《船舶专业英语》word版.doc

船舶专业英语1 The Naval Architect 12 Definitions, Principal Dimensions 53 Merchant ship Types 124 Ship Design 185 General Arrangement 226 Ship Lines 277 Ship Equilibrium, Stability and Trim 318 Estimating Power Requirements 369 Ship Motions, Manoeuvrability 4110 The Function of Ship Structural Components 4411Structural Design, Ship Stresses 4812Classification Societies 5413 Shipyard, Organization, Layout 5914 Planning, From Contract to Working Plans 6215 Lines Plan and Fairing, Fabrication and Assembly 6416 Launching and Outfitting 6817 Sea Trials 7018 Marine Engines 73Lesson OneThe Naval ArchitectA naval architect asked to design a ship may receive his instructions in a form ranging from such simple requirements as “an oil tanker to carry 100 000 tons deadweight at 15 knots” to a fully detailed specification of precisely planned requirements. He is usually required to prepare a design for a vessel that must carry a certain weight of cargo (or number of passengers ) at a specified speed with particular reference to trade requirement; high-density cargoes, such as machinery, require little hold capacity, while the reverse is true for low-density cargoes, such as grain.Deadweight is defined as weight of cargo plus fuel and consumable stores, and lightweight as the weight of the hull, including machinery and equipment. The designer must choose dimensions such that the displacement of the vessel is equal to the sum of the dead weight and the lightweight tonnages. The fineness of the hull must be appropriate to the speed. The draft-which is governed by freeboard rules-enables the depth to be determined to a first approximation.After selecting tentative values of length, breadth, depth, draft, and displacement, the designer must achieve a weight balance. He must also select a moment balance because centres of gravity in both longitudinal and vertical directions must provide satisfactory trim and stability. Additionally, he must estimate the shaft horsepower required for the specified speed; this determines the weight of machinery. The strength of the hull must be adequate for the service intended, detailed scantlings (frame dimensions and plate thicknesses ) can be obtained from the rules of the classification society. These scantings determine the requisite weight of hull steel.The vessel should possess satisfactory steering characteristics, freedom from troublesome vibration, and should comply with the many varied requirements of international regulations. Possessing an attractive appearance, the ship should have the minimum net register tonnage, the factor on which harbour and other dues are based. (The gross tonnage represents the volume of all closed-in spaces above the inner bottom. The net tonnage is the gross tonnage minus certain deductible spaces that do not produce revenue. Net tonnage can therefore be regarded as a measure of the earning capacity of the ship, hence its use as a basis for harbour and docking charges. ) Passenger vessels must satisfy a standard of bulkhead subdivision that will ensure adequate stability under specified conditions if the hull is pierced accidentally or through collision.Compromise plays a considerable part in producing a satisfactory design. A naval architect must be a master of approximations. If the required design closely resembles that of a ship already built for which full information is available, the designer can calculate the effects of differences between this ship and the projected ship. If, however, this information is not available, he must first produce coefficients based upon experience and, after refining them, check the results by calculation.TrainingThere are four major requirements for a good naval architect. The first is a clear understanding of the fundamental principles of applied science, particularly those aspects of science that have direct application to ships-mathematics, physics, mechanics, fluid mechanics, materials, structural strength, stability, resistance, and propulsion. The second is a detailed knowledge of past and present practice in shipbuilding. The third is personal experience of accepted methods in the design, construction, and operation of ships; and the fourth, and perhaps most important, is an aptitude for tackling new technical problems and of devising practical solutions.The professional training of naval architects differs widely in the various maritime countries. Unimany universities and polytechnic schools; such academic training must be supplemented by practical experience in a shipyard.Trends in designThe introduction of calculating machines and computers has facilitated the complex calculations required in naval architecture and has also introduced new concepts in design. There are many combinations of length, breadth, and draft that will give a required displacement. Electronic computers make it possible to prepare series of designs for a vessel to operate in a particular service and to assess the economic returns to the shipowner for each separate design. Such a procedure is best carried out as a joint exercise by owner and builder. As ships increase in size and cost, such combined technical and economic studies can be expected to become more common.(From “Encyclopedia Britannica”, Vol. 16)Technical terms1. naval architect 造船工程（设计）师naval architecture造船（工程）学2. instruction 任务书、指导书3. oil tanker 油轮4. deadweight 载重量5. knot 节6. specification 规格书，设计任务书7. vessel 船舶8. cargo 货物9. passenger 旅客10. trade 贸易11. machinery 机械、机器12. hold capacity 舱容13. consumable store 消耗物品14. light weight 轻载重量、空船重量15. hull 船体16. dimension 尺度、量纲、维（数）17. displacement 排水量、位移、置换18. tonnage 吨位19. fineness 纤瘦度20. draft 吃水21. breadth 船宽22. freeboard 干舷23. rule 规范24. tentative 试用（暂行）的25. longitudinal direction 纵向26. vertical direction 垂向27. trim 纵倾28. stability 稳性29. shaft horse power 轴马力30. strength 强度31. service 航区、服务32. scantling 结构（件）尺寸33. frame 肋骨34. classification society 船级社35. steering 操舵、驾驶36. vibration 振动37. net register tonnage 净登记吨位38. harbour 港口39. dues 税收40. gross tonnage 总吨位41. deductible space 扣除空间42. revenue 收入43. docking 进坞44. charge 费用、电荷45. bulkhead 舱壁46. subdivision分舱（隔）、细分47. collision 碰撞48. compromise 折衷、调和49. coefficient 系数50. training 培训51. fluid mechanics 流体力学52. structural strength 结构强度53. resistance 阻力54. propulsion 推进55. shipbuilding 造船56. aptitude （特殊）才能，适应性57. maritime 航运，海运58. polytechnical school 工艺（科技）学校59. academic 学术的60. shipyard 造船厂61. electronic computer 电子计算机62. owner 船主，物主63. encyclop(a)edia 百科全书Additional Terms and Expressions1. the Chinese Society of Naval Architecture and Marine Engineering (CSNAME) 中国造船工程学会2. the Chinese Society of Navigation中国航海学会3. “Shipbuilding of China” 中国造船4. Ship Engineering 船舶工程5. “Naval 安定Merchant Ships” 舰船知识6. China State Shipbuilding Corporation (CSSC) 中国船舶工业总公司7. China offshore Platform Engineering Corporation (COPECO) 中国海洋石油平台工程公司8. Royal Institution of Naval Architects (RINA) 英国皇家造船工程师学会9. Society of Naval Architects and Marine Engineers (SNAME) 美国造船师与轮机工程师协会10. Principle of naval architecture 造船原理11. ship statics (or statics of naval architecture) 造船静力学12. ship dynamics 船舶动力学13. ship resistance and propulsion 船舶阻力和推进14. ship rolling and pitching 船舶摇摆15. ship manoeuvrability 船舶操纵性16. ship construction 船舶结构17. ship structural mechanics 船舶结构力学18. ship strength and structural design 船舶强度和结构设计19. ship design 船舶设计20. shipbuilding technology 造船工艺21. marine (or ocean) engineering 海洋工程Note to the Text1. range from A to B 的意思为“从A到B的范围内”，翻译时，根据这个基本意思可以按汉语习惯译成中文。例：Lathe sizes range from very little lathes with the length of the bed in several inches to very large ones turning a work many feet in length.车床有大有小，小的车床其车身只有几英寸，大的车床能车削数英尺长的工件。2. Such that 可以认为是such a kind/value 等的缩写，意思为“这样的类别/值等以至于”。译成中文是，可根据具体情况加以意译。例：The depth of the chain locker is such that the cable is easily stowed.锚链舱的深度应该使锚链容易存储。Possessing an attractive appearance, the ship should have the minimum net register tonnage,the factor on which harbour and oyher dues are based.3. Possessing an attractive appearance现在分词短语，用作表示条件的状语，意译成“船舶除有一个漂亮的外形”。一般说，如分词短语谓语句首，通常表示时间、条件、原因等。The factor on whichare based中的the factor是前面the minimum net register tonnage的铜谓语，而on whichare based是定语从句，修饰the factor。4. Electroniccomputers make it possible to prepare series id designs for a vessel to operate in a particular service and to assess the economic returns to the shipowner for each separate design.句中的it是形式宾语，实际宾语为不定式短语 to prepare series of designs 和to assess the economic returns Lesson TwoDefinitions, Principal DimensionsBefore studying in detail the various technical branches of naval architecture it is important to define chapters. The purpose of this chapter is to explain these terms and to familiarise the reader with them. In the first place the dimensions by which the size of a ship is measured will be considered; they are referred to as principal dimensions. The ship, like any solid body, requires three dimensions to define its size, and these are a length, a breadth and a depth. Each of these will be considered in turn.Principal dimensionsLengthThere are various ways of defining the length of a ship, but first the length between perpendiculars will be considered. The length between perpendiculars is the distance measured parallel to the base at the level of the summer load waterline from the after perpendicular to the forward perpendicular. The after perpendicular is taken as the after side of the rudder post where there is such a post, and the forward perpendicular is the vertical line drawn through the intersection of the stem with summer load waterline. In ships where there is no rudder post the after perpendicular is taken as the line passing through the centre line of the rudder pintals. The perpendiculars and the length between perpendiculars are shown in Figure 1.The length between perpendiculars (LBP) is used for calculation purposes as will be seen later, but it will be obvious from Figure 1 that this does not represent the greatest length of the ship. For many purposes, such as the docking of a ship, it is necessary to know what the greatest length of the ship is. This length is known as the length of the extreme point at the after end to a similar point at the forward end. This can be clearly seen by referring again to Figure 1. In most ships the length overall will exceed by a considerable amount the length between perpendiculars. The excess will include the overhang of the stern and also that of the stem where the stem is raked forward. In modern ships having large bulbous bows the length overall LOA may have to be measured to the extreme point of the bulb.A third length which is often used, particularly when dealing with ship resistance, is the length on the waterline LWL. This is the distance measured on the waterline at which the ship is floating from the intersection of the stern with the waterline to the length is not a fixed quantity for a particular ship, as it will depend upon the waterline at which the ship is floating and upon the trim of the ship. This length is also shown in Figure 1 .BreadthThe mid point of the length between perpendiculars is called amidshipsand the ship is usually broadest at this point. The breadth is measured at this position and the breadth most commonly used is called the breadth moulded. It may be defined simply as the distance from the inside of plating on one side to a similar point on the other side measured at the broadest part of the ship.As is the case in the length between perpendiculars, the breadth moulded dose not represent the greatest breadth the breadth extreme is required (see Figure 2 ). In many ships the breadth extreme is the breadth moulded plus the thickness of the shell plating where the strakes of shell plating were overlapped the breadth extreme was equal to the breadth moulded plus four thicknesses of shell plating, but in the case of modern welded ships the extra breadth consists of two thicknesses of shell plating only.The breadth extreme may be much greater than this in some ships, since it is the distance from the extreme overhang on one side of the ship to a similar point on the other side. This distance would include the overhang of decks, a feature which is sometimes found in passenger ships in order to provide additional deck area. It would be measured over fenders, which are sometimes fitted to ships such as cross channel vessels which have to operate in and out of port under their own power and have fenders provided to protect the sides of the ships when coming alongside quays.DepthThe third principal dimension is depth, which varies along the length of the ship but is usually measured ant amidships. This depth is known as the depth moulded and is measured from the underside of the plating of the deck at side amidships to the base line. It is shown in Figure 2(a). It is sometimes quoted as a depth moulded to upper deck or depth moulded to second deck, etc. Where no deck is specified it can be taken the depth is measured to the uppermost continuous deck. In some modern ships there is a rounded gunwale as shown in Figure 2(b). In such cases the depth moulded is measured from the intersection of the deck line continued with the breadth moulded line.Other features The three principal dimensions give a general idea of the size of a ship but there are several other features which have to be considered and which could be different in two ships having the same length, breadth and depth. The more important of these will now be defined.SheerSheer is the height of the deck at side above a line drawn parallel to the base and tangent to the length of the ship and is usually greatest at the ends. In modern ships the deck line at side often has a variety of shapes: it may be flat with zero sheer over some distance on either side of amidships and then rise as a straight line towards the ends; on the other hand there may be no sheer at all on the deck, which will then be parallel to the base over the entire length. In older ships the deck at side line was parabolic in profile and the sheer was quoted as its value on the forward and after perpendiculars as shown in Figure 1. So called standard sheer was given by the formulae:Sheer forward (in) = 0.2Lft + 20Sheer aft (in) = 0.1Lft + 10These two formulae in terms of metric units would give:Sheer forward (cm) = 1.666Lm + 50.8Sheer aft (cm) = 0.833Lm + 25.4It will be seen that the sheer forward is twice as much as the sheer aft in these standard formulae. It was often the case, however, that considerable variation was made from these standard values. Sometimes the sheer forward was increased while the sheer after was reduced. Occasionally the lowest point of the upper deck was some distance aft of amidships and sometimes departures were made from the parabolic sheer profile. The value of sheer and particularly the sheer forward was to increase the height of the deck above water (the height of platform as it was called ) and this helped to prevent water being shipped when the vessel was moving through rough sea. The reason for the abolition of sheer in some modern ships is that their depths are so great that additional height of the deck above water at the fore end is unnecessary from a seakeeping point of view.Deletion of sheer also tends to make the ship easier to construct, but on the other hand it could be said that the appearance of the ship suffers in consequence.CamberCamber or round of beam is beam is defined as the rise of the deck of the ship in going from the side to the centre as shown in Figure 3(a). The camber curve used to be parabolic but here again often nowadays straight line camber curves are used or there may be no camber at all on decks. Camber is useful on the weather deck of a ship from a drainage point of view, but this may not be very important since the ship is very rarely upright and at rest. Often, if the weather deck of a ship is cambered, the lower decks particularly in passenger ships may have no camber at all, as this makes for horizontal decks in accommodation which is an advantage.Camber is usually stated as its value on the moulded breadth of the ship and standard camber was taken as one-fiftieth of the breadth. The camber on the deck diminishes towards the ends of the ship as the deck breadths become smaller.Bilge radiusAn outline of the midship section of a ship is shown in Figure 3(a). In many full cargo ships the section is virtually a rectangle with the lower corners rounded off. This part of the section is referred to as the bilge and the shape is often circular at this position. The radius of the circular arc forming the bilge is called the bilge radius. Some designers prefer to make the section some curve other than a circle in way of the bilge. The curve would have a radius of curvature which increases as it approaches the straight parts of the section with which it has to link up.Rise of floorThe bottom of a ship at amidships is usually flat but is not necessarily horizontal. If the line of the flat bottom is continued outwards it will intersect the breadth moulded line as shown in Figure 3(a). The height of this intersection above base is called the rise of floor . The rise of floor is very much dependent on the ship form. In ships of full form such as cargo ships the rise of floor may only be a few centimeters or may be eliminated altogether. In fine form ships much bigger rise of floor would be adopted in association with a larger bilge radius.Flat of keel A feature which was common in the days of riveted ships what was known as flat of keel or flat of bottom . Where there is no rise of floor, of course, the bottom is flat from the centre line to the point where the curve of the bilge starts. If there was a rise of floor it was customary for the line of the bottom to intersect the base line some distance from the centre line so that on either side of the centre line there was a small portion of the bottom which was horizontal, as shown in Figure 3(a). this was known as the flat of bottom and its value lay in the fact that a rightangle connection could be made between the flat plate keel and the vertical centre girder and this connection could be accomplished without having to bevel the connecting angle bars.Tumble homeAnother feature of the midship section of a ship which was at one time quite common but has now almost completely disappeared is what was called tumble home. This is the amount which the side of the ship falls in from the breadth moulded line, as shown in Figure 3(b). Tumble home was a usual feature in sailing ships and often appeared in steel merchant ships before World War II. Ships of the present day rarely employ this feature since its elimination makes for ease of production and it is of doubtful value.Rake of stemIn ships which have straight stems formed by a stem bar or a plate the inclination of the stem to the vertical is called the rake. It may be d