of mallen with precise radius of curvature.

Welding is, if possible, also applicable to the outer nave and upper deck. For a few other components, riveting can be used according to the drawings in question.

Special care must be taken when welding angle profiles with an appropriate flange due to the round edge of the web. To achieve good welding, the round edge of the flange must be cut off. When welding angles with an adjacent pad, the appropriate snare of the adjacent flange must be considered.

The water-resistance of riveted parts is . basically, due to stiffening. to deliver. Only exceptionally, sealing material may be used with the consent of the building inspectorate.

In the execution of the welds, care must be taken to ensure that the succession of the welds takes place in such a way that the welding stresses in the finished component, e.g., in the case of machine foundations and bulkheads, are reduced to as little as possible. In the case of difficult welds, the welding sequence shall be indicated on the drawing.

An accumulation of welds at a short distance from each other is to be avoided. The welds for all longitudinal and transverse bandages in the pressure body and outer vessel shall have at least 60 mm distance from the ring and longitudinal seams of the pressure body.

When welding thin components (bulkheads, cross beams, etc.) with considerably thicker ones (pressure bodies, pressure-resistant bulkheads, foundation beams, etc.) a transition must be created in stump surges by chamfering the thick parts to the thickness of the thinner ones.

Light walls under 3 mm are to be rhened with a flat iron, which is welded to the pressure body skin.

Where necessary, screws can be used in place of rivets, which can be made from seawater-resistant material wherever the danger of abrosing endangers the safety of the boat. (See A 3 a.)

h) Galvanizing, zinc protection

The rolling material of assembly S I cannot be galvanized without any restriction. Special attention must be paid to good paint, especially between components that are located on top of each other. Equipment, fittings, brackets, mounting brackets on the outboard, etc. are easy to galvanize. In addition, galvanized: iron pipes in the upper deck; and in the biles, unless otherwise slammed.

All lighter rods and their bearings outside the pressure body shall be galvanized or, to the extent necessary to maintain the gimgear, be made of seawater-resistant material. During the war, the regulations on savings must be observed.

In all cases where bronze and iron parts are permanently under seawater in direct metallic contact, e.g. at the oars, in pipelines, etc., or where otherwise, according to experience, edits have been found, there is plenty of zinc protection, the design and application of which must be carried out as uniformly as possible.

Fine zinc must be used in accordance with DIN 1706 for zinc protection pieces. The bare metal of the zinc protection piece must be well applied on the bare metali of the component. In the case of castings, the connection between the protective piece and the component must be ensured by well-directed screws.

Phosphated or rusted screws are not to be used for the connection of the zinc protection with the component, since the phosphate and the rust layer hinder the current transition between zinc protection, nut, screw, and component. After each major operation of the boat, the zinc protection flanges must be checked.

The lists of zinc protection flanges must be submitted to the O.K.M.

For Galvanizing the pipelines see A 4f.

For painting, see S IV.k Sweat water protection.

For sweat water protection, see S 117b.

i) Sound and sioßdiinmnmg.

Atte bowcglichett parts, of (only sounds or shrinkages, which allow an ahhorehen, are to be put on swinging metail according to the war experiences.

Visual lyrise squaportles in pipelines must certainly comply with the highest pressures that may occur during operation in the pipes concerned.

The vibrating motall intermediate pieces shall be tested with the appropriate test pressure.

Likewise, sotten old display devices do) apparatuses that. sensitive to shocks and shocks, obtain an elastic underlay or suspension.

To ensure that the protection of shock and damaged equipment and machines against water damage is fully effective, a margin of at least 5 must now be provided between these and adjacent boat parts, etc.

For the design of the sound insulation, see A.B.V. — U. (M) IV h 5.

For marking of sound insulation with a red warning line, see S IV.

A 5 Tests and Trials

a) General

All trials must be carried out in the presence of the building supervision. The results of the essential trials shall be laid down in minutes to be signed by the building inspectorate and the representative of Battwerft.

a) Check the pressure body and the water, oil, and airtight rooms.

The pressure body and the tower incl. Very ear peeling must be tested during construction on the Helling with an internal water pressure of 30 m pressure height via underbody pressure bodies.

Here, the pressure-resistant curved bulkheads may only be pressed from the hollow side with 30 m water pressure.

The waterproof flat bulkheads, to prove their tightness and strength, are designed to test pressure bodies with a water column of 1 m above the top edge.

The pressure-resistant doors must be inspected with 7.5 and the pressure-resistant hatch lids with 25 atm before installation in the workshop.

All pressure-resistant and all waterproof bulkheads of the pressure body must be tested with pressure tightness after all bulkhead passages and bulkheads have been installed (bulkhead proof test).

The lower pressure must be generated with the space aerators. It should be 25 mm of mercury column evenly for all Bulki-chin-sands of the Pressure Hull, with no change in the pressure os odor of the temperature during a test period of 10 minutes. If the scots are changed, the pressure test must be repeated.

The results of the pressure samples of all rooms and shackles must be entered in the bulkhead test book

To demonstrate the tightness or strength of important rooms, they shall be tested with an internal water pressure, the pressure height of which should correspond to the following installation:

+---------------------------+---------+------+---+----------+--------+ | Control cells | | + | A | Top | Test | | | | ttt) | b | | room | | | | m | o | | | | | | | u | | | | | | | t | | | +---------------------------+---------+------+---+----------+--------+ | Rule bunker | 4" | tfht | V | Y | Y | | | | m | | | | +---------------------------+---------+------+---+----------+--------+ | Understatement cells | .w | M&m | Y | Y | Y | +---------------------------+---------+------+---+----------+--------+ | Inner dive cell | | 30 m | Y | V | Y | +---------------------------+---------+------+---+----------+--------+ | Torpedo cells | | 30 m | V | Y | Y | +---------------------------+---------+------+---+----------+--------+ | Trim cells | | 30 m | V | Y | Y | +---------------------------+---------+------+---+----------+--------+ | Engine oil tanks | | 6 m | Y | Y | Y | +---------------------------+---------+------+---+----------+--------+ | Engine oil operating | | 6 m | Y | | Y | | tanks . . . | | | | | | +---------------------------+---------+------+---+----------+--------+ | Inner drift oil bunker | | 8 m | Y | Y | Y | +---------------------------+---------+------+---+----------+--------+ | Drift oil tank | | 6 m | Y | | Y | +---------------------------+---------+------+---+----------+--------+ | Outer dive cells | | 6 m | Y | V | Y | +---------------------------+---------+------+---+----------+--------+ | Diving bunker | | 6 m | Y | Y | Y | +---------------------------+---------+------+---+----------+--------+ | Drinking water cells | | 4 m | Y | Y | Y | +---------------------------+---------+------+---+----------+--------+ | Ammunition chamber, room | | Full | T | Y | D | | for T-devices | | | o | | | +---------------------------+---------+------+---+----------+--------+

The submersible cells 1 and 5 need to be carried out watertight only above the flood slots to be cut after the test; below the flood slots, they shall be made watertight only to the extent necessary to achieve the prescribed test pressure.

The waterproof rear and the waterproof back must be pressed after the launch with air of 200 mm water column.

The ceilings of the accumulator rooms shall be checked for tightness with air from a pressure of 100 mm water column.

All propellant oil and engine oil leading bunkers and tanks, including the immersive bunkers, shall also be tested with propellant oil with the prescribed pressure after the water pressure test. The propellant pressure must be at least 24 hours.

The facilitation of the pressure samples with 01, which was approved during the war, is indicated (see Vfg. K I U b 1355 of 26 April 1940, K I U b 10777 geh. v. 2 October 1940 and K I U b 10806/43 geh. v. 25 May 1943).

It is also pointed out that the graphitum coating of the bunkers etc. does not adhere to oil-wetted iron. It is therefore recommended to swipe with grahtum before the olpressure sample . The painting regulations of the delivery company for bunker paints must be observed carefully.

Shafts and fittings shall be checked with the pressure to be indicated on the drawings.

Insofar as antenna shafts are still installed, they must be checked with an internal pressure of 5 atm water. In addition, the tightness of the insulator mounted on the antenna shaft must be demonstrated after installation on board by a pressure sample with an external pressure of 18 atm water. (See M, MII 19.) The results of the tests must be entered in the Bulk Test Books.

For Inspect the components of the communication equipment exposed to external pressure see S I 22 e.

For Checking the welds see A 5 h.

For Testing of pipelines see A 4e and S II 6 a.

For Checking the diving bunker fittings see S II 12 d and e.

b) Other tests during construction

During construction, all naval facilities must be tested. The deficiencies resulting from these tests must be rectify.

The tower is subjected to a strength and tightness test on the delivery plant in accordance with the special regulation of the O.K.M.

c) Inspection of the submarine

A detailed inspection of the object of delivery in all parts shall be carried out by the building inspectorate in the presence of one or more representatives of the shipyard prior to the handover of the submarine, to establish once again that all the regulations relating to the construction are complied with and that the submarine is in a clean state sufficient for commissioning.

The underwater parts can be visited in the dock, the rudders, the flood flaps, and the torpedo flaps are to be moved.

By leaving the outer vessel on a leash, it must be demonstrated that nets and mine ropes cannot be stuck anywhere.

d) Trim test.

The trim test shall be carried out in accordance with A. B. B. f. U. No. 4.

After the complete appearance, the draught, which is a test descent, is to be determined.

Based on the shipyard trim test, the submarine shall be ballasted for provisional acceptance; a ballast sketch for the submarine must then be drawn up.

The conformity of the entries made in this ballast sketch with the ballast installed on board shall be certified by the building supervisor on the ballast sketch.

The certified ballast sketch shall be handed over to the UAK at the time of the preliminary acceptance of the submarine.

e) Attempts at cripples.

The attempt at cramping under water shall be carried out with each boat, an attempt at overwater acreing only with the weighed boat in accordance with A. B. B. f. U. No. 3 and No 15.

For these crane tests, the weighing books must be completed to be able to compare the total weight of the submarine calculated from the weighing books with the displacements calculated from the draught measurements.

f) Pressure test, deep immerse test.

The proof of the strength and tightness of the pressure body, the tower, the control and undershoot cells, the control bunker, the (internal) submersible cell3 and the upper deck container for a training depth of 120 m shall be provided by means of a pressure test in the pressure dock (relative to the lower edge of the keel) or, if the O.K.M. requires this, by sinking the submarine to 120 m depth.

The costs of the pressure test in the pressure dock or the deep immerse test shall not be borne by the shipyard.

g) Testing of welds.

The butt welds of the pressure body and the pressure-resistant cells (round and longitudinal seams), the longitudinal seams of the tower sheath and the built-up sheath (flanges, etc.) shall be examined in accordance with the regulations on non-destructive weld testing of new warship constructions A. B. B. II No. 4a. The results of the investigation must be attached to the new building report in Appendix IV.

A 6 Main dimensions, stability, diving characteristics, crew, room layout, contents

a) Main dimensions

The main dimensions must be compiled separately and entered in the booklet "Weight bill K.” See A 2 e.

b) Stability

The submarine is to be ballasted in such a way that it has no residual buoyancy in seawater of y — 1,003 with normal payload in the sense of the weight calculation, i.e., empty control cells and bunkers. The visual tubes are said to have retracted.

The metacentric height in a completely submerged state, i.e., with retracted ears, should be at least 260 mm (with 10 mm tolerance), based on displacement at the surface.

The metacentric height on the surface should not be less than 450 mm.

The specified metacentric heights must be observed as contractual services.

c) Diving properties

The submarine is designed for a diving depth of 120 m

The flood and ventilation devices of the submersible cells shall be designed in such a large area that the stylish submarine, which is ballasted in accordance with paragraph b, shall be watered in 20 seconds during a half-length flood test with the upper deck. This time calculates from the moment of command v rapid ventilation auH, after the flood flaps have been opened and all outward openings of the pressure body have been closed. The immersion cells should be shaped in such a way that the vents, the deck beams, and stiffening’s should be arranged in such a way that no air bubbles remain in the submersible cells and the cells, even when diving in motion, vent completely.

d) Crew.

The crew of the boat consists of:

1 Commander

3 Officers

5 surface weaving or field weaving,

10 non-commissioned officers,

26 teams,

45 men in total.

e) room interior of the printing body.

The pressure body is made by 2 pressure-resistant bulkheads in 3 sections and by 3

further waterproof bulkhead to divide into 6 rooms, which, starting from behind, serve the following purposes:

Department I D Spt. 0-39.

Room 1 D Spt. 0—16

Room for E machines and rear torpedo tubes, control panels, air compressors and converters, rudder machines for rudders and rear deep rudders.

Under hallway: Trimmzelle rear, torpedo cell 1, 1 reserve torpedo, 3 distillate containers.

Room 2, D Spt. 16'/,—29.

Room for diesel engines, various auxiliary machines, propellant oil tanks.

Under hallway: engine oil collection tanks, engine oil operating tanks, dirt motors. Oil tank, drift oil collection bunker.

Room 3, D Spt. 29-39.

Living room for non-commissioned officers, rear toilet dream, kitchen, provisions 1, room for battery self-switch 1, refrigerator.

U corridor: drinking water cell 1, dirty water cell 1, drift oil bunker 1, accumulator room 1.

f) Department II D Spt. 39-50'/..

Room 4, D Spt. 39-50'/..

Headquarters with drinking water cell 2, refrigeration machine, fresh water generator, auxiliary machines and news equipment.

Under hallway: D Spt. 41-48, dive cell 3.

g) Division III D Spt. 50'/.—81.

Room 5, D Spt. 50'/,—63.

Radio and UT room, listening room, room for battery self-switch 2, living rooms for the commander, officers and surface sergeant, room for explosive ammunition, drinking water cell 3, provian space 2, front toilet dream.

Under corridor: D Spt. 48-63, drift oil bunker 2, ammunition chamber, room for T-devices, washing water cell, dirty water cell 2, accumulator room 2.

Room 6, D Spt. 63-81.

Bug torpedo room, living room for crews, bow torpedo tubes, torpedo ammunition, 2 spare torpedoes for large payloads.

Under hallway: 4 reserve torpedoes, torpedo cell 2 and 3, trim cell in front.

h) Tower.

Via headquarters from about D Spt. 43 to about D Spt. 47, command center for underwater travel.

f) Room layout of the outer nave.

Outside on the middle part of the pressure body, lateral attachments are to be placed, which the external diving bunkers, control bunkers, control and undershoot cells are

Close.

The outer vessel is calculated from back to front due to water and oil density

pressure-resistant bulkhead into the following rooms: Waterproof rear

Hinterstem to Spt.—10 Spt. —10 to Spt. —9 to Spt. 4/6 Spt. 4/6 to Spt. 12 Spt. 19 to Spt. 24 to D Spt. 34 D Spt. 34 to D Spt. 38 D Spt. 38 to D Spt. 44 D Spt. 44 to D Spt. 46 D Spt. 46 to Spt. 75 Spt. 75 to Spt. 81 Spt. 92 to Spt. 106 Spt. 106 to Vorstem Spt. 102 to Spt. 113

Flooded room -

Diving Cell 1

Flooded room

Diving bunker 2

Rule bunker .

Control cell

Understatement cell

Diving bunker 4

Flooded room

Diving cell 5

Flooded room

Waterproof Back

The chain box is in dive cell 5, Spt. 101 to Spt. 103.Upper.

The upper deck extends over the entire length of the boat.

Under the upper deck: 2 deck containers for torpedoes (rear and front each inpr), 2 exhaust silencers, compressed air bottles, 1 diesel air, 1 room supply and 1 room exhaust pipe, the diving duct vents and blow-out systems as well as other fittings and equipment.

a) Tower construction.

The tower is surrounded by a light conversion to reduce the submarine's drag on underwater.

In the tower conversion, the high-frequency cables, the radio-peiler, the combined Fu.M.G., a round dipole, the front very ear, the substructure for the two 2cm Flak38, the diesel air, the room supply and the room exhaust pipe, the cooling water high tank and other equipment are to be accommodated.

The magnetic photo compass must be installed in front of the tower.

b) Cell, bunker, and tank net contents within the pressure body.

Torpedo cell 1 around 2.35 m\ :sup:2

Torpedo cell 2 and 3, total 11.50 m\ :sup:2

Rear trim cell " 3.55 m\ :sup:2

Front trim cell " 3,60 m\ :sup:2

Drinking water cell 1 (in the rear battery compartment 1) "2,63 m\ :sup:2

Drinking water cell 2 (in the control center) 0.47 m\ :sup:2

Drinking water cell 3 (in front* living room) 0,79 m\ :sup:2

Wash water cell (in battery compartment 2) 0.49 m\ :sup:2

Diving cell 3 (incl. air shafts) (inner submersible cell) 47.75 m\ :sup:2

Dirty water cell 1 0.76 m\ :sup:2

Dirty water cell 2 0.49 m\ :sup:2

Drift oil bunker 1 37.90 m\ :sup:2

Drift oil bunker 2 32.80 m\ :sup:2

High-speed drift oil tank 0.73m\ :sup:2

Engine oil storage tanks, total 6.50 m\ :sup:2

Engine oil collection tanks, total 0.60 m\ :sup:2

Dirt engine oil tank 0.79 m\ :sup:2

Drift oil collection bunker 0.43 m\ :sup:2

Distillate containers, total ofed 0.50 m\ :sup:2

cells, bunkers, and waterproof spaces outside the pressure body. Net content.

Waterproof rear round 4.28 m\ :sup:2

Submersible cell 1 " 32,30 m\ :sup:2

Diving bunker 2 22.80 m\ :sup:2

Control bunker 10,00 m\ :sup:2

Control cell

Undershoot cell 0.00 m\ :sup:2

Diving bunker 4 26,80 m\ :sup:2

Dive Cell 5 25.30 m\ :sup:2

Waterproof Back 8,00 m\ :sup:2

The contents of the immersion bunkers with oil shall be calculated from 100 mm above the top point of the clear opening of the highest flood flap frame. The lower edge of the test line shall be ordered accordingly.

The contents of the immersion bunkers and cells with water, if flood flaps are present, shall be calculated from 100 mm above the ideal intersection of the mall edge of the outer skin or pressure body with the light opening of the flood flap frame and, if flood slots are cut, from 100 mm above the mall edge outer skin. The reference point in question shall be the highest point of the highest flood opening.

A 7 Armament

a) Torpedoes

The submarine shall be set up to hold 14 torpedoes with a diameter of 53.3 cm and a length of about 7 200 m, of which 5 must be placed in the pipes and 9 in reserve bearings.

The 9 reserve torpedoes are provided with 9 battle pistols and 2 reserve battle pistols and a box of torpedo ignition cartridges.

b) Guns and ammunition

The submarine is to receive a 2 cm Flakvierling and two 2 cm Flak 38 in twin carriages.

The following ammunition must be carried:

A total of 9000 rounds of 2 cm of ammunition, of which 3200 are in a standby in 160 magazines of 20 rounds each.

c) Handguns and ammunition

The information must be:

M G 81 Z with 9000 rounds of ammunition.

Furthermore: -

submachine guns and 10 mouse pistols 7.65 cm plus 1400 rounds of submachine gun and 650 rounds of mouse pistol ammunition.

d) Signal ammunition

A single signal gun and a double-barreled signal pistol are to be carried.

A total of 180 rounds of signal munitions are carried on board, namely 80 pieces of white, 60 pieces of green and 40 pieces of red star signal cartridges. In addition, 80 rounds of ESN cartridges must be accommodated.

In addition, 20 contact holder signal buoys must be accommodated.

e) Electric solder

There are 6 cans of 10 pieces each of electric solders. Linen pistol ammunition.

There are 25 shots for the Sander linen pistol, along with 2 boxes with linen.

f) Locking weapons

g) 1. TM facility (see S III 0A).

Instead of a torpedo, 2 TMA or 3 TMB or 2 TMC must be able to be stored.

The following equipment must be placed in the torpedo tubes, in the spare bearings under the hallway and in the upper deck containers:

Either:

torpedoes and 16 TMA or

torpedoes and 24 TMB or

torpedoes and 16 TMC* or

4 torpedoes and 10 TMA9 TMB or

4 torpedoes and 10 TMC9 TMB.

Of the 4 or 3 torpedoes that are always to be carrying in TM operations, one shall be stored in a bow torpedo tube and in the spare storage in the rear compartment; 2 torpedoes or 1 torpedo in the upper deck containers.

Explosive munitions

The submarine is to carry 2 boxes with 4 explosive cartridges each, 2 boxes with 12 explosive rifles each and 2 with 12-time detonators each

B Specific rules

SI Shipbuilding Workshop

SI Group 4 pressure body skin and longitudinal structure in the pressure body. HatchsüHe

a) General

The pressure body shall be calculated for an immersive depth of 120 m with a 2.5 safety factor

When testing the pressure in the pressure dock with 12 atm external water pressure, the submarine shall prove to be dense and no permanent harmful changes in shape shall occur.

The length of the printing body should be 49.40 m without the curvatures of the end floors, measured from mall edge to mall edge end floor.

The pressure body shall have circular cross-section over the entire length and be formed from a cylindrical shot and 7 kegclstumpfförinous shots, which are to be connected by butt welding.

The cylindrical part should have a diameter of 4700 mm, measured on mall edge pressure body pant. To the rear, the diameter should be rejuvenated to 1670 mm forward to 2,500 mm.

The light diameters of the pressure body at the impact points should be:

+-----------------------------------+-----------------------------------+ | for D Spt. 0 = 1670 mm at D Spt. | for D Spt. 9'/, = 3670 mm at D | | 15'/, = 4200 mm | Spt. 24'/, = 4 446 mm | +-----------------------------------+-----------------------------------+ | at D Spt. 36'/, = 4700 mm | at D Spt. 50% = 4700 mm | +-----------------------------------+-----------------------------------+ | at D Spt. 62*/, = 4336 mm | at D Spt. 75% = 3302 mm. | +-----------------------------------+-----------------------------------+ | at D Spt. 81 = 2500 mm | | +-----------------------------------+-----------------------------------+

For length of shots and plate thicknesses see S I 4b.

The upper edge of the pressure body should run from D Spt. 36*/, to D Spt. 50'/, horizontally. Behind D Spt. 36*/, it should reach D Spt. 24*/, "m 50.5 mm, from D Spt. 24*/. up to D Spt. 15*/s by a further 49.5 mm, from D Spt. 15'/, to D Spt. 9*/, by a further 180 mm, from D Spt. 9'/, to D Spt. 0 fall again by 350 mm, i.e. from D Spt. 36*/, to D Spt. 0 by a total of 630 mm. From D Spt. 50*/, it should fall to D Spt. 62'/, by 114 mm, from D Spt. 62'/, to D Spt. 75% by a further 276 mm, from D Spt. 75% to the front end floor by another 110 mm, thus from D Spt. 50'/, to the front end floor by a total of 500 mm.

The lower edge of the pressure body should rise according to the buckling diameters at the shots in a broken line after the ends.

The parallel to the main axis by inner edge pressure body skin in the cylindrical* part on center ship at the lowest point is called a base.

D Spt. 0 coincides with the reference edge of the rear end floor and D Spt. 81 with the reference edge of the front-end bottom. For Location of the mall edges see S 16b.

For welding components with the pressure body and over the necessary distance between the individual welds see A4h.

For all cut-outs in the pressure body skin (assembly opening, etc.), good rounding of the corners must be ensured.

b) Skin of the pressure body.

The skin of the pressure body should consist of individual cylinders, which are to be welded together by running ring seams. The cylinders shall be made from individual plates, the longitudinal seams of which must be welded together. The plates shall be symmetrically placed in cylinders III, V, VII and VIII and offset against each other in the other cylinders to the Port and Starboard sides.

The lengths of the cylinders, the number of plates and the plate thicknesses should be:

+-------------+-------------+-------------+-------------+-------------+ | Section | Length | Section | No. of | Plate | | | | lies | plates | thickness | | | | between D | | mm | | | | Spt. | | | +-------------+-------------+-------------+-------------+-------------+ | I | 6000 | 0-9 | 4 | 16 | +-------------+-------------+-------------+-------------+-------------+ | II | 3500 | 9-15 | 5 | 18 | +-------------+-------------+-------------+-------------+-------------+ | III | 5500 | 15-24 | 5 | 19 | +-------------+-------------+-------------+-------------+-------------+ | IV | 7100 | 24-36 | 6 | 20 | +-------------+-------------+-------------+-------------+-------------+ | V | 9100 | 36-50 | 6 | 20.5 | +-------------+-------------+-------------+-------------+-------------+ | VI | 7200 | 50-62 | 6 | 20 | +-------------+-------------+-------------+-------------+-------------+ | VII | 7900 | 62-75 | 6 | 18 | +-------------+-------------+-------------+-------------+-------------+ | VIII | 3100 | 75-81 | 4 | 16 | +-------------+-------------+-------------+-------------+-------------+

The plate under the tower in cylinders V should be 22 mm thick.

The plate between the rear torpedo hatch, the exhaust valves and the Montageljk should also be 22 mm thick.

In the diesel engine compartment, an assembly opening is to be provided in the upper aisle between about D Spt. 18 and about D Spt. 26, through which the machines can be installed and removed (see S I 6b).

The clear width of the opening should be 4940-1890 mm. The 19 mm thick mounting plate is generally to be rhened watertight with the pressure body by double longitudinal and transverse tabs 318-14. The rear cross tabs, however, are to be taken 19 mm thick, and here the lower cross tab is to be extended by about 600 mm each compared to the upper one according to Starboard and Port

An auxiliary mounting opening of 859 mm light length and width of the mounting opening shall be provided between D Spt. 22 and D Spt. 24 for the removal of larger machine parts. It must be riveted in the same way as the main mounting opening (see SI14fundSI6b).

The inner tabs must be interrupted at the slats, but brought close to them. The outer tabs should pass through, they are to be welded bluntly at the impact points and well to be stiffened at the free edges.

c) Welding and Rivets

All longitudinal and ring seams of the pressure body skin shall be carried out in internal V-welding with external root aht, or also in X-welding according to the experience of the shipyard, flawless welding must be ensured.

The type of welding shall be carried out after consultation and in agreement with the building supervision. The O.K. M. is to be reported which welding was chosen.

The drawings must indicate sketches of the welds and the electrodes to be used.

For testing the welds, see (A 5 h).

The mounting plate must be connected to the pressure body by double chain rhening. The diameter of the rivets should be 25 mm, the distance of rows 3d, the distance in rows 4d. The rivets should be at least l.5d away from the edge of the sheet metal. The rivets must be recessed on both sides. Rivet material St 44 NKM.

d) Reinforcements, reinforcement flanges

The weakening of the pressure body skin by larger openings for hatches, among others, is, where necessary, compensated by reinforcements.

To be able to screw valves, pipe, or arm aturf lanes to the pressure body skin of the pressure-resistant outer plating of cells, bunkers and tanks, nozzles, according to the standards of the Germaniawerft G. W. N. 96/97, where these cannot be accommodated, must be welded in reinforcement flansohen if necessary.

Drawings of all on-board wall closures, pressure body entry seducthes with a diameter of 60 mm and above, unless they are carried out in accordance with the above standards, must be submitted to the O.K.M. for approval before execution (see A4, e). In any case, the drawing of the shipbuilding details must also be attached to the general arrangement drawing for the individual apparatus.

The reinforcement flanges should be at least so thick that the expansion screws can be used deep enough for the components to be attached to it. The area of the reinforcement flanges on which the components are mounted must be flat.

The method of fastening the flanges in the pressure body skin must be seen from the corresponding drawings.

When welding the flanges, particular care must be taken to ensure that, to avoid excessively high shrink tensions, the openings are designed as precisely as possible according to the flange diameter and the welds are not thicker than prescribed.

e) Longitudinal bandages

Special continuous longitudinal bandages inside the pressure body are not present. The longitudinal beams of the foundations for the diesel engines and E machines shall be designed as local longitudinal associations (see S 1 8). The longitudinal connections with the pressure body skin, such as machine carriers, tank edge plates in the pressure body and outer vessel and the like, shall remain at a sufficient distance from the seam seams of the pressure body. See A 4 h.

f) Hatches

The following hatches shall be provided in the printing body:

A torpedo hatch between D Spt. 14 and 17,

a decline slouk between D Spt. 30 and 31,

a turmlic in the tower ceiling, on Port, 130 mm from the center ship,

a central hatch between D Spt. 45 and 46, at Port, 130 mm from center ship, a torpedo hatch between D Spt. 63 and 65'/a, at Starboard, 300 mm from center ship.

The torpedo hatches have a clear diameter of 660 mm, all other hatches a light diameter of 600 mm.

For's two accumulator spaces are to be provided for a Morrtagehatch between D Spt. 36 and 37 and between D Spt. 57 and 58 for the assembly and removal of the cells.

The light opening of the rear as well as the front accumulator hatch should be 700 445 mm. The shorter dimensions of the openings are longitudinal.

The cover plates are flat and 20 now thick to be made and stiffened with each flat iron 75 - 18. They must be combined with the pressure test with the steel casting frames welded into the pressure body by means of secured head screws.

Handles must be welded onto the cover plates.

The slurry of the torpedo hatches shall be built as a cylinder part with an oblique, with the direction of insertion of the torpedoes, approximately falling axle from 18 mm thick sheet metal and an end wall of steel casting and welded under it with the pressure body. Before the sleeves are welded to the pressure body, the torpedo tube parts must be brought through the cut-out for the torpedo hatches. The interrupted pressure body slats are to be supported in the torpedo hatch cut-outs by removable pressure struts (see S I 6b).

The decline legumes are to be produced in one piece with the angle flange made of cast steel and welded on the compressive body. The D Spt. 30 and 31 are easy to bend and strengthen in the hatch. An air trap must be attached under the hatchsüll (see S II 15 c).

The central hatch sum should consist of a 16 mm thick plate with a welded-on wreath made of cast steel. It must be plugged through the pressure body skin about 220 mm. Connecting to the solid sumperis is a light slurry of 3 mm thickness to be connected airtight (air trap).

About Hatchsüll extensions and their heights over corridor see S II 15 c.

About hatch lid see S II 1 a.

For the mounting opening and auxiliary assembly opening, see S I 4b.

For material, see A 3 b.

g) Testing of welds.

For testing the welds, see A 5 h.

SI Group 5 End Caps of the Pressure Hull

a) General

The rear and the front end of the pressure body shall be formed by an externally curved end floor. The curvature radius should be 1,500 mm. Both end floors are given a flange, the nest of which must be adapted approximately to the pressure body shape.

In the flange, a sponing must be provided, to which the pressure body skin with V-seam from the outside and throat seam from the inside must be welded.

Both end floors are made of cast steel or a higher-quality material. A decision on this must be obtained from The O.K.M.

The end floors are vertical to the main axis.

For the location of the torpedo tube stalks, see S I 20 a.

Deliveries for TJ-Boots end floors shall be based on the special v Technical Delivery Conditions for Submarine Final Boedeim.

b) Rear cap

The rear end floor on D Spt. 0 should have an outer diameter of 1 670 mm and be 35 mm thick. On it, the nozzle for the rear torpedo tube and the sprues for the associated torpedo tube fittings as well as the feed for the rear deep rudder drive are to be ordered.

c) Front cap

The front end floor should have an outer diameter of 2 500 mm at its reference edge (D Spt. 81). The wall thickness should generally be 30 mm and between the cast nozzles for the four torpedo tubes 40 mm. The sprues required for the torpedo tube fittings, the operating rods for the torpedo tube flaps and the chain-slip device shall be provided.

SI Group 6 Pressure Hull Bracing

a) General

The pressure body braces must be placed inside the pressure body. They are to be designated as D Spt. as opposed to the slats of the outer body, which are to be called Y Spt.

+------------------------------------+-------------+---------+---------+ | b) Dimensions and arrangement of | | | | | the D slats. | | | | +------------------------------------+-------------+---------+---------+ | The pressure body clips should be | Flat bead | Made | and | | made of | iron | | | +------------------------------------+-------------+---------+---------+ | the following dimensions are | | | | | obtained: | | | | +------------------------------------+-------------+---------+---------+ | from D Spt. 1 to D Spt. 3 flat | | 10 out | - 10 | | bead proül 100 | | of 180 | | +------------------------------------+-------------+---------+---------+ | v v 4 | y110 | 10 y | -10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | from v y 5 v v v v 6 | y130 | 10 y | -10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | by y y 7 yv 8 | y150 | 10 y | .10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | v y 9 | y165 | 10 y | -10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | y y 10 y y y y 12 | y180 | 10 y | -10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | y V 13 | y180 | 10 y | .10 | | | | 200 | | +------------------------------------+-------------+---------+---------+ | v y 14 | y180S | 11 y | | | | | 200S.11 | | +------------------------------------+-------------+---------+---------+ | y y 15 y y v 16 | y200 | 10 | | +------------------------------------+-------------+---------+---------+ | y y 17 | y200S | 11 | | +------------------------------------+-------------+---------+---------+ | y y 18 y y y 21 | y200 | 10 | | +------------------------------------+-------------+---------+---------+ | y y 22 y y y 28 | y200S | 11 | | +------------------------------------+-------------+---------+---------+ | y y 29 | y180 | 10 | | +------------------------------------+-------------+---------+---------+ | y y 30 y y y y 42 | y200S | 12 | | +------------------------------------+-------------+---------+---------+ | y y 43 y y y y 46 | y200S | 13 | | +------------------------------------+-------------+---------+---------+ | y y 46 a | y200S | 12 | | +------------------------------------+-------------+---------+---------+ | y y 47 | y200S | 13 | | +------------------------------------+-------------+---------+---------+ | y y 48 y y y 55 | y200S | 12 | | +------------------------------------+-------------+---------+---------+ | y y 56 y y y y 62 | y200S | 11 | | +------------------------------------+-------------+---------+---------+ | y y 63 | y180 | 10 y | .10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | y y 64 y y y 67 | y200 | 10 y | .10 | | | | 200 | | +------------------------------------+-------------+---------+---------+ | y y 68 y y y 71 | y180 | 10 y | -10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | y y 72 y y y 73 | y165 | 10 y | .10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | y y 74 y y y 77 | y150 | 10 y | .10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | y y 78 y y y 80 | y130 | 10 y | .10 | | | | 180 | | +------------------------------------+-------------+---------+---------+ | D Spt. 0 as well as Spt. 0 is in | level of | | rear | | the | the | | end- | | | reference | | | | | edge of the | | | +------------------------------------+-------------+---------+---------+ | Soil. | | | | +------------------------------------+-------------+---------+---------+

The slat distance should generally be 600 mm. Deviations from this division resulting from structural reasons can be found in the iron plan.

The slat change is between D Spt. 45 and D Spt. 46. The mall edges of the D Spanten lie in the rear aisle on the rear edge and in the foreship on the foreedge of the spantstege.

If possible, the slats should consist of one piece. If local conditions do not require a different position, the shock shall be arranged at the top, according to the longitudinal seams of the pressure body alternately on the Port and Starboard sides. In addition, the impacts of adjacent slats should shoot about 1 m against each other.

In the area of crossbeam plates under the diesel engines D Spt. 18 to 26, the compress body braces are eliminated (see S18b).

The position of each D Spt. shock shall be visible from the pressure body chip table. At the impact point, the slats shall be welded bluntly; the impact points should be at least 300 mm away from the longitudinal seams. If D Spt. are necessary, they must be reinforced. Reinforcements for slat cut-outs must be specially marked and submitted to the 0.K.M. for approval.

At the lowest points, the slats should receive waterway holes of 100*50 or 80-40. The watercourse holes must be welded over.

See SI 6c via the slat cut-outs over the pressure cook.

An assembly opening must be provided above the diesel engine compartment. In the area of this opening, the D slats must be cut off. The mounting plate must be stiffened in slat sections with the corresponding slat profiles of the printing body. The stiffeners are to be welded nut of the Monday epiatte (compare S 14b). Stiffeners and slat profiles must be properly combined with double tabs and double-row riveting. The shock joints must be the same strength as the continuous pressure body braces construction. The drawing must be submitted to the O.K.M.

About subdivision of the mounting plate because of the auxiliary mounting opening see S14b.

The slats interrupted by the torpedo hatches are to be supported within the hatches by strong, firmly fitting pressure struts. The neutral axis should preferably lie in the axis of the ring loads. The fit of the head ends must include the pressure body skin. The machined fittings on the end faces of the insert beams must be attached to the head pieces of the pressure body braces in their entire extent. The drawing of the support is presented to the O.K.M.

If slats run through decks, cells, bunkers or tanks, the seal shall be produced by welding.

In the case of dspanten, which pass through lateral inner bunkers or tanks, air holes are to be placed at the highest point: they should lie at '/g bridge height of the D Spantes, calculated from Mallkante pressure bodies. The chippings must not be unduly weakened.

If end bulkheads of cells, etc., pass into D slats, the slats shall be welded with the bulkhead sheets; the shock should be about 60 mm above the cell ceiling.

b) Welding with the pressure body

For fastening the D slats to the pressure body skin, continuous welding must be applied on both sides. For the respective apex height of the throats, see A. B. B. II No. 4a, 2nd draft of 10 February 1940. If slats are guided through a bunker or tank, a cell, or a dense deck, they shall be sealed off outside the bunker, etc., about 20 mm above the ceiling in the pressure body skin by welding, so that no oil or water can pass between the slat and the pressure body skin.

Slat cut-outs of 50 mm width and 20 heights are to be provided above the pressure body seams. The slats must be welded within the cut-out.S I Group 7 Scotsman of the printing body.

c) General

The submarines are to have two pressure-resistant curved and three waterproof flat bulkheads.

The bulkheads must be connected to the pressure body skin, or the pressure body braces by means of continuous welding.

For the thickness of the welds see A. B. B. No. 4a 2. Draft.

If the bulkhead serves at the same time to limit bunkers or tanks, special care must be placed on the execution of the welding.

For the final bulkhead of the dive cell 3, the torpedo and the trim cells see SI 10b and c.

For check of the Scotsman see A 5 b.

d) Pressure bulkhead

The pressure-resistant bulkheads on D Spt. 39 and D Spt. 50 serve as a boundary bulkhead of the headquarters. They are made of curved sheets of 15 mm wall thickness from St. 42 KM. The sheet thickness must be adhered to as precisely as possible. The undersize may not exceed 0.5 mm in accordance with DIN 1543. The curvature radius should be 3000 mm on the middle ship. The edges of the Scotsman should lie in one plane. They must be welded into a flat iron 100-20 from St. 42 KM, which is to be welded with the pressure body skin and the diving cell cover.

In the area of the ring seam of the pressure body is on the Schott D Spt. 50. flat iron of 140-20 mm.

The flat iron should glow normally after bending before welding. Normal annealing may disappear if the flat iron has been ordered and delivered as an annealed material.

In the area of the ring seam on the bulkhead 50*/g a flat iron 140 - 20 is to be used.

Each pressure bulkhead receives a pressure-resistant door with a light diameter of 800 mm (see S II 1 b), the base angle ring of which must be connected to the bulkhead by double-row riveting.

The openings must be milled into the bulkhead if possible. If the openings are burned in, they shall be carried out smaller and reworked to the required extent.

For pipes, rods and cables, special nozzles must be welded into the bulkhead.

All fastenings of triggering bandages and all bushings and reinforcements must be attached to the bulkheads as far as possible before welding with the pressure body to keep the bulkhead as free from internal stresses as possible. The openings in the bulkheads must not be made larger than is strictly necessary.

e) Waterproof Scotsman.

The waterproof bulkheads on D Spt. 16*/., 29 and 63 are to be performed as flat bulkheads with welded stiffeners. The bulkheads are given a watertight door (see S II 1 b), the frame of which must be welded into the bulkhead plating.

The bulkheads are generally 8 mm thick. The stiffeners should be so large that they are able to wither the stresses encountered during the testing of the Bulkhead. The transverse bulkheads limiting the battery compartments shall be carried out so firmly that they reliably absorb the thrust of the battery at loads of 60°.

Between the vertical stiffeners of the bulkhead D Spt. 16'/, an opening shall be provided which allows the anchors of the E machines to be brought through. The opening should be closed by a screwed plate. The middle field of the bulkhead is to be moved forward in a niche way because of the torpedo transport.

In the area of the bulkhead cans for the shaft line, the bulkhead is particularly reinforced.

About Scots for tnnen cells, bunkers, tanks, and rooms under Fiur see SI10.

f) Oldichte Scotsman.

About oil-tight Scots in diesel engine foundations see S18b, about drift oil bunker bulkhead see S I lOf.

g) Light Scotsman.

The light bulkheads for the radio and the listening room are described under SI22, for provisions, kitchen, toilet dreaming and rooms for battery self-switches under S I 23. However, they must be weighed down in S I 7.

SI Group 8 Machine carriers and other main foundations

a) General

Light-starting openings, hand holes and waterway holes must be cut into the beams and support plates of the foundations. The water must be able to run well after the bilge.

In the area of the oil tanks, the foundations are to be welded oil-tight.

In the shaping and welding of the transverse and longitudinal wheel, care must be taken to ensure that nowhere a notch effect cintritt, which could lead to cracking.

The drawings of the foundations for main machines and accumulators must be sent to the suppliers for comment and then submitted to the O.K.M. cin.

For the thickness of the welds, see A. B. B. No. 4a 2. Draft.

b) Diesel engine foundation

The diesel engine foundations must be welded together from cross beams and longitudinal beams to form a coherent foundation. The two inner longitudinal beams are intercostal, the two outers continuous, the cross beams continuously to the outer longitudinal beams to carry out.

The 12 mm thick cross beams, which are to be connected to the pressure body skin by means of the welding, should be welded with the subsequent D slats in such a way that a proper transition is made.

In the area of the crossbeam plates, the pressure body braces fall away (see S 16b).

The upper edges of the cross beams shall be reinforced under the diesel engines by welded flat irons 100 * 10.

The 12 now thick inner longitudinal beams are welded with the bulkheads 16'/., and 29 before; desgl. the outer longitudinal beams with bulkhead 16'/... At the top edges of the inner longitudinal beams, top strips 225 * 24 and at the top edges of the outer longitudinal beams toppleisten 210-24 shall be welded. The top strips shall be cut to 12 mm at their free longitudinal sides and cut out to the width of the 12 now thick fan plates or the 12 mm thick belt plates of the cross beams between the inner longitudinal beams, so that a uniform transition from the top strips to the lashing plates and the belt plates is created, corners are thus avoided.

On the free longitudinal sides of the top strips, internal flat bead irons 80-10 (from 160 - 10) must be welded downwards. However, their fastening must be done at a distance from the outer edge in order not to interfere with the welding of the top strips with the fan plates or with the cross-member belts.

The cross beams between the inner longitudinal beams shall be fitted with 12 mm thick belt plates, which shall pass as wide as possible into the top strips and weld with them. To obtain the lowest possible welding stresses, the belt plates must be divided into the aisle. The resulting shock shall be welded by applied seam strips, which are welded only at the longitudinal edges. Welding sequence when assembling in the boat: l.Stoß Toppleiste Port with belt plate Port, Toppleiste Starboard with belt plate Starboard. 2. Shock mittschiff by welding the seam strips; the shock itself cannot be welded. 3. Welding the belt plates with the cross member. The welding sequence must be tackled on the foundation drawings.

Between the inner longitudinal beams are the dirt engine oil tank, the engine oil collection tanks Port and Starboard and the drift oil collection bunker. (See S 110b.) Among the diesel engines, the engine oil tanks must be provided. The ceilings shall be 7 mm thick and shall be placed 670 mm under mid shafts. The individual tanks are provided with man holes, which are sealed by oil-tightly screwed lids (see S II1). For engine oil tanks, see Sl lOg.

c) E Machine foundations

The inner feet of the E machines should run on, 1U/. mm thick longitudinal beams, which are to be arranged as an extension of the inner beams of the diesel engines. They must be welded with the Schott 16*/g and intercepted at D Spt. 10. The inner longitudinal beams are provided with 10 mm thick supports on each D slat, the upper edges of which are to be filled with flat iron 100 - 10.

The supports between the inner beams are to be designed as foundations for 2 air coolers of the E machines.

The longitudinal beams shall be welded with the pressure body skin, the cross beams with the D Spain on which they are placed.

The longitudinal beams shall be cut between D Spt. 12 and 13 and D Spt. 15 and 16 for carrying out the air ducts. The lower free edges of the longitudinal beams shall be filled with flat iron.

Flat irons 130 - 16 shall be attached to the upper edge of the longitudinal beams for fastening the E machines.

For the support of the outer feet of the E machines, 15 welded consoles shall be provided from D Spt. 13 to D Spt., the 11.5 mm thick longitudinal beams of which shall be welded with the pressure body and the D slats, and whose 15 mm thick top plates shall be provided with hand holes for the insertion of the fastening screws.

d) Pressure lagcrfundamcntc.

The outer longitudinal beams of the pressure bearing foundations extend from D Spt. 9 to D Spt. 11 and the inner ones from D Spt.8 to D Spt. 11. They are made of continuous ll.5 mm sheets and welded together with pressure body skin and the intercostal 10 mm thick cross beams.(e) Accumulator foundations and support gels.

The accumulator foundations are to be built as open support scaffolds of T-iron, angles and sheets and folded in stair shape according to the installation of the accumulator cells. The scaffolds must be so strong that they are not bent by the weight of the cells, even at inclinations of the submarine up to 60° angle of inclination.

(f the weight and dimensions of the individual cells are concerned, see M, MI 13.

The initiating longitudinal beam of T-profile 140- 70- 11.5 as well as the lateral longitudinal beams from the angles 95 - 75 - 10 and 75 - 65

10 shall be supported with 10 mm knee plates on each D spant and connected with the final foraves by horizontal, 8 mm thick sheets. All components must be welded together.

The foot insulators of the accumulator cells shall be incorporated into the longitudinal beams.

The lateral support of the cells is formed by the longitudinal bulkhead of the propellant oil bunkers, which are particularly stiffened for this purpose by horizontal flat ironlying between the vertical bunker stiffeners (see SI l0f). The lateral insulators of the batteries as well as the insulators to the front and rear are located directly on the bunker walls or the cross-shield walls.

Short gas pipe nozzles with attached Hariwood rollers must be fitted to accommodate the insulators, which are disordered on the front and aaetable batteries. For lateral support see M, M I 13.

An airspace shall be provided between the cells and support scaffolds and the longitudinal bulkheads in accordance with building regulations M, M I 13.

For's paint for s. IV.

e) Foundations for auxiliary machines

The design of the foundations for the auxiliary machinery shall be adapted to the stresses and local conditions; Due to greater strength and to avoid welding with the pressure body skin, the foundations must be attached to the D slats as far as possible.

If welds on the pressure body skin cannot be avoided, special attention must be paid to freeing the welds from the ring and longitudinal seams.

For sound insulation when installing auxiliary machinery see [ABV — U(M)] IV h 5.

SI Group 9 Platforms of the pressure hull

a) General

Platforms or flooring floors shall be placed as running decks in all rooms, unless otherwise required. The floorings are generally made of 3 mm thick iron caterpillar sheets and should be mounted on supporting scaffolds from slight angles or flat irons. The fittings under the platforms and hallways are accessible by flaps. The flaps must be provided with hinges, pre-ruporting or tongues so that they cannot slip out of their position in the sea. In general, the floor panels must be connected to the scaffolding by lens seam screws.

For noise insulation, rienled on the supporting scaffolds or under the flaps underlay strips of leather, mipolam or other replacement material, if no other arrangements are made.

For noise reduction for gyro comptraining systems see [ABV-U (M)] !Vh5. However, it should be noted that when depositing any the noise-absorbing parts cannot be bridged and the storage of loads and therefore no transmission to the on-board wall and to the water can take place.

For insulation between light metals and heavy metals, see A3b.

b) Decks above the accumulator

The accumulator spaces are to be separated from the above lying cloud rooms by flat inner decks airtight, whose lower edge in the rear battery compartment 50 should now lie under the main axis and in the front battery compartment in the main axis. The ceiling of the rear battery compartment is lowered horizontally by 225 mm on the side for the storage of 2 compressed air bottles. The decks shall be set up in such a way that the accumulators below are well removed and easily inspected during operation. In doing so, a great extent of consideration must be given to the residential facilities.

Between the end bulkheads of the accumulator spaces, under the decks, in 615 mm distance from the center of the ship, based on the inner edge longitudinal beams, on Port and Starboard longitudinal beams of 10 mm thick sheets are to be arranged. They shall be connected to the final bulkheads by knee plates, at the bottom edge with a belt cut from an angle 100 - 65 - 7 and at the top edge with 22 mm thick flat iron. The upper belt serves as a support for the cover plates; through the lower belt, the car (see SH 17b) receives the necessary guidance for driving the battery compartment. The built longitudinal beams have a total height of 207 mm in the rear battery compartment, and a total height of 174 mm in the front battery compartment.

For the support of the cover plates of the battery compartments, flat irons from 48 - 22 shall be arranged on the longitudinal bulkheads and end bulkheads, and the longitudinal beams shall be connected to the transverse naves under themselves and with the bunker bulkheads by 22 mm thick flat irons, which shall obtain for reinforcement below a welded bridge of flacheiseh of 50 * 6.

The decks shall be made according to the division of the scaffolds from individual 5 miu sheets, of which the large plates lying between the longitudinal beams shall be stiffened by two flat irons 50 - 6 each. The plates are generally to be fastened by s/g" lens lowering screws, in the lowered parts of the rear deck or on the parts of the deck covered by cabinets by %" head screws. Ruporter strips must be provided for sealing.

For's accumulator space is to arrange boarding hatches at both ends, generally between 500 and 500 light expanses, to board the carriages. There should be no boarding in the kitchen.

The entrance openings must be set up in such a way that the hatch lids fitted with ruporter seals can be easily closed and opened by means of a pre-ruporter.

About hatch lid ssee S II1 e.

The lids, which are easily lockable and provided with ruporter seals, must be installed via the bilge points of the accumulator rooms.

The feeds for the battery cables, the ventilation of the battery cleaners and the suction lines of the accumulators shall be laid in the fixed part of the decks.

Linoleum covering setoos must be provided in the living rooms, but not under the lockers.

For battery-powered trolleys, see SH 17u.

c) Deck above the ammunition chamber

Above the ammunition chamber, about D Spt. 50 to D Spt. 53, a 5 mm thick, waterproof deck is to be installed, which is to be welded with the adjacent bulkheads. The deck is supported by the bars below. It gets an entry hatch of the same type and size as the battery compartment ceilings.

About hatch lid see S II 1 d.

Deck above the room for !devices.

Above the room for T-devices from D Spt. 53 to D Spt. 54'/, the 5 mm-Dcck receives an entry hatch of the same type as the hatches in the battery compartment ceilings. The clear width is 500-400 mm. In addition, a watertight screwed mounting plate must be provided for inserting the devices.

Dor room is temporarily partially set up as a temporary room and receives besides the hatch dock! a lockable grass.

d) Floor

The plates of the hallways must be subdivided in such a way that they can be inserted by the torpedo hatches. The bilge as well as the fittings under the hallway are easily accessible by flaps and towels. Special attention must be paid to the storage of the Roscrvotorpedos in the bow and rear compartment.

The floor in the bow and rear compartment must be designed in such a way that good stability and the most silent operation possible is guaranteed for torpedo transport.

In the torpedo storage room, a floor must be arranged according to the torpedo storage, which is divided into a hoarding of the torpedoes lying under the hallway.

The decks in the toilet rooms must be waterproof. About reinforcement among the closets see cf. SI 23b.

The Tower has an easily removable floor. The individual parts must be brought through the tower hatch cin. The subdivision must be carried out regarding the arrangement of the mechanical and electrical fittings. To divert water through the Tower hatch quickly to the tower bilge, the floor between The Central Hatch and the Periscope shaft is spared with several drain holes.

Mipolam-Gelcnkklotz-Mattcn and Holzplattengrätinge are to be provided for noise reduction when walking on the non-flooring panels. The grasses must be fixed to the floor boards to avoid rattling.

Under the ground closures of the Bugiorpedorohrc, the l lur plates are to be replaced by wood groins, so that the edges of the torpcdo emaciating kolbcn are not damaged when weaned. The ruporter mat in the rear torpedo room reaches up to the rear tube.

Wooden floors with linoleum bclag are to be arranged in the radio room and in the listening room.

In the ammunition chamber, an ITolzMur floor of 30 mm thickness is to be installed, which is to be divided into several fields to look after the bilge and can be easily fastened to the appropriately executed floor wrangon.

In the room for T-devices, a hallway floor made of 3 mm Caterpillar Sheet is to be pre-arranged.

All l' lurböden required in the E-Machine Room, in the Diesel Motor Room and in the control center shall be arranged in such a way that the machines can be operated safely and comfortably. The flood plates located at the edge of the central control center shall be flat. For protection against out-of-the-go- the floorings of caterpillar slabs are to be scuttled. The screws for fastening the floor panels to the undershores must be lowered. The unicritenung of the Fhtrplatton must be done with consideration of the arrangement of the mechanical fittings. Angles for the flurry, which must be removed when picking up machine parton, must be screwed. (Cf. M, MI 15.)

In the hallways, where necessary, show holes are to be placed to be able to observe the bilge well. The show holes must be secured by means of a narrow steel grate and, if necessary, covered by well-operated flaps.

S I Group 10 - Inner cells, bunkers, and tanks. Rooms under hallway

a) General

The cells, bunkers, and tanks, as well as all pipelines and fittings connected thereto, shall be made in such a way that they can withstand the test pressure and the pressures occurring during operation with certainty.

The testing of all cells, bunkers and tanks is corresponding lynot. A 5b and A 5 g of this building regulations.

For materials, see A 3 b.

All oil-carrying rooms must be welded particularly carefully.

All cells, bunkers and tanks, in order to be able to clean and paint them well, must be provided with easily accessible man holes (see S II 1c, d) and, if necessary, with hand holes.

The süllringe for the manhole lids of pressure-resistant cells must be welded in before the cell ceilings are stapled.

To avoid air pockets when filling the cells, bunkers and tanks, sufficiently large openings must be provided close to the ceilings at the highest points, so that the air can escape quickly after the vent pipes, etc.

Enough large waterway holes must be placed to completely drain the cells, etc.

For bearings, see S II 6 g.

b) Dive cell

Under the control panel, the submersible cell 3 (inner submersible cell) from D Spt. 41 to D Spt. 48 is to be placed.

The submersible cell ceiling must be curved with a radius of 2,500 mm and shall be 22 mm thick. Sic is to be brought to the pressure body skin with intercostal edge plates, which cut off with the bead of the D slats. The stiffening of of the cell ceiling shall be on D Spt. 41, 43, 43a, 45, 46, 47 and 48 flat bead irons 200-12 of 240 * 12, which are to be easily connected to the D slats by 10 mm knee plates.

On D Spt. 44 a 12 mm thick support bulkhead must be installed, which is to be stiffened by flat bead iron 100-8. Large openings for the flow of water during the flooding and blowing out of the submersible cell and the passage of the air as well as for accessibility must be cut into this support bulkhead. D Spt. 42 and 46 a shall be manufactured as frame panels of 12 mm thickness with a belt plate 80 -12 and designed as carriers for the flood flap drives. The D spans must be reinforced where they are passed over the openings of the flood flaps.

A middle ship shall be installed with an intercostal longitudinal bulkhead consisting of a 12 mm thick and 300 mm wide strip under the cell ceiling, otherwise made of 8 mm thick sheet metal. The bulkhead is waterproof at the ends, the very ear shafts and at the top. It should get below waterway holes. On D Spt. 41, 43, 46, 47 and 48 flat bead irons 100 - 8 should be provided. A flat iron 90-10 shall be welded to the two submersible terminal bulkheads, which shall be provided with long holes so that the longitudinal bulkhead can be screwed to the final bulkheads in such a way that it cannot act as an anchor. A pack shall be placed between longitudinal bulkhead and flat iron strips.

Between D Spt. 45 and D Spt. 46 an airtight screwed manhole 300 - 400 is to be arranged in the longitudinal bulkhead, which can be opened from Starboard.

The end bulkheads are to be carried out as pressure-resistant bulkheads of 20 mm wall thickness, which are curved in the radial cross-section in an elliptical shape according to the O. K M. At the edge they are provided with a flange. The connection of the final bulkhead With. the surrounding components should be carried out by oil-tight chain riveting with 25 mm rienest diameter. To obtain a stem edge on the curved side of the end bulkhead, a wedge must be welded on the flange outside. The bulkhead is then expedient ly turned off to the main diameter.

The final bulkhead and the submersible cell ceiling as well as their stiffenings are to be made from St. 52 KM, the central longitudinal bulkhead from St. 42 KM.

c) Trim and torpedo cells

The trim and torpedo cells are in both end spaces of the pressure body.

The rear Trim cell ranges from D Spt. */, to about D Spt. 4'/, and has a downward curved, 10 mm thick ceiling with a radius of curvature of 2 000 mm and an internal deck beam made of flat bead profiles 130 - 7. Both end bulkheads are 10 mm thick. The rear end bulkhead is flat and with 2 stiffeners made of flat bead iron 80 - 7, the front with a curvature radius of 1 500 mm to be carried out without stiffening.

The rear torpedo cell lies directly in front of the trim cell and reaches up to D Spt. 7*/s- It must be used in two parts to be able to store the reserve torpedo under the aisle. Each half of the cell has an upward curved 8 mm thick ceiling with a curvature radius of 1,055 mm. On D Spt. 6, a built support bulkhead must be provided, which must be stuck through the ceiling to achieve reliable welding. The front, 8 mm thick end bulkheads should have a curvature radius of 1 500 mm. They are not too stiffened.

The front torpedo cells 2 and 3 range from D Spt. 63 to 260 mm before D Spt. 69. They shall be separated by a flat longitudinal bulkhead, which shall be pressure-resistant against 3 atm. It is followed forward to D Spt. 73, the front trim cell. All three cells shall have a common, downward curved, 10 mm thick ceiling with a radius of curvature of 3 000 mm mid ship and one of 650 mm on the sides. The ceiling must be brought to the pressure body skin through 12 mm thick edge plates and welded with it. The ceiling is to be stiffened with internal deck beams made of flat iron 140 mm x 10 mm on each slat and in between flat iron slats 70*10.

The 10 mm thick end bulkheads of the torpedo cells shall be carried out as outwardly curved bulkheads with a radius of 1 500 mm, which shall be welded with the pressure body skin and the cell ceiling. The front 12 mm thick bulkhead of the trim cell must be flattened and provided with stiffeners made of flat bead iron 100-9 zn.

The D slats passing through the cell ceiling are easy to weld with it and connected to the deck beams by knee sheets. The intermediate flat irons do not get any connection with the pressure body skin.

For torpedo cell as washing water cell see S II 0d.

For torpedo cells 1 and 3 as drift oil bunkers see S II 0f and S II 6c.

d) Drinking water cells and washing water cell

In the battery rooms, in the central office and in the front living room, 3 drinking water cells as well as 'a fourth cell, which is only designated as a washing water cell, are to be installed, w egen at the drift oil bunker. Drinking water cell 1 lies on Port from D Spt. 29 to about D Spt. 31 under corridor and then has a niche of about 480 mm length and 1 175 mm width from D Spt. 29 to D Spt. 30. Cell 2 is on D Spt. 42*/, up to D Spt. 44 on Port over corridor, line 3 on about D Spt. 55'/, up to D Spt. 58'/' Starboard. The washing water cell is located under corridor on about D Spt. 53 to D Spt. 54 starboard, between the room for T-Devicec and the drift oil bunker 2. The walls of the cells must be welded with the adjacent components.

In addition, the torpedo cells 1 and 2 are to be set up for freshwater over- and-remover-, to be able to use the cells as washing water cells.

e) Dirty water cells

In both accumulator rooms, one dirty water cell is to be ordered and connected to the bilge line. Both cells lie on Port under corridor, cell 1 about D Spt. 31 to D Spt. 32 and cell 2 D Spt. 53 to about D Spt. 54.

f) Drift oil bunker

The drift oil bunkers are located on the side of the rooms in front of and behind the headquarters. They are connected by each cross bunker in front of or behind the final bulkheads of the inner submersible cell.

The propellant oil bunker 1 reaches at the Starboard side in its lower part from D Spt. 29 to D Spt. 41 and in its upper part from about 100 mm behind D Spt. 32 to the central bulkhead 39; on the port side at the bottom and above from about 100 mm behind D Spt. 32 to D Spt. 41 or Schott 39.

The clear width between the two longitudinal bulkheads, which are perimated vertically from bottom to top, is 2 440 mm. Both longitudinal bunkers are connected by a cross bunker located only below the corridor, the rear cross-bulkhead is 100 mm in front of D Spt. 38 and whose front boundary forms the diving cell end bulkhead. The ceiling of the transverse bunker is formed by the extended ceiling of the dive cell 3.

The drift oil bunker 2 ranges from the front dive cell end Schott 48 to Schott 63. The clear width between the two longitudinal bulkheads is also 2440 mm. The front boundary of the cross bunker is a bulkhead 200 mm behind D Spt. 51. The ceiling of the drift oil bunker 2 is generally located at the height of the main axis, which is formed by the extended submersible cell ceiling, which here is only 15 mm thick, as in bunker

The ceiling of the side bunkers is raised on the starboard side from about D Spt. 55*/, to 61%, on the Port side from about D Spt. 52 to 61% by 350 mm above main axis. For better flow of sweat water, the ceilings must be laid on the side with a little fall. To drain the sweat water from the ceiling of the propellant oil bunker in the officer's room, the longitudinal walls are to be led about 15 mm over the ceilings.

The longitudinal and transverse bulkheads are made of 7.5 mm sheets at the bottom and 7 mm sheets at the top. The longitudinal bulkheads shall be stiffened on each D Spt. by flat bead iron 100 - 8 and intercepted by horizontal anchors made of flat bead iron 100 - 7 against the pressure body braces. The flat bead irons on the longitudinal walls next to the flat and battery compartment at the front must be welded continuously from above to under the ammunition compartment ceiling for better absorption of the clamping torques. The cross-scotts are to be stiffened in the sense. The Bulkheads must be so strong that they can safely absorb the thrust of the battery, which is produced at loads of up to 60° and in the case of crimping up to 60°. The longitudinal bulkheads are to be provided with a stretchfold just before Schott D Spt. 63.

The fields between the vertical stiffeners shall be stiffened by horizontally arranged flat iron saly at 75*8, the distances in the battery cells are based on the position of the insulators, since these flat irons serve at the same time for the lateral support of the battery cells.

The propellant oil bunkers must be completely welded. Welding to Schott 63 is besondereSorgfa.lt, as experience shows that there are frequent leaks here, so it is thicker than normal to be carried out. The D spans in the bunkers are continuous. They are oil-tight to weld with the intercostal edge plates.

During construction, care must be taken to ensure that the vent holes in the pressure body panels of the inner bunkers are installed exactly according to the drawing. The air holes should be arranged approximately at % web height D Spt. from Mallkante pressure body skin and as high as possible. The spant profile must not be unduly weakened. Residual air must be removed by appropriate trimming and cruising (cf. SI 6b). The bunkers are provided with oil-tight screwed manholes, which must be accessible without undue work.

Torpedo times 1 and 3 should be set up for the temporary absorption of propellant oil (see S116c).

g) Engine oil storage tanks

In the diesel engine foundation, 26 engine oil tanks are to be installed from D Spt. 18 under the diesel engines and from D Spt. 19 to D Spt. on the side (see S J8b).

h) Motorcnölsannneltanks, dirt engine oil tank and drift oil collection bunker.

In the area of the diesel engine foundation, the mulch engine oil tank, the two engine oil collection tanks, and the Fuel oil collection bunker are to be ordered. Side walls, ceilings and cross-shields are formed by the diesel engine fundainente (see S I 8b).

For each tank and the bunker, a special manhole is to be provided, which is to be closed oil-tightly by a lid. The two engine oil tanks must be used from each engine oil collection tank.

i) Distillate containers

In the e-machine room midship between D Spt. 11 and D Spt. 12 and between D Spt. 14 and D Spt. 15, six loose containers for distillate of a total of about 0.5 cbm are to be arranged under the reserve torpedo for filling the accumulator scrimps (see SH 17s and see M, MH 17).

j) Accumulators

The rear battery compartment, battery compartment 1, is between D Spt. 29 and on Port Side between 100mm behind D Spt.30 and Schott 100mm in front of D Spt.38, the front, battery compartment 2, between D Spt. 53% and D Spt. 54'/., and D Spt. 63.

Limitations: Waterproof Scots see S I 7,

Drinking water cell and washing water cell see S I 10d, ski-use water cell see S I 10e, bunker bulkhead see S I l0f,

Battery blankets see S I 9 b,

Room for T-devices see S I 10 m.

k) Ammunition chamber

The ammunition chamber ranges from Bunker querschot 50 to D Spt. 53 and is bounded to the side by the bunker longitudinal bulkhead (see S I l0f). The 5mm thick Schott 53 is made by two horizontals, with a lying. Flange on sifted angle 60-40'5 and two vertical flat irons 50-6 stiffened, which lie 350 mm from center ship and run to the upper stiffener.

To hold the ammunition weight sufficiently strong, flanged floor wrangles must be welded on the D Spanhm, on which the hallway bodcn is to be fixed (see S I 9a).

For ammunition chamber decks, see S I 9c.

l) Room for T-devices

The space for T-devices ranges from the front ammunition room bulkhead 53 to 30mtn before D Spt. 54%. Its lateral boundary is 705 mm from center Shia on both sides. The 5 mm thick cross bulkhead 54% is welded by three horizontals, with a standing flange welded! 65-50-8 and vertically placed 425mm from center ship lying flat iron 60-8 stiffened. The angles are used at the same time for the AhS IIitzcn of the battery battery in front of it. The 5 mm thick longitudinal bulkhead are stiffened by the adjacent water cell bulkhead and three horizontal flat irons 60-8, which at the same time absorb the support pressure of the battery cells.

The ceiling of the room for T-devices should be given an assembly flat and in it a duct that can be locked by a hatch lid (see S19d and SH Id).

S I Group 11 Skin of the Outer Hull

a) General

The outer skin is the outer boundary of the waterproof stern, the diving cells, the immersive bunkers, the pressure-resistant cells, the waterproof baking, and the flooded rooms. It extends in the back ship in front hintcrstem to about Spt. 12, in the aisle from about Spt. 92 to the Vorstem. From about Spt. 20 to about Spt. 79 is, independent of the for- and hinterschifl', a lateral extension arranged, which forms in the rear part the diving bunker 2, in the middle part the control bunker, the control cell and the understatement cell and in the front part the diving bunker 4.

At the ends, the annex contains flooded rooms to create a good transition into the ship's shape.

All cells, bunkers and waterproof spaces in the outer nave are easily accessible by manholes.

The flooded rooms must have enough large flood and vent openings. They are fitted with screwed plates, man holes or hand holes for the maintenance of the components and for the after-inspection of fittings.

The side cover of the upper deck is S I 15d.

b) Exterior

The plating of the outer skin is generally to be carried out around the diving cells, the waterproof stern, and the waterproof back 5 mm, around the immersion bunker 6 mm, around the flooded rooms 4 mm, in front of diving bunker 4 but 5 mm thick.

In the area of the control bunker, the control cell and the understatement cell, the outer skin is formed by the plating of these pressure-resistant spaces.

In places where local stress occurs, e.g., at the passage points of the front depth rudders, the flood flaps, and the anchor vents, and in other places that arise during the preparation of the drawings, the outer skin shall be strengthened in an appropriate manner; duplications should be avoided.

The impacts in the individual gears of the outer skin must be bluntly connected by V-welding. The longitudinal seams should generally be connected by riveting, but in the immersion bunkers and flood slots bluntly by V-welding.

In the area of the flooded rooms, the outer skin must be riveted as far as possible with the outer panels. VeT-screwed plates should only be used where this is necessary because of the construction and maintenance of the components. Continuous wedges for fastening the screwed plates must be avoided.

To prevent loose objects from falling from the upper deck into the flooded space between the outer skin and the pressure body, perforated sheets or wire meshes shall be installed where necessary.

In the flooded rooms, a waterproof riveting is not required, in the immersion cells below the flood slots only to the extent necessary for the proper testing of the cells.

c) Cell and bunker ceilings

About the cell ceiling of the waterproof rear and the waterproof back see S I 15d.

The cell ceiling of submersible cell 1 runs from the torpedo support bulkhead Spt. —9 to 200 mm behind Spt. —2 about 8° ascending to almost below the upper deck and from there from the edge of the tauchzelle horizontally. To build the rudder drive that enters the outer ship between Spt. 2 and Spt. 3 is a niche that is too open forward. Through the rear wall of the niche and through the submersible cell and diving cell ceiling, two pipes are to be welded waterproof to the rear, through which the push rods of the rudder drive are to be guided. The niche must be provided with a wire mesh at the front to prevent foreign bodies.

The cell ceiling of submersible cell 1 and the niche plating are generally

6 mm thick and stiffen through external beams. The cell ceiling receives a partly riveted, partly welded mounting opening of about 2 000-700 mm light width for inserting the rear torpedo tube shot.

The longitudinal seams and impacts of the cell ceilings and niche sheets shall be connected by V-welding; the cell ceiling and the outer skin must also be welded together.

The submersible cell 5 is to obtain a front sloping ceiling of 6 mm thickness, which is to be stiffened by beams lying on the ceiling and underlying longitudinal beams.

The 5 mm thick ceiling of the waterproof back drops from the upper deck Spt. 103 forward with about 6° inclination to Schott 113. Deck beams and longitudinal beams shall be placed on the cell ceiling as far as possible. All connections must be welded.

d) Edge plate

The immersive bunkers shall be provided on the side to the pressure body with edge plates of 6 mm thickness, which shall be radially fed to the pressure body. The edge plates shall be laid in such a way that their weld seam is free from the pressure body seams at least 60 mm.

For drainage of the edge plate niche see S II 12, 3 a.

S I Group 12 Stem and Wave Cutters

a) Rear stem

The rear stem shall be made of cast steel; it lies with its lower edge 1400 mm above base. It must be made as a box with ribs, which must be given enough waterway holes. The rear end of the Stems is to be sharpened for a good water run-off. In the lower part, two bearing nozzles for storage and warts for lubrication of the rear deep rudder shaft, and two stop surfaces for the end positions of the deep rudder lever are to be poured inside.

For Location of the rear deep rudder shaft see S I 13d.

For rudder angle see S I 13 b.

For the insertion of the push rods of the rear deep rudder drive and for the assembly of the bolts for the rudder lever, hand holes shall be provided, which must be screwed water tightly, as far as they lie above the flood slots of the submersible cell.

The hind stem must be provided with a spooning for the connection with the outer skin and the :mark:deadwood shoe and connected to the outer skin by chain or zigzag riveting.

b) Dead wood shoe and hoe

The dead wood shoe is made of cast steel (see A 3 h). It should form the connection between your stern stem and the wave bucks and range from about Spt. —5 to Spt. —2. The deadwood shoe is easy to overlap with the back stem and the U-iron 240-95-12-15,5, which represents the extension of the sole of the dead wood shoe forward. To fasten the slats with the lotholzshoe, ribs shall be provided on the other side, as well as on both sides between Spt.—4and Spt.—3 casts for fastening the shaft bucks.

A hoe must be affixed under the deadwood shoe, which must be poured from one piece with the lotwood shoe. The hoe must be trained as a full support column. It should be given a consistent cross-section that is favorable for water resistance. The lower edge hoe sole should lie 200 mm above base, be widened, and receive sponung sprues for the attachment of rejects to the rear and front.

The forward-looking rejecter is to be led as a strong rod of round cross-section to about Spt. 1 and to be stiffened on about half a length by a strut of water-cut cross-section against the dead wood.

For's rudder-like repellators see ST 13f.

c) Wellenböcke – Propeller Shaft Brackets

The screw shafts are to be stored at the back in two-armed shaft blocks made of cast steel (see A 3 b), whose arms are to be given a favorable shape for the water resistance. The upper arms of the wave bucks are to be riveted between Spt. — 4 and Spt. —3 by powerful flanges with the stringer in submersible cell 1. The rear aisle must be reinforced at this point by frame clips. The lower arms should be well connected with the sprues provided for this purpose by three rows of rivets. The arms must be widened at these lashing points. On the nabs, rags for fastening the mine shields for the rear depth rudders ' and the screws must be provided. The lobes must have good transitions to the nabs and must not have sharp notches caused by the machining.

For the location of the center waves see M, M I 7.

d) Wave outlet nozzles

The stern tubes shall be stored between D Spt. 3 to D Spt. 4 and about D Spt. 7 in cast iron nozzles. The front nozzle is in the torpedo cell end bulkhead. To it is followed to the rear a gradually leaking pressure-resistant hollow of 16 now thick sheet metal, which is to be welded into the pressure body skin. The rear nozzle should be welded with the pressure body skin by poured webs.

Subsequently to the pressure-resistant trough, a light covering of 5 mm sheet metal must be provided outside the pressure body around the Stem tube. A slender, lightweight cover cap is placed on the rear nozzle, which is easy to screw with the outer skin. The screws of the cover caps must be secured by grain stroke.

e) Stem

The stem should give the lines cntSpt.echend a smooth, round shape, so that troughs cannot hook on it. It should consist of three welded parts, of which the upper and middle ones are made of steel casting (see A3b). Vent holes must be provided. The lower part can be made from St 42 KM.

The upper part should run out on the upper deck into an open tow rail and get an eye to attach the front antenna. The eye must run forward in a slender shape, so that mine, anchor, ropes etc. cannot hook. The lower part of the stem is to be trained as a :mark:Stem shoe. The upper part shall be provided with a sponing for the start-up of the outer skin. The outer skin is to be connected to the Stem by zigzag rhening.

S I Group 13 Rudder and Rudder Protection

a) General

The boat is to have two rudders lying with the rudder axis in the same slat plane as well as a front and a rear pair of deep rudders.

All rudders are to be carried out as balance rudders in a form favorable for water resistance. The rudder blades are to be built as displacement rudders; the deep rudder blades should consist :mark:of ellipiconically twisted steel casting with cast cloths and hereon welded arms with double-sided plating. The rudder blades are provided with ribs, which receive relief holes. The longitudinal ribs must be welded directly with the rejuvenated rudder shafts. The space between the plating is well filled with wood and marine glue on all rudder blades. To protect the wood filling from swelling, the plating at its edges must be welded waterproof on all sides. To demonstrate the tightness, all rudder blades must be checked at 0.3 kg/cm air pressure and the result of the test shall be entered in the bulkhead test book.

All rudder blades are removable. They must be taken care of closely on the conical lyses, as well as the fastening springs for the rudder blades and for the drive levers; the nuts must be provided with a double fuse. The nabs of all rudder bodies should each receive a threaded screw hole with normal thread for attaching a push-down screw for pulling the rudder blades off the rudder shafts. The same push-off screw shall be provided for all rudders. To be able to apply and tighten the fastening nut or the push-off screw on the rudder shaft or on the rudder shaft, a correspondingly large, screwed hand hole must be placed in the plating. The hand hole should lie at the deep rudders on the top, at the rudders on the outer side of the plating.

The space under the hand hole must be separated from the rest of the rudder blade space on all sides by waterproof welding. The surfaces and edges of the rudder blades shall be smooth.

Pins for storage in the screw guard shall be attached to the outer edges of the rear deep rudder blades in the rotary axis. Likewise, pins for the storage of deflector rods shall be attached to the lower edge of the rudder in the rotary axis. The shape of the fuse plate for the fastening of the debar rods shall be chosen in such a way that, in addition to reliable securing of the nuts, all slots are covered when the rudder blades are placed in the hard layers, so that mine ropes and net troughs cannot hook.

All bearings and other friction points of the entire rudder equipment shall be connected to the central grease lubrication systems in the front and rear aisles. For the parts of the rudder device lying outside the pressure body, the lubrication devices are particularly plentiful (see A4g).

Zinc protection panels must be affixed where the experience gained is required (see A4i).

Similar rudders and rudder shafts should be interchangeable on all type VIIC, VII D and VII F boats. For the length dimensions and diameter of the rudder shafts, the rudder bearings and for the cone in the rudder blades, stencils or gauges are produced in such large numbers that each replica or work which produces rudder shafts, rudder castings or bearings has a complete set of stencils or gauges available. The length dimensions

Drawings of the rudders, rudder shafts and bearings in the submarine shall be submitted for approval.

The rudder shafts or shafts shall be drilled as far as possible for weight relief. The rudder shafts of the front and rear depth rudders should be pulled to the same side (Port).

For facilities for rudders and over rudder lines see S II 7. m\ :sup:2

b) Rudder and Rudder Protections

The rudders should each have an area of about 2.75 m. The axis of rotation should divide the blade length of about 1400inm in the ratio 1 :.3. The leaf length is the connecting line of the center of the front and rear edge of the leaf.

The rear depth rudders should each have an area of about 2.25 m, the front depth rudders should each have an area of about 2.40 m.

For the rear deep rudders, the rudder blade length of 1225 mm, determined in the same way as for the rudders, shall be divided in the ratio 860 : 365.

In the front depth rudders, there should be about 1.65 m behind the axis of rotation and 0.75 m\ :sup:2 rudder surface in front of the axis of rotation, i.e. it should not be more than the entire rudder surface in front of the axis of rotation.

For the front depth rudders, only the specified area ratio is decisive.

The rudders should receive the following rashes:

Rudder: total rudder rash and naval rudder stop 30° on each side; End layer shut-off is set to 28° on each side.

Rear deep rudder: total rudder rash and naval rudder stop 30° up and down; Limit position switch set to 28° top and bottom.

Front depth rudder: total rudder rash and navigable rudder stop 25° upwards and 35° downwards; Limit position switch set to 23° upwards and 33° downwards.

The red marks on the scales of the ifuder hands must be placed 2° before setting the limit position switch or 4° before the naval rudder stop.

The naval rudder stops must not be allowed to precede on the outside.

In the end positions, only the fixed rudder stops and not the drive parts of the rudder rods may come to the plant. For the depth rudders, the lever sitting on the shafts should receive the lifting limit.

Rudder.

The rudders are 225 mm behind the torpedo tube support bulkhead Spt.—9 and 620 mm each from the center ship. Each rudder must be led to the eighth edge of the torpedo tube support headboard at the bottom of a heavy, barbed steel casting bearing. For the upper end of the rudder shaft, a support and neck bearing made of cast steel must also be provided.

Both bearings are in the flooded, watertight-lined niche behind the torpedo tube support bulkhead Spt. —9. They must relate to the outer skin, the bulkhead Spt. -—9 and the adjacent components so that the rudder pressures are safely absorbed by the components of the rear aisle. The rudder shafts are to be forged from St C 35 KM. They should have a diameter of 215 mm in the lower support bearing and the other dimensions according to the drawing. Each rudder shaft should receive a thread at the top in which an eye-pin can be inserted.

Single-armed, two-piece rudder levers, initially forged from St C 35 KM, must be carefully taken care of on the cones at the upper end of the rudder shafts and fastened by means of springs (see S II 7 a).

To protect against basic contact, the lower edges of the rudder blades must be about 1000 mm above the base.

c) Depth rudder.

The rear depth rudders are located behind the screws 1750 mm above the base and 3245 mm behind D Spt. 0. Their shaft must be stored in the intended sprues at the rear stem (see S I 12a).

The front depth rudders shall be arranged on Spt. 100 (1200 mm in front of the reference edge of the front bottom, 1500 mm above base) below the torpedo tubes. Their shaft shall be stored in steel castings, which are easy to attach in submersible cell 5 by frame clips and stringers.

The bearings of the front deep rudder shaft are to receive stuffing bushes, which can be retracted from the inside of the submersible cell. In the area of the steel castings, the outer skin must be reinforced (see S I 11 b).

The rudder shaft common for both rudder blades of a deep rudder pair is to be made from St C 35 KM. On each shaft a two-part rudder lever made of St C 35 KM is to be placed. The hat nuts of the deep rudder shafts are made of steel.

The smallest diameter in the cylindrical parts is 155 mm for the rear depth rudder shaft and 167 mm for the front. The starboard bearings (smallest diameter within the bearing points) should be 157 mm in diameter for the rear deep rudder shaft and 170 mm in diameter for the front deep rudder shaft.

The springs of the rudder shafts are particularly well matched.

The weight torque of the deep rudder leaves is to be compensated by iron ballast in the front part of the leaves considering the self-displacement.

d) Manual rudder drive.

All rudders must be driven electrically, but manual drive must also be provided.

For the electric drive of the rudders, see M, MII 1.

Above rudder stands see S 11 7 b.

For hand rudder lines, see S II 7 c.

The drive of the rudders shall be led upwards between D Spt. 1 and 2 through the pressure body. On the vertical feed-through shaft, a lever of 330 mm radius shall be attached within the pressure body, above the pressure body a double lever with a radius of 400 mm on both sides. The transfer from the double lever to the single-arm levers with 400 mm radius, which sit on the rope rudder shafts, is to be carried out by two long push rods made of seamless steel tube.

The rear deep rudder drive passes through the pressure body through the rear end floor. The passage point is 680 mm above the main axis and 600 mm after the Starboard side from the center ship. Behind the rear end bottom, between Spt. —1 and Spt. —2, an intermediate shaft is arranged, on which two single-armed levers of 425 mm radius sit offset by 180°. The push rods for the rear deep rudder drive attack at the lever ends.

The passage of the front deep rudder drive should take place at about D Spt. 78 to D Spt. 79 through the lower part of the front pressure body shot. For this purpose, an outlet nozzle must be placed, which shall be poured from cast steel.

e) Rudder protection.

The rear depth rudders and at the same time the screws must be protected by fixed transpellen made of steel casting, which are to be attached to the shaft blocks at shaft height and stored in the rotary pins of the depth rudders (see SI 12e).

The front depth rudders must be protected forward by narrow, fin-like, built, solid deflectors, which must have a favorable shape for overcoming the water resistance. They are to be built from cast steel and slabs waterproof and filled with concrete or tarred wood before installation. A dreli cone on the outer edges of the front-facing deep rudder blades for storage in the rejector is not to be provided. They should point upwards against the balance rights by about 5°, i.e. high in the front.

To indicate the position of the depth rudders and screws, a 40 mm wide color screed must be applied to the wooden deck in the screws and the rear and front depth rudders. In addition, a clearly visible strip of paint without inscription must be attached to the side of the upper deck.

To protect the rudders, especially for basic touches, a hoe should be provided (see SI 12b).

From the hoe, one arm of round cross-section shall be led to the two rudders and stored at these cones. The arms shall be spread by a crossbar of water-cut cross-section in such a way that the guide eyes of the arms are easily attached to the rudder pins and thus rattling noises are avoided. The crossbar must therefore be welded in during the assembly of the rod on board.

All fixed dflectors shall be subdivided or ordered in such a way that a slight

removal of the rudder blades and pulling of the rudder shafts is ensured. At Vor

drive to the east may mine dew or networks at the oars or their designers do not catch hook; therefore, special attention must be paid to smooth execution of all transitions everywhere.

S I Group 14 Slats, bulkheads, longitudinal bandages, and platforms of the outer vessel

a) General

The span distance in the outer nave should generally be 500 mm. Deviations from this can be seen from the iron plan.

The dressings and other fittings in the waterproof rear, in the immersion cells, in the waterproof back and under the upper deck shall be placed in such a way that a rapid and complete ventilation and complete drainage can take place, the latter as far as the position of the flood folds permits. Where necessary, vents and drainage openings shall be cut in such a way as to weaken the strength of the dressings as little as possible, since a necessarily sea-resistant construction must be ensured.

Local reinforcements of the normal associations, apart from the reinforcements listed in this group, shall also be met elsewhere in all places which are subject to stress.

All stringers and beams must be provided with relief holes where connected.

The aim is to weld all longitudinal and transverse bandages. All welded joints of the outer vessel with the pressure body shall be carried out with a continuous throat. The transitions from one bandage to the other are to be mediated by appropriate knee plates. The reference edge at the rear end floor is Mallikante Spt.0 (as well as Mallkante D Spt.0).

4)Spant change is in the pressure-resistant outer cell. The flanges of the outer braces strike in the back aisle forward, in the foreship, rear.

b) Slats and deck bars

The slats in the outer nave are to be made from Angle Iron 60x40x5mm, bent knee plates are attached to the top and bottom of the pressure body. In the dive cells 1 and 5 they are to be riveted with the outer skin by 13 now rivets at 6 d distance, in the dive bunkers 2 and 4 with a standing flange to weld with the outer skin. In the area of the flood flaps, the braces must be brought to the frames of the flaps and stiffened against the pressure body by anchor and knee plates to achieve a particularly good support of the flap frames. The slats are to be supported against the pressure body at the height of the stringer on each second slat, above it on each slat by support struts 50 - 50-6 mm or 40-40-5 mm. The struts must be attached to knee sheets, which are to be welded with the pressure body skin.

The deck beams in the fore and rear aisle should generally consist of angles 60-40-5, placed on the cell ceiling and welded with it with proscoming flange.

In the rear aisle, the slats —6, —4and —3 shall be made in depth rudders and shaft bucks as 5- and 6-mm frame braces of about 175 mm in height, respectively; Spant angle 50 - 50 - 6, belt 70-8. For the unhindered passage of the air, the upper parts of the frame panels on the cell ceiling must be placed. The. Frame clips must be carefully connected to the cell ceiling and stringers.

On each slat, between the lower strings, in general, 7 mm thick floor wrangrows are to be placed, which are to be provided with large openings for the passage of the water. Slats, which are more stressed by special loads, such as corrugated buck fastening and deep rudder intermediate bearings, receive 9 mm thick floor wrangling. To accommodate the shear forces occurring in the intermediate bearing, the ground wrangrows —3 to 0 shall be well connected by two intercostal longitudinal beams, which, however, are not to be brought to the pressure body. The floor wrangling of the dead wood shall be 9 mm thick and from Spt. 0 7 mm thick. The floor wrappers shall be riveted with the cross ribs of the hind-stem and the dead woodshoe (see S112b) and connected by angle 75 - 75 - 10 with the 10 or 8 mm thick outer skin of the dead wood shoe. The sole of the dead wood consists in the extension of the dead wood shoe made of a U-iron 240-95 - 12- 15.5. It lies horizontally 1400 mm above base and approaches the pressure body at about Spt. 7.

In the aisle, where necessary, the slats must be reinforced and ground wrangling

mm thick and from Spt. 93 5 mm thick on each slat. They must be fitted with a belt or flange. The ground wrangrows are well connected to the central keel carrier.

In the dive cell 5, in the flood slots transversely standing impact plates between the slat feet on Spt. 93, 54, 95 and 96 are to be screwed up. The sheets should be 5 mm thick and smooth and reach up to about 250 mm above the adjacent top flood slots.

These impact plates are intended to limit the vortex formation of the water pressed through the flow into the diving cllc during overwater travel and the mixing of this water with the air in the cell.

In the Spantfeldcrn 92/93, 93/94 and 95/96 no flood slits are cintociden above the longitudinal seam of the Outer slabs.

In the area of the bearings of the front depth rudder, Spt. 99 and 100 shall be carried out as 5 mm and 6 mm thick and 175 mm high frame panels. Spt. 98 is, as far as the accessibility of the submersible cell allows, to be reinforced by supports against the front end floor. The ground wrange on Spt. 100 must be amplify locally to compensate for the weakening caused by the cut-out for the deep rudder hebcl cintritt.

c) Middle keel carrier

The aisle receives a 10 mm in extension of the sittelke plate (see S I 24 a) from D Spt. 68'/2 to Spt. 91*/2 and an 8 mm thick central keel carrier from Spt.0D/gbis Spt.lO3*L, which is to be welded with the pressure body to the front end floor. Before Spt. 103-0, the middle keel carrier 6 is now thick lynot.

Before Spt. 97 to Spt. 106, the free top edge of the carrier must be provided with a top bar 100-10.

The middle keel carrier must be welded with the keel shoe plate or with the Vorstem.

d) Stringer

To support the rear aisle and to fasten the shaft buck arms, a lower heavy stringer (Stringer 1) must be placed from Spt.—6 to Npt 2, which must be riveted with the outer skin at an angle 75 - 75 - 10 and welded with the bottom wrangles that reach up to it. It must be fed to the end bottom and up to Spl 2 to the pressure body skin hcran. Its width depends on local conditions. In the area of the shaft bucks from Spt. —6to Spt. —3, the stringer is 12 mm, before that 9 mm thick. It shall be fitted with a belt 100-15.

Approximately at the widest point of submersible cell 1 is from torpedo tube support schott —9 also to Spt. 2 another stringer (Stringer 2) with support plates to arrange on each spant. From Spt. —9 to Spt. —it must be carried out 5 mm thick and at least 250 mm wide; before Spt. —2 it must be taken 6 mm thick and widened to the pressure body skin. Its belt should be made of flat iron, about 70-8. The string egg plate must be welded with the outer skin and the pressure body skin.

In the waterproof rear, a light 5 mm thick stringer (Stringer 3) of 150 mm web height and a belt of about 60-8 must be provided from Spt.—15 to Spt.—8, which must be connected to the slats by small support plates and welded to the outer skin. In extension of Stringer 3, an angle 60-40-5 is to be placed as stiffening of the outer skin (Stringer 4) until the edge of the submersible cell 1.

In the dive bunker 2 and 4 a stringer of about 175 mm width is to be installed about in the wide width of the submarine. The 5 mm thick sheets must be welded with the outer skin and provided with a belt of about 60 - 8 on the inner soap. They must be fed up to the bulkhead of the pressure-resistant Außcnzellcn hcran. At the ends, the stringers should run out narrower.

The screwed sheets in front of and behind the immersive bunkers are to be reinforced in the steak of the stringer by high-edged welded flat irons 60 - 8.

In the aisle, two stringers shall be incorporated below the ceiling of the submersible cell 5, of which the lower stringer made of 5 mm thick sheet metal and provided with a belt 70-8 must be welded with the bearing of the front depth rudcrwellc and led from Spt. 97 to the rear edge of the chain box. The upper stringer, at the height of the lower guide platform of the upper torpedo tube, shall be attached to the bottom of the pressure body and forward to the lower guide platform of the upper torpedo tube. The stringer should be made of 250 mm wide and 5 mm thick plates exist on its inner side with a belt of about. 70 * 8 and with knee plates on the slats and weld edging with the outer skin.

Above the cell this is to install a stringer of 150-4 with belt 50-0 in the waterproof back. The Stringer must be continued from Spt. 112 according to local conditions.

In front of the torpedo tube support sschott Spt. 106, continuous, non-waterproof, 4 mm thick platforms are to be installed above and below the torpedo tracks to guide the torpedo flaps. (Deck A, B, C and D.) They are to be connected to the outer skin by angles of about 50 - 50 - 6, against which the platforms are bluntly welded, and with the forestem. The mall edges of the angles of the A- and C-deck sit well about 200 mm after each side of the torpedo centers. The lower platform must be 5 mm thick.

In the platforms, sufficient flood openings shall be cut into the platforms for the bleeding of the waterproof baking, which, however, must not lie percerantly above or below the torpedo tube center lines. The cell ceiling of dive cell 5 is to run out in front of the torpedo tube support headscot in two long knees, into which sufficiently large flood holes are to be cut.

e) Beams

In the rear aisle, the main carrier of the torpedo tube support foreshore Spt. —9 to Spt. I-/3 shall be fitted with a 7 mm thick carrier, as the upper belt of which the upper deck and as the lower belt a flat iron 80 - 10 is to be attached. The Träg.er shall be riveted with the upper deck at an angle of 50-50-5 and welded with the pressure body skin and the rear end floor to which it is to be fed with a knee plate. With the ceiling of the submersible cell 1, which pushes against the carrier, it is to be welded and connected with you on each slat by knee plates approaching the stiffeners 50-50 - 5 of the carrier. It must be roped with ventilation and vent holes.

Behind the torpedo tube, the carrier is made of 5 mm thick sheet metal, rejuvenating in height until Spt. —15 continues. Below, the bridge plate is provided with a belt of about 70-7, at the top it is to be connected to the upper deck at an angle 50 - 50 - 5. The base must be stiffened on each slat.

For further support of the rear vessel, in accordance with the local conditions, a 5 mm thick knee from Spt. —3 to Spt. 1 shall be provided on Port and Starboard, which shall be welded approximately to 800 mm in length with the upper edge of the pressure body. These knees are to be stiffened on each slat with 50 - 50 - 5 and reinforced at the lower edge with a belt 65 - 7.

The niche for the rear torpedo tube cap, such as Spt. —11 to Spt. —10, shall be made of 5 mm sheet metal and stiffened with angles 60- 40-5.

In the aisle, a beam of 250 mm height is to be placed under the ceiling of the submersible cell 5 on Starboard/ and Port, each about 400 now from mid reeds; the beams should also serve as a foundation for the anchor winch and consist of plates of 5 mm thickness. They shall be fitted with a belt 70-8 at their free edge. The beams are well connected to the end bottom of the pressure body and bulkhead 106.

Between the upper deck and the front sloping ceiling of the waterproof back, a base be placed on the middle aisle, which is to be continued after aft to Schott 102 under deck in 250 mm height and 5 mm thickness. The ceiling of the wd. Back must be executed continuously. The stcgplattc of the underload shall be welded at the lower free edge with a belt 100-8, at the upper edge with a belt 70-8.

The under closure is to be connected to the bulkhead 112 with strong angles, as the tow hook is attached to this bulkhead. It is safe to say that the pull of the tow hook in front of it is safely picked up.

f) Cross-scott

The waterproof cross-shields 4 to 6, 92 to 97, 112 to 113 and the oil-tight bulkheads 24 and 75 shall be made of 6 mm thick sheets and connected to the pressure body and the outer skin by mutual welding. The necessary stiffeners shall be made of iron and welded.

The bulkheads —10 and 102 must be made 5 mm thick.

Halfway between diving bunkers 2 and 4, a frame panel of 225 mm height and 6 thickness with a belt of 60 - 8 must be provided and connected well with the side stringer.

The waterproof bulkheads —9 and 106 are to be trained as torpedo tube support bulkheads (vgL S 1 20b). The Bulkheads are to be made outside the 10 mm thick torpedo tube support plates of 6 now sheet metal and welded with the outer skin.

On Spt. 102 above the ceiling of dive cell 5 is a waterproof straight bulkhead and on Spt. 112 to 113 above the top torpedo flap guide plate form (D-Deck) a waterproof zigzag bulkhead to be incorporated. The space separated from these bulkheads must be made as a waterproof baking tray and accessible on Spt. 102 by a watertight manhole of 475 mm diameter (compressed air bottle transport).

g) Other fixtures

In aisle, a chain box of 5 mm thick sheet metal with corresponding stiffeners 50 - 6 must be installed under the torpedo tubes from Spt. 101 to Spt. 103. It is waterproof to the submersible cell 5 and made in such a way that the rushing chain can't hook anywhere. It is to be connected to the diving cell ceiling by a deck-crack pipe, which must be so far that the chain does not jam anywhere during the single-hieven. The chain box must be connected to the outer water by openings in the outer skin, 60 mm in diameter. These also serve as mud holes. The chain box is accessible through a manhole in the Schott 101.

To achieve a rapid flooding of the part of the submersible cell in front of the chain box, the free flood cross-section for this room must be measured accordingly.

S I Group 15 Superstructures

a) General

The upper deck should extend over the entire length of the ship. It is to be used without a bar bay. It is to be built so firmly that it can withstand the sea strike safely in bad weather. The normal width of the deck should be 2000 mm. The middle part of the upper deck should be horizontal and about 700 mm above the top edge of the pressure body. Towards the front, the deck is rising, in the back aisle, for example, from the torpedo hatch, to run falling.

From Spt. 3 or Spt. 1 to Schott 102, the upper deck is to be covered with German pine. In the area of the wooden deck, the beams are lowered by 35 mm, so that the wooden deck is flush with the steel.

Behind Spt. 3 or Spt. 1 and in front of Schott 102, the upper deck receives iron plating with welded warts. From the rear to Spt. — 10, the deck is waterproof. In the rest of the rear aisle and in the aisle off Schott 102 it is to be riveted or screwed according to the local conditions.

For galvanizing, see (A 4i).

b) Slats, bulk, and deck beams

The slat distance of the upper deck should generally correspond to the division of the slats of the outer ship.

The slats should generally graze from 60 x 40 x 5 mm angle. They are to be connected to the pressure body by 4 mm thick knee plates or, where the device of the upper deck results, by large support plates and attached foundations.

In the area of increased stress, the slats must be strengthened accordingly.

The knee plates should be fastened by welding. About one in four slats is to be fitted as a frame pant of 200 mm width. Where installations do not permit this, other reinforcements shall be provided for to achieve the same strength. The frame panels should be 2.5 mm thick; they are to be flanged at the free edge.

To give the upper deck a good strength, and to prevent the water from flowing freely through the whole room under the upper deck, light cross-shields must be installed in suitable places.

The continuous deck beams shall be made from angles 60 x 40 x 5 mm and connected to the slats by corresponding knee plates. For the short deck bars angles 50 - 40 - 5 are to be used. Approximately every second deck beam shall be stiffened by galvanized pipe supports unless sufficient reinforcement is provided by beams or other fittings.

In places of high local loads, instead of the usual deck bars, z-iron covers 60 x 45 x 5 x 6 mm.

In the case of longer upper deck interruptions, strong beams are to be placed as a cross-bandage and at the same time as a support for the deck flaps in hinges.

The supports, stiffeners and bulkheads shall be set up in a removable form to the extent necessary for the introduction of compressed air cylinders, exhaust silencers, pipes and fittings and screwed with the fixed parts or riveted with head rivets.

In the area of the magnetic photo compass, non-magnetizable material (light metal) must be used in the required radius (see also S115d).

Under the upper deck, in addition to the fixed storage boxes made of perforated sheets, storage boxes for the storage of inventory parts must be placed (see S127b). These reservoirs are to be surrounded all around with solid or removable built-in strong perforated sheets to

Parts well against sea strike. Also, if possible, so-called guide plates (slap water plates) must be placed at the flood vents located near these reservoirs or in their vicinity to drain the water flowing in during diving from the reservoirs. For the clothing of the hatches of decline under the upper deck, see S II 1 a.

On both sides of the torpedo hatches, vigorously trained substructures for the torpedo takeover crane and its support are to be provided below the upper deck (see S II 10 a).

A lockable load shall be provided at an appropriate location under the upper deck.

The welded foundations to be placed in the front part of the upper deck under the spill head (see S119b) must be solidly executed and surrounded with releasable perforated sheets to avoid foreign bodies getting into the spill's gearbox when diving. To allow occasional overtaking of the gearbox, sea-resistant flaps of sufficient size shall be provided in the cladding.

c) Beams

The upper deck is to be stiffened by two beams of "]_-iron 60 * 45 * 5 - 6. Insofar as this is not possible in the aisle due to the one-sided arrangement of the torpedo hatch, other beams shall be provided accordingly. The lower branches must be welded with the upper deck beams.

d) Plating of the upper deck

In the front and rear aisle, the upper deck is to receive a 4 mm thick iron plating with welded warts. In the area of the wooden deck a deck stringer from 150 - 2.5 must be provided and the upper deck must be stiffened by diagonal bands of 100 * 2.5. The large openings in the upper deck are particularly stiffened. In the area of the magnetic photo compass, non-magnetic material within a radius of 900 mm from the middle compass shall be used (see S I 27 a).

The side plating must be made of 3 mm thick plates and fed to the immersion bunkers hcrab except for a continuous flood slot of 120 mm width. Sic * must be riveted or welded with the slats (cf. S I 11a). Where necessary, plating and slats must be screwed for easier installation and overtaking of compressed air cylinders, exhaust silencers, pipes, and fittings.

The connection of the deck stringer with the side plating is to be made by an angle 45-30-4.

The lower edge of the side plating shall be stiffened with an internal semi-circular iron (cf. S 11 12).

Openings in the upper deck shall be provided for the ventilation of the upper deck. In the area of the vent valves of the diving cells and immersion bunkers, openings are also to be placed on the side in the upper deck cladding. Emphasis must be placed on the fact that the whole upper deck can flood and vent quickly and completely, but nevertheless it must be completely sea-proof.

e) Deck covering.

The upper deck is to be provided with planks made of German pine of 80 now width and 35 mm thickness, which must be laid at intervals of about 20 mm. To provide bollards and spill head as well as under the chandeliers body woods, if available from teak wood. If planks are laid on an iron deck, sic 100 mm wide must be taken and laid tightly. The planks must be attached to the beams by 10 mm galvanized wooden deck screws. Near the vent valves, slots are to be cut in greater numbers, but no means are above the vents, avoid all openings. To arrange the spill head on deck galvanized iron rails, which a glide of the crew during the prevent the spill from being operated. The necessary flaps for the torpedo introduction, the tailings, the storage spaces, and other facilities under the upper deck shall be provided.

For stiffening of these openings, see S I 15b.

For safety of the deck flap closures against knocking off by sea, see S I 11 g.

f) Tower conversion.

The tower is to be equipped with a conversion of light sheets, which means the air shafts escaping from the upper deck, the high-frequency cables (see S I 22 c), the radio tracker, the comb. Fu-MG, the round dipole, the front very ear and in the rear part of the conversion the substructure for the two 2 cm Flak and the cooling water high tank as well as the eighth quadruple stand encloses.

The conversion must be made of 2.5 or 3 mm sheets and stiffened accordingly with angles 45-30-4. The connection to the deck must be done at an angle 75-40-5. At the Tyfon opening, the tunnum belly must be reinforced.

In the tower conversion, light but sea-resistant flaps for storage spaces, end organs, etc. must be ordered, as far as necessary. In addition to the boat zu- and -abluf tkopf valves, hole-in-the-board cross-section must be provided with a large enough cross-section. Under the head valves of the air shafts, a light deck, on the side of the boat's air head valve, is to be installed a impact plate, which is intended to prevent the penetration of spray water into the air shafts from the side and from below. In addition, partition walls must be installed between the air valves so that leaking exhaust air cannot be sucked back in.

The feed channels for the diesel air shaft must be raised on the Port and Starboard sides to the top edge of the bridge buckle dress and covered with a wire mesh.

An easily removable hood screwed onto the upper deck shall be mounted above the magnetic photo comps, which shall be made of non-magnetizable material at 900 mm around the middle of the compass rose. The hood must be so firm that it cannot be pressed in by sea strike.

The cladding around the inaccessible areas between the tower sheath and the tower conversion is to be carried out to be able to paint the components.

A bridge protection roof made of 2.5 mm iron sheet according to normal drawing must be attached to the front edge of the bridge deck above the control compass.

At the aeofl of the fixed bridge buckle dress is to be ordered at Starboard and Port each an entrance. Halfway between the upper deck and the bridge deck, a continuous handbar shall be attached, and in the front part of the conversion, crampons at Starboard and Port shall be provided as an emergency entrance for the gun control.

At the rear end of the tower cladding, brackets for the rear lantern and the ship bell should be provided (see S II 17 d and 1).

Special emphasis is placed on a good and completely sea-resistant construction of the tower conversion.

g) Bridge.

Above the tower a fixed deck is to be installed, which serves as a command post for the overwater ride. It is to be placed 70 mm below the top edge of the tower lumenum, so that with 30 mm thick bridge groting, the lusum still stands out 40 mm above top edge of the gräting.

In the rear part of the bridge, foundations for two 2 cm flak are to be provided. The bridge deck must be extended accordingly and supported downwards against the tower building swallow's nest. For the control radius, see S I 19 a.

The command post is to receive a fixed, double-walled buckle dress of about 1 535 mm height over top edge of grass on both sides. On the Port side is before the komb. Fu-MG device is a tank shelter for the commander to provide one for the bridge guard on the Starboard side behind the radio operator. In these places, the dress must be continued. The armoured compartments are made of 17 mm thick Wsh/o.Mo.armoured plates and equipped with double doors. The schanzkleid must be trained after the war time and provided with a nozzle of 25 mm light width to give wind protection. At the height of the first side lantern boxes, a 110 mm wide tread plate shall be attached to the inner edge of the buckle dress on both sides of the longitudinal side; at the same height, the foreedge shall be high-pitched and port treadirons at the UZS-4 column.

Around the height of the bridge deck, a collar must be attached to the tower conversion to reject waves and wind.

For a roof of bridges, see S I 15f.

If the retracted' stand-up ear protrudes over the schanzkleid, a repellator bar must be attached over the sehrohrbock. The folding seats to be placed in or on the buckle dress should be mounted 725 mm below the top edge of the buckle dress.

In the front part of the bridge, a rudder stand is to be provided at Port It is provided with a fixed pressure-resistant rudder position pointer, a fixed pressure-resistant rotary control compass and brackets for a removable control switch for the rudders, which relates to a movable cable and plug inside the tower. The bridge must be extended in such a way that there is space for two men in the front. The front antenna should be attached to the double-walled part of the sash dress. Furthermore, in the front part two typhones are as high as possible above the upper deck and in the widened Starboard-Schanzkleid a bag for the radio-peiler and on Port, in a bulge of the tower conversion, the komb. Fu-MG and the round dipole. In addition, two 30-1 hydrogen bottles for aphrodite shall be fitted at a suitable location. Two more bottles should be stored under the upper deck as far as possible next to the tower.

In the outer walls, a niche for the installation of the side lanterns is to be installed on the Port and Starboard sides (see S II 171).

The bridge will also house the Starboard soundpipe at the front, a column for the pressure-resistant UZS4 with a pressure-resistant fire-off switch and mounts for the headlight and for 2 MG 81 Z, as well as all other equipment needed for the ship's management, as it has emerged from experience so far. For example, on the bridge, eyes must be provided in suitable places to hook the carabiner hooks of the seat belts. The exposed bridge deck shall be provided with a fixed railing on which seat boards must be mounted in a sea-beat-proof manner (see S II 2).

The inner bridge buckle dress, the front part of the UZS 4 and the very ear buck shall be lined with flatwood strips, and vertical handles shall be affixed at hip height.

The bridge is to be given a 30 mm thick, simple, releaseable wood grop around the screwed sheets, which must be fastened to the bridge deck with rear-screw screws. The grass shall be divided in such a way that the individual pieces of grasses go through the flaps of the upper deck so that they can be stowed under the upper deck. In the rest of the bridge, the slat deck must be laid.

There are four folding seats in the whole, two on starboard, two on port, and if possible to let into the shrare.

Two handles on the Schanzkleid and two further handles on the Sehrohrbock Port and Starboard serve as winker platforms.In the height of 495 mm over the bridge deck, an appearance of 110 mm width is to be ordered on both sides of the inner slag dress.To the. Sehrobrboek U"d of the UZS 4-Säado are solid i-nBrasten in the same high. to sat out.

Zt.r Attstützung (ter ttinieron Antemnnt (sielm S tt,lbf) simt am Biückengeltindcr ntut am Hrückenscttattzkteiti bcsonttere Wtrsitirkung'tn v(trzusehett.

S I Group 16 Pressure-resistant outer Cells

a) General.

Zn ttciden sides of the print body situ! each, two druekfcste regelzelt and each one subtricbzolle to grow crescent-shaped. The outer skin of these tents should at the same time bily a teit of the outer height. The slat division sott in this area be the same as in the print body. Atte welding (ter pressure body skin must be carried out continuously.

Otter the treatment (ter Ptai.ten and Winket see leit Ad.

b) RegetzeHen, Regelftttnker, L'ntcrtricbzettc.

The regehtunker sott from D Spt.34 ttis 38, the Roge.tzelle2 from t)Spt.38 to 41) range the undershoot zetie from D Spt. 44 to 46. The outer skin of these cells shall be made of 14 mm thick shteands and (tureh. welded l'tachwulsteisen t60-9) to be stiffened, which must be attached to (ter tlruckkörperhaui (turett 10 mm (ticke, flanged knee btechc).

t)ie ZeHenhaut is otten umt untmt without intermediate interchange of Winkein to weld immittetably with the pressure body.

The pressure-resistant flat bulkheads of the zettes are 12 mm (tick and with Hachwutsl- stoifions 170-tO ttis 105-10 ans )80-t0. The upper and lower stiffening are t'tacheisen 100-10. Dio Schotte are blunt with the pressure body and ZeHcnhaut by doppette Kehtsssm to vcrbin(te!t.

On D Spt.40 is a 12 now. To weld in the thick support bulkhead, which is reinforced by two welded-on bead toises 130-9 from 160-9 and provided with relief holes %u.

hn obcrtM) Toi! (the outer skin of the pressure-resistant times, a manhole of 280-380 mm is to be provided per Zette, which can be closed by a (truck-proof screwed mannloehdockel (sioho style). The longitudinal axis (ter manholes is to be located. liings- ship. The Rogetzette t is. as regclbunkcr, her manhole is to be packed oil-tight.

Dio through the Regetzetton leading Enth'iftungsschächh' (ter Tattchzelle 3 are to be made against the test pressure of the Rcgetzelhm pressure test.

At the deepest and highest tunnels of the Zollen, the slats and the Süitz-schott are provided with water and air holes.

Otter (he equipment (ter Reget- und tlntert)iel)Z(dteit with pressure indicators, Sichcr- tioitsventites and over (ton connection yon compressed air see M, M tt 4.

Otter test (ter reget and underdrive duties see section Fig.

S I Group 17 Pathing, cork stone and wood fillings, sweat water protection, switching fire protection

a) removals, corkstcinfii hungs and cold room insulation.

In addition to the wohuräumcn in the. Radio and UT room, in the listening room, in the ammunition chamber, in the provisions around the bunker bulkhead and in the cold room must be provided. Otherwise, they must be avoided so that leaks of the pressure body skin can be detected and eliminated quickly. Valves, taps and pipe flanges behind the path are easily accessible by removable flaps. All iron walls, which are provided with removal or insulation, must be thoroughly preserved before application.

In the area of the radio and UT room as well as the listening room, the printing body and the central bulkhead must be resumed with 20 mm wood and deposited with 20 mm thick cork stone panels. The path removal must be placed as far as possible in such a way that it can be conveniently removed from the field to be able to control the walls behind it, in the main the pressure body, occasionally. 30 mm of air shall be provided between the pressure body skin and this insulation, and in this area the cork coating shall be covered with mm galvanised iron sheet for dissipation of sweat water. The bulkhead between the radio and UT room and the listening room as well as the longitudinal wall of both rooms and the front listening room wall are made of 30 mm pine wood with groove and spring. The floor must be made of 20 mm wood and laid with 20 mm air above the floor. The floor is covered with linoleum.

To ensure a reliable suspension of the heavy apparatus to be mounted on the walls, strong wooden strips, angle pieces welded to the walls, shall be provided at the points entering the road.

For For radio and UT room and listening room, see S I 22 b.

For doors in the radio and UT room and listening room see S II 1b.

The walls of the ammunition chamber must be resumed with 20 mm thick pine wood. The floor is made of individual fields from 30 mm thick boards. The fields must be fixed on the ground wrappers with galvanized lock screws (see also S II 8).

The cold room walls must be insulated with cork stone. If the shipyard intends to install another insulation, the decision of the O.K.M. shall be obtained.

For removals in the living rooms see SIH 1.

For cold rooms see S I 23 d.

b) weep water protection, spriihwasscrschutz, drip protection.

Above all switchboards, control systems, fuses, etc. are to be placed above all switchboards, switchgear, f.s. f. for dissipating the precipitation water resulting from the pressure body or water seeping through pressure body passages in such a way that under no circumstances dripping water can reach parts of the electrical system under voltage (cf. M, MI 11 and 12). Special care must be given to the discharge of the sweat water from the battery-changer rooms.

The apparatuses located in the tower hatch must be protected against spraying and swelling water by means of watertight curtains, so that under no circumstances can failures of these important apparatuses occur due to penetrating water (cf. S II 17r). Similarly, in places where dripping sweat water could bother the crew, catch plates, gutters, or the like for draining the sweat water are provide for. Where cold water-carrying pipes pass over the battery cells, fenders must be placed if necessary to prevent sweat water from dripping onto the accumulator cells (see M, MI 11 and 12).

Protruding edges and corners, which can easily cause crew injury, shall be protected.

c) Switching fire protection.

The rooms for battery self-switches shall, where necessary, be installed as bestossing slate plates or similar insulation against switching fires.

d) Fillings.

The cavities of all rudders and the deposition for the front depth rudders must be filled with well-preserved wood and marine glue (see SI 13 a).

S I Group 18 Tower

a) General

The tower is to be placed above the headquarters. He is in contact with this through the Central Hatch. It should have at least the same strength as the pressure body. For the inspection of the tower, see Part A 5.

The shape of the tower in the horizontal section should be formed at the back of an ellipse and laterally and front from circular arches that merge into each other without flat spots. The radii should be 575 mm in front and 2260 mm for the side walls, the clear length 2950 mm, the clear width 1760 mm.

The middle tower ear should lie on D Spt. 44 and 840 mm in front of the inner edge of the tower sheath.

To keep the tower as low as possible, the space between the pressure body and the tower floor must be kept as tight as possible.

b) Tower Coating

The sheath of the tower is made of two 32 mm thick sheets made of special inatoerial Wh o.Mo. (see A3b). Before the tower plates are welded together, they must be checked precisely for impeccable quality, cracks, and other defects. The mittschiff lying bumpers are to be welded together. The tower sheath can be welded directly onto the pressure body. The execution drawing must be submitted to the 0.K.M. for approval. If an angle is chosen as the connection of the tower sheath with the pressure body, the connection with the pressure body skin at the inner edge must be carried out by welding. On the outside, an angle of 100 * 100 - 20 of St 42 KM shall be placed, which shall be connected to the pressure body skin and the coat plate with continuous welding.

The height of the sheath, measured in the aisle plane, should be 2180 mm, based on outer edge pressure body.

For the cross-section of the impact points of the tower sheath, the welding of the tower-coated material and the welded material, see new version of A. B. B. II No. 4a.

For editing the tank, see A. B. B. II No. 10.Tower ceiling.

The tower ceiling must be 30 mm thick. It is to be welded with the lurm coat. For material, see A3b.

The ceiling soli have an outer curvature radius of 3 719 mm in the longitudinal nave direction, measured in the middle of the aisle. It is properly stiffened by longitudinal and transverse ribs. The edge flange of the tower ceiling is to be connected to the sheath plate in general 60 mm overlapped by double welding. The height of the edge flange should generally be 125 mm, but at the inlet points of the longitudinal and transverse ribs it should be enlarged.

The tower ceiling is to be given passages for the tower's ear, an entrance opening and sprues for the very ear guide.

The clear width of the circular opening for the tower ear should be 680 mm at the upper system and 675 mm at the lower one. A special insert shall be provided for this opening, which shall be made of the same material as the tower ceiling. The insert, which must be carefully fastened with the tower ceiling with passport bolts, is to be trained to accommodate the very ear bush.

The very ear guide buck with the upper bearing of the very ear guide bush is to be welded on the insert.

For use, see M, M II 13.

For very ear guide buck, see S I 26 b.

For very ear guide sockets, see M, M II 13.

The entrance opening, with a slurry of 600 mm light width, should be on the Port side 130 mm from the middle ship and 1000 mm in front of the very ear.

The sheath height of the hatch is to be dimensioned in such a way that the upper edge of Hatch still stands at least 40 mm above gräting when the tower grote is applied. See SI 15 g.

The entrance opening should be closed with a hatch lid, which is relieved by 2 springs, which is made of the same material as the tower ceiling and should be 30 mm thick (see S II la).

For the fastening of the fittings for the very ear lifting devices, the appropriate sprues must be provided.

Before ordering the tower ceiling, the drawing must be submitted to the O.K.M. for approval because of the executions for the very ear, etc. with all the information.

S I Group 19 facilities for guns and handguns

a) General.

On the bridge deck are two 2 cm Flak 38 in twin lafette, on a platform about 1 000 mm lower behind a 2 cm Flakvierling to be set up. Any changes that may occur will be ordered separately.

In the area of the 2 cm Flak, the bridge deck must be widened to the space required for operation. The radius of the control circuit on the bridge deck is 1100 mm, at the height of the railing 1 000 min, above the bridge deck 1400 mm.

b) 2 cm Flak base.

The base for the 2 cm Flak shall consist of a wrought-iron base ring of about 22 mm thickness, which is to be welded with the reinforced bridge deck; the tower panels shall be reinforced accordingly in this area.

For the 2 cm flakvierling, a 400 mm high base intermediate piece must be provided. In addition, the gun substructure shall be set up in such a way that a 3.7 cm gun can be placed on the platform in place of the 2 cm anti-aircraft gun.

c) Ammunition chamber.

The ammunition chamber is between D Spt. 50% and 53. It is bounded to the side by the longitudinal bulkhead of the propellant oil bunker 2, in height by the extended battery ceiling.

For removal and flooring, see SI 17a.

For Lenzen, see S II 6%.

For the installation of the chamber and the placement of the standby ammunition, see S118b.

d) Space for explosive munitions.

The explosive ammunition must be accommodated in a lockable space between the drinking water cell 3 and the bunker ceiling of D Spt. 55% to 58% starboard.

S I Group 20 torpedo equipment

a) General.

The boat will receive four underwater bow torpedo tubes and an underwater rear torpedo tube. The axles of the lower bent pipes should be 25 mm, the upper bent pipes 985 mm and the axis of the rear tube 820 mm above the main pressure body axis. All pipes must be installed horizontally. The middleof the lower bow pipes should be 525 mm, the upper 625 mm from the middle reed and the tail pipe mittschiff.

The discharge tubes should have at least the strength of the pressure body against external water pressure. The inner part of the pipe shall withstand an internal water pressure of 15 atm with at least two folds of safety, when the mouth closure is open. The attachment of the pipes in the end bottoms of the pressure body shall be carried out on the assumption of such external pressure.

A torpedo is to be housed in each of the discharge pipes. In the bow torpedo room, facilities for the storage of four spare torpedoes under the hallway and two additional reserve torpedoes are to be met over the corridor, in the rear room facilities for the storage of a reserve torpedo under the hallway.

In the upper deck, a pressure-resistant container from St 52 behind or in front of the torpedo hatch is to be incorporated at the rear and in the front for the reception of another reserve torpedo.

The strength of the containers shall be at least equal to that of the pressure body.

The containers shall be equipped with longitudinal strips. Rails made of wood must be screwed on on the running surfaces.The upper longitudinal strip is to be avoided for the free passage of the torpedo guide wart. One end of the containers shall be closed by a solid bottom, while the other end shall be provided with a releasable lid with ruporter seal, which can be firmly pressed against the container by means of basket nets’ drainage valve shall be placed in the bottom of the container.

Furthermore, the containers are to be provided with a vent. The front upper deck container receives a screwable flood opening. The containers shall be kept on their bearings by three pairs of screw screws of 1" thread diameter; the fourth lashing is a rotary bearing.

For lifting the containers into the unloading position as well as for the landing or boarding of the containers by means of a crane, lifting eyes must be placed in suitable places.

The t-biffing is installed by the T.V.A., and the shipyard must help.

For the mascutoe construction systems of the torpedo device, see M, M II 11.

b) Storage of torpedo tubes and flaps.

The rolue shall be stored outside the pressure body in strong stuportle bulkheads lying on Spt.—9 and Spt. 106. The outer sides of the 'support bulkhead should lie 4 325 mm from the mall edges of the end floors. The pipes must also be stored in the bottoms of the pressure body and on support plates within the pressure body.

In front of the estuary lids of the bow pipes, torpedo flaps shall be placed with respect to the water resistance, which shall be connected to the estuary lids in such a way that they adapt to the outer skin when the pipe is closed and place them in the torpedo shooting ranges when the pipe is open. The torpedo flaps must be 60 mm in the open stand immediately before the mouth of the pipe and, in the further course, up to 100 mm distance from the space coated by the torpedo. On the estuary lid of the tail pipe, a light cap is to be placed on the mouth lid of the tail pipe, which slaps upwards into the rear aisle when the mouth is open.

c) Torpedo cells.

Torpedo cells shall be provided for the reception of the shelling and balancing water of the front torpedo tubes and the rear tube in the front torpedo compartment and in the rear compartment (see 8110).

d) Torpedo ammunition.

A box with torpedo ignition cartridges must be accommodated.

e) Torpedo battle pistols.

For torpedo combat pistols, see S 11 10 e.

S I Group 20 A Facilities for TM

Facilities for TM receive only the submarines to be built by the Germaniawerft.

In the torpedo tubes and the reserve positions for torpedoes, 2 TMA or 3 TMB or 2 TMC can be carried. No TM may be stored in the spare storage in the rear compartment.

S I Group 21 Anchor

The submarine must be equipped with a Hall Anchor with a shortened shaft weighing about 400 kg. The anchor shall be driven at Starboard in a welded side box, the shape of which shall be designed in such a way that the anchor is as little above the outer skin as possible, so that nets or mine ropes cannot hook on it and the bug lake does not form splashing water.

The position of the klüse shall be chosen in such a way that the anchor is free when falling from the front depth rudder and its protection and the chains are in front of the chain knob with the vertebrae and shackles at the anchored.

The anchor chain should be 150 m long and consist of 6 lengths of 25 m each. The individual lengths must be identified according to naval regulations and connected with shackles, system "counters". The chain is made of 22 mm chain iron as a web chain. At its free end, it receives a long link, which is connected in the chain box with a solvable lip device from the inside of the boat. See SH9b.

For foundations for the anchor spill, see SI 14e and SI 15b, about Anchor Spill and Chain Kneifer see S II 9, about Spill drive motor see M, M II 2.

SI Group 22 News Center facilities

a) General.

The flanges and foundations required for the fastening of the apparatus listed in this group shall be manufactured and installed by the shipyard in accordance with the dimensions to be specified by the suppliers. The bunny on the pressure body is to be weighed under S I 4, the foundations under S 122.

All flanges and operations for those means of communication for which different suppliers are intended shall in any case be carried out uniformly, so that a subsequent replacement of the equipment is possible without any rework.

To this end, the necessary information must be prepared for news media from the company in question, the stencils must be prepared and transmitted to the shipyards concerned.

Care shall be taken to ensure the proper execution of the rods, etc., for the means of communication by the pressure body, for the safe and accessible sealing of the bushings, even if extended parts are damaged, and for the safe fastening of all parts exposed to external pressure.

The drawings of all on-board wall closures and pressure body entries with a diameter of 60 mm and above must be submitted to the O.K.M. for approval before execution (see A4c).

b) Radio and UT room and listening room.

Above the fuel oil bunker 2 i and the front battery compartment is on Starboard between Schott 50-2 and about D Spt. 53 the radio and UT-space and then thereafter up to about D Spt. 55'/. to install the listening room. The surrounding of both rooms is made of 30 mm pine wood hcr. The longitudinal wall should be 250 mm from the center ship. It is to be screwed on the Akkudec.ke and the propellant oil hunker on a waterproof slurry 130 - 6. To fasten the foreclosure flat iron 100-6 must be welded on the pressure body and zcntral eschott, which are to be interrupted with welds at cross roads.

The radio and UT room and the listening room are separated by a wooden bulkhead. For its fastening, flat irons corresponding to d.r.53 shall be welded on deck and on D Spt. 53. A passage opening of 250 mm width shall be provided in the bulkhead.

In the listening room there is a removable tabletop, brackets for a typewriter for a key M, for the chronometer, for diving rescuers, potash cartridges, 2 roller boxes, books, and records. A second key M and a turntable must be accommodated in the radio and UT room.

A box for storing writing utensils must be attached in both rooms.

For For, see S I 17 a.

For doors see S II 1b.

Information about the furnishings of both rooms to be completed by the shipyard is to be inquired of the Kriegsmarinewerft Kiel. The installation of the communication means, including the cable installation within both rooms, is carried out by the Kriegsmarinewerft Kiel. The shipyard must provide Htlfe.

As far as possible, it is necessary to avoid pipelines passing through the radio chamber and the listening chamber. Cables located in or near these rooms are well shielded.

For spokesman for the radio room and listening room see M, MH 18.

c) Radio rigging.

The antennas must be divided accordingly by special insulators, which should have a continuous green coloration.

The insulators should be pushed as close as possible to the tower conversion, so that the antenna feeder is as short as possible.

From the bow to the tower is a simple, from the quadruple podium to the stern is a double antenna to guide. The rear antennas shall be guide over bucks, which are to be placed on Spt. 6. The bucks should be 1250 mm high, and their highest points should extend 250 mm above the side edge of the upper deck.

The clamping screws for the antennas should be so long that the antennas can be fed deep enough when the torpedo is taken over.

In addition, a retractable combined fu. M. G. on the Port side next to the tower at Spt. 54a. The comb. Fu. M. G. is reserved delivery. The installation must be carried out by the shipyard. The guide tube of the comb. Fu. M. G. ranges from slightly above tower height to almost the lower edge of the dive cell 3. It is pressure-resistant to guide through the pressure body skin and to hold it securely on the tower sheath. For more information, see S I 26 k.

Special high-frequency cables are to be installed as feed cables to the antennas. The cables are pressure- and longitudinal water-tight and firmly connected to insulators at the top and bottom. The cables must be sealed pressure test on the pressure body feedthroughs. In the interior of the boat, pressure-resistant safety connections must be provided for at the entrances.

The installation of the antenna cables shall be carried out in accordance with the installation instructions issued by the cable unit. Care must be taken to ensure that the cable sheath is not damaged by too tight fastening clamps.

The supply line from the cable end closure to the front or the more astringent antennas shall be placed in such a way that, on the one hand, the insulator of the final closure is not stressed on the tension, on the other hand the supply lines do not hang through.To avoid damage to the cables, the parts of the cables lying under the upper deck shall be laid in protective tubes arranged in a cable protection box in the wooden deck.

The special high-frequency cables must be procured and installed in the required length from the shipyard.

A U.K. spotlight should be provided.

For the establishment of spark telegraphy see M, MH 19.

d) Other attachments for news media. Sonar system.

The boats will also receive the following facilities:

Round dipole system

Komb. Fu. M. G. Plant

UT plant

GHG system (balcony group)

Radio-peiler

Sonar system

Plant for vAphrodite

For more information, see M, M 11 19.

Additional installations are notified on a case-by-case basis by the O.K. M.

a) Testing of news-technical components for compressive strength and compressive strength.

All parts of the communication equipment which are installed in the compressive body skin, and which are pressure body closures or which must be pressure-resistant shall be subjected to a pressure test before installation in the workshop, whereby the types of load occurring in operation shall be sampled.

For the height of the test pressure, see A4e.

S I Group 23 side rooms for the crew

a) Crew.

For the head strength see A 6 d.

Housing with all necessary facilities shall be provided for the crew.

The residential facilities are described under S 111.

The associated devices must be listed in the device target.

b) Kloset dreams.

There are two toilet dreams in the inside, in which an underwater pumping cloister is to be set up.

For installation of the toilet dreams, see S II 14 d.

The rear knocking dream is arranged on Starboard above the rear battery compartment from 200 now before D Spt. 30 up to the bunker bulkhead 150 mm behind D Spt. 32, the front knocking dream above the front battery compartment on Port from D Spt. 6U/g to Schott 63. The Klosett-raumlängsschotte are to be installed for the rear knocking dream about 1000 mm, for the front knocking dream about 400 mm from middle reeds. The walls of the toilet dreams must be made of 2 mm thick sheets and provided with appropriate stiffeners. To fix the walls, waterproof sheaths 130 - 6 must be welded on deck and on the pressure body skin and the pressure body bulkheads flat iron 50 - 6, with which the walls are to be riveted.

The floor of the toilet dreams is formed by the bunker or fixed battery ceiling. A thicker plate must be welded under the klosetts. The flooring shall be provided with a cement covering and a slatted grass. In the front toilet dream, the floor covering must be laid forward with a fall due to the water drain lying at the front edge of the room and the alike load of the boat.

About doors of the cloistered rooms see S II 1b.

For facilities of the toilet dreams, see S II 14 d.

The Scots are to be weighed under S I 7.

For the floor, see S I 9e.

Kitchen.

The kitchen is 29 to 150 mm behind the rear battery deck of Schott. D Spt. 32. It must be separated against the front-facing housing for non-commissioned officers by a sheet metal bulkhead with waterproof slurry (see S I 7 e and S 1111c). The Blcchschott is to be provided with a wooden cladding in the non-commissioned officer's living room.

The kitchen extends in width from the longitudinal bulkhead of the kloset traum, lying on Starboard, to the longitudinal bulkhead of the supply dream lying on Port

For kitchen facilities, see S II 14b.

The Scots are to be weighed under S I 7.

For the floor, see S I 9 e.

c) Provian dreams.

A temporary room is to be installed next to the kitchen and in the front battery room opposite the toilet dream.

The transverse walls are formed at the provian space 1 of Schott 29 and from bunker bulkhead 150 mm behind D Spt. 32 and at the provian dream 2 of wall about D Spt. 61V] and Schott 63. The 2 mm thick walls shall be provided with appropriate stiffeners and riveted with 130-6 welded on the deck and with the bulkheads and the pressure grate with flat iron 50-6 welded on there (see S I 777 e).

For doors, see S II 1b.

For facilities of the provisions, see S II 14c.

The Scots are to be weighed under S I 7.

d) Cool room.

On the Starboard side between D Spt. 38 and the central Schott D Spt. 39, a 300 1-capacity cold room must be installed at the edge of the untcr officer's room, which must be adapted to the local conditions. For door for cold room, see S II 14 g.For directions, see S I 17.About refrigerated machine see M, M II 21.

S I Group 24 Keel

a) Ballast keel.

The keel is supposed to be the first of about D Spt. 10'/. up to D Spt.68'/g. It should generally have a box-shaped cross-section nnd a width of 1100 mm and a height of 550 mm from base to lower edge sole plate. The keel shall be built from a middle longitudinal beam and cross beams and provided with a sole plate and side plates. The front end of the keel is to be trained for the reception of a GHG balcony group anlagc.

The keel is elastic ally in the range of Spt. 13—31. Between each

Spt. shall provide for a stretching fold in this area.

The horizontal sole plate should be 15 mm thick and have a bending of 130 mm height on both sides.

The middle longitudinal beam should be made of 12 mm thick plates, passed through, and obtained on each D Spt. a cross member of the same thickness. The cross beams are to be barged 65 mm wide on the outside. The longitudinal and transverse beams shall be connected to the pressure body, to the sole plate and to the under-cutting weld.

The side plates must be taken 6 mm thick and screwed with */." iron lens sink screws with all the triggering components, so that the plates for the stowage of the ballast irons can be removed.

For the upper fastening of the side plates, the pressure body shall be welded at 10 mm longitudinal flat irons on the cross beams.

For the keel to vent well on the sides, the side plating can only be brought to the pressure body up to a 10 mm narrow gap.

For drainage, drainage holes of about 16 mm diameter in the sole plate shall be provided approximately every 4 m on Starboard and Port

For further vent of the keel see S II 12, 3 b.

For the care of the keel, where necessary, hand holes must be cut.

For the quick and safe detection of the slat fields, the following designations should be provided:

Every second slat field of the ballast keel receives welded-on slat numbers on both sides of the boat, the slat numbers are to be welded within the keel on the pressure body in such a way that they can be read even with jammed balfast.

In addition, on each cover plate outside at 200 mm from the top edge abdcckplate in front, the corresponding front plate number and eights must weld the corresponding eighth plate number, so that it can be detected with attached cover plate, over which slat fields the cover plate passes.

b) Ballast

The ballast required to ensure the stability and trimming of the boat must be stored firmly in individual blocks of cast iron in the keel and secured against unintentional movement at inclinations of the boat. The blocks should each weigh about 25 kg. You are with. holes that allow you to touch or hook when jammed. If necessary, fittings should be used in the rear keel. Part of the keel ballast is supposed to consist of heavy spar, which is firmly concreted in.

All ballast pieces must be carefully weighed before installation. The congestion must be entered exactly in the Baiast sketch (see A 5 b).

a) Entry reserve

A reserve of 1.5 t shall be provided for in the weight calculation. It may not be used for modifications during construction. Their focus is to be assumed to be half the pressure body length and the half body diameter (see A2h). The corresponding ballast must be jammed into the keel.

S I Group 25 Lifting Devices

Lifting devices should not be provided.

S I Group 26 Facilities on the hull for mechanical engineering equipment

a) Very ear shafts

For the two visual tubes, very ear shafts must be provided.

As a hiqtere sehrohr, tower ear, a stand-high ear is to be installed on D Spt. 44. The shaft for this very ear should go with a large diameter of lower edge pressure bodies through the submersible cell 3 and with a smaller diameter through the central up to about the tower. Within the dive cell 3 it is to be placed on the Port side, 210 mm from the middle ship. It should have a clear diameter of 1 400 mm, consist of 15 mm thick sheet metal and be pressure-resistant against 12 atm external pressure. It must be welded with the pressure body plating as well as with the support bulkhead D Spt. 44 and the longitudinal bulkhead of the submersible cell 3.

Outside the submersible cell, i.e., above the cell ceiling, the shaft should lie in the aisle and obtain a clear diameter of 980 mm at 8 mm sheet thickness. Its upper end is to protrude into the tower until shortly above the tower floor.

The part of the shaft located in the dive cell 3 is to be made accessible from the control center by a pressure-resistant manhole in the cell ceiling, which in this case is the shaft ceiling. To be able to remove and look at the mirror box, the shaft in the control panel must be provided with an opening of 400 mm in diameter, which must be closed by a pressure-resistant lid with a knaggenring closure.

As a front very ear, central ear, a binocular night, and air target ear is to be placed in front of the tower at about D Spt. 47'/g, 2420 mm in front of the tower's very ear. It can only be operated from the control panel.

The front ear is to be surrounded in the bridge with a light protective tube, which is to be screwed with the inner cladding of the bridge and provided with flood slots (see M, M II 13). l’ür the ant sehr-ear is in the dive cell 3 a drnekfesier shaft beforez.usehen with a light durcluncser of 380 nun nnd 8 mm wamlicke. Oer shaft is to be in the headquarters until about. (100 mm beyond the Tauehzellendecko and end in the Tauehzcllo3 about one hathen meter above lower edge Pressure Hull.

On the hooten, on which a normal attack ear is installed in place of the stand-up ear, a watertight protective tube of 380 now light diameter with drainage or lenz possibilities is to be provided within the shaft intended for the stand-high ear around the Angrifl'ssehrohr. The annular shaped one thus arises between the two shafts. Space should be used as a makeshift storage space.

In the area of the operating circle of the Angrid'ssehrohres, the l'lurboden in the tower is to be placed so far deeper in the tower in the case of the boats without a standing ear, so far deeper than the other l'lur-boden, that a viewing height of 1 600 is now reached. The part of the large sehre-eye, protruding from the lowered l'lurboden, must be burned down.

For all. The fittings and equipment of the lifting equipment must be fitted to the appropriate foundations.

(Iber drainage of the very ear shafts see S II 6c.

Upper manholes itt the very ear protection tubes see Sil 1c.

For version of the visual tubes see M, M II 13.

For Examination of the since tube protection crude see A 5 b.

(Iber guide bearing for anether very ear see S 1 26b.

b) Very ear-beam

On the tower decke is a guide for the tower ear to be placed. The lower part is made of 13 mm thick sheet metal with welded l-'lacheisetiverstärärgen hcrzustellcn and with. the insert of the Tttrmdccke. Due to the risk of frost, the very ear-leading buck receives drainage openings, so that the water drains. So, he'll be with. into the tower deeke and can therefore be processed completely in the workshop. The upper part, which is formed as a bearing for the bushing guide bush (see M. M 11 13), is made of cast steel and with. to weld the tin sheath. The guide buck must be carried out particularly carefully about good stability against vibrations of the very ear. Its height should be 1 535 mm, calculated from unterkantc flange of the insert to upper edge of very ear guide.

The front ear must be placed 280 mm in front of the tower and safely led at the height of the tower deckin a carefully trained bearing to be welded with the tower maider.

A bracket for a signal headlamp must be provided on the very ear buck.

For protective tube for front ear M, M 11 13.

c) Rooms for battery self-switches.

For the battery self-switches, re-sealings must be provided in the dimensions of the kloscttraumum (see S 1 23h).

The room for the battery stubper holder 1 is located on Starboard next to the kitchen and the rear toilet traun) of D Spt. 20 to 200mm of DSp)30 and the diamond)) for battery self-switch 2 on Port from pressure bulkhead 50'/. up to about D Spt. 51-/s- The rooms receive) double-winged doors, which must close as airtight as possible.

In the rooms of the battery self-switches, drain srialongs and drainage pipes must be provided for the discharge of the sweat water.

For paint these rooms see S IV.

For fire protection see S 117 c.

For sweat water protection, see S 1 17 b. S I 17b

For doors see S II 1b.

Storage of the pressure fftnaschcn.

The compressed air cylinders for the compressed air system must be stored in the pressure body and in the upper deck according to the room conditions, namely:

In the print body:

2 compressed air flaps on the rear battery cover,

4 compressed air bottles in the bow room.

In the upper deck:

2 compressed air flaps about Spt. 6—11,

2 compressed air bottles about Spt. 26—31,

and 1 compressed air bottle each, approximately Spt. 79—84 or Spt. 106—111.

The cessing bottles for the diesel engines shall be accommodated in the diesel engine compartment in a suitable place.

The compressed air bottles should be inclined to about 4° after the sampling points, by strong flat-iron bands and strong screwconnections and secured against a shift in the longitudinal direction at the ends by stoppers.

The head fittings of the bottles must be easily accessible. When placing the compressed air bottles, care must be taken to ensure that they can be removed from their bearings during the scheduled overhauls without major side work.

For the torpedo emission cartridges, see M, M II 12.

For the lining of the storage of compressed air bottles, see M, MII 4.

Storage of pressure oil bottles.

Three pressure oil cylinders shall be provided for the operation of the Imo engines. They are to be holdered in the control center on -Starboard, standing at the rear shaft (cf. M, MII13).

Storage of oxygen bottles.

Bearings for Sauers io ff f 1 ash 11 are to be installed in the rear compartment for three oxygen bottles, in the control panel for four and in the bow torpedo room for three pieces. They shall be carried out according to the storage of the compressed air bottles. Accessibility must be ensured (see M, AI II 10).

Storage of exhaust silencers.

The exhaust silencers must be stored in the upper deck in accordance with the building regulationsM (M, MI 6).

For accessibility to the storage points, see S I 15 d.

Other foundations.

All other mechanical and electrical equipment, e.g., for high-fuel tanks and similar equipment, must be provided for storages in accordance with the requirements (see S I 8f). Insofar as these devices are firmly connected to the pressure body (welded or riveted), sic must be weighed in group S I 26, otherwise under the corresponding groups of the building regulation M.

Accumulatorcn transport device.

In the upper part of the battery compartments, all precautions must be taken at the D slats and where else necessary for the installation of the battery transport device.

For battery transport, see AI, M 1 13.

k) Komb. LI-BootsFu. M. G.

For the comb. Fu. M. G. a special shaft shall be provided on Port-side D Spt. 44/45, which must be produced in the submersible cell 3 against 12 atm external pressure resistant. For installation, pressure-resistant screwed lids must be placed. See S 122 c.

S I Group 27 Various extensions

Compass- snung.

The boat is to be equipped with an e-passport system, with five daughter apparatuses and with a magnetic photo compass with optical transmission to the control center.

The mother compass is to be placed in the headquarters behind the large very ear shaft. Five daughters are to be operated by him, namely one control gate at each rudder for the rudder in the control room, in the tower and on the bridge, as well as a radio-bearing daughter in the radio room and a wall daughter, in the listening room.

The necessary brackets must be provided for the compate daughters. For this purpose, a compass bracket must be arranged at the emergency rudder stand in the rear compartment, into which the steering daughter fits from the rudder stand of the rudder from the control panel.

The compass in the control panel must be provided with a 3 m long cable so that it can be used alternately for the emergency control stand or for the card table.

The daughter compass on the bridge must be pressure-resistant and installed in a pressure-tight manner. The daughter's compass at the rudder stands in the control center, on the other hand, is to be removable, as it should also be able to be used in the rear compartment (see M, MU 16).

The magnetic photo compass is to be in the upper deck of the nave 192 mm behind Mallkante D Spt. 50 in front of the tower. The optical transmission shall be set up in such a way that the rower in the control center can observe the photograph well.

About the conversion around the magnetic photo compass see S I 15 f.

Via the magnetic photo compass Siebe M, M 11 16.

Congestion of the devices.

Storage spaces, cabinets, boards, and brackets must be provided in the pressure body for the storage of the equipment and spare parts.

The spare parts and equipment for the main and auxiliary machines must be kept as deep as possible in the engine rooms and kept in a useful manner (see M, M H 17).

For the devices located under the upper deck, such as linen, troughs and the like, loads made of large-perforated sheet metal must be installed and brackets installed. In addition, a lockable load must be set up under the upper deck.

The brackets and walls of the loads must be so firm that sic cannot strike even in the heaviest seas.

In the tower are brackets for a part of the Steucrmannsgeräie as well as Tanch clear panel, ride tabellc, potash cartridges, diving rescuers and the like.

The other devices to be held and Vmjrrauchsstofl'c are listed in the general device target or in the consumables and the other equipment shoulds.

The storage areas for the devices must be signposted.

For nameplates see S II 17f.

S I Group 27 Verschidener Aushau

a) Kompassaufstellung

b) Stauung der Gerate

S II Locksmith's Workshop

S II Group 1 closures for printed body, bulkhead, decks, and outer skin

a) Hatch covers

All hatches should have curved, outward-facing covers. The covers are to be made of cast steel (see A3b), except for the tower hatch cover, which is to be cast from the same material as the tower ceiling (see S I 18c). The thickness of the cover should generally be 17 mm, the inner radius of curvature about 900 mm for normal hatches and about 850 mm for torpedo hatches. The top of the tower hatch is 30 mm thick and has an inner curvature radius of 555 mm. Each lid should be provided with a central lock that presses the lid firmly against the hatch coaming by means of lugs. To operate the lock, a handwheel must be placed inside and outside, on which the sense of movement for "open and close" is to be indicated. A pendulum trap must be installed to prevent unintentional actuation of the lock in the open position. Each cover must be equipped with a secure snap lock that prevents the cover from jumping back after it has been slammed, and with a locking device that holds the snap lock in the tensioned state.

In addition, detachable hatch safety devices are to be provided on each hatch cover, which can be used if attacks with depth charges are to be feared. In the case of the tower hatch cover, which is to be provided with a worm drive, there is no need to attach these hatch locks. These fuses are also unnecessary on the central hatch cover.

So that each individual lid can be opened easily, its weight must be balanced by springs, which must be dimensioned accordingly. The tower hatch cover is to be equipped with 2 springs. It must be considered that the flaps of the upper deck hinged to the companionway and torpedo hatches must also be opened at the same time.

The weights of similar covers must match the weights given on the drawings within the tolerance so that the hatch springs can be easily replaced. The springs of the central hatch cover are to be dimensioned so that they can be used as reserve springs for the tower hatch cover. About the diameter of the steer yourself S I 4 f.

The central locks of all hatches should be able to be opened not only from the inside, but also from the outside, so that a diver can get into the interior of the boat through each hatch if the hatch protection against depth charges has not been attached inside the boat.

A locking device for the open cover must be attached to all hatches, except for the tower hatch. The tension of the relief springs for the tower hatch and the position of the stopper for the open position are to be coordinated so that the tower hatch is sufficiently fixed in the open position without a locking device. The storage and guidance of the tower hatch cover is particularly strong. Ahe stoppers are to be attached in such a way that the hatch covers are not stressed on one side when striking against them. The central hatch should be able to be slammed quickly from below through the depth control ladder. The top of the tower hatch must be provided with 1 handle so that it can be closed quickly if a lake suddenly comes over. The handle must be clear of the stop to avoid hand injuries when opening the cover.

The lids of the tower hatch and the companionway hatch are to have a sampling valve.

The sealing of all hatch covers should be done by guinmi profiles, which are attached to the covers and rest on metal rails to be let into the coamings of the hatches. The Guinmi profiles are to be fitted and glued into the dovetail-shaped grooves with great care. Oil-resistant Buna according to workshop standard sheet RM9602 must be used for torpedo hatches, diesel air head and foot valves, room air head and foot valves, quick vents for diving times, emergency shut-off flaps for diving cells and diving bunkers (see A 3 b). The standardization of the Guinmi profiles is to be used as a basis for the dimensions of the rubber profiles.

The flaps to be installed over the companionway hatches and torpedo hatches on the upper deck should be connected to the hatch covers in such a way that they open and close together with them and are held in their closed position by the hatch covers. They are to be connected to the hatch covers by bolts that can be easily released from the upper deck, so that the diver can loosen these connections to gain access to the locks of the hatch covers.

Around the companionway hatches and torpedo hatches, shafts are to be built from light metal sheets to protect them from impact by the sea and are to be provided with flood and drainage openings. The flaps of these flood openings are closed when the hatch cover is open and opened when the hatch cover is closed.

About Luk.sülle see S 1 4 f.

About hatch coaming extensions see page 11 15 c.

About assembly hatches in the pressure body for introducing the machines etc. see SI 4b.

For mounting hatches for accumulator cells, see S14f.

For information on mounting openings for torpedo tubes, see S 14f, S 1 14f, S 1 15d.

Via flaps in the upper deck via d

b) Bulkhead doors

The pressure-resistant bulkheads D Spt. 39 and 50 '/ ^ have door openings with a clear diameter of 800 mm, which are closed by arched, pressure-resistant doors. The doors are 14 mm thick and made of cast steel with a radius of curvature of 900 mm and are to be provided with rubber seals that seal the base angle rings made of cast steel, which are connected to the bulkheads by double riveting (see page 17b).

The door is to be pressed onto the sealing surface by a collar ring lock, which must be operable from both sides of the bulkhead by means of a toothed segment with a hand lever. The collar rings are to be made from Stg 45.81 Bk or welded together from fluoro iron. Sufficient lubrication must be ensured so that rusting on is absolutely avoided. The lock ring hinge must be blocked to prevent it from shifting when the door is open. It must be possible to fix the door when it is open.

The watertight bulkheads D Spt.l6 '/ g, 29 and 03 should have door openings with a clear width of 1450 * 550 mm. The doors must be provided with sash locks on the long and short sides. The sash locks on the long sides are to be connected to each other by rods so that they can be closed with two handles from each bulkhead side. A locking mechanism must be provided to prevent the sash turns unintentionally when the door is open. A spring latch is to be arranged for normal use.

The light, splash-proof doors of the toilet and provisions rooms are designed as hinged doors for door openings of 1450-450 mm clear width. They are to be equipped with rubber seals and chamber door locks with handles.

The toilet room doors have square keys on the outside.

The radio and UT room and the listening room will have double-leaf wooden doors. The door openings 1450 - 510 now have a clear width. The doors are to be provided with felt seals. You get security locks and door handles.

The fittings for the doors are to be sunk so that the doors can be opened by 180.

A small flap that opens from the outside and inside and flaps downwards and outwards is to be arranged in each door about 1.2 m above the corridor to pass messages. When defining the doors, the transport of the battery and the spatial conditions must be considered.

The doors for the battery self-switching rooms are to be designed with two leaves according to local conditions. They must be as airtight as possible and are therefore provided with additional sash turnbuckles and, if necessary, seals made of felt strips.

c) Pressure-resistant manhole lids.

Manhole covers with a clear width of 400 - 300 mm are to be provided for the control cells, control bunkers and subsurface cells. You should get enforced coaming rings made of mild steel or cast steel, which are to be welded to the plating of the cells, etc. The 15 mm thick manhole covers are to be sealed with head screws and washers with packing; Light metal sheets are to be provided over the manholes to cover the head screws.

The trim and torpedo cells, the diving cell 3 and the periscope shaft are to receive manhole covers made of Stg 45.81 BK with a clip lock. The clear opening should be 300 - 400 mm. The cover of the immersion cell 3 is also 6 pcs. To provide hinged screws. New design is in progress.

The coaming rings for the manhole covers must be welded in before the cell covers are welded on.

d) Light manhole ceiling.

The bunkers, engine oil tanks and drinking water cells, the submersible cells and bunkers, the waterproof rear, the waterproof back, the chain box and rooms separated for other purposes are accessible by a sufficient amount of manholes. The manholes should be 300 - 400 mm light width and simple, 5 to 8 mm thick screwed lid with appropriate packing.

For rinsing the cells lying in the outer nave, the flooded rooms, and the chain box during the docking period, as well as for the maintenance of inaccessible areas of the outer vessel, screwed mud and hand holes must be provided where necessary. The mud holes are to be placed as deep as any.

The screwing of the manhole and hand hole lids should generally be done by iron pin screws and nuts, which are to be well set with lead white.

e) Entrance hatches in the inner deck.

The 5 mm thick siphone lids to the ammunition chamber, the room for T-devices and the battery compartments are to be arranged flush with the deck. The clear width of the entrance openings should generally be 500 * 500 mm. The hatch in the room for T-devices is given 500-400 light width (see S19d).

The hatch covers are to be sealed on all sides by front ruporter ruporter seal. They are given handles sunk in shells and are to be covered with linoleum in the same way as the inner deck.

The hatch cover for the ammunition chamber must be locked and provided with an easily stashed grass. To be able to use the T-device room as a supply load, a lockable grass lid must also be supplied. For each battery compartment, a wooden inlay with air holes must be made and holdered under the battery cover.

f) Battery cover plates.

The battery compartments must be covered with airtight screwed 5 mm thick plates fitted with ruporter seals to allow easy expansion of the cells (see S19b). All panels of the battery compartment ceilings shall be provided with a linoleum coating outside the lockers, which shall be glued and secured by galvanized iron rails at the edges.

g) Flaps in the upper deck.

Special care must be taken to secure all flaps in the upper deck.

The upper deck flaps, insofar as they are in the iron-plated upper deck part, shall be made of sheets of the thickness of the iron plating and shall be provided above, like the iron-plated parts of the upper deck, with welding cues against slipping. All flaps should be flush with the deck. The edge of the flaps must be stiffened by welded flat irons. Larger flaps are particularly good to stiffen against sea strikes.

Flaps located in the wood-planked upper deck part are generally to be made of angular frame 30-30-4 mm or 30-45-4 mm and 2.5 mm belt plates, which are to be reinforced with larger flaps by diagonal bands, angular stiffeners or so. The angular frames shall be filled with a surface of pine wood, according to the upper deck plating. The planks are to be arranged longitudinal vessels (see S115e).

The wood in the flaps should lie flush with that of the upper deck.

The flaps are generally to be placed in such a way that they open after the bow.

All flaps, especially the large ones, must be provided in sufficient numbers with strong hinges and with powerful! safe and tightly closing rear-turned screws, which are to be operated with a key, so that the flaps do not rattle during the journey and are necessarily secured against being knocked out by sea strike.

Flaps, which must also be opened by the diver, must be equipped with so-called divers. These diver's foretours shall be carried out for right and left in such a way that they cannot be gradually loosened by sea strikes; a right-wing and a left-wing version must therefore be chosen for them.

On the fore and back, one flap is to be provided with divers' forehand. Under these flaps, one key for the operation of the other upper deck flaps to be closed with rear-screw screws shall be holder.

The flaps for the diver must be so large that the diver can approach the fittings without any difficulties and hit hoses well.

The flaps above the large upper deck openings (the torpedo hatches, etc.) must be subdivided so that they can be easily handled. They are particularly easy to stiffen and fasten so that they cannot strike in heavy seas. Where necessary, beams must be pulled over the large flaps.

The flaps over the boarding and torpedo hatches shall be connected to the lids of the hatches themselves; they should be opened and closed with them (see SU la).

The flaps of the standby ammunition boxes must be provided with divers' forepieces. The flaps must be closed by padlocks. In the area of the magnetic photo compass, the frames of the kiappene and the fittings are made of non-magnetizable material (see S115f).

Very small flaps are made of galvanized caterpillar sheet. All flaps are provided with handles in shells, which get a small drainage hole.

Flaps via vent valves do not receive slots. Shells that receive a small drainage hole are to be provided under handle holes.

Flaps over thaw loads must be provided with a quarter-round cutout in the corner, which indicates the corresponding bollard, so that the rope can run through it.

For larger parts, such as exhaust valves and similar devices, must be fitted to bolted, framed upper deck panels for overhaul work, if these areas are not accessible by flaps. For's exhaust-air-exhaust distributor is to install a flap.

All flaps, hinges, pre-resider, label marks and the like must be placed in the wooden deck to avoid all protruding edges and corners as far as possible.

S II Group 2 Railings

A detached railing on both sides of the upper deck is not provided for the duration of the war. However, the traces for the supports must continue to be installed so that the supports can be installed during the shipyard mooring period, during docking. All shipyards must store several sets of supports with railing strains. The need for supports with passages must be requested from the Nachbaubi.ro the Germaniawerft from the existing stocks.

On the side of the quadruple stand, two railing scoundues are placed on your upper deck, which relate to removable passages.

The bridge deck and the quadruple platform must be provided with a fixed railing. In the railing on the bridge, two passages are to be placed on both sides of the board, two of them on the rear platform and two on the upper deck. In addition, a passage to the upper deck shall be provided for from the quadruple flatforin on both sides of the board.

S II Group 3 Ladders and Crampons

An iron ladder should be provided under the Decline Hatch, the Central Hatch, the Tower Hatch, and the Front Torpedo Hatch. The ladders must be carried out in such a way that they are easily walkable and easily removable, nor must they hinder the passage in the boat. The tower ladders and the central ladders must curse together and get to slip downside bars, which are to be pulled down briefly over the hallway. They must be provided with fuses against the outfall in the event of a sea.

Above the hatches, in the upper deck, if necessary, are to install crampons or short ladders.

Under the rear torpedo hatch, steps are to be provided at Schott D Spt.lö'/.

To climb the bridge from the upper deck, crampons are to be advanced at the tower conversion, on the Starboard and Port sides at the rear and at the front tower conversion for one ascent each. When arranging the ladders and crampons to the bridge, it is particularly important to note that the way out of the control center through the tower to the bridge and from then on dock must also be covered with a bad weather suit. In addition, crampons shall be provided from the quadruple platform to the bridge on Starboard and Port- Seitc.

Convenience must be considered when measuring the height of the rungs and width of the ladders, etc. The distances of the steps shall be the same distance and the distance of the steps from the wall in the case of crampons shall be so great that the louß can be placed sufficiently deep on the steps. The crampons attached to the front edge of the tower conversion can have an abnormally wide distance.

In addition, crampons, kicks, and handles must be placed in the submersibles, bunkers and other rooms as required.

For the seafall recp to be supplied, traces in the front upper deck on Port and Starboard must be provided. (See Zimmcrinanndevice.)

In addition, in the rear part of the lateral upper deck slackfer on each side, rise ropenings must be snapped in and filled from the inside with a semi-circular lciste. The riser openings shall be adapted in the shape and, where appropriate, in size, to the flood slot located in the same slat field.

S II Group 4 Windows.

Windows in Turin are not to be ordered.

S II Group 5 Round-higher and rigging.

a) Signal mast.

A signal mast cannot be installed.

To be able to call signals, a signal lcinc is attached to the rear very ear if necessary.

Belcgklampcn for signal lcincn shall be affixed within the bridge.

Flaggcnstöckc.

The flag sticks are made of ash wood.

At the eight-edge devolving tower conversion, a track is to be provided for a whimper-bard flagstick about L7 m long and a track for a 1.5 m long pennant stick in the bridge schanzklcid.

The tracks are to be ordered in such a way that sic does not cause water resistance.

For the dive, the tower layer and the U. K. spotlight are dammed in the headquarters, the pennant stick in the officer's room. Brackets must be attached for this purpose.

The flagstick for the tower is given two rolls and a receipt lamp for flag glands.

For U.K. spotlights, see S I 22 c.

S II Group 6 Flood and bilge equipment, other pipelines.

The flood, bilge, and trim system as well as the washing water and drinking water treatment plant must be carried out in reference to the schemes in question.

The installation comprises the following parts:

General

Pumps

Flood and bilge devices of control, undershoot and torpedo cells.

Main line,

Auxiliary line,

Exhaust pipe,

drainages and bearing pipes,

Trimmlitung,

Drinking water pipe,

(k)washing water pipe,

Various branch lines.

General.

Zinc protection: Zinc protection plates or rings shall be provided to prevent galvanic eating in places where seawater is permanently in contact with bronze and iron. Protective elements against eating must be affixed in the seawater-carrying copper pipes (see also standard sheet KM 61 and A 4i).

Material: Pipes: Flow iron galvanized inside and outside. Cables that pass-through fuel oil bunkers, engine oil tanks and battery compartments are only to be galvanized inside. Hot seawater pipes: CCuF25 (galvanized during the war, however). Particularly thick-walled pipes shall be used for the pipes which are exposed to seawater outside and inside, as well as for the pipe pieces that are directly attached to the suction and pressure nozzles of the pumps.

Fittings: Larger valves or sliders are made of cast steel or steel welded and galvanized. Smaller fittings are made of galvanized steel casting, see A3b. For the valve seats, carrying welding (electrical arc welding or gas melt welding) of suitable composition shall be used. Interior parts, if necessary, red casting.

The application welding must not detach from the valve seat under warranty, even under the sharpest loads.

Small valves and through valves can be made of bronze, but the use of fuel must be largely avoided.

The first on-board wall valves of all cables should in principle be designed as Kingston valves (closing with your water pressure) (see A4c). When assembling and installing the fittings, care must be taken to ensure that the display devices do not block the fittings until sic is completely closed or opened.

Test pressure: Suction lines of the main and auxiliary ducts as well as lime milk pipes must generally be tested with 3 atm sample pressure. Annaturen and pipes that can receive high pressures during operation, e.g., fittings in the main duct line, which are exposed to high pressures when the control cells are flooded or when expressing with compressed air at depth, are to be designed for an operating pressure of 25 atm, as well as all first and second on-board closures.

Test pressures for these fittings and cables see A 4e.

Pipelines passing through the pressure body, through cells, bunkers or tanks should be laid and welded in before the pressure test of the rooms concerned. Likewise, all reinforcement flanges must be welded into the walls of the rooms to be tested before the pressure test. In the case of screw flanges, the subsequent components must be mounted. In the absence of the connecting parts, reinforcement flanges must be sealed before the pressure test by blind flanges. Before the first commissioning and after repairs of the pipes odct fittings, the suctions for the detection of their airtightness must also be pressed with compressed air and checked by brushing with soapy water.

Drainage screws for complete drainage of the pipelines shall be provided.

All pipelines must be laid as straight and evenly as possible to avoid unnecessary resistance and air borne. Where necessary, accessible protective screens must be ordered.

Care must be taken to ensure that, in normal circuits (e.g., suction with Hill'slenz pump from auxiliary duct line or sucking with main loop pump from main loop line) cross-sectional changes during the lines are avoided as far as possible in all cases.

All shut-off organs, junctions, manifolds, etc. should be properly formed to reduce the flow resistance. Branches should be connected at angles.

When setting up the pumps and laying the pipeline, the greatest attention must be paid to noise attenuation during operation. All operating noise must be largely attenuated by intermediate pieces of vibrating metal or in any other appropriate manner.

Overflow or vent lines should end visibly over corridors. They must be led over catch hoppers after the bilge. If necessary, several pipelines can be guided via a common funnel.

a) Pumps.

An electrically driven self-priming centrifugal pump is to be installed in the central center (see M, M II 6).

An electrically driven trim pump, which is also intended to serve as an auxiliary pump, is also to be placed in the control panel (see M, M 11 7).

The main bilge pump as well as the auxiliary and trim pump must be provided with a shut-off valve at the suction and pressure side.

A double-acting hand piston pump type "Frankonia Nr. 5v" from Klein, Schanzlin & Becker, Frankenthal is to be supplied as a hand-held pump. This pump is supposed to provide about 164 1 at 66 double strokes per minute. In the cast-iron pump housing, the suction and pressure valves trained as cone valves are to be placed. A normal hose coupling (storz coupling) N W 52 according to DIN FEN must be installed on the suction and pressure side of the pump. However, the connection hoses (pressure and suction hoses) also supply with delivery receive only 45 mm light width. The coupling halves NW 52, which are seated on the hoses, are therefore to be sonicated with (abnormal) hose sleeves for connection to 45 hoses.

The handbil pump is fixed in a suitable place, easy to reach and easy to stow. The pump receives a footboard so that it can be placed at any point. In the storage position' the footboard serves as a sination board in the E machine room.

In the kitchen a hand-wing pump is to be provided as a drinking water pump, in the control center also a hand-wing pump is to be placed in the pipe between drinking water generator and drinking water cell 1. In the suction nozzle of the drinking water hand pump in the kitchen, a ball-beating valve is to be installed, which prevents an idle of the pump housing after pumping.

In the bow room, a hand-held pump for washing water is to be installed from the torpedo cells and in the front toilet dream another hand-held pump for conveying from the washing cell in the front accumulator space. (c) flood and bilge devices of the control, undershoot and torpcdo cells.

The control cclals and bunkers are to be flooded by a bottom valve NW 140, which is to be placed in the control center. The Ted of the control cells above the waterline must be replenished with the main feed pump. A valve box NW 140 with a connection to the distribution valve box of the control cells and to the suction line of the main loop pump shall be connected to the bottom valve. The flood lines of the four regei cells or bunkers receive NW 100. The bottom valve must be operated at any water depth of up to 120 m. For this purpose, pressure compensation can be prepared via the vent valve in the fine-tuning line of the control cells. The bottom valve is given a compressed air connection for blowing through.

A Seevent.il NW 00 for the fine flooding of the control cells and bunkers must be installed in the pressure body skin behind the tower. To protect against contamination, a top-tight hood perforated on the sides must be put on at the outlet. A quantity counter shall be connected to the nw 60 fine flood line, which shall be set up for both flow directions (i.e., for floods and lenzen). The fine lululine receives a double termination. The first end should close with the external pressure, the second against the external pressure. A vent valve NW 20 must be connected to the fine flood line so that pressure compensation can be prepared in the controller, flood, and bilge valves for easier opening of these valves. The control cclals and lunkers must be equipped with water levels, which are to be placed in the control center.

Water level glasses made of plexiglass of standardized design must be provided for all control cells and bunkers. Valves must be installed as barriers.

The lenzing of the control cells and bunkers should be carried out by the main bilge pump. The distribution box with four valves NW 100 for the control cells is to be used for both lenzen and flooding the control cells. All four valves therefore receive fixed cones. The connecting line from the distribution box to the bottom valve is NW 140, the suction connection of the main bilge pump NW HO. Facilities which also allow a lenzen with the trim pump shall be provided. The bilge water from the control cells or bunkers must flow through a sieve pot before entering the main or auxiliary pump.

The control cells and bunkers are to receive individually lockable vent lines NW 32, which go over a funnel line to the central bilge. The vent pipes must be introduced so deep into the control cells that an air cushion of 6°/o of the contents remains. The vent lines of the control cells and bunkers should only be simple (2nd), the undershoot cells double (1st and 2nd) on-board deals. The shut-off valves of the ventilation lines of the control bunkers shall be sealed in a closed position when these cells are driven as bunkers. A test valve must be provided for the removal of oil on each vent line for the control bunkers (see M, MI 5). The ends of the control cell vent lines must be led to noise attenuation* during venting in a common silencer.

The flood and bilge distributors of the control cells shall be connected by a line NW 70 to the exhaust pipe of the bilge pumps, so that the control cells can be expressed according to submersible cell 3 or outward board.

All four control cells or bunkers are to be given compressed air connections for blowing out. The pressure differential meters, and safety valves required for this purpose must be provided (see M, MII4).,

All pipes and fittings that can get pressure when blowing out the control cells must be formed against an operating pressure of 25 atm pressure resistant.

If possible, the undershoot cells receive a special flood valve of 220 mm light diameter and a lockable vent line NW 60, which can be operated from the control panel. Both vents are to be combined to a common vent valve NW 80, which is located on the Port side, which is to drain into the central unit via a silencer. The vent lines are to be provided nut (torii.use. hdämpforn and individually to guide via funnels to the bush.

The (iostiinge for the drive of the fillvalves is votn)) jerk body made of nut sufficient lubrication devices to be provided.

Dio tlntortriobz'dhm get kernen ia*nzansc! dnß, sotutern Dtttckluftansehluß ztttn blowout. (Siet)e M, M i! L) To Ve. rtneitiung (tos f.nt'tstrndels Iteim Expressions t]ertintertrie])zeHenistdas]'rüt'r)hrinnor!) ad)der thttet(i'iebzcl)e soattzuot(htcn, that at a ) ostwa.ssufi'dinng of 'JO"/,, aut l'rüfhahn t.ufi attgezcigt wirt).

)) a.s b'lutvontii and.) at 10 a tü tnnondruck are still dense. Herhtungsgutmni must be so well fastened (glued) that he cannot thunder it.

DioTorpodozoHo! in Hocktorpodoraumis via eited line NW 70 to hats, which is to be slammed to the hord valve for E machinone cooling a.n.

Di(tTorp('doze)) ett2and3 int Hugtorpethnaum receive a special, getneitt- satnos elut valve NW 70 in the Bttgtorpodoramn. Dio single sports barett l'tutlines to tiett single ']'Hpe() oznHen!) abene))onfat!s NW 70.

DioTot)) edoz('!! En! ttm) 3 situ) to the temporary swelling of lreiböl einzttric). homor is ntu-h to guide all torpedo zones oino Bo- ttnd drainage for the torpedo tubes. Dio training and development of torpedo cells 2 and 3 in the Bugiorpedorttn shall be connected by a connecting line. into the connection point of this interconnector to the HbStrang of the Beend Developerungsleituug (to TorpedozeHe. 2) is ('to be inthree-way tap, so that the Hb Torpedozello 2 can be spared as long as it is filled with washing water EL Between the att-closing skins Vt'rbittdungsleihtngandieBe-undEnt- wiisssorungsloitung of the Starboard Torpodozello 3 mtd of the torpedo cell 3 is to arrange a shut-off valve, which prevent an austroton of drift oil sol) if the lorprdo- zeHo 3 is driven as a tro-oil.

All torpedo cells receive separate idnttuitung lines NW 32. 1'ürdieEnt- lüfttntgsh'iiungon of the dead pedocustoms is considered sittngt'tnäß dtts gh'iche as above lür the He- und Entwiisserungsleittmgonangogeben.

Dberdon Anscldußder He- und Dewäss ('rungsleitung('n and der Entlültmtgs- ieiittngott ;tn ditt Tot-pedoarmieruttg see Sehettut of the Be- uttd drainage system of the torpedo tubes.

Into the ehit lines for all rorpedo cells Et jocht To cut Mt'ngen counter, which only for ('ine Dttrchlhtßrichtnng (!' htten) Ade lorpedo- zollon könmm ülter lines NW 70 nut der lli)ts)enz)))mnpeoder derllauptlenz- pumpo.

)) io vor()et'(' Torp('('llo2 is encased as a washing cell. It is connected to (iioWaschwassorpumpoun Hugiotp ('dor:tttm unditnvordt'tt'n Klosottraunt. To him 1'üHon.der l (ttpedozelle2m!t Was(hwass('t('rtolgt ül)er()io Eilschraubung. attfdiomitteLsoi)) esZwEch('ns(i'teksdet rtinkwasseritbernahmetrichteraufgeseiztwitd.

a) Main line.

By dttsgttnzo submarine isteitm Hau) dh’nzleitungNW 110, which is for thel'umpcnleistuttg of 1500 1 in theMinutezub('!ness'tt. DieSauggi'schwntdig- koit in thm ttohrtm so)) b('i dit'ser Power 2.0 tn/seetuclti wa'sentlieh üh'rsclirciten. Dio)] aupt)('nz)ei(tmgE(inderZ('n(r't)enachd('tn'or-and)lint('rsehiflabspertbar7.( t untort('i)('nun) audio H;tttp(l('nzpumpeiauzusch!ießt'n. Außt'rdt'r Ihtuptlenzpttntpe so))) atteh (ho't ritnmpumpo a connection NW80 to the Hattpileuzleitung '''halten, ittt rest Et jedoelt'lie Hntiptlettzleitungvott der Hiirsh'nzleituttgtnögliehstweit- gi'htmd zutrt'nnt'tt. ndu'Saug('leitung ()t'r ) titnm-tmd L('nzpumpeisteinSie))top! close before ()or Dumpo ('inztdtam'U. (tamit from no Lenzstt'de bypassing the rope dislocated wor) on kamt.

Dio Hilgt'tt d(es Di('S('h)totor('ttraumes uttd ()('r Zentrah' sollett zwei Lenzventi)'* ( jooittesam vordt'ren ttnd Hintenm Schott), the Hilg('n(h't'ü)'rig('n waterproof')'- divisions each a biling valve with detectable check-back cones The bilge valves , if they are not housed in the control center itself, should be operated from both sides of the adjacent waterproof bulkhead.

In the battery compartments and in the diesel engine compartment, swamps must be welded into the pressure body skin under the biling points to ensure the most complete lenzen of the biles; in the control center is a swamp in the diving cell ceiling and in the front one in the bunker ceiling.

The main loop line should be able to be flooded by the bottom valve or the fine flood line in the control panel. In the rear compartment and in the control panel, ventilation must therefore be provided at suitable, high-altitude locations, and the barriers of the main duct strands leading forwards and backwards must be equipped with ORZ valves, so that the flooding of the main duct line into the end rooms is possible. This further ensures that in the event of leaks occurring at any point, the strand in question can be blocked off.

Above the square of the main duct valves for the accumulating valves, a cap protected by plombing against removal shall be provided, which makes it impossible to place the hand crank or other control panel on the spindle of the accumulat valves. The caps must bear the label: "Safety only in case of danger. The hand crank for each bilge valve thus secured must be stored separately near the valve.

Immediately at the main and auxiliary pump, a barrier must be put sö at both the suction and the pressure side, so that in case of accident a repair (removal) of a pump without disturbing the entire bilge and trim operation with the still undamaged pump is guaranteed.

In addition, in the diesel engine room at the Schott is 16*/. behind the branch of the rear bilge point, place a shut-off valve NW 110 in the bilge line to the E engine room.

The screen pots (filters) shall be designed in such a way that no foreign objects can fall into the suction lines of the main and auxiliary auxiliary pumps when replacing contaminated filter inserts. The filter inserts must be given cup shape; the bilge water to be filtered should flow through the filter cup from the inside out, foreign bodies and dirt should remain in the filter cup. The sieve floor should not be given holes. The sieve pots on the pumps must be formed to be pressure resistant. To ensure a quick replacement of the filter inserts in case of contamination, a spare insert must be supplied for each sieve pot. In addition to the two normal sieve inserts, two sieve inserts with a particularly fine mesh size are to be supplied, which are to be driven only during the testing period and are returned to the shipyard. The sieve pots in the main loop line are to be given knaggenring closure.

b) Auxiliary line.

Auxiliary lines shall be provided for the other suction points. The performance of the trim pump should be decisive for the dimensions of the pipes for the larger auxiliary points. For the power of the trim pump, see M, M II 7. To connect to the auxiliary line: -

In the rear compartment: The torpedo cell 1 with pipeline NW 70.

In the rear battery compartment: The dirty water cell 1 with NW 40.

In the head office: The shafts for the Sta-Sehrohr and for the luftzielsehrohr as well as the front central bilge with NW 40 each.

In the front battery compartment: The ammunition chamber with NW 70, the room for T-devices and the Schmufzwasserzelle 2 with NW 50 each

In the bow room: Torpedo cells 2 and 3 with NW 70 each.

A connecting line of the main loop line to the auxiliary cable shall be laid in such a way that each pump can take over all the tasks of the foldedpump in the event of failure of the other pump. lenen Pumpe übernehmen kann.

With the auxiliary encoder pump, it must be possible to loop the control cells from the biles of the rear compartment and the diesel engine compartment.

In the headquarters. provide a suction hose connection NW 40 with normal coupling NW 52 so that the bilge water passes through the sieve pot.

In addition, a hose connection for the accumulates should be provided. The bearing tubes of the battery compartments are provided with hose couplings, which can be mounted or removed at will on the bearing tubes. The main loop valves to the accumulates, since the lenzen is normally carried out by the bearing tubes, are to be provided with fuses, which are only removed in the event of danger (see SH6d).

c) Exhaust pipe.

The exhaust pipes of the main bilge pump NW 100 and the trimming pump c NW 80 are to be led to außcnbord via a common lactation valve NW 100. In addition, it should be possible to pass the pouring water of the main lallea and trim pump via a pipe NW 80 to the inner submersible cell 3. The arrangement of the exhaust lines should be carried out in such a way that both pumps can also work at the same time (exhaust for main branch pump to the outside, casting of the auxiliary pump according to submersible cell 3.) Furthermore, the pressure line of the trim pump should receive a hose connection for normal screw ingestion NW 52 with shut-off organ NW 40.

d) drainage and bearing pipes.

The fiur floor above the rear battery compartment is to be drained by the lateral trenches, which can be shut off after the bilge of the diesel engine compartment. Double closures should be provided for the drainage. The kitchen gets a special drainage over the rear part of these ditches. The sewage from the kitchen must be discharged into the dirty water cell 1, the wastewater from the front toilet dream and votp sink in the officer's room as well as the overflow pipe of the drinking water cell 3 into the dirty water cell 2. The rear battery self-switch room and the rear toilet dream drain after digging on Starboard, the front self-switch room after the ammunition chamber. The tower is drained by two separate pipes N W 00, which can be locked in the central by taps, after the central bilge. Blowing through these lines by means of compressed air can be done with the existing tool hose.

Hose connections for blowing through these lines by means of compressed air shall be provided. All pipes connected to the dirty water cells must be closed against the rooms by odor closures. The dirty water cells themselves are to be ventilated into the room exhaust air pipe via a fermentation closure. The fermentation seal must have a lockable filling opening and an overflow opening; it must be designed in such a way that the water filling cannot be injected with compressed air even when the individual pipes are blown through or when the dirty water cell is fully inflated.

To avoid blockages of the drainpipes in the kitchen and in the toilet rooms, removable application screens shall be provided for dewatering in the floor.

All inner cells, except for the inner submersible cell 3, should receive bearing devices which are easily accessible and must lie in such a way that the bearings become precise, and the non-peilbable residual water quantity remains as low as possible. The bearing pipe of the dirty water cells receives a normal hose coupling NW52 for connection to the hand-held pump.

The bearing tubes of the torpcdo cells are given an intermediate piece for setting up the drinking water-washing ctrichier (see S D 6k) for the onboard gabc of washing water.

In the event that two spare torpedoes are driven in the bow torpedo room, siml for the . Bearing tubes of the trim umi 'i'o)j)edozcllen extensions with / ugeben.

For the vYkku rooms and the ratnn for l-tierätc bearing pipes must be provided.

The biles of the e-machine and the dicsel motor chamber must also be equipped with peilrohren. The biles shall be to be exploited; the peilstöckc shall be divided according to the result of the literation.

on bearing devices for the control cells and bunkers see S II 6c. The water levels of the rogel cells and bunkers must be carried out in a pressure test.

As a bearing device, a test tube must be installed in the undershoot ducts, which is now to be lowered below the top edge cell or 1 070 by 1360 and which is to flow into a funnel in the control panel. See a. 8 II 6c.

For bunker-bearing equipment, see M, Ml 5.

e) Trim line.

The trimming slackens in the bow and hecktorpcdorauin are to be connected by a special line NW 80, into which a trim switch with connection to the pressure and suction control NW 80 of the trim pump is to be switched on.

The trim switch shall be equipped with a clearly visible display device and set up in such a way that the pressure line of the trim pump can only be connected to one trim cell, while the suction line is connected to the other. A trim valve must be incorporated into the trim line, which prevents the trimming water from overshooting from one cell to the other in case of load of the boat. In the control panel, a quantity meter for 1 000 litres, indicating both flow direction, shall be installed at an appropriate location, at which the trimmed water quantity can be read. When trimming forward, the pointer should move to the right. The front trim cell is to be equipped with a bearing tube, the rear one with a water level.

The flooding and lenz of the trimmings should be carried out with the help of the auxiliary lcnz and trim pump.

Bleeds trimming with compressed air M, M II 4. -

f) Drinking water pipe.

A special drinking water line N W 25, which is to be used for filling and lenzing the drinking water cells in the rear battery room, in the central and in the front living room, is to be installed.

In the kitchen, a hand pump must be switched on in the pipe. In addition, a normal hose fitting NW 52 for connecting the drinking water line to the auxiliary and trim pumps via hose connections is to be ordered in the line.

Above the kitchen, a transfer line with an abnormal screwing is to be arranged with a pressure body entry, on which an overflow funnel is to be attached, which receives the normal takeover coupling of the navy for drinking water on the side. The drinking water fitting is to be housed in the upper deck. The funnel must be inside the boat. There must also be a gooseneck with the counter-slinging of the takeover line on board, so that it is possible to give washing water to the upper deck.

The drinking water pipes are to be manufactured from galvanized steel pipe inside and outside.

An active carbon filter shall be switched on in the drinking water pipe in such a way that the drinking water can be removed both by the filter and bypassing it. The drinking water facility must allow the following circuits to be carried out:

Transfer of drinking water with natural gradient (without pump) yon outside into all drinking water cells,

Transfer of drinking water with the help of the drinking water hand pump from outside into all drinking water cells,

Pumping with the drinking water hand pump from drinking water cell 1 to the front drinking water cells or vice versa,

From the drinking water hand pump from each cell,

From the auxiliary pumpc in the control center via hoses and hose connections from each cell.

The water obtained by the fresh water generator and collected in an intermediate tank shall be fed via a hand pump via a curing filter of the drinking water cell 1 via a special pipe.

About fresh water producers M, M II 9.

g) Washing water pipe.

Lines NW 20 for cold and warm seawater must be connected to the cooling water pressure pipe or the cooling water high-temperature holding and to guide it to the küzhe. In the case of the conduction by the pressure body, on-board valves shall be placed.

The sinks in the toilet dreams should each receive a connection NW 20 to the washing water pipe. The sink in the front toilet room also has a hot-sec water connection.

The upper deck shower must be connected to the cover washing, so that a shower with cold sea water is possible. A shower tube to be hung over the rear antenna must be supplied.

Torpedo cells 1 and 2 shall be cinto-directed to absorb washing water. The cells must be filled through the bearing tubes. To remove washing water from Torpedozelle 1, the cell is slightly pressured, and the water is tapped by a riser ear with tap. From Torpedozelle 2 the water is taken by means of a wing pump permanently installed in the bow room. By changing a three-way valve in the front toilet room, the same pump can also be removed from the washing water cell.

The wash basin in the front toilet dream can receive washing water via a special washing water hand pump (wing pump) from the washing water cell in the front battery compartment or from the torpedo cell 2, which is permanently installed in the toilet room. The washbasin in the rear ktoset room is to be supplied with washing water via a small, highly attached washing water tank, which can be filled by the drinking water hand pump.

Various side solutions.

In the upper deck, a deck washing line is to be laid, which is to receive a normal hose coupling NW 52 in the middle of the upper deck for connecting the deckwash schläuchc (45 now light width). It can be shut off on the pressure body to the pressure line of the trim pump.

To be able to sprinkle and rinse the battery compartment with lime milk and water, within the accumulator rooms along the propellant oil bunker wall, on top of Port and Starboard a perforated pipeline NW 40 must be laid, whose normal hose coupling NW 52 is easily accessible near the decline hatch or front torpedo hatch. The Kaikmilchspidung should be carried out with natural gradient from a bucket, which can be hung on top of the slats. The flushing can also be done directly with handlenx pump via a hose line.

The handbilge pumps shall be used for the lenzing of the rear bilges (E machine room and diesel room bilges) During the dive, the bilge water should be able to be pressed into the control cells with this pump.

The ammunition chamber must be given a gooseneck for ventilation.

S II Group 7 Facilities for rudder, rudder

a) General.

For rudders and their arrangement, see S I 13.

The rudder shafts of the rudders and the shafts of the deep rudders are given rudder levers to which the movement of the push rods of the rudder machines is transmitted by steering rods.

The push rod for the rear deep rudders goes through an anguß in) rear end floor and that of the front depth rudder through a particularly hcrset steel casting piece. Both passage points are provided with plug-in sockets that can be retracted from the inside. In the case of deep rudder drives, straight guides are to be placed outside the pressure body. From the straight guide, a push rod should go directly to the rudder lever at the front deep rudder, while in the drive for the rear depth rudder a intermediate with two levers, which are offset to each other, is to be switched.

The pressure body feedthroughs for the rudder pressure rods shall be provided with bushings made of S Rg 5.

The drive of the rudders is carried out by means of a vertical intermediate shaft, which occurs between D Spt. l and 2 through the pressure body. The bearing for this shaft is arranged on the pressure body and receives an internally rotating stuffing box. On the intermediate shaft sits at the top (in the upper deck) a double lever, from which two long push rods lead to the Seitcnrudcrhcbcln pointing to the middle ship. Over the rudder shafts or rudder levers, the plain bearings and above the vertical pressure body feed shaft, flaps are to be placed in the upper deck to be able to maintain the drive parts and to be able to mount or remove them (see SH lg).

The lubrication must be placed particularly carefully. Central lubrication must be provided for the front and rear vessel, which is operated from the inside of the boat (see A4g).

b) Rudder stalls.

For the rudders, a rudder stand for electric rudder switches in the central and in the tower is to be provided. On the bridge should brackets)! for a rudder switch, the other way. a bracket on the mother's compass.

In addition to these rudder stands, an emergency rudder stand for manual drive in the rear compartment must be set up for the rudders and provided with a mechanical rudder pointer.

The Seitcnrudcrnotstcuerstand with bevel gear slower is to be set to vibrating metal. A swinging metall coupling must be built between the emergency steering position and The Köllmann-Gctriebe. The eye on the pressure body to which the strut is attached, which holds the Scitenruder emergency control position in operating position, must also be placed on vibrating metal.

For the deep rudders, the rudder stands in the central on the Starboard side are next to each other. The axles for the handwheels are rpicrschifls to tag.

The handwheels of the deep rudder stands must be set up from the deep ruder cable. In the case of shadowing the rudder on manual drive, the electric rudder system must be made strondos by blocking it. The kcgelradgehäusc, the bearings of the rudder lines.n and the rudder stands shall be insulated with vibrating metal against the pressure body.

The movements of the deep rudders are to be transferred by telekin conductor cn to mechanical rudder hands in the control center and the Turan, so that the respective rudder steps are displayed at any time in the central and in the command tower (even in the event of failure of the electric rudder hands). The telekin conductors shall be connected to the deep rudder drives in suitable places in the end rooms.

The telekin conduction cn s are to be led from the acceptance points water- and pressure-resistant, possible in a straight line with the avoidance of sharp curvatures to the central and the tower. Receiver cans must be connected in the control panel and in the tower. The receiver doses should receive scales and hands. The scales in the lurm should have bright writing on black ground. The writing and teihing of the devices in the command tower must be limped out with radioactive luminous paint. The scales of the etna-piängerdoscn in the headquarters are given black writing on a base of phosphorescent luminous paint.

To bring the boat to depth), both handwheels are moved against the clock hand during manual operation; the front deep rudder blowers then point downwards with their foresides, the rear upwards.

At the rudder spindles of the front and rear depth rudders as well as on the side rudcr zwischenwclte are to arrange book readable display devices for the rudder position.

Top etcktrischc rudder pointer see 'M, M H 17.

c) Hand rudder lines.

The hand-rudder line of the rudder is to lead to the emergency rudder position in the rear compartment, which is the depth rudder from the foreshaft shafts of the deep rudder motors to the rudder sides in the central.

The rudder lines shall be laid with the utmost care, with the least dead gear, as smooth lyant as possible and in such a way as to ensure the highest degree of uniformity of the rotational movement. To avoid inadmissible stresses due to changes in length of the pressure body because of temperature fluctuations, enough movable couplings or glcit sleeves shall be incorporated. Due to the waterproof and pressure-resistant bulkheads, the shaft cables can be carried through in stuffing bushes. Extreme noiselessness is to be aspired to. Side and deep rudder tees shall be stored on schwingmctait. The hand rudder lines of the deep rudders do not run with electrical operation.

The hand-rudder cable of the rudder scoops out during electrical operation.

The drive of the deep rudder anlagc is carried out either (book electric motors via worm gears or with hitfe of the handwheels in the centrifuge via the rudder teites and pairs of bevel gears. By shifting a shift lever on the gearbox, the gearbox can be adjusted to the desired drive type. The switching from engine to manual operation can also be possible with hitfe of a piston operated with compressed air from the control panel.

For the side and depth rudders, the conditions for manual operation must be chosen in such a way that a degree rudder angle with about 1.5 revolutions can be executed on the handwheel. The rotational sense of the rudder handwheel for the rudders at the emergency rudder stand should be such that one. Turning movement dos handwheel over top to right leads to a removal of the submarine after the Starboard side.

For rudder engines see M, M H 1.

S II Group 8 Devices for guns and handguns.

a) General.

On gun armament, see Part A 7.

For the installation and accommodation of the guns and the ammunition chamber, see S I 19.

There is no special facility for the transfer of ammunition.

For the Hatch for the ammunition chamber, see S II 1 e.

For the dimensions of the ammunition and the ammunition doping, see also special installation for the building regulations vS.

b) Ammunition storage facility.

For 2 cm Flak ammunition

A total of 9,000 rounds of 2 cm of anti-aircraft munitions are to be carried, of which 3200 are on standby. The 5,800 rounds of 2 cm ammunition must be stored in 58 cartridge boxes of 100 rounds each in the ammunition chamber. The boxes are delivered with the ammunition.

The jam dimensions of the Patrkst. Are:

Length 279, width 360, height 355 mm,

Weight of a Patrkst.: empty 16.5, filled with Spg. Patr. 47,8, with Pzgr. Patr.

49.8 kg.

If possible, the anti-aircraft ammunition must be stored in the longitudinal direction of the ship on board.

Storage facilities are to be provided for a total of 240 magazines. Of these, 160 magazines with 3,200 rounds of standby ammunition are to be stored in pressure-resistant ammunition containers on the anti-aircraft platforms, in magazine containers in the tower and the rest on shelves in the ammunition chamber.

The remaining 80 unfilled magazines can be stowed on board outside the ammunition chamber in suitable locations.

For handgun ammunition.

A total of 9000 rounds of ammunition for two MG81Zs are to be stored in the ammunition chamber and one part as standby ammunition in the tower, namely: 4500 rounds of 8 mm sch. Patr. S. m. k. and 4500 rounds 8 mm sch. Patr. S.m. k. L'spur.

The jam dimensions of the Patrkst. 41 to 250 shots each are:

Length 375, width 95, height 190 mm,

Weight: 1 Patrkst. empty 2.3, filled 9.3 kg.

Also for two submachine guns 1400 schtfß sch. Pist.-Patr. 08, 2 Patrkst. 04.

Congestion dimensions of the Patrkst.:

Length 265, width 180, height 130 mm,

Weight of the patrkst.: empty 2.15. filled 8 kg.

For Signal ammunition.

A total of 180 shots of star signal cartridges are stored in a box, 80 rounds of white, 60 shots green and 40 shots red. The ammunition shall be housed in its packaging box in a lockable container in the hallway in the headquarters.

Congestion dimensions of the packaging box:

Length 677, width 415, height. 220 now,

Weight of the box: empty 10, filled 43.4 kg.

For 10 rounds of signal ammunition, a lockable, splash-proof box (200-25-115) must be provided under the tower ceiling near the tower hatch. The single and double-barreled signal pistol must also be accommodated there.

In addition, 20 sensor-holder signal buoys are to be jammed, 2 of them in racks in the tower.

Dimensions:

Length 435, diameter 160 mm.

50 electrodes in 5 cylindrical tin cans of 10 pieces each are to be stored in the ammunition chamber.

Congestion dimensions of the tin cans:

Length 220, diameter 137, horizontal stowage distance 140 mm

Weight of a tin can: empty 0.34, filled with 10 solders 1.5 kg.

An airtight can for 10 loose electric solders must be holdered in the tower. This can is part of the delivery of the shipyard.

80 ESN cartridges, each packed in tin boxes, must be stored in a lockable container near the other signal ammunition in the control room.

Congestion dimensions of a box:

Length 155, width 75, height 118 mm, weight of a box: filled 2.0 kg.

For explosive ammunition.

Explosive munitions must be stored in a room of their very way, but not in the ammunition chamber:

2 boxes with 4 explosive cartridges each:

Diameter 305, height 240 mm,

Weight of a box: empty 5.3, filled 18.5 kg;

2 boxes with 12 explosive cans each:

Length 360, width 265, height 175 mm,

Weight of a box: empty.5,5, filled 10.3 kg;

2 boxes with 12 time igniters A each:

Length 385, width 245, height 300 mm,

Weight of a box: empty 12, filled 18.8 kg.

The ignitions (time detonators) and ignition charges (ignition cartridges and explosive rifles) must be separated spatially.

For Sanderleinenmunitron

in the headquarters is a box for 25 rockets size I and 25 ignition cartridges.

Congestion dimensions:

Length 565, width 326, height 224 mm.

c) Artillery equipment.

The accessories and spare parts for the anti-aircraft guns must be removed from the artillery equipment and stored in a suitable place.

d) Handguns.

For the MG 81 Z, a bracket with lock is provided on the radio room wall, for the two submachine guns two brackets each in the ammunition chamber and in the sergeant's room, for the 6 Mauser pistols an iron drawer with safety locks.

For 3 side rifles and body straps and 2 sets of cartridge pockets, a shelf must be placed in the ammunition chamber under the ceiling.

The individual weights can be found in the artillery soll.

S II Group 9 Anchor device.

a) Arrangement.

In the front toi) of the upper deck, an anchor winch, connected with VcrholspiH, shall be incorporated for the anchor extension described in SI21. The spin system is to be driven by an air motor, which is to be stcllcn in the bow room, protected from moisture. In addition, a drive must be provided by hand by means of the holspillhead, which can be set up on the upper deck.

The switching on and off as well as the re-knocking of the air motor must be operated by a linkage, which is to be operated from the upper deck.

For the engine, see M, M II 2.

The chain feed between the anchor and the chain must not rest on the nut of the anchor winch. Between the Lcitrollc and the winch is a chain-knob, whose jaws are to be rounded off well, so that the rushing chain does not stick. The operation of the chain knob must be set up from the upper deck.

Transmission linkage, anchor spill.

The air motor is to be coupled with the worm corrugatof of a worm gear by means of an elastic ruporter bolt coupling. The shaft of the worm wheel must be placed vertically and pass through the pressure body by means of a stuffing box. At the upper end of the worm wheel shaft, a claw clutch must be firmly wedged. The latter is supposed to intervene in the counter-claws of a sleeve, which sits with a spring on the lower end of the vertical spill shaft and can be moved in and out. The sleeve should generally always be switched on. It shall only be removed in an emergency if the spill must be operated by the manual drive because of a failure on the air motor from the upper deck. The rod for moving out the sleeve is therefore only to be led to the upper deck.

A bevel gear is to be wedged onto the vertical Spillwellc, through which the anchor winch is to be driven.

The upper end of the vertical Spillwellc is to be stored in the lower part of the verholspill, which is to be fixed on the upper deck. The Spillwclte is supposed to drive the spill head.

The spill head shall be connected to the vertical Spillwellc by means of a removable coupling and formed in such a way that it can also be used for hi-hating the anchor of Hpnd. It shall be set up for both directions of rotation and provided with the appropriate locking jacks. The spill head should be easily and quickly removable and can be stored in the construction deck; in operation, it must be able to be secured against unintentional lifting.

Further forward in the aisle, the anchor winch is to be set up under the upper deck, which should consist of a strong boek of steel casting, in which the shaft with the chain nut must be stored.

Between the vertical spill shaft and the chain nut wcllc, a shaft must be placed horizontally under the upper deck. A bevel gear is to be mounted on the rear end of the same, which is driven by the bevel wheel on the vertical Spillwellc. A bevel gear is also to be mounted on the front end of the horizontal shaft, which drives the bevel gear on the chain nut wcllc.

The bevel wheel on the chain nutwelJe should run loosely and obtain claws on one side, which intervene in the claws of a movable sleeve attached on the chain nut wcllc with a spring. By switching on the sleeve, the anchor winch is indented. The displacement of the mulle is to be advertised by a rod, which can be operated from the upper deckThe translation of the bevel gears and the screw drive are to be chosen in such a way that the air motor runs both at a chain speed of lOm/min and at a speed of the Vcrholtrosse of 20 m/min nüt the same normal speed of 740.

The chain nut should receive 6 teeth for the hieven of the anchor chain. It must be provided with a) protection to prevent the chain from jumping. A handbrake shall be connected to the nut nut, which must be strong in such a way that, when the drive motor is disconnected, it prevents the chain nut from turning even if the chain is stressed up to its breaking load.

The actuation of the handbrake should be possible by means of a rod from the upper deck.

In the upper deck, a clearly visible mechanical display device must also be cin, which receives its drive from the horizontal chain nut shaft and whose scale shows how many meters of chain are inserted and when the anchor sits in the knob.

All parts of the spill ingesum shall be carried out so vigorously that they are not yet loaded up to the flow limit in the event of a load on the winch corresponding to the breaking load of the chain.

The outerboard shafts, on which couplings are arranged movable, are to be made of stainless steel.

In the chain box, a clipper for the anchor chain must be installed, which can be detached from the inside of the boat. The triggering device must be sealed ('gl. S121).

S II Group 10 torpedo equipment.

a) Torpedo takeover and transport.

The torpedo takeover and torpedo transport equipment will be designed for G 7a, G 7 e and G 7's torpedoes of 53.3 cnn0' and about 7 and 7.2 m length respectively.

For each boat, a detached torpedo crane must be delivered from the shipyard, which is intended to take over the torpedoes from the water.

A lane bearing must be provided for the crane near the front take-over point in the deck at Port and a lane bearing at the rear torpedo transfer point on both sides of the board. To prove the floor for the boom, the four lateral double bollards as well as protected receipt lamps must be provided as required. The Geeren receive Taljen for operation in the sea. The hot reep must be led via a foot and guide block to the holspill.

The torpedoes should always be guided during insertion into the pressure body, into the torpedo tubes and into the reserve bearings in such a way that they cannot make large movements of their own when the boat moves. For this purpose, sliding troughs, rails, etc. shall be provided in an appropriate form and based on great safety. The transport device shall be designed in such a way that it is also possible to store a torpedo clay of one pipe in another pipe and to store and pick up the reserve torpedoes.

The belts for transport ingession and straightening within the pressure body are to be made of steel strips. The finished belts shall be subject to a test load of 1 600 kg prior to boarding.

Special belts for quick entry must be supplied.

The loading of the torpedo tubes must be carried out with built-in flooring and built-in berths, which are left in place and equipped with perfect berths. The regulations for ammunition transport equipment must be observed. For the torpedo hatches, safety crosses must be provided.

The parts for the torpedo transport as well as for the snow-loading device shall be stored without affecting the residential equipment in such a way that the parts required only for the fast-charging device in their storage places do not hinder the normal torpedo transport.

For loading and unloading the upper deck containers, these must be placed in an inclined position by means of a windmill and the torpedoes must be inlet or retrieved.

All parts of the torpedo transport and take-over device must be

they are made of iron, to be galvanized clean. Special attention must be paid to smoothness of all individual parts.

Storage devices for all parts must be provided in the pressure body or in the upper deck.

The overall equipment must be checked in detail before the boat is delivered with model torpedoes.

The equipment described is intended to ensure that the torpedoes are transported as quickly and safely as possible.

b) Storage of the reserve torpedoes.

In the bow torpedo room four torpedoes should be able to be stored under the hallway, in the rear torpedo room a ' torpedo under corridor between the E machines as a reserve.

In addition, a pressure-resistant container made of St 52 shall be provided under upper deck aft and at the front each for the reception of another reserve torpedo.

A storage for two more torpedoes in the bow torpedo room must be arranged on the corridor. The storage must be divided in such a way that the maintenance of the torpedoes under the corridor is not particularly difficult. The fastening of the wooden lining must be immediate and easily removable, so that after the removal of the wood lining, the torpedoes can be pulled from tubes 3 and 4 after the additional reserve torpedoes have been suspended.

All bearings must be provided with securely fixed and easily detachable straps.

On the additional reserve torpedoes a loose-removable floor with a loose small baking is to be placed.

For the storage of torpedo munitions, see S I 20.

c) Torpedo compensation devices.

Torpedo cells must be placed in the end rooms to accommodate the hull and balancing water (see 8 I 10b). The torpedo cells are connected to the bilge line and must be provided with vents and bearing devices (see S II 6e, g).

For flooding of the front torpedo cells from the outboard, a flood line is to be installed, which has a double end on the board wall and forks after the Starboard and Port cells. A flood line for the rear torpedo zclle must be diverted from the on-board valve for E machine cooling.

For flood lines of torpedo cells see SH 6 c.

After shooting down the torpedo and closing the muzzle flap, the pipe, which is to be reloaded with a reserve torpedo, must be drained by compressed air into the corresponding torpedo cell. The fittings of the irrigation and drainage pipes of the bent pipes must be arranged in such a way that the pipes can optionally be connected to the Starboard- and Port-Zcllc, so that the washing water carried in the torpedo cell 2 does not need to be used prematurely for watering the torpedo tubes.

Each of the two vent pipes of each bent pipe should be provided with a shut-off device to achieve a complete filling of the pipes with wrapping water even when the submarine is heavy.

The flood valves for the torpedo cells shall be arranged in such a way that they are easily accessible from the control unit for the balancing fitting. The flood lines for all torpedo cells are to receive quantity counters. See S II 6c.

For air distributor, torpedo filling point and electric firing device see M, MII4, 11 and 17.

To be able to compensate the pressure in the irrigated pipes against the external pressure before opening the outer flaps, a connection to the torpedo cell flood line with a further termination as a balancing line to the torpedo tubes must be led.

The space around the rear parts of the torpedo tubes must be free of all apparatuses and fittings which, because of their arrangement, could make it difficult to operate the torpedo tubes.

d) Torpedo ammunition.

The box for the ignition cartridges has the perennial dimensions 270 - 240 * 140 mm.

a) Torpedo combat pistols.

For the 9 reserve torpedoes, 9 battle pistols and 2 reserve battle pistols are to be jammed.

The storage dimensions for battle pistol tanks must be inquired at the T.V.A.

S II Group 10A Facilities for TM

a) General.

The existing torpedo equipment should only be carried out on the submarines to be built by the G.W. in such a way that sic can also be used for TMA, TMB and TMC. In the preparation, account must be taken of the experience gained so far and of the new requirements of the O.K.M., if any.

The submarines to be built at the other shipyards will only be set up for torpedoes.

b) Storage and transport of the TM.

The TM shall be placed in the reserve pads prepared for the reserve torpedoes; TM may not be accommodated in the rear compartment's spare storage.

Intermediate bearings must be provided to allow the TM to be properly tossed.

The hanging positions with all individual parts required for the reassembly and replacement from the torpedo tubes must be installed.

The same requirements apply to the arrangement of the residential equipment and the installation of the individual parts required for the transport and storage of the TM as for torpedo armour (see S II 10a).

For the snort of the TM, transport rails should be connected behind the bow torpedo tubes, to which two TMA or three TMB or two TMC are hung on wagons.

A box with TMB replacement tcilcn must be accommodated in the ammunition chamber. Congestion size 330 * 190 * 140 mm.

c) Transport to upper deck.

A wind mill shall be provided for lifting the deck containers into loading and unloading. The torpedoes or the TM shall then be pulled out of the containers by means of a wire sandunder, placed on troughs, and transported from there in the usual manner into the interior of the boat.

S II Group 11 Ship Management Facilities

a) General

For E compass and photo comptraining, see M, M II 16.

Various measuring instruments must be equipped with luminous dials.

b) Salt knife.

A weight knife must be installed in the control center so that the specific weight of the seawater can be determined from the inside of the boat.

c) Trim and wreath pointer

Trim and acreing hands are to be installed in the control panel for reading the longitudinal and transverse inclinations, whereas only a trim pointer is to be installed in the tower. The measuring range of the trim hands must be up to at least 25° pre-load

and 15° abrasion capacity, the measuring range of the ailment hands range from 15° Starboard to 15° Port

In addition to the normal degree classification, the trim hands in the control panel shall be given a further metre classification from which it can be seen when the bow and the stern intersect, and by how much in the respective trim the bow and the stern are lower or higher than the upper edge bridge or lower edge of the keel halfway.

In particular, the following devices must be accommodated:

At the headquarters:

A water scale with plexiglass tube with a large measuring range (preload up to 25°) as a coarse longitudinal water scale (trim pointer),

an inclination meter type Blohm & Voß as 2nd trim pointer with meaningful display, an inclination meter type stone son as a wreath pointer.

In the tower: an incisor type stone son as a trim pointer.

The scales of the trim and wreath hands in the control panel shall be painted with phosphorescent, those of the trim pointer in the tower with radioactive luminous paint

d) Wreath slot

To determine the longitudinal and transverse inclinations of the submarine, a crane slot must also be arranged in the control center (see Intended of the nautical instruments).

The scale shall be incorporated into a fixed light metal plate directly below the flooring.

e) Depth gauge

For equips the submarine with simple depth gauges and Papenberg depth gauges see M, MU 17.

The depth gauges must be arranged both in the tower and in the control center in such a way that they can be easily seen.

The equipment must not be connected to bottom valves, pump outpours or to places where it is possible to influence flooding or air blowing, etc. The devices must therefore be connected to special outward-board lines. The connection points must be such that there can be no dispatch or pollution in the event of prolonged lying, nor a greater influence by sea water.

For Handlote see Intended of Nautical Instruments.

f) Residual buoyancy pointer

For Setting up the Papenberg depth gauge as a residual buoyancy pointer, see M, M II 17.

The scale of the Papenberg depth gauge in the control center is to be painted with phosphorescent paint-the, that of the depth meter in the tower with radioactive luminous paint.

g) Speeding measuring system

According to the naval shipyard Whven, the installation of the dam nozzle in the forewater is to take place.

For Installation of a driving measuring system see M, MII 17.

h) Compass device

For For compass, see S I 15f and S I 27 a.

i) Torpedo fire control system

For the installation of a torpedo fire control system see M, M II 12.

For the UZS 4, a separate target column must be provided on the bridge, at which the pressure-resistant torpedo fire switch must be held. The experience gained in the submarines to date must be considered in cooperation with the relevant military authorities when setting up the equipment listed.

j) Key M.

One key M is housed in the listening room, a second in the radio and UT room.

For connection to low voltage see M, M II 19.

k) intelligence facilities.

For the installation of the news media see S 1 22.

S II Group 12 facilities for diving cells, dive bunkers and flooded rooms
Furniture for diving and diving bunkers

a) General

The attachment must be executed in the reference to the schema. Scheme in the PORTV—V(M).

For's distribution by submersible cells and bunkers see A6f.

The flooding of the diving cells and diving bunkers is to be carried out by opening flood flaps and venting organs. For the dive cell 1 and 5, no flood flaps, but flood slots are to be provided. The shape of the flood slots in the area of the screws must be chosen in such a way that no visual-forceing noises occur!.

For flood time of the dive cells and diving bunkers see A 6 c.

For blower and blow-out equipment for the diving cells and immerses bunkers see M, M II4 and M, M II 5

b) Flood flaps

The flood flaps shall be placed, if possible, at the lowest points of the diving cells and immersive bunkers in such a way that the amount of residual water remaining during the blowing out in the diving cells and immersive bunkers becomes as small as possible.

The flood flaps of the dive cell 3 are to be formed as simple, outward-beating flaps, which lie in a niche of the keel when the condition is open. The flood flaps of the dive bunkers 2 and 4 should strike inwards. The pressure must be so high that the flaps are safe to keep tight against the water pressure acting from the outside. To achieve a smooth ship shape, the flaps must be adapted to the shape of the vessel if possible.

The flood flaps shall be sealed with profile ruporter made of suitable material which must be reliably fastened. The ruporter profiles should have the same dimensions as on the previous Type VII C submarines until the standardization of the ruporter profiles is carried out.

On the choice of sealing ruporter see . A 3 b.

The flood flap frames shall be carried out so strongly and stiffened against the outer skin so vigorously that work on the frames and warden the sealing surfaces are certainly avoided.

c) Linkage

The opening and closing of the flood flaps should be done by hand, by appropriate choice of translation without extraordinary effort. The rod shall be calculated in such a way that no permanent changes in shape occur at an assumed force of 100 kg on the crank.

For all moving parts of the rods inside and outside the pressure body, including the movable nuts, a particularly good lubrication shall be provided.

For tearing and rewinding the front flood flaps of dive cell 3, pre-gege must be switched on. Display devices for voffenv and ?? to t of the flaps must be attached.

The drive spindles of the flood flaps of the diving bunker 2 are not to pass through the inner bunkers, but niches for these rods are to be provided. The associated stuffing bushes must be carefully packed and made easily accessible. Drip trays shall be affixed under all stuffing bushings of the rod seductives.

d) De-hiftations

The vents of the diving stationsHen and bunkers should preferably be arranged at the rear end or the highest point of the diving stationsHen or -bunker.

Diving cells 1 and 5 should each receive a vent fold. In the case of submersible cell 1, the flap shall be attached directly to the highest point of the submersible cell ceiling and set up inwards. Since the ceiling drops after anum, it is ensured that the cell is well ventilated even with greater pre-load.

The dive cell 5 is to receive an externally opening vent flap, which is to be attached to a pipe manifold attached to a rear edge of the submersible cell on the cell ceiling.

The immersion bunkers 2 and 4 are to receive vent pipes, namely the pipes of diving bunker 2 Port and 4 Port to a common vent valve for both Port bunkers at Port and those from dive bunker 2 starboard and 4 starboard to lead to another, the two Starboard-bunkers common vent valve at Starboard.

In addition, the dive bunker 2 is to receive a residual vent valve common for Port and Starboard. bunkers, which opens outwards, to which vent pipes are to be led from the awvers of the bunker.

The venting of the submersible cell 3 should also be carried out separately according to Port and Starboard. by a separate vent valve. To connect the valve and the cell half, a pressure-resistant channel must be carried up in the control cell skin. In addition, an additional venting NW 40 must be provided for submersible cell 3, which must be fed into the pressure body (central). The vent valves for diving bunkers 2 and 4 as well as for diving cell 3 should open inwards. The vent valves must be set so high that the associated vent pipes rise steadily, so that no air bags can be created, but the air can escape well from all submersible cells and bunkers during annoying diving. The valves must be protected against the falling of foreign objects by means of lattices. All these flaps and valves must be actuated from the control panel. The vent pipes of the immersion bunkers 2 and 4 shall also be provided with slides and drainages that can be operated from the deck to be able to block and drain the pipes when the immersion bunkers are driven with drift oil. The sliders and emergency shutters as well as the pipe pieces between them must be pressure resistant. (See S II 12g.)

The transmission rods must be led as straight as possible. The translation and arrangement of the rods shall be chosen in such a way that the valves and taps can be opened easily and quickly.

A particularly good lubrication of all moving parts inside and outside the pressure body and the immersion cells and bunkers, including the movable nuts, must be ensured.

The drives of the dive time and immersive bunker vents must be secured by locks.

The pressurized water pipes of all outdoor bunkers and immersion bunkers shall be secured by their position and shape within the bunker or by special installations in such a way that at a pre- or eight-load of 20° between water oil spiegcl and the edge determining the entry of the propellant oil into the rising part of the pipe with complete filling of the bunker, a water template of 1.5 v.H. of the propellant oil content is present. However, it must be at diving bunkers of the ' water oil picgel and thus the entry edge of the test tube 100 mm above the highest point of upper edge of light flood flap frames. The protection against the leakage of propellant oil shall be carried out by built-in water boxes or, if this does not permit the shape of the outer bunker or immersive bunker, by manifolds or double manifolds or similar measures. A fuse against drift oil leakage is not necessary for control bunkers, as the water pipes of the Regelbunker, even if the bunkers are filled with propellant oil, can be blocked off because of the compressive strength of the control bunkers.

e) Emergency shutters

For the submersible cell 3 are located at the passage points of the vent ducts through the pressure body skin and for the immersed bunkers 2 and 4 at the confluences of the Arrange vent pipes into the bunker ceilings emergency control valves, the actuation of which must be carried out by hand from the inside of the pressure body. The antiicbe for the emergency encoders must be sealed in an open position and only operated in case of violation of the vents or when changing diving cells into immerses bunkers. See M, M II 5.

As seal for the emergency shutters. oil-stained ruporter (see A3b). For compressive strength of the emergency shutters see S II 12g.

For shut-off of the exhaust fumes of the submersible cells and the diving bunker see M, M II 5.

f) Materials

Flood flap frame: steel casting Stg 45.81 BK or cast steel

Flood flaps: Steel casting Stg 45.81 BK

Vent valves: housing flow steel welded, cone steel casting Stg 45.81 BK with bronze

Emergency dampers: flux steel or steel casting Stg 45.81 BK

Shut-off valve: Steel casting Stg 45 Km

Venting pipes: Galvanized flux steel.

g) Test prints

The emergency valves, the submersible cells, the flood flaps, the vent valves, and the vent flaps shall be tested with a water pressure of 6 m above the top of the submersible cell. The outwardly beating flood flaps of dive cell 3 must be pressed with a water pressure of 1 m. The valves and emergency shutters of the vents of the immersive bunker vents and the pipe piece between them shall be tested with 15 atm. See also A 5 b.

Flooding and venting of the waterproof rear and the waterproof back

The waterproof rear and the waterproof back are to be flooded by flood slots. The built-in platforms in the forewater should be equipped with such large openings for fast flooding and complete venting that it is impossible to hang the back during flooding (see S I 14 d). The flood slots in the propellers must be trained and ordered according to the experience of the listening tests.

The edge-proof rear is for the waterproof rear and at the rear edge waterproof back is to be provided for the waterproof back each with an inward-opening vent valve with grass. The actuation of the rods should be done by hand. It is designed for the waterproof rear in the rear torpedo room, for the waterproof back to the front panel.

The valve lids shall be designed in such a way that the fixed friction of the valve lids is prevented as far as possible (ice buckthorn).

a) Facilities for flooded rooms

b) Flooding and venting of the upper deck

For flooding of the upper deck, a continuous flood slot of 120 mm width shall be placed on the length of the lateral extensions at the lower edge of the side plating of the upper deck. In addition to this flood slot, between the slats, according to the upper deck rooms to be flooded, a row must be cut in the rear aisle, in the foreship two rows of flood slits. The flood slots in the forewater must be pulled up according to the position of the bow shaft.

Where necessary, internal visual surface water plates must be attached to the flood slots to protect jammed devices, etc.For the ventilation of the upper deck there are enough large in the plating and in the wooden deck. (To arrange sanites so that the upper deck can ventilate quickly and resiloscnt when diving (see Sllßd).

ft) the edge plates of the immersion bunkers 4 are to be installed for the drainage of the edge plate nisehen pipes, the mH ei))S-Sehlag 'book the diving butdtcr up below

halfway through the widest part of the talking pantfddes through the outer skin. The pipes should preferably lie at the deepest points of the edge plate niches, so that these good hväsässern can. They are galvanized inside and top tniteitR*)))) hinged)! Sieve to be seen)!.

Discharge of residual water to the flooded rooms shall be cut in drainage openings as required. Zutn suction of the dam water in the aisle si)))d to install 2 suction nozzles on each side.

c) Flooding, venting and drainage of the keel

Each cross member of the keel is to be fitted to the side (it is provided with vent openings at the highest point, so that the keel can vent well to the front and back. The side plating must be brought to the pressure body skin except for a narrow gap (see S 1 24).

In the sole plate of the kid, drainage holes are in some places, so that bmn! Dock that in! Kid can drain leftover water (siche S I 24).

d) Flooding and draining of the chain box

In the area of the chain box is in the outer skin on each side t'inSehkumn- loch einz!) (see S 1 21).

S II Group 13 Ventilation devices

For ventilation equipment including air treatment plant see M. MII10.

S II Group 14 crew facilities

a) Heating

For the heating device see MI, MII 8.

b) Kitchen

For the location of the kitchen see SI 23c.

The kitchen, according to the l'latz conditions, is to be equipped with the necessary shelves and cupboards for the reception of kitchen appliances and daily provisions, value and an ahdeddtartm Abwaschtiseh!. An electrically heated hotplate with four cooking hobs, an oven and outside))) space and holder for egg)! C)! 50-litre cooking heater and hot water storage niit heating must be provided.

For hotplate, boiler. For the cooking appliances, see M. Al H8.

c) Provisions

For the location of the provisions of the dreams see S I 23 d.

The provisions must be moved in the bunker bulkhead and provided with the necessary shelves for storing the provisions. The floor of the provisions must be interpreted with a light, recordable wooden ilur. (See S117a.)

In addition, two cabinets are to be set up in the bow torpedo room to accommodate provisions. The cabinets are made of galvanized iron sheet. They should:

well-closing doors and security locks.

The iron provisions shall be distributed on the control panel, the tower, and the electric machine rams, for example in the ratio of the air renewal cartridges, in lockable cabinets or containers.

Special lockers for coffee, sugar and spices are provided in the kitchen.

For cold room see S II 14 g.

d) Toilets

In two particularly secluded rooms (see S123b) an underwater pump integrated with manual operation must be installed.

The pump-knocks must be equipped with the latest improvements made in the meantime and rinse flawlessly at 120 m diving depth. The seat boards and the lids are made of hardwood that has been glued several times: they should be foldable and lockable. The rinsing and outmoding lines must be provided with double side wall closures. All armate judgments and the pipelines between the on-board wall closures shall be checked at a pressure of 32 and 40 atm respectively (see S116a and A4e).

There is no provision for a cloister in the upper deck.

e) Washing equipment

In the rear toilet dream, a folding wash basin must be installed on the eighth bulkhead. a fixed sink must be provided in the front toilet dream. For's two sinks are taps for fresh water, above the front also a tap for warm seawater.

The drain of the sink in the rear toilet dream must be directed into the toilet funnel and the one in the front toilet dream into the dirty water cell.

The drainpipes must be provided with sweat water collectors in the battery rooms if necessary (see S117b).

For washbasin in the commander's room see S III 2.

A shower point for cold sea water is to be installed on the upper deck behind the tower.

For wash water pipes and deck showers, see S II 6k.

f) Drinking water facilities

The permanently installed drinking water cells in the battery rooms, in the front living room and in the central unit (see S I l0 d) are connected by a special drinking water pipe zh (see S116i).

For drinking water transfer lines, see S II 6i.

Loose drinking water tanks are not to be provided. See S II 17t.

A collection device shall be provided at the fixed drinking water cell 2, which must be secured with a lock. The suction tube of this cell ends 100 mm above the cell floor, so that an emergency drinking water supply is created.

From the fresh water generator to be installed in the control center, a folding pipe shall be led to drinking water cell 1. For this line see M, M II 9.

For fresh water generators see M, M II 9.

For cleaning and curing filter see S 116g)

g) Cold Room

For size and location of the cold room see S I 23e.

If possible, a commercially available refrigerator door must be used as a door for the refrigerator and ready to be obtained from a refrigerator company.

For clearing see S I 17 a.

For refrigeration and storage, see M, M II 21.

S II Group 15 Safety Devices

a) Room emergency air system

See M, M II 20.

b) Emergency exit system

See M, M II 20.

c) Hatchsüll extensions (so-called air traps)

To keep the airspace remaining in the pressure body with open hatches as large as possible if the submarine runs full, the slurry of the decline leg and the central hatch that is trudging into the pressure body shall be provided with lusum extensions.

The decline slouk in the kitchen is to receive a sliding luscin extension, the lower edge of which is lowered 1 540 mm and raised 1 820 mm above the hallway.

The retractable luscin extension should be pushed up when not in use on the solid slurry. It must be secured in this position. For use, the extension must be able to be triggered in the shortest possible time and can be fixed airtight against the solid slurry when pushed out.

The central lusces umperum must be lowered down to 1 650 mm as a solid slurry and provided with a leather upholstery at the bottom.

To obtain an air cushion in the tower as well, the main cross rib of the tower ceiling must be lowered down by a 3 mm sumper with under-welded pipe up to about 1 650 mm over the corridor and welded all around.

In the bow room, by arrangement of a transverse wall of waterproof fabric arranged on D Spt. 68, which is to be lowered to 1 800 mm above the floor, an air trap shall also be created, which allows the disembarkation from the aisle by the torpedo hatch. The transverse wall is to be installed with some loose, so that sic is not obstructing during torpedo transport.

The space around the air traps must not be installed so that the crew has enough space to keep their heads above water when the boat is flooding.col

For air traps see S14f.

d) Signal buoys

Signal buoys are no longer installed

e) Containers for buoyancy rafts

Containers for buoyancy rafts are not to be provided

f) Net saw and net deflector

The net saw and the net deflector shall not be provided.

g) Leakproof material

In each waterproof section of the pressure body, a leaking plug bag, in the whole of three pieces, must be stowage in a suitable place. In addition, the prescribed leakage material must be taken on board (see carpenter's device or consumables).

h) Fire extinguishers

Four hand-held fire extinguishers (carbonic snow extinguishers) in normal version with 6 kg content on board must be fitted and affixed in such a way that they are quickly at hand in case of fire danger. Each apparatus must be placed in the diesel engine room, in the E engine room, near the auxiliary switchboard in the control panel and one near the listening room.

The hand-held fire extinguishers are part of the reserved delivery from the equipment lists M and E.

i) Rescue facilities

Two horseshoe-shaped rescue buoys can be easily attached to the rear end of the bridge. During underwater sailing, they must be stored in a suitable place inside the boat together with the third rescue buoy and two night-rescue buoy lights.

For each man in the crew, a complete Dräger dive rescuer and a life jacket must be on board. For this purpose, a surcharge of 20 pieces is awarded for the dive rescuers.

The diving rescuers and life jackets shall be distributed in the boat in such a way that, in the event of an accident, enough pieces are available at the dive station in each department and in the tower in accordance with the crew strength provided for the room concerned and can also be easily reached.

In addition, the boat must be equipped with two complete Dräger diving equipment with diving suits, which are easily accessible to store; for this purpose, a set of weight chains and a pair of iron sandals etc. must be accommodated (see boatman's device).

The diving equipment, diving suits, diving rescuers and life jackets are part of the reserved delivery.

For emergency breathing hoses, see M, M 11 20.

The tower must be set up as a rescue chamber.

j) Aviator's vision sign

There is no aviator's look.

k) Luminous paint painting

Luminous inks must be affixed to the printing body and in the tower according to the experience gained.

l) Flood device

A flood device must be installed in the rear compartment, from which smoke buoys can also be ejected.

m) Life hoseboats

There are 5 pieces of Lm rescue inflatable boats with accessories and a distress bag to be provided, which must be accommodated in pressure-resistant containers on the upper deck. The container closure shall be arranged in such a way that it can only be opened from the upper deck. In addition, provision should be made for a safeguard to prevent the lid from rising in the event of water bomb exposure.

n) Rettungsschlauchboote

In addition to these 4 m rescue hose-boors, each submarine should be equipped with a 3.3 m working hose boat with about 30 pieces of single-man inflatable boats.

which are to be accommodated in the boat. The delivery of inflatable sboats with only accessories is carried out by the chamber-forming naval arsenal.

For more information about the working hose boat, see SU 17k.

S II Group 16 Lifting devices

Lifting devices shall not be provided.

S II Group 17 Various facilities

All equipment that may be able to float may not be designated with a boat number or a construction number during the war, such as inflatables with paddles and accessories, boat hooks, life buoys, dive rescuers, life jackets, upper deck containers, stellinge, grasses and the like.

The devices, which cannot float and are not visible from the outside, are to be described as usual.

a) Draught marks.

Contrary to A.B.B. no 13, the draught marks are to be affixed only as single digits from 0 to 9 in periodic sequence. In addition to each zero, as far as it denotes an odd full meter mark, on the left a stroke of 50 now height and 100 mm length must be set. All zeros that denote straight meter marks each have a stroke of 50 mm height and 100 mm length on the left and right.

The draught marks shall be affixed to the torpedo tube support bulkheads or as close to them as possible. The middle marks shall be welded halfway between the rear and front marks.

The zero point is in the lower edge of Kiel.

The digits shall be applied with welding wire. The numerals are white on a dark background, black on a light background. (b) towing device.

b) Towing Device

The device for towing the submarine shall be placed at the front under the upper deck. The 7 m long tow stand is connected to a corresponding, easy-to-slip

to fasten the towing hook by means of a chewand and a strong long link. The tow buck is good to connect the Schott 112 and the middle longitudinal bulkhead. The towing stand should run outwards from the towing hook through a klüse cast on the upper edge of the bow.

For towing gun, see SI 12e.

For the slipping of the towing trough, a lever shall be attached to the towing hook in such a way that the hook can be clipped from the bridge either by hand directly or by means of a rip line. The push-out lever must be secured against unintentional slipping by a spring.

The towing harness shall be measured for an overwater towing speed of 12sm/h.

For towing other boats, the double bollard mounted on the rear upper deck is to be used in conjunction with the stern clamp (see S II 17c).

c) bollards and chandeliers

On the front and back ships, a retractable double bollard are to be provided and also two retractable double bollards with ears at the top of each.

On guide lamps, one at the bow and at the rear, and one each on the side of the front bollard.

The lamps shall be made of cast steel, fixed, and fitted with raids, except for the rear lamp; the rear clamp is to be placed as a fixed eye on deck. Four fixed, wrought-iron receipt lamps must be installed at the front and rear end of the fixed railing (see S II 10).

For the support options for the torpedo crane's base, see S II 10a.

* On the rear upper deck Spt. 30/31 a retractable small bollard for attaching dinghies is to be provided on both sides.

d) Ship’s Bell

A detached ship bell must be attached to the rear edge of the bridge railings. The boat number shall be smashed into the holding arm of the bell so that the number is obscured when the bell in the bracket is attached to the tower conversion. For the underwater journey, the bell with arm must be stored in a suitable place.

e) Emblem and Boat Number

During the war, emblems and boat numbers were dropped and were not to be made or painted.

f) Identification Plates

The label marks shall be made of plastic in the pressure body above the floor, below the zinc sheet floor and in and on the upper deck of spray-galvanized iron.

g) Containers for Kerosene and Oil

In the bow room, behind the torpedo tubes under the hallway, there is a container for torpedo petroleum and a container for oil, in the rear compartment a container for torpedo petroleum is provided on the Port side.

h) Rain Cap Area

During the war, the rain cap passages fall away. They are not to be made, auclf the tracks and brackets in the upper deck are not to be provided.

i) Beiboot

There is no provision for a dingy.

j) Schlauchboote

In addition to the 5 life-saving submersibles, there is also a 3.3m working dinghy on board.

For the work-shuchboot is under upper deck onPort-Scitc on about. A Spt. 90-91 to provide a pressure-resistant container. A drainage system with a shut-off valve shall be attached to the deepest steepness of the container. The container shall be inspected with an internal pressure of 2 atm. The delivery of the inflatable boat is carried out by the chamber-forming shipyard.

For For Rethmgs hoseboats, see S II 15n.

k) Position and Signal Lanterns

The pressure-resistant electric side lanterns must be attached to the port and starboard side of the tower cladding. The pressure-resistant rear electric Hecklatcrne is to be fixed in a small structure on the aft deck and the front Hccklatcrne in the tower structure.

The steameriaternc is fastened with ledcrgcpolstcrten clamps to the front very ear. The guide lantern is placed with a holder on the rear very ear. During the war falls, the führcrlatcrnc continues.

Petroleum reserves are not to be pre-scoured.

More about the. Signal lanterns are M, Mil 14.

A blue light device is not to be planned during the war.

l) Protection for vent valves and rudder niches

The vent valves of the submersible cells and immersion bunkers as well as the niche of the rudder linkage are to be surrounded with a wide mesh wire gellechi, so that objects floating in the upper deck, for example, cannot reach the valves and drives and prevent movement.

m) Guide plate c at the wcllen outletcn.

Behind the shaft outlets, guide plates must be provided, which are to be attached to the outlet nozzles and are intended to form a smooth transition to the screw shafts (see S112d).

The screws must be secured.

n) Protection for muzzle-disact driveof torpedo tubes

To protect the mouth lids of the torpedo tubes, suitable wire-gittcrs or smüsheets are to be fixed well in the waterproof back, so that, for example, through the flood slot of the waterproof back cintretendc objects can not get into the ' dcckel drives.

o) Ncizsägcnschutz

No net saw protection should be affixed.

p) Anzcigc rods for deep rudders.

Anzcigestangcn for the deep rudders are not to be provided. For this purpose, bright narrow paints must be applied to the upper deck in the depth rudders, which must be easily visible from the bridge. In addition, a clearly visible strip of paint without inscription must be affixed to the side of the upper deck (see SI 13f).

q) Flood water protection via electrical appliances in the tower

For the machine-clcgrafen. Rudder hands and other electrically operated apparatus sit in the tower near the tower near the tower hatch shall be fitted to a row bar on the lower edge of the tower hatch süll, which are supposed to reliably drain the flood water that is cinpeable through the turmlic (see M. Mil 17 and SIl/b).

r) Beiiäitcr for distillate.

Six containers for a total of 500/ distillate must be fed in (ter EMaschiucnbilge. They are made of reinaluminium hcr, see S 1 10i. For refill bchältcr see M, M113.

s) Emergency drinking water tanks

Emergency drinking water tanks must not be pre-sapped. See S II 14f.

t) Battery-mumiacy-nbcdicnungwagen.

In each battery compartment, an accumulator operating car is to be pre-seduced under the battery cover in mitte Schiff to operate the accumulator battery. The car solt to run on the longitudinal wheel under the battery ceiling and can be passed by your man lying on the car on a Strccktau pulled through the battery compartment. For both end-stangles, powerful stops and snap hooks must be installed in each room. A safe-acting fcststell device must be attached to fix the car at any point. The toolbox, which is sunk in the platform of the car, must be painted with acid-resistant paint. The trolleys should be accessible by one boarding ehatch in the battery cover at each end of the battery compartments (see S II 1 c).

u) Secret lockers

The walls and intermediate bristle of the secret spindles are to be spared with flood and vent openings. The openings shall be affixed in such a way that the lockers flood with them when the room is fully opened, without sweat water entering the lockers through openings. The secret spindles must be placed as deep as possible in the room so that they do not lie in the air buportle when the room is fully raised.

v) Medical locker

A three-piece ambulance is to be provided in the officer's room. Execution and setup as on previous boots.

w) Awning

Sun sails and tracks for Sonncnscgelgerüsic are not to be made during the*war.

x) Catwalk

A 4 m long wooden catwalk according to existing patterns must be placed on board and stored in a suitable place sea-proof.

y) Welders

For the equipment of the submarines with electric or gas welding equipment, see the special instructions of the O.K.M. (see construction regulations M).

S III Carpentry and Sheetmetal Workshop

S III Group 1 Removals in the living rooms

The exposed side walls and ceilings of the living rooms shall be covered with cladding for protection against moisture, except for the fields which must remain unclothed in the crew rooms because of the torpedo classification. Flaps shall be fitted in the places where pipes, fittings or the like must be accessible behind the cladding. . The distance between the panels from the outer walls and the slat profiles should not be less than 50 mm and from walls to be disguised otherwise not less than 10 mm. The sweat water forming in these spaces must be collected and discharged.

The coverings of the printing body should consist partly of plastic sheets of proven quality, which are about 1% to 2 mm thick, which are to be fixed to 50 mm high wooden strips on both sides of the slats. The passages next to the berths are made of plywood without sheet metal backing at 20 mm from the bunker bulkheads. The wooden strips and the backs of the wooden path are to be coated twice with a water-repellent paint.

The furniture and claddings are generally made of German wood. In individual cases, there is no objection to the use of foreign timber if they can be taken from existing stocks.

The plastic plates should be as odorless, highly flammable as possible, water-repellent, smooth on the outward side and light color (ivory) on the side of the living quarters.

For For removals outside the living quarters, see S I 17 a.

S III Group 2 Residential facilities for officers and Oberfeldwebel.

a) General

In front of the headquarters, the living rooms for the commander, for 3 officers and for 5 Oberfeldwebel are arranged via your front battery room.

b) It must be set up:

the commander's room from about D Spt. 51% to about D Spt. 55 on Port-Seitc, the officer's rough for 3 officers from about D Spt. 55 on the Port side or front horch raumschott on the Starboard side to about D Spt. 58%,

the room for Oberfeldwebel from D Spt. 58% to Schott 63.

For the furniture, light oak wood, lightly polished oak veneer wood for the chamber bulkhead is to be used and for the removal light synthetic resin slabs.

Igraf flooring is to be used as a flooring for tables.

All co-chairs should be 625 mm wide and at least 1 850 mm long and should be equipped with coil spring floors and pads or mattresses. The front boards are made of a type of wood suitable for the furnishings.

All fittings for the berths must be strong enough to meet all the demands, even in the event of the strongest sea.

The cupboard room should be made as large as possible, considering the available space. Above all, special emphasis must be placed on the installation of high cabinets. The wardrobes must be high enough to hang coats in. All lockers are to be wobled tightly on the back wall and on the slats. The lockers are easy to carry out. The cabinets for measuring equipment must be set up in such a way as to ensure a good and sea-proof storage of the contents.

For the duration of the war, the coat cabinets in the officer's and Oberfeldwebelraum must be equipped with shelves and several air holes to be able to store bread in them.

When designating the device, account must be taken of the fact that the elements of the accumulator batteries can be easily incorporated and removed. Shoe spindles must be provided among the berths, as far as the space is available.

The floor shall be covered with linoleum (but not under the lockers) which must be glued to the cover plates of the accumulator space and fastened with strips (see S II 1 f). Coconut scents are also to be given on board.

Furthermore, all living rooms must be provided according to the occupancy: mirror, shelf for water carafe with glasses, hat hooks, saber holders and other furnishings necessary for homeliness.

c) Commander's living room.

The room for the commander should include:

+---+------------------------------------------------------------------+ | 2 | Sofakoye | +===+==================================================================+ | I | Desk with extendable flap and top cabinet for nautical | | . | instruments and books as well as with drawer and secret | | | compartment | +---+------------------------------------------------------------------+ | 1 | secret cabinet under the desk | +---+------------------------------------------------------------------+ | 4 | Wall cabinets, two of which are to be set up as laundry cabinets | | | and one as secret cabinets | +---+------------------------------------------------------------------+ | 1 | key cabinet | +---+------------------------------------------------------------------+ | 1 | shelf for water carafe with 2 glasses | +---+------------------------------------------------------------------+ | 1 | washing device, swiveling. | +---+------------------------------------------------------------------+ | | The room is separated from the front room by an undivided dark | | | green frieze curtain reaching to the ground. Above the frieze | | | curtain, a covering must be provided until the path is made to | | | keep draughts away. | +---+------------------------------------------------------------------+

a) Officer's living room.

The officer's living room is to be separated from the commander's room by a dark green frieze curtain and should contain:

+----+-----------------------------------------------------------------+ | 1 | Fixed berth | +====+=================================================================+ | 1 | fixed table with swivel plate | +----+-----------------------------------------------------------------+ | 4 | Linen | +----+-----------------------------------------------------------------+ | 1 | Seat flap | +----+-----------------------------------------------------------------+ | 2 | Folding chairs | +----+-----------------------------------------------------------------+ | 1 | cabinet for measuring equipment and table linen as well as with | | | washing equipment | +----+-----------------------------------------------------------------+ | 4 | wall cabinets | +----+-----------------------------------------------------------------+ | 1 | 1 secret cabinet | +----+-----------------------------------------------------------------+ | 1 | coat cabinet, this must be large enough to hold 4 coats | | | comfortably, | +----+-----------------------------------------------------------------+ | 1 | Medicine cabinet (medical spindle) in normal version for | | | submarines | +----+-----------------------------------------------------------------+

b) Oberfeldwebel’s living room.

The sergeant’s living area is to be separated from the officer's living room by a door of 550 now light width and should contain:

Folding bunks at Starboard,

fixed co jen to Port,

fixed table,

Seat flaps,

Coat shranh for 4 coats,

Linen

Closets

Tableware spindle.

The Oberfeldwebelwohnraum is to be separated from the front by an undivided dark green curtain of frieze or interchange material reaching to the floor.

S III Group 3 Residential facilities for non-commissioned officers and crews

a) General.

The living rooms for the non-commissioned officers are arranged above the rear battery compartment Schott 31 to Druckschott 39 and the living rooms for the crews in the bow torpedo room.

The same applies to the furnishing of these rooms as to the furnishing of the rooms for the officers (see S III 2a).

In the team rooms, high cupboards fall away.

When the berths and cabinets in the bow torpedo room are arranged, the transport and

storage device for torpedoes and TM.

The berths shall be made of a width of 625 mm and a length of 1850 mm.

b) Non-commissioned officers wolinity room.

The housing is to be set up for 10 non-commissioned officers. The room should contain:

8 folding cojcn (sofa berths),

2 fixed tables,

Folding chairs,

8 cabinets for laundry behind the Starboard berths,

12 small cupboards under the ceiling, 2 of them for fairware,

Cabinets Port in front,

1 coat cabinet with rod starboard at the front,

1 storage cabinet Starboard at the bottom (sheet cabinet),

boot cabinets under the berths (tin cabinets).

The berths are to be given spiral spring frames with mattresses. For the front wall of the berths and for the berth frames, burnished or galvanized steel tube shall be used.

For a hammock, the appropriate hooks must be provided.

The cabinets and the furnishings are easily removable regarding the expansion of the battery located under the living room as in the front living rooms.

c) Team living room.

In the bow torpedo room, there are 12 folding berths with spiral folding mattresses as well as 8 pairs of hammock hooks. The berth frames and the front walls are made of burnished or galvanized steel tubes and the footboards are made of oak wood.

In addition, the required number of hammock hooks must be affixed in the control room and in the E engine room, in accordance with the crew strength, for missing berths.

Each man should receive a locker with an oak front. Cabinets must also be provided for leather goods, raincoats, dirty laundry, appliances and utensils, iron provisions, etc.

The team rooms must also be equipped with all necessary fittings, such as hooks for clothes and hats, etc.

Folding tables as well as the necessary number of folding chairs must be supplied (see general device).

In the bow torpedo room, there is room for tools and other requirements for torpedo and TM armament.

The exact details of this equipment can be found in the torpedo soll.

S III Group 4 Miscellaneous

In the headquarters: an iron card box with wooden plate with four drawers for nautical charts and drawing folders and two iron boxes for 5 double glasses each. In addition, two isch plates are installed on Port, the front of which is intended for the upper helmsman as a card table and is provided with hinged cellophane plate.

In the machine rooms, 5 rows of galvanized iron boxes are to be installed as deep as possible in the boat, the two lower rows are waterproof, the 3 upper ones are not waterproof for spare parts and consumables. A writing desk of about 500 * 400 mm with folding lid must be fitted in the diesel engine and E engine room as well as in the control panel. Under the folding lid, a storage bag for the machine diary or the diving claw must be provided.

1 folding seat for the rower, 1 small worktop for the upper helmsman as well as brackets for B-clock, stopwatch, circle, triangle, tables, diving rescuers, etc. are to be attached to the tower.

About wood groins see S I 9e and 15g.

S IV Painter's Workshop

S IV Group 1 Paintings

a) General.

In general, the choice of the painting system (painting and coating sequence) is based on the new draft of A. B.B. No. 31, edition 41, the "painting regulation for submarines" of Deschimag [1]_, Bremen, and the subsequent additions, which are based on the results of the color test programs.

The shipyards must communicate the painting systems which they choose for the exterior paints above and under water and the interior paints and the changes that occur therein to the O.K.M.

Since the protective effect of the coatings depends on the careful cleaning of the painting base and the conscientious execution of the base coat as well as on the good drying of the paints, each individual painting must be completely dried through before a new coat may be applied to it. Special care must be taken to the good ventilation of the rooms.

Special requirements for the colors of individual rooms, etc., see S IV 1b.

b) Special Coatings

To save the savings materials used to produce the previously used and 1t. During the war, the battery compartments will only have to be painted in the lower part, in the exposed pressure body skin up to the edge plates of the lateral fuel oil bunkers, with the acid protection inks provided for in A.B.B. No. 31 The paint with acid protection paints must be pulled up a little over the connection points of the drift oil bunker edge plates. The end bulkheads of the battery compartments shall also be painted up to the same height from below with these acid protective colors; the same coating should continue to be given to the accumulator foundations (scaffolds).

The part of the battery compartments above the specified area (vertical drift oil bunker wall, upper part of the end bulkhead, battery ceiling, etc.) is triple with acid protection paint according to War- A.B.B. No. 31 Edition No. 41 A good overlap of the two types of paint must be ensured.

c) Shades.

Interior coatings

E-Machine room, Diesel Motor Room, Central, Tower, Torpedo Rooms in the pipes:

Cover painting: over hallway white or ivory, under hallway silver.

Team rooms, kitchen, provisions, toilet dreams:

Cover coating: white or ivory, base darker.

Behind the pathing in living rooms, ammunition combs in, radio rooms, listening rooms, in the room for T-devices and similar rooms:

Cover painting: grey.

Exterior paints.

Horizontal surfaces: black.

Vertical surfaces: grey.

Flooded rooms above and below the swimming line:

Cover painting: grey.

The exact hue of the top coat is provided by the shipyard for each boat von Kom. A.d.U the. because this hue depends on the future area of operation.

For areas that move from the horizontal to the vertical, a gradual transition is required.

Wooden deck: black impregnated with a suitable preservative (carbolineum, wood tar).

Only matte, non-glossy colors are to be used for over-the-job paints.

d) Miscellaneous.

I. The pipes are painted on the outside with the same paints as the rooms in which they are located. Color rings shall be provided in accordance with KM standards and affixed in clearly visible places.

II. Outboard closures to be closed at yTauchklarx are red, those that are to be opened are green to paint. Charge state yB-. is considered a normal state during the war.

III. Luminous colors.

For the affixing of luminous colors, see S II 15.

For the affixing of luminous paints to naval measuring instruments, see S II 11.

IV. Metal.

The colors approved for this purpose shall be used as paints for light metal.

V. For coatings to achieve electrical insulation, see A3b.

VI. For the painting of the machines and the electrical equipment see building regulation M or the new draft of

VII. Sound-insulating suspended devices shall be marked by a red line. The warning line should be used as close as possible to the ruporter parts

S IV Group 2 Cementing

a) General

Cementing shall be carried out as little as possible. In watertight rooms in the outer aisle and in the dive spires, which are not set up as diving bunkers, corners from which the rcst water cannot be directed to the drain scointers are to be fidgeted with bitumastic. The filling should extend to the outlet opening of the flood valves or to the mouth of the residual water pipes. The rooms in the diving cells and immersive bunkers below the flood flaps, in which residual water remains after blowing out, are not to be filled.

In the pressure body, all areas in which residual water can remain standing shall also be filled with bitumastic to so far that the water can flow completely into the adjacent bilge.

Both toilet dreams are to be given cement flooring, which is to be succumbed with gradients after the spear.

A General Rules​

A 1 Building Documents​

A 2 Building Weights​

A 3 Materials​

A 5 Tests and Trials​

A 6 Main dimensions, stability, diving characteristics, crew, room layout, contents​

A 7 Armament​

B Specific rules​

SI Shipbuilding Workshop​

SI Group 4 pressure body skin and longitudinal structure in the pressure body. HatchsüHe​

SI Group 5 End Caps of the Pressure Hull​

SI Group 6 Pressure Hull Bracing​

SI Group 8 Machine carriers and other main foundations​

SI Group 9 Platforms of the pressure hull​

S I Group 10 - Inner cells, bunkers, and tanks. Rooms under hallway​

S I Group 11 Skin of the Outer Hull​

S I Group 13 Rudder and Rudder Protection​

S I Group 14 Slats, bulkheads, longitudinal bandages, and platforms of the outer vessel​

S I Group 15 Superstructures​

S I Group 16 Pressure-resistant outer Cells​

S I Group 17 Pathing, cork stone and wood fillings, sweat water protection, switching fire protection​

S I Group 18 Tower​

S I Group 19 facilities for guns and handguns​

S I Group 20 torpedo equipment​

S I Group 20 A Facilities for TM​

S I Group 21 Anchor​

SI Group 22 News Center facilities​

S I Group 23 side rooms for the crew​

S I Group 24 Keel​

S I Group 25 Lifting Devices​

S I Group 26 Facilities on the hull for mechanical engineering equipment​

a) Very ear shafts​

b) Very ear-beam​

S I Group 27 Various extensions​

S I Group 27 Verschidener Aushau​

S II Locksmith's Workshop​

S II Group 1 closures for printed body, bulkhead, decks, and outer skin​

S II Group 2 Railings​

S II Group 3 Ladders and Crampons​

S II Group 7 Facilities for rudder, rudder​

S II Group 10A Facilities for TM​

S II Group 11 Ship Management Facilities​

S II Group 13 Ventilation devices​

S II Group 14 crew facilities​

S II Group 15 Safety Devices​

S II Group 16 Lifting devices​

S II Group 17 Various facilities​

S III Carpentry and Sheetmetal Workshop​

S III Group 1 Removals in the living rooms​

S III Group 2 Residential facilities for officers and Oberfeldwebel.​

S III Group 3 Residential facilities for non-commissioned officers and crews​

S III Group 4 Miscellaneous​

S IV Painter's Workshop​

S IV Group 1 Paintings​

Interior coatings​

S IV Group 2 Cementing​

A General Rules

A 1 Building Documents

A 2 Building Weights

A 3 Materials

A 5 Tests and Trials

A 6 Main dimensions, stability, diving characteristics, crew, room layout, contents

A 7 Armament

B Specific rules

SI Shipbuilding Workshop

SI Group 4 pressure body skin and longitudinal structure in the pressure body. HatchsüHe

SI Group 5 End Caps of the Pressure Hull

SI Group 6 Pressure Hull Bracing

SI Group 8 Machine carriers and other main foundations

SI Group 9 Platforms of the pressure hull

S I Group 10 - Inner cells, bunkers, and tanks. Rooms under hallway

S I Group 11 Skin of the Outer Hull

S I Group 13 Rudder and Rudder Protection

S I Group 14 Slats, bulkheads, longitudinal bandages, and platforms of the outer vessel

S I Group 15 Superstructures

S I Group 16 Pressure-resistant outer Cells

S I Group 17 Pathing, cork stone and wood fillings, sweat water protection, switching fire protection

S I Group 18 Tower

S I Group 19 facilities for guns and handguns

S I Group 20 torpedo equipment

S I Group 20 A Facilities for TM

S I Group 21 Anchor

SI Group 22 News Center facilities

S I Group 23 side rooms for the crew

S I Group 24 Keel

S I Group 25 Lifting Devices

S I Group 26 Facilities on the hull for mechanical engineering equipment

a) Very ear shafts

b) Very ear-beam

S I Group 27 Various extensions

S I Group 27 Verschidener Aushau

S II Locksmith's Workshop

S II Group 1 closures for printed body, bulkhead, decks, and outer skin

S II Group 2 Railings

S II Group 3 Ladders and Crampons

S II Group 7 Facilities for rudder, rudder

S II Group 10A Facilities for TM

S II Group 11 Ship Management Facilities

S II Group 13 Ventilation devices

S II Group 14 crew facilities

S II Group 15 Safety Devices

S II Group 16 Lifting devices

S II Group 17 Various facilities

S III Carpentry and Sheetmetal Workshop

S III Group 1 Removals in the living rooms

S III Group 2 Residential facilities for officers and Oberfeldwebel.

S III Group 3 Residential facilities for non-commissioned officers and crews

S III Group 4 Miscellaneous

S IV Painter's Workshop

S IV Group 1 Paintings

Interior coatings

S IV Group 2 Cementing