第一篇：船舶與海洋工程畢業(yè)論文

船舶與海洋工程畢業(yè)論文題目與范文參考

一、船舶與海洋工程畢業(yè)論文簡介

銘文論文網(wǎng)專業(yè)提供船舶與海洋工程畢業(yè)論文在線輔導(dǎo)與寫作交流服務(wù)。網(wǎng)站通過在線老師的學(xué)術(shù)指導(dǎo)，幫助畢業(yè)生完成論文、幫助研究人員更好的進(jìn)行學(xué)術(shù)科研，同時還有船舶與海洋工程相關(guān)各類學(xué)術(shù)論文文檔下載。

二、船舶與海洋工程畢業(yè)論文選題 國際化視野下中國船舶油污責(zé)任限制制度研究 船舶維護(hù)管理問題的研究

基于工作流的船舶辦公自動化系統(tǒng)的研究 對完善我國船舶油污損害賠償法律機(jī)制的探討 船舶修理法律問題研究 我國船舶法的立論研究

長江口深水航道進(jìn)口船舶篩選和排序的研究 船舶物權(quán)變動研究

關(guān)于船舶融資租賃風(fēng)險防范的研究 船舶結(jié)構(gòu)規(guī)范法設(shè)計軟件開發(fā) 船舶智能火災(zāi)報警控制系統(tǒng)研究 基于嵌入式Linux的船舶遠(yuǎn)程監(jiān)控系統(tǒng) 船舶加強(qiáng)復(fù)板條焊接中的技術(shù)問題研究

船舶涂層服役性能評價及管理系統(tǒng)的設(shè)計與開發(fā) 船舶起貨機(jī)PLC復(fù)合控制的實(shí)現(xiàn) 船舶裝備技術(shù)保障決策系統(tǒng)研究 船舶間浸部分沖洗緩蝕劑的研究

船舶扣押制度若干問題的研究 建造中船舶抵押權(quán)問題研究

船舶碰撞造成的油污損害的責(zé)任主體及其責(zé)任承擔(dān)方式 船舶油污損害責(zé)任制度的經(jīng)濟(jì)分析 船舶總振動特性研究

系泊船舶纜繩受力控制系統(tǒng)研究 船舶油污損害連帶責(zé)任問題研究 船舶用高性能大功率聲光報警器的設(shè)計

寧波港集團(tuán)油港輪駁有限公司船舶安全考核體系的探討 B/S架構(gòu)的船舶綜合辦公監(jiān)控系統(tǒng)研究

船舶綜合全電力推進(jìn)系統(tǒng)的建模與計算機(jī)仿真研究 我國船舶油污損害賠償索賠機(jī)制研究 船舶在波浪中航行時穩(wěn)性研究及危險性分析 內(nèi)河船舶最低安全配員案例研究 船舶登記制度研究

基于供應(yīng)鏈思想構(gòu)建船舶產(chǎn)業(yè)集群 論船舶優(yōu)先權(quán)客體 論海運(yùn)糾紛中的船舶扣押

船舶優(yōu)先權(quán)理論與實(shí)踐若干法律問題研究 建造中船舶讓與擔(dān)保法律問題研究 干散貨市場分析與經(jīng)營決策研究 基于遺傳優(yōu)化的船舶航向混合智能控制

船舶撞擊下高樁大變形性狀及柔性護(hù)墩樁式防撞系統(tǒng)研究 基于流固耦合的船舶整船強(qiáng)度分析

船舶司法拍賣的正當(dāng)程序研究 船舶柴油機(jī)節(jié)能控制裝置設(shè)計

船舶制造執(zhí)行系統(tǒng)的開發(fā)與集成關(guān)鍵技術(shù)研究 船舶撞擊力及人字門動力響應(yīng)分析 典型船舶駕駛模擬仿真系統(tǒng)的研究與開發(fā) 船舶吊艙式液壓推進(jìn)系統(tǒng)的設(shè)計研究 船舶融資租賃法律問題研究 論船舶抵押融資中銀行的風(fēng)險控制 船舶維修性分析和評估方法研究 船舶修理法律問題研究

船舶隨浪穩(wěn)性與航行安全性研究

新興小型船舶設(shè)計科研單位人力資源管理研究 船舶4自由度響應(yīng)型數(shù)學(xué)模型的研究 船舶大氣污染物評價方法研究 首尾尖瘦型船舶縱向下水研究

提升我國船舶工業(yè)國際競爭能力問題研究 曹妃甸附近海域船舶定線制管理可行性研究 船舶承租人的責(zé)任研究

上海港船舶溢油污染評估與防治的研究 船舶海運(yùn)風(fēng)險成本管理研究

關(guān)于我國國際海運(yùn)船舶投融資政策的研究 船舶航行安全保障系統(tǒng)的研究與開發(fā) 船舶油污損害賠償法律問題研究

船舶配套企業(yè)實(shí)施大規(guī)模定制生產(chǎn)模式研究 國際船舶融資租賃若干法律問題 船舶留置權(quán)相關(guān)法律問題研究

風(fēng)浪中船舶操縱運(yùn)動仿真數(shù)學(xué)模型研究 船舶模塊化設(shè)計技術(shù)研究 特種船舶產(chǎn)品數(shù)據(jù)管理技術(shù)研究

基于徑向基神經(jīng)網(wǎng)絡(luò)的船舶冷卻水系統(tǒng)故障診斷 基于軸心軌跡的船舶軸系校中狀態(tài)評價

波浪中船舶六自由度“操縱—搖蕩”耦合運(yùn)動數(shù)值仿真 船舶電力仿真系統(tǒng)建模及拓?fù)浞治?/p>

智能建模和模糊廣義預(yù)測控制研究及在船舶減縱搖控制中的應(yīng)用 面向崔家營庫區(qū)水環(huán)境的船舶發(fā)展及對策研究 船舶綜合液壓推進(jìn)液壓泵站的設(shè)計研究 構(gòu)建我國船舶油污損害賠償基金制度研究 基于LCA的船舶環(huán)境影響評價方法研究與應(yīng)用 船舶救生消防設(shè)備管理系統(tǒng)的研究 船舶降速航行的經(jīng)濟(jì)性和排放變化分析 船舶航向保持中的混沌及魯棒控制 船舶維修保養(yǎng)技術(shù)經(jīng)濟(jì)性研究 船舶舵機(jī)液壓系統(tǒng)的仿真研究 船舶總體任務(wù)可靠度評估方法研究

波浪中船舶六自由度操縱/搖蕩耦合運(yùn)動仿真研究 基于電力線載波的船舶嵌入式網(wǎng)絡(luò)視頻監(jiān)控系統(tǒng)設(shè)計 船舶維修性評價及其改進(jìn)研究

船舶前緣引流減阻流場特性數(shù)值模擬 太陽能和風(fēng)能在船舶上的應(yīng)用分析

船舶中速柴油主機(jī)推進(jìn)控制系統(tǒng)研究與設(shè)計 船舶航次經(jīng)營輔助決策研究 船舶非線性航跡跟蹤控制器設(shè)計 船舶柴油機(jī)燃油消耗監(jiān)測儀表的研究 廣州市船舶交易管理問題研究

船舶電力系統(tǒng)的故障診斷專家系統(tǒng)研究 船舶資產(chǎn)評估系統(tǒng)的研究與開發(fā) 船舶信息網(wǎng)絡(luò)數(shù)據(jù)庫系統(tǒng)的研究與開發(fā) 船舶火災(zāi)智能報警控制系統(tǒng)的研究

論船舶擔(dān)保物權(quán)及其在我國物權(quán)法中的定位

以上題目均出自銘文論文網(wǎng)，如需具體范文或?qū)＜抑笇?dǎo)請聯(lián)系銘文論文網(wǎng)。

第二篇：船舶與海洋工程專業(yè)畢業(yè)論文

船舶與海洋工程專業(yè)畢業(yè)論文 專 業(yè)

高速無人艇設(shè)計與運(yùn)動性能初步分析 摘 要

高速無人滑行艇具有高速、隱身、智能等優(yōu)點(diǎn)，因而能夠用于靈活作戰(zhàn)，目前，國外已有多種水面高速無人艇應(yīng)用于軍事領(lǐng)域，特別是以美國為代表的西方國家已將其列為重要的發(fā)展方向；國內(nèi)在水面高速無人艇技術(shù)方面的研究還處在初級階段，近年來研制出的無人駕駛船也只是應(yīng)用于探測天氣，為了更好低完善我國海軍作戰(zhàn)體系，帶動相關(guān)軍工業(yè)的發(fā)展。

本文進(jìn)行的主要工作有：

一、針對目前國內(nèi)外的高速無人艇研究發(fā)展現(xiàn)狀展開了調(diào)查研究，并對我國

目前滑行艇阻力、穩(wěn)性、耐波性和新艇型的開發(fā)進(jìn)行簡單的介紹。

二、從任務(wù)需求出發(fā)，結(jié)合現(xiàn)有條件，利用Maxsurf軟件進(jìn)行單體滑行艇模 型的設(shè)計，并對模型進(jìn)行了流體性能的初步計算分析。

三、進(jìn)行了推進(jìn)器的設(shè)計，并對噴水推進(jìn)器的種種要素對各個性能的影響進(jìn) 行了分析。

四、以滑行艇前進(jìn)、升沉及縱搖運(yùn)動為目標(biāo)開展滑行艇流體性能的初步分析。

五、建立了船前進(jìn)、升沉、縱搖三自由度運(yùn)動數(shù)學(xué)模型，開展了滑行艇三自 由度運(yùn)動預(yù)報，分析了高速滑行艇運(yùn)動特點(diǎn)。

關(guān)鍵詞：無人滑行艇 性能分析 三自由度運(yùn)動數(shù)學(xué)模型 運(yùn)動預(yù)報 Abstract Unmanned Surface Vehicle(USV)has some good properties such as high-speed, stealth, intelligence, etc, which can be used for flexible operations, currently, there are many foreign high-speed unmanned surface vessels in the military field, especially the United States as the representative of the Western countries have their as an important direction of development;domestic high-speed unmanned craft on the water technology research is still at the initial stage, developed in recent years of unmanned boat only apply detect the weather, in order to better improve our naval combat system of low, promote the development of military-industrial related.This major work carried out are: First，A view of the current domestic and foreign research and development of high-speed unmanned craft launched a survey on the current situation, and introduce resistance, stability, seakeeping, and the development of new hull of our country current planing boat.Second, from the mission requirements, combined with existing conditions, use of Maxsurf single planing hull model of software design, and model the performance of the preliminary calculation of fluid analysis.Third, for the propeller design, and all the elements of water jet propulsion of individual performance was analyzed.Fourth, in order to slide the boat forward, heave and pitch motion targeting of planing craft a preliminary analysis of fluid properties.Fifth, the establishment of the boat forward, heave, pitch three degrees of freedom mathematical model, carried out three-DOF motion planing prediction of high-speed planing craft motor.Keywords: unmanned planing crafts;Performance Analysis;numeral model of three degrees of freedom movement;report Exercise of crafts.目 錄

第1章 緒論........................................................................................1 1.1引言..........................................................................................................................1 1.2課題背景.................................................................................................................2 1.2.1國外發(fā)展......................................................................................................2 1.2.2國內(nèi)發(fā)展......................................................................................................4 1.2.3我國對于改善阻力性能的各種特殊措施方面的研究..............................4 1.2.4我國對滑行艇關(guān)于耐波性的研究..............................................................5 1.2.5我國對滑行艇關(guān)于穩(wěn)性方面的研究..........................................................5 1.2.6我國對滑行艇新艇型的開發(fā)與研究..........................................................6 1.3論文研究的目的與意義.........................................................................................6 1.4論文主要內(nèi)容.........................................................................................................7 第2章 高速滑行艇maxsurf建模.....................................................8 2.1滑行艇的maxsurf建模.........................................................................................8 2.1.1單體滑行艇的主尺度..................................................................................8 2.1.2單體滑行艇的maxsurf建模視圖..............................................................8 2.1.3利用muxsurf對艇靜止在水面時基本計算............................................10 2.1.4利用Hydromax對艇靜止在水面時基本計算..........................................11 第3章 推進(jìn)器設(shè)計..........................................................................17 3.1噴水推進(jìn)器的概要...............................................................................................17 3.2噴水推進(jìn)器較常規(guī)螺旋槳推進(jìn)技術(shù)的優(yōu)點(diǎn).......................................................17 3.3噴水推進(jìn)器的工作機(jī)理........................................................................................18 3.4噴水推進(jìn)器理論...................................................................................................20 3.5影響噴水推進(jìn)器性能的重要參數(shù).......................................................................21 3.5.1建立噴水推進(jìn)器計算模型........................................................................21 3.5.2重要參數(shù)....................................................................................................21 第4章 滑行艇流體性能初步分析...................................................27 4.1引言.......................................................................................................................27 4.2滑行艇水動力計算概述.......................................................................................27 4.3滑行艇縱向受力分析...........................................................................................28 4.4滑行平板的流體動力分析...................................................................................29 4.4.1姆雷（Murry）法估算滑行艇的阻力......................................................30 4.5模型阻力計算.......................................................................................................34 4.6滑行艇在靜水中垂蕩運(yùn)動...................................................................................38 4.7滑行艇在靜水中縱搖運(yùn)動...................................................................................40 4.8滑行艇的縱向運(yùn)動穩(wěn)定條件...............................................................................41 第5章 滑行艇三自由度運(yùn)動預(yù)報...................................................42 5.1滑行艇縱向運(yùn)動耦合方程的數(shù)學(xué)模型...............................................................42 5.1.1坐標(biāo)系的選取............................................................................................42 5.1.4 作用于滑行艇的非慣性類水動力（矩）...............................................44 5.2滑行艇所受各非慣性力（矩）的具體計算........................................................44 5.3高速滑行艇運(yùn)動特點(diǎn)...........................................................................................48 結(jié)

論................................................................................................49 致 謝................................................................................................50 參考文獻(xiàn)..............................................................................................51 第1章 緒論 1.1引言

在過去十幾年中，微電子技術(shù)、光電技術(shù)、計算機(jī)、通信、信息處理、新材料等高技術(shù)的發(fā)展,為無人機(jī)及其機(jī)載設(shè)備等提供了良好的發(fā)展條件，無人駕駛運(yùn)載工具開始真正呈現(xiàn)復(fù)興的勢頭。無人機(jī)也逐漸發(fā)展成可提供兵力倍增作戰(zhàn)能力的系統(tǒng)方面過度。迄今為止，人們大多都將注意力集中在出盡風(fēng)頭的無人駕駛航空器（UAV）上。

確實(shí)，無人駕駛航空器既可以執(zhí)行遠(yuǎn)程空中監(jiān)視，也可執(zhí)行有限的攻擊任務(wù)，而且直升機(jī)昨晚巡邏裝備表現(xiàn)出色，令人嘆服；但與水面無人艇相比，無人駕駛航空器目前在使用和回收方面還存在巨大困難，直升機(jī)的使用費(fèi)用又非常昂貴，補(bǔ)充裝備所需費(fèi)用甚至更高??而無人艇確恰恰相反。不但具有很多突出的特點(diǎn)，教之運(yùn)用環(huán)境，無人艇更是獨(dú)具特色。所謂智能無人水面艇（USV）,就是指那些依靠遙控或自主方式在水面航行的小型無人化、智能化作戰(zhàn)平臺。它們可以通過大型艦艇攜載,等到達(dá)預(yù)定地點(diǎn)后加以施放,也可以直接在近岸實(shí)現(xiàn)保護(hù)己方打擊敵方的作用。無人水面艇作為一種新概念武器,較之傳統(tǒng)水面艦艇具有一些突出的特點(diǎn):

功能模式多樣化

作戰(zhàn)行動靈活化

艇體結(jié)構(gòu)隱蔽化

作戰(zhàn)人員零傷亡 網(wǎng)絡(luò)作戰(zhàn)中心化 [1] 圖1-1 美國”水虎魚“無人拖帶艇”

正是智能無人水面艇（USV）具有這么多突出特點(diǎn)，帶動了無人艇的多向發(fā)展，它們在未來海洋國土安全發(fā)揮越來越大的作用。國內(nèi)外都十分重視該領(lǐng)域的研究，并逐漸在軍事和其他方面得到應(yīng)用。

1.2課題背景 1.2.1國外發(fā)展

無人水面艇雖然被認(rèn)為是一種新概念武器, 但其作戰(zhàn)使用確可以一直追溯到第二次世界大戰(zhàn)期間。在第二次世界大戰(zhàn)諾曼底登陸戰(zhàn)役期間,盟國為了實(shí)現(xiàn)其戰(zhàn)略欺騙和作戰(zhàn)掩護(hù)的目的,曾設(shè)計出一種形如魚雷的無人水面艇,該艇上載有大量的煙幕劑,可按預(yù)先設(shè)定的航向機(jī)械地駛往欺騙海域,從而造成艦艇編隊登陸的假相,同時盟軍還利用大型艦艇攜帶其到達(dá)預(yù)定海域而后釋放并引導(dǎo)其進(jìn)入計劃登陸的海灘施放煙幕,直至動力耗盡或被摧毀為止。

在二戰(zhàn)后期,美國海軍也曾研制過一系列無人駕駛火箭掃雷艇,即在小型登陸艇上加裝無線電控制的操舵裝置和掃雷火箭彈,用于淺海雷區(qū)作業(yè)。二戰(zhàn)結(jié)束后至五六十年代,蘇聯(lián)曾研制過小型遙控式無人水面艇,用于向敵艦發(fā)動自殺式的撞擊爆炸性攻擊,而美國同期開發(fā)的一些無人艇則主要用于搜集海上核試驗后的環(huán)境數(shù)據(jù)。由于技術(shù)上的滯后,無人水面艇的發(fā)展在后來的30年間沒有大的突破。圖1-2 美國“幽靈衛(wèi)士”

直到1991 年海灣戰(zhàn)爭后,真正意義上的無人水面艇的開發(fā)才隨著制導(dǎo)和控制技術(shù)的日漸成熟而被重新提上日程。美、法、日、以等國紛紛投入巨資發(fā)展這一裝備(見表1-1),其作戰(zhàn)系統(tǒng)也實(shí)現(xiàn)了由固定式向模塊化的轉(zhuǎn)變,作戰(zhàn)功能也由單一的反艦、掩護(hù)編隊、掃雷作戰(zhàn)擴(kuò)展到反恐、緝私、打擊海盜、搜捕、通信等新興領(lǐng)域。表1-1各國無人水面艇參數(shù)表 1.2.2國內(nèi)發(fā)展

在水面高速無人艇方面的研究目前我國還處于起步階段。根據(jù)相關(guān)記載相似的研究如下：1972年中華造船廠曾經(jīng)建造了一艘無人遙控掃雷艇，但其技術(shù)早已經(jīng)落伍。2002年我過北方某基地裝備通信修理廠將一艘退役導(dǎo)彈快艇改裝為無人遙控靶船，通過遠(yuǎn)距離的遙控指揮，實(shí)現(xiàn)對靶船航速、航向、燈光信號識別等要素的戰(zhàn)術(shù)控制，2008年，中國航天科工集團(tuán)公司所屬沈陽航天新光集團(tuán)宣布，由該集團(tuán)研制成功的中國第一艘無人駕駛海上探測船“天象一號”目前正在青島，為北京奧運(yùn)會的青島奧帆賽提供氣象保障服務(wù)，目前從所見報道分析，我國對水面無人艦艇尚未進(jìn)行系統(tǒng)的研究，還停留在對現(xiàn)有艦艇改裝為遙控靶船任務(wù)的階段，在真正意義上的自主航行的無人艇方面，與歐美有著非常明顯的差距。但是在剛性充氣艇方面，我國有過多項相關(guān)研究。蟻口招發(fā)工程船務(wù)有限公司根據(jù)市場調(diào)查和對歐美90年代充氣艇的充分研究，依據(jù)海上救生艇的設(shè)計要求和制造工藝要求，于1996年制定了“小鯨”牌充氣艇系列和充氣艇制造的企業(yè)標(biāo)準(zhǔn)，并于年末成功作出了一批樣艇和完成試航性能測定。隨著中國的崛起，特別是2000年北京取得奧運(yùn)會的申辦權(quán)之后，使用國產(chǎn)剛性充氣艇的呼聲很高。上海和福建曾經(jīng)有船廠嘗試生產(chǎn)剛性充氣艇，結(jié)果因為關(guān)鍵的技術(shù)和材料沒有過關(guān)而失敗了。到了2004年初北京準(zhǔn)備接棒奧運(yùn)，北京奧運(yùn)會的工作用艇也被提到了議事日程上來。北京奧運(yùn)籌辦委會呼吁國人生產(chǎn)自己的奧運(yùn)船艇，并列出了剛性充氣艇這個空缺項目，希望國內(nèi)有廠家能夠研制生產(chǎn)。作為南方最大的玻璃鋼船生產(chǎn)企業(yè)江龍船舶和招發(fā)船務(wù)聯(lián)手制造的這一艘植入法蘭西技術(shù)的剛性充氣艇，從外觀，內(nèi)在技術(shù)，都能達(dá)到標(biāo)準(zhǔn)，可謂是一步登天[2]。

1.2.3我國對于改善阻力性能的各種特殊措施方面的研究

我國還廣泛開展了對改進(jìn)滑行艇阻力性能的各種附加措施的研究，井取得了不少成果．如在滑行艇上加裝尾壓浪板或尾楔形板[3]．文獻(xiàn)[5]還推薦采用雙楔形板，它可以比通常的單楔形板獲得更好的減阻效果．文獻(xiàn)[6]則表明其耐波性也是良好的．華中理工大學(xué)楊素珍等人研究了滑行艇底面空氣潤滑的減阻效果，這是在滑行艇底部通過成排小孔導(dǎo)入空氣，使其附著底部浸濕表面，以減小摩擦阻力的措施，稱之為“導(dǎo)風(fēng)

墊氣”(SAFACUB)技術(shù)，文獻(xiàn)[7]介紹了他們的研究成果。大量的研究集中在減少圓舭快艇阻力的措施上．很多文獻(xiàn)都討論了圓舭艇上加裝尾壓浪板的減阻效果，并分析了減阻機(jī)理．有些還利用實(shí)艇試驗結(jié)果分折了尾壓浪板對推進(jìn)性能的影響．文獻(xiàn)[8]進(jìn)行了防濺條對圓舭快艇性能影響的研究．研究表明，在一定速度范圍內(nèi)，合理安裝防濺條有可能使阻力下降．這與NPL的研究結(jié)論是一致的[4]。1.2.4我國對滑行艇關(guān)于耐波性的研究

關(guān)于滑行艇在波浪中運(yùn)動性能預(yù)報方面，在zanin的非線性運(yùn)動方程的基礎(chǔ)上，哈爾濱船舶工程學(xué)院的戴仰山等人提出了在規(guī)則波與不規(guī)則波中運(yùn)動與彎矩預(yù)報方法．預(yù)報同時采用頻域與時域兩種方法計算，通過對系列62模型的計算．并將結(jié)果與Fridsma的試驗結(jié)果進(jìn)行了比較，表明在中等海況下．當(dāng)航速不太高時(V/≤4)運(yùn)動響應(yīng)預(yù)報與試驗結(jié)果符合得較好，垂向加速度則稍差．其變化規(guī)律尚一致，而阻力增值則差別甚大。當(dāng)波高很大或航速很高(V/≤ 6)時，誤差較大，這可能是由于非線性影響甚強(qiáng)所致。同時計算還表明．頻域與時域計算結(jié)果的誤差是相當(dāng)?shù)模畯亩f明在中等海況及中等速度下．采用頻域計算是可行的。對于大波高及高航速時的強(qiáng)非線性影響目前尚無足夠精度的預(yù)報方法．關(guān)于圓舭快艇在波浪中的運(yùn)動性能預(yù)報，海軍工程學(xué)院的彭英聲和董祖舜采用切片法KKJ法和STF法)對Fn ≤ 0.85的圓舭快艇作了計算，并將結(jié)果與模型試驗結(jié)果進(jìn)行了比較。結(jié)果表明，即使對于如此高的航速．采用切片法預(yù)報縱向運(yùn)動，仍可以獲得相當(dāng)滿意的結(jié)果．因此目前在中國．對圓舭快艇在波浪中的縱向運(yùn)動響應(yīng)仍普遍采用切片法。CSSRC的顧懋祥等在計算砰擊響應(yīng)時計及了水彈性的影響．并采用時域方法，這樣可以更詳細(xì)地顯示砰擊的作用時機(jī)及范圍．但計算量顯著地增加了。

此外，采用防濺條，或首壓浪條以及尾壓浪板等也可在一定程序上改善耐波性。1.2.5我國對滑行艇關(guān)于穩(wěn)性方面的研究

在滑行艇的交船試航中偶有發(fā)現(xiàn)靜水中正直漂浮的艇在高速航行時產(chǎn)生橫傾的現(xiàn)象．經(jīng)檢查發(fā)現(xiàn)是由于艇體左右不對稱引起的，有的艇雖然艇體各部分的尺寸均在公差允許范圍之內(nèi)，但誤差均為同向，其影響疊加后就可能使艇傾斜．這類情況在實(shí)用中是不難解決的，最簡便的辦法是改變舭防濺條尺寸以進(jìn)行調(diào)節(jié)。但也有些艇并未

發(fā)現(xiàn)有不對稱超差而航行時傾斜，武漢船舶設(shè)計所李國佩等人對此進(jìn)行了研究[4]，他們的研究表明，有些艇在高速航行時，底都會出現(xiàn)負(fù)壓區(qū)，正是這一負(fù)壓區(qū)．引起負(fù)扶正力矩使穩(wěn)度下降，造成橫順。這就給艇底請行面形狀設(shè)計提出了附加要求，當(dāng)然對此尚需進(jìn)一步深入研究。

海軍工程學(xué)院的張緯康等研究了滑行艇及圓舭快艇回轉(zhuǎn)時的橫煩及穩(wěn)性問題，提出了回轉(zhuǎn)時橫傾角估算公式，井進(jìn)行了實(shí)艇檢驗。1.2.6我國對滑行艇新艇型的開發(fā)與研究

鑒于常規(guī)滑行艇耐波性不足，使用范圍受到很大限制．因此開發(fā)滑行新艇型，以提高其耐波性就成了滑行艇發(fā)展的趨勢。哈爾濱船舶工程學(xué)院的蘇永昌，趙連恩等研究開發(fā)了新式槽道型滑行艇[4]。

此外，CSSRC及上海滬東造船廠都對深V型艇型進(jìn)行了研究，文獻(xiàn)[9]介紹了深 型艇的性能與設(shè)計特點(diǎn)。

1.3論文研究的目的與意義

目前在我國研究高速水面無人艇具有十分重大的意義：

第一：為順應(yīng)現(xiàn)代武器發(fā)展的歷史潮流，我國開展?jié)M足不同戰(zhàn)術(shù)使命需求的高速無人水面艇已迫在眉睫，現(xiàn)代武器系統(tǒng)正朝著智能化、無人化等方面結(jié)構(gòu)設(shè)計，無人艇正順應(yīng)這個發(fā)展趨勢。目前水面無人艇正處在飛速發(fā)展階段。無人艇已被公認(rèn)為未來爭奪信息優(yōu)勢，實(shí)施精準(zhǔn)攻擊，完成戰(zhàn)場特殊任務(wù)的重要手段之一，西方國家都十分重視該領(lǐng)域的研究，并逐漸在軍事和其他方面得到應(yīng)用。

第二：無人水面艇作為一種新概念武器，與一般艦艇相比有著得天獨(dú)厚的優(yōu)勢，它費(fèi)用比較低，應(yīng)用廣泛，順應(yīng)發(fā)展潮流。且能與大型艦艇相互配合，協(xié)同作戰(zhàn)，因此我國針對無人水面艇的研究、發(fā)展已到刻不容緩的程度。

第三，研制和開發(fā)水面高速無人艇也是維護(hù)國家統(tǒng)一、保衛(wèi)國家主權(quán)的需要。我國是世界上唯一一個沒有實(shí)現(xiàn)國家統(tǒng)一的大國，為維護(hù)國家統(tǒng)一的臺海戰(zhàn)爭爆發(fā)的可能性始終存在。水面高速無人艇系統(tǒng)的建立，將在未來可能的臺海戰(zhàn)爭中為大部隊登錄掃清海上障礙、建立快速海上通道以及快速布置多個水面信息站點(diǎn)，進(jìn)行網(wǎng)絡(luò)、電子干擾、信息中繼以集群方式對重點(diǎn)目標(biāo)進(jìn)行控制。發(fā)揮不可比擬的作用[2]。

第四，未來戰(zhàn)場是信息戰(zhàn)，無人艇在這個領(lǐng)域中也有它的很多優(yōu)勢：無人水面艇在“軍事欺騙”任務(wù)中實(shí)現(xiàn)佯動掩護(hù)；無人水面艇在“實(shí)體摧毀”目的下完成對敵殺傷；無人水面艇在“網(wǎng)電一體戰(zhàn)”環(huán)境下進(jìn)行組網(wǎng)聯(lián)通；無人水面艇在“指揮控制戰(zhàn)”模式下完成編隊指控?? 第五，無人艇其成本較低，風(fēng)險比較小，可大批量裝備海軍，以較低的成本迅速彌補(bǔ)我軍在非對稱作戰(zhàn)體系中的不足，提高我軍在海上的作戰(zhàn)能力。如果形成產(chǎn)業(yè)規(guī)劃還能帶動某一地區(qū)的經(jīng)濟(jì)發(fā)展，為我國的經(jīng)濟(jì)發(fā)展供出一份力量。1.4論文主要內(nèi)容 本論文主要內(nèi)容有：

（1）針對高速無人滑行艇的設(shè)計特點(diǎn)及性能要求等開展調(diào)研分析，開展無人艇初步設(shè)計，確定主尺度、主要參數(shù)，以及其他功能模塊。

（2）在此基礎(chǔ)上，利用Maxsurf軟件完成高速無人滑行艇的設(shè)計及流體性能的初步計算分析；

（3）高效節(jié)能特種推進(jìn)器的選定，以及優(yōu)化推進(jìn)器，改善推進(jìn)效率。（4）以滑行艇前進(jìn)、升沉及縱搖運(yùn)動為目標(biāo)開展滑行艇流體性能的初步分析，并考慮風(fēng)載荷因素簡歷滑行艇三自由度運(yùn)動預(yù)報模型；

（5）編制運(yùn)動預(yù)報程序，開展滑行艇三自由度運(yùn)動預(yù)報，分析高速滑行艇的運(yùn)動特點(diǎn)。第2章 高速滑行艇maxsurf建模 2.1滑行艇的maxsurf建模 2.1.1單體滑行艇的主尺度

滑行艇長L=6.00m 滑行型寬B=2.08m 滑行型深D=1.60m 設(shè)計吃水t=0.48m 靜止在水中的滿載排水水量Δ=1.85t 2.1.2單體滑行艇的maxsurf建模視圖 圖2-1四個視窗的模型截圖 圖2-2 縱剖面圖 圖2-3橫剖面圖 圖2-4半寬水線圖 圖2-5立體視圖

2.1.3利用muxsurf對艇靜止在水面時基本計算

排水量Displacement:1.85t 水線之下容量Volume:1.81m3 進(jìn)水深度Immersed depth:0.48m 設(shè)計水線長Lwl:5.38m 水下濕表面積Waterplane area:5.87m2 棱形系數(shù)Cp:0.608 方形系數(shù)Cb:0.455 中橫剖面系數(shù)Cm:0.772 水線面系數(shù)Cwp:0.71 浮心高度KB 0.299m 每厘米吃水噸數(shù)TPc:0.06t/cm 每厘米縱傾力矩MTc:0.019t.m 2.1.4利用Hydromax對艇靜止在水面時基本計算

用Hydromax建模分析計算，得到如下報告： Free to Trim Relative Density(specific gravity)= 1.025;(Density = 1.0252 tonne/m^3)Fluid analysis method: Use corrected VCG Graph: 2.1.4.1大傾角穩(wěn)性(橫傾)Resultes: 2.1.4.2平衡分析 Resultes: 2.1.4.3垂向靜水力 Graph: 第3章 推進(jìn)器設(shè)計 3.1噴水推進(jìn)器的概要

噴水推進(jìn)裝置的研究可以追溯到300多年以前，1661年Toogood與Hayes就獲得了英國的專利。此后有關(guān)噴水推進(jìn)裝置的研究一直沒有停止過。國際上有不少專門組織機(jī)構(gòu)科研單位對噴水推進(jìn)器噴水推進(jìn)裝置以及影響噴水推進(jìn)性能的各種因素做了大量的研究和試驗使噴水推進(jìn)技術(shù)近幾十年來有了突破性的發(fā)展.噴水推進(jìn)已被廣泛采用在高性能艦船上.為滿足特殊用途和高性能需要一些新型噴水推進(jìn)器及裝置也相繼出現(xiàn)。

英國皇家造船工程學(xué)會分別于1994 年1998 年2001 年和2004 年組織并召開了國際噴水推進(jìn)會議，這是專門交流近期世界各國噴水推進(jìn)研究成果的國際性學(xué)術(shù)會議。[10] 20世紀(jì)70年代以來噴水推進(jìn)泵的水平有了較大的發(fā)展，主要體現(xiàn)在一下三個方面 [11] ：

1.泵的比轉(zhuǎn)速范圍增加

50年代的軸流泵比轉(zhuǎn)速范圍是500-1000，而20世紀(jì)60年代軸流泵比轉(zhuǎn)速達(dá)到1600仍有很高的效率，而到了70年代軸流泵比轉(zhuǎn)速可以高達(dá)3000，這對于采用輕型高速主機(jī)是有利的。

2.泵的汽蝕比轉(zhuǎn)速增加

泵的汽蝕比轉(zhuǎn)速定義為，其中Hr為汽蝕余量，它反應(yīng)了泵的空泡特性，通常C值在800-1100的范圍，在泵前串聯(lián)誘導(dǎo)輪后可以使C值高達(dá)3000。3.泵的功率增加

20世紀(jì)60年代末，單泵組的功率多為二三千瓦，而1975年交付試驗的PHM導(dǎo)彈水翼艇單泵組功率達(dá)到11900kW（16200馬力），瑞士研制的PT250水翼艇單泵組功率達(dá)到20600kW（28000馬力）。

3.2噴水推進(jìn)器較常規(guī)螺旋槳推進(jìn)技術(shù)的優(yōu)點(diǎn) a)推進(jìn)效率高

傳統(tǒng)的螺旋槳在旋轉(zhuǎn)時不僅產(chǎn)生推力，而且產(chǎn)生無用的扭矩。在航速較高時，螺旋槳還容易產(chǎn)生空泡，從而導(dǎo)致效率損失。而噴水推進(jìn)裝置的導(dǎo)管起到了分割流場，產(chǎn)生推力增值的作用，可以達(dá)到更高的效率。b)操縱性好

噴水推進(jìn)船舶的操縱不需要改變主機(jī)轉(zhuǎn)速，而主要依靠改變噴射水流方向來實(shí)現(xiàn)船舶的轉(zhuǎn)向和倒航。因而，在一定的主機(jī)轉(zhuǎn)速下，噴水推進(jìn)船舶可以做到無級變速、駐航和倒航。如果采用雙機(jī)雙槳，還可以實(shí)現(xiàn)船舶橫移。c)噪聲低

噪聲低噴水推進(jìn)裝置的動葉輪在泵殼內(nèi)均勻流場中工作，可推遲空泡的產(chǎn)生，從而減小葉片的振動和噪聲。而且，由于噴水推進(jìn)裝置的傳動結(jié)構(gòu)簡單，可明顯減低內(nèi)部噪音，船體振動量也會有所降低。3.3噴水推進(jìn)器的工作機(jī)理

噴水式艦船推進(jìn)裝置包含有吸水裝置、輸水裝置和噴水裝置。吸水裝置位于艦船的首部，含有吸水口、吸水口防護(hù)罩、吸水口開關(guān)，吸水口開設(shè)在艦船的首部，吸水口防護(hù)罩罩住吸水口的開口部分，聯(lián)接在艦船的殼體上，吸水口開關(guān)的進(jìn)水端聯(lián)接吸水口的收口端，其出水端與輸水裝置中的輸水管的前端相聯(lián)，增壓泵的出水端與增壓輸水管的前端相聯(lián)。輸水裝置中的增壓泵可為一個或多個，視艦船的長度、大小和增壓的實(shí)際需要配置，若為多個，則從第一級到最后一級依次串聯(lián)（一個增壓泵為一級增壓，多個增壓泵則為多級增壓）。噴水裝置位于艦船的尾部，含有噴水機(jī)、調(diào)向閥門、正向噴頭及開關(guān)、逆向噴頭及開關(guān)，噴水機(jī)的進(jìn)水端與增壓輸水管的出水端相聯(lián)，其出水端與調(diào)向閥門的進(jìn)水相聯(lián)，調(diào)向閥門的兩個出水端分別與正向噴頭開關(guān)的進(jìn)水端相聯(lián)，正向噴頭的出水端伸出艦船尾部正面殼體，出水噴射入承載艦船的后面水體中，逆向噴頭的出水端伸出艦船尾部側(cè)面殼體，出水噴射入承載艦船的側(cè)面水體中。圖3-1噴水推進(jìn)裝置工作流程示意圖

吸水裝置、輸水裝置、噴水裝置依次聯(lián)接共同構(gòu)成一套完整的噴水式艦船推進(jìn)裝置，吸水口、增壓泵、噴水機(jī)、調(diào)向閥門等是其中的關(guān)鍵部件，吸水口呈喇叭型，開口端與艦船首部的殼體相聯(lián)，利用艦船首部殼體曲成半開放的集水凹槽，凹槽迎水面有防護(hù)罩，吸水口的收口端位于艦船殼體內(nèi)，與吸水口開關(guān)的進(jìn)水端相聯(lián)。吸水口此種設(shè)計既有利于增壓泵主動吸水，又有利于消減艦船首部的興波阻力。增壓泵包含有泵體、葉輪、軸和動力，葉輪裝在軸上，軸與動力相聯(lián)。噴水機(jī)含有機(jī)殼、噴射軸和動力，噴射軸為錐狀螺旋體，安裝在錐狀機(jī)殼內(nèi)并與動力相聯(lián)。噴水機(jī)的主要功能是產(chǎn)生高壓高速水流，通過噴頭噴射而出，使艦船獲得強(qiáng)大的反沖動力。調(diào)向閥門含有球形閥體、球弧形閥瓣、圓柱形閥軸、進(jìn)水端、正向出水端、側(cè)向出水端、底座，閥瓣緊套在閥體內(nèi)，通過閥軸轉(zhuǎn)動改變出水方向，在關(guān)閉側(cè)向出水端的同時開啟正向出水端，或在開啟側(cè)向出水端的同時關(guān)閉正向出水端，使來自噴水機(jī)的高壓水流或從正向噴頭噴出，或從逆向噴頭噴出，從而使艦船或前進(jìn)、或轉(zhuǎn)向、或倒退，達(dá)到調(diào)向目的。噴水式艦船推進(jìn)裝置中的吸水口開關(guān)和噴頭開關(guān)（包括正向噴頭開關(guān)和逆向噴頭開關(guān)）主要因安全考慮而設(shè)置，為直通式開關(guān)，這些開關(guān)一旦關(guān)閉，即可阻止外界水體進(jìn)入噴水式艦船推進(jìn)裝置，有利于設(shè)備的隨時維修。

噴水式艦船推進(jìn)裝置中的吸水裝置、輸水裝置、噴水裝置依次聯(lián)接安裝在艦船殼體的底面上。具體到每一艘噴水式艦船，可以根據(jù)實(shí)際需要組成一套或數(shù)套噴水式艦船推進(jìn)裝置，按照合適的規(guī)格和結(jié)構(gòu)方式，組合成實(shí)用的噴水式艦船推進(jìn)裝置，按照合適的規(guī)格和結(jié)構(gòu)方式，組合成實(shí)用的噴水式艦船推進(jìn)系統(tǒng)。

噴水式艦船的操縱簡便靈活，利用動力系統(tǒng)調(diào)速，利用調(diào)向閥門調(diào)向，可實(shí)現(xiàn)無舵操縱。與傳統(tǒng)的有舵操縱的螺槳式艦船相比，無舵操縱的噴水式艦船的機(jī)動性能要強(qiáng)得

多，而且減少了許多不必要的能量和功率損耗，其潛在的經(jīng)濟(jì)價值和軍事價值不可低估。3.4噴水推進(jìn)器理論

噴水推進(jìn)系統(tǒng)的理想推力為Ti,則Ti應(yīng)等于單位時間內(nèi)動量的增量 Ti,= 則有效功為Ti，而輸入功為動能的增量，即因此理想效率有 為噴射速度與來流速度之比，即一般來說>，>1，此損失可稱為損射損失。

在實(shí)際流體中，噴水推進(jìn)系統(tǒng)有多種損失，主要是管道系統(tǒng)和泵自身都有水力損失。設(shè)原動主機(jī)的功率為Np，水泵連軸節(jié)處的傳送效率為，則推進(jìn)泵的收到功率是

水泵的主要作用是把機(jī)械能變?yōu)樗δ?，主要參?shù)是流量Q和楊程H,因此，水泵的輸出功率為, 水泵的效率為

管道系統(tǒng)在輸入的功率后，輸出推動船前進(jìn)的功率為。因此，管道系統(tǒng)效率為 噴水推進(jìn)系統(tǒng)的推進(jìn)效率為。

本文檔下載自樂檔網(wǎng)，

第三篇：船舶與海洋工程

基本介紹

隨國際形式的復(fù)雜化、國際交往與運(yùn)輸?shù)念l繁以及國內(nèi)陸路交通的形勢嚴(yán)峻，船舶與海洋工程成為捍衛(wèi)疆域完整以及擴(kuò)大交往密度而亟待發(fā)展的學(xué)科。該專業(yè)運(yùn)用物理、數(shù)學(xué)、力學(xué)、船舶與海洋工程原理的基本理論和基本知識，掌握船舶與海洋結(jié)構(gòu)物的設(shè)計方法，研究船舶輪機(jī)的工作原理；具有船體制圖，應(yīng)用計算機(jī)進(jìn)行科研的初步能力；熟悉船舶與海洋結(jié)構(gòu)物的建造法規(guī)和國內(nèi)外重要船級社的規(guī)范，了解造船和海洋開發(fā)的理論前沿，新型艦船和海洋結(jié)構(gòu)物的應(yīng)用前景和發(fā)展動態(tài)；船舶與海洋結(jié)構(gòu)物設(shè)計制造學(xué)主要從事新型船舶與海洋工程結(jié)構(gòu)物，水下深潛器的設(shè)計開發(fā)，主要研究領(lǐng)域有：船舶與海洋工程和其它各種結(jié)構(gòu)的強(qiáng)度、剛度、疲勞斷裂、振動及結(jié)構(gòu)可靠性；海洋流體力學(xué)；船舶阻力、推進(jìn)、操縱性和耐波性。中國部分研究成果已達(dá)到國際水平。輪機(jī)工程主要是研究船舶機(jī)械的原理以及應(yīng)用，隨信息技術(shù)的不斷發(fā)展，雷達(dá)、遙感技術(shù)的應(yīng)用，環(huán)境保護(hù)要求的提高以及對能源的更高效利用，船舶的動力裝置、船舶電器設(shè)備、輪機(jī)自動化系統(tǒng)等都面臨著新的技術(shù)要求與挑戰(zhàn)。個別院校在輪機(jī)工程專業(yè)里還設(shè)置了分支學(xué)科——輪機(jī)管理專業(yè)，以培訓(xùn)能夠從事海洋船舶輪機(jī)運(yùn)行管理工作，具有船舶動力裝置系統(tǒng)國

航、維修、保養(yǎng)及研究。水聲工程主要研究潛艇等船舶處于水下的船舶在水中的探測、定位以及對水中兵器的引導(dǎo)和對抗。中國正積極進(jìn)行聲納在水中傳輸特性的研究，并在該領(lǐng)域取得一定的成功。

學(xué)科優(yōu)勢

造船與海洋工程工業(yè)是一項周期長、資金密集、科技密集、勞動密集型傳統(tǒng)產(chǎn)業(yè)，對中國的綜合國力發(fā)展有至關(guān)重

要的影響。隨著國際形勢的復(fù)雜化、國際交往運(yùn)輸?shù)念l繁化，船舶與海洋工程成為了捍衛(wèi)疆域完整以及擴(kuò)大交往密度而亟待發(fā)展的學(xué)科，它是為水上交通運(yùn)輸、海洋資源開發(fā)和海軍部隊提供各類裝備和進(jìn)行海洋工程設(shè)計、建造的工程技術(shù)領(lǐng)域。雖然中國的船舶工業(yè)通過近幾年的發(fā)展取得了較大的成績，但與世界發(fā)達(dá)國家如日本、韓國等相比，仍然有很大的距離。為了縮短船舶工業(yè)發(fā)展的差距，中央主要領(lǐng)導(dǎo)吳邦國、溫家寶等對大力發(fā)展中國船舶工業(yè)做出

了重要批示，確立了中國在2015年將努力建設(shè)成為世界第一造船大國的戰(zhàn)略目標(biāo)。根據(jù)此目標(biāo)，到2015年，中國造船占到國際船舶的份額將達(dá)到35%。

在這種背景下，中國船舶工業(yè)面臨著前所未有的發(fā)展契機(jī)，也使擁有船舶與海洋工程專業(yè)的高校面臨著巨大的挑戰(zhàn)和千載難逢的機(jī)遇。如何適應(yīng)新的形勢，培養(yǎng)出一批德、智、體、美全面發(fā)展的具備現(xiàn)代船舶與海洋工程設(shè)計、建造、研究的基本理論和基礎(chǔ)知識，并且基礎(chǔ)扎實(shí)、專業(yè)知識面廣、動手能力強(qiáng)、具有創(chuàng)新精神和實(shí)踐能力的應(yīng)用型、復(fù)合型人才，這是船舶與海洋工程專業(yè)目前必須面對和要解決的重要問題。

學(xué)習(xí)形勢

船舶與海洋工程專業(yè)是培養(yǎng)從事船舶、水下運(yùn)載器及各類海洋結(jié)構(gòu)設(shè)計、研究、生產(chǎn)制造、檢驗及海洋開發(fā)技術(shù)經(jīng)濟(jì)分析的高級工程技術(shù)人才的學(xué)科。這個專業(yè)的學(xué)生主要學(xué)習(xí)物理、數(shù)學(xué)、力學(xué)、船舶及海洋工程

原理的基本理論和基本知識；掌握船舶與海洋結(jié)構(gòu)物的設(shè)計方法；具有船體制圖，應(yīng)用計算機(jī)進(jìn)行科研的初步能力；熟悉船舶與海洋結(jié)構(gòu)物的建造法規(guī)和國內(nèi)外重要船級社的規(guī)范；了解造船和海洋開發(fā)的理論前沿，新型艦船和海洋結(jié)構(gòu)物的應(yīng)用前景和發(fā)展動態(tài)；掌握文獻(xiàn)檢索、資料查詢的基本方法。其基礎(chǔ)課包括自然辨證法、科學(xué)社會主義理論、外語、高等工程數(shù)學(xué)、計算機(jī)圖形處理及軟件工程基礎(chǔ)、企業(yè)管理等；技術(shù)基礎(chǔ)課包括海洋結(jié)構(gòu)物原理及設(shè)計、船舶原理與設(shè)計、船舶與海洋結(jié)構(gòu)物強(qiáng)度、流體力學(xué)、海洋防腐技術(shù)、船舶與海洋結(jié)構(gòu)物在波浪中的運(yùn)動理論、決策理論與方法、結(jié)構(gòu)可靠性原理；專業(yè)課包括工程技術(shù)經(jīng)濟(jì)論證方法、企業(yè)信息管理、船舶科學(xué)與工程進(jìn)展、海洋系統(tǒng)工程、海洋工程水池試驗技術(shù)、結(jié)構(gòu)優(yōu)化設(shè)計、船舶與海洋結(jié)構(gòu)物現(xiàn)代建造方法、浮式系統(tǒng)等。

大學(xué)四年后學(xué)生須掌握船舶與海洋工程領(lǐng)域的堅實(shí)基礎(chǔ)理論和寬廣的專業(yè)知識，以及解決工程問題的現(xiàn)代化實(shí)驗研究方法和技術(shù)手段，并且具有獨(dú)立從事新產(chǎn)品開發(fā)設(shè)計能力、生產(chǎn)工藝設(shè)計及實(shí)施能力、工程管理的能力。

業(yè)務(wù)培養(yǎng)要求

本專業(yè)學(xué)生主要學(xué)習(xí)物理、數(shù)學(xué)、力學(xué)、船舶及海洋工程原理的基本理論和基本知識；掌握船舶與海洋結(jié)構(gòu)物的設(shè)計方法；具有船體制圖，應(yīng)用計算機(jī) 進(jìn)行科研的初步能力；熟悉船舶與海洋結(jié)構(gòu)物的建造法規(guī)和國內(nèi)外重要船級社的規(guī)范；了解造船和海洋開發(fā)的理論前沿，新型艦船和海洋結(jié)構(gòu)物的應(yīng)用前景和發(fā)展動態(tài)；掌握文獻(xiàn)檢索、資料查詢的基本方法，具有一定的科學(xué)研究和實(shí)際工作能力。

主干學(xué)科

數(shù)學(xué)、力學(xué)、船舶與海洋工程

主要課程

理論力學(xué)、材料力學(xué)、流體力學(xué)、結(jié)構(gòu)力學(xué)、船舶原理（靜力學(xué)、船舶阻力、船舶推進(jìn)、船舶操縱等）、船體制圖、船舶材料與焊接、船舶英語、船舶結(jié)構(gòu)與強(qiáng)度、船體振動

等

主要實(shí)踐性教學(xué)環(huán)節(jié)

包括金工實(shí)習(xí)(3周)、船廠實(shí)習(xí)(3周)、上艦實(shí)習(xí)(2 周)等，一般總共安排8周。

主要專業(yè)實(shí)驗

船模阻力實(shí)驗、螺旋槳試驗、船模自航試驗及結(jié)構(gòu)實(shí)驗應(yīng)力分析等

修業(yè)年限

四年

授予學(xué)位

工學(xué)學(xué)士

相近專業(yè)

輪機(jī)工程

畢業(yè)生應(yīng)獲得以下幾方面的知識和能力

1．掌握船舶動力裝置、電器、液壓、氣動和機(jī)電一體化等方面的基礎(chǔ)知識；

2．掌握輪機(jī)工況檢測、輪機(jī)系統(tǒng)的保養(yǎng)和維修等基本技術(shù)；

3．具有操縱船舶動力裝置，覆行船舶監(jiān)修、監(jiān)造職責(zé)的初步能力；

4．熟悉有關(guān)海船運(yùn)輸安全方面的公約和法律法規(guī)；

5．了解海洋運(yùn)輸船舶的發(fā)展動態(tài)；

6．掌握文獻(xiàn)檢索、資料查詢的基本方法，具有初步的科學(xué)研究和實(shí)際工作能

力。

開設(shè)院校

大連海事大學(xué) 武漢理工大學(xué) 哈爾濱工業(yè)大學(xué) 哈爾濱工程大學(xué) 天津大學(xué) 大連理工大學(xué) 上海交通大學(xué) 華中科技大學(xué) 華南理工大學(xué) 河海大學(xué) 中國石油大學(xué)（華東）上海海事大學(xué) 中國海洋大學(xué) 廈門集美大學(xué)

廣東海洋大學(xué) 江蘇科技大學(xué) 重慶交通大學(xué) 大連海洋大學(xué) 山東交通學(xué)院 浙江海洋學(xué)院 青島科技大學(xué)

華中科技大學(xué)文華學(xué)院 青島遠(yuǎn)洋船員學(xué)院 武漢船舶職業(yè)技術(shù)學(xué)院 渤海船舶職業(yè)技術(shù)學(xué)院

就業(yè)趨勢

船舶與海洋工程專業(yè)學(xué)生畢業(yè)后可簽約到船舶與海洋工程設(shè)計研究單位、海事局、國內(nèi)外船級社、船舶公司、船廠、海洋石油單位、高等院校、船舶運(yùn)輸管理、船舶貿(mào)易與經(jīng)營、海關(guān)、海上保險和海事仲裁等部門，從事船舶與海洋結(jié)構(gòu)物設(shè)計、研究、制造、檢驗、使用和管理等工作，也可到相近行業(yè)和信息產(chǎn)業(yè)有關(guān)單位就業(yè)。此外，還可爭取留學(xué)資格到美國、加拿大、英國、挪威、德國、日本等國留學(xué)深造。當(dāng)然，也可以報考相關(guān)專業(yè)的研究生進(jìn)一步深造。據(jù)各高校有關(guān)就業(yè)部門統(tǒng)計，船舶與海洋工程專業(yè)學(xué)生就業(yè)形勢不錯?，F(xiàn)在很多學(xué)生喜歡選擇金融、工商管理、市場營銷、信息技術(shù)等專業(yè)，所以高校中就讀傳統(tǒng)的船舶與海洋工程專業(yè)者已經(jīng)遠(yuǎn)不如以前眾多，而且該專業(yè)人才退休、老化普遍存在。再加上目前開設(shè)相關(guān)專業(yè)的學(xué)校已經(jīng)不多，物以稀為貴，所以船舶與海洋工程這個專業(yè)的畢業(yè)生出去后容易受到用人單位的歡迎。像重慶交通學(xué)院還是西南地區(qū)惟一開設(shè)船舶與海洋工程專業(yè)的高

校。21世紀(jì)是海洋經(jīng)濟(jì)時代，人類將多方位的開發(fā)利用海洋，如海洋資源開發(fā)利用、海洋能源開發(fā)利用、海洋空間開發(fā)利用、海洋交通與通訊通道的開發(fā)利用等，本專業(yè)將會有廣闊的發(fā)展前景。

第四篇：船舶與海洋工程

船舶與海洋工程,主要課程:理論力學(xué)、材料力學(xué)、流體力學(xué)、結(jié)構(gòu)力學(xué)、船舶與海洋工程原理.專業(yè)實(shí)驗:船模阻力實(shí)驗、螺旋槳試驗、船模自航試驗及結(jié)構(gòu)實(shí)驗應(yīng)力分析等.學(xué)制:4年,授予學(xué)位:工學(xué)學(xué)士,相近專業(yè):輪機(jī)工程.就業(yè)前景:主要到船舶與海洋結(jié)構(gòu)物設(shè)計、研究、制造、檢驗、使用和管理等部門從事技術(shù)和管理方面的工作.首先明確一點(diǎn),在學(xué)科劃分上船舶與海洋工程是一級學(xué)科,下屬有船舶工程/海洋工程、輪機(jī)工程、水聲工程3個二級學(xué)科,這里的排名是中國大學(xué)船舶與海洋工程專業(yè)排名.上海交通大學(xué)

地處國際航運(yùn)的中心城市的上海,中國船舶工業(yè)的老牌大學(xué)上交地理優(yōu)勢極為明顯,加上上海市對人才的吸引能力,使得交大在近幾十年以來一直都穩(wěn)做船舶院校老大位置.雖然近幾年大連理工憑借其臨近日韓的優(yōu)勢發(fā)展壯大了不少,大工的學(xué)生在業(yè)內(nèi)的認(rèn)可程度也日漸提高,但是想要撼動交大的老大地位恐怕尚需時日.哈爾濱工程大學(xué)

雖然繼承了“哈軍工”大部分家當(dāng),但當(dāng)老一輩的牛人漸漸老去后我們真不知道當(dāng)年的哈船院在十年以后將會是個什么樣子.軍品是哈工程的強(qiáng)項,但是學(xué)科發(fā)展受國家政策影響較大,在市場經(jīng)濟(jì)的今天,在別的學(xué)校都在拼命做項目賺錢的今天,哈工程的地位無比尷尬.另外,由于北國哈爾濱對人才的吸引力遠(yuǎn)遠(yuǎn)不如經(jīng)濟(jì)發(fā)達(dá)的東部沿海城市,所以人才斷檔問題比較嚴(yán)重,但如今仍然有以兩位老院士為代表的老底在,排到第二也屬合情合理.武漢理工大學(xué)

武漢理工大學(xué)的造船專業(yè)可以追溯到1946年武昌海事職業(yè)技術(shù)學(xué)校造船科,1952年院系調(diào)整時造船系被調(diào)整至上海交通大學(xué).1958年重建,1963年交通部院系調(diào)整,大連海運(yùn)學(xué)院(現(xiàn)大連海事大學(xué))造船系整體搬遷至武漢,與當(dāng)時的武漢水運(yùn)工程學(xué)院造船系合并.80年代初至90年代中期,由于長江內(nèi)河航運(yùn)繁忙,武漢理工(時為武漢水運(yùn)工程學(xué)院)造船系顯赫一時,可以說在民品的設(shè)計和研究方面僅次于上交.一批骨干教師在當(dāng)時國內(nèi)的造船界極高的聲譽(yù).如今的武漢理工大學(xué)造船專業(yè)雖然不如當(dāng)年名聲那么響亮,但是在內(nèi)河市場上仍然具有統(tǒng)治力,在高性能船舶方面特色鮮明.雖然地處內(nèi)陸,但已在華南,華東設(shè)有設(shè)計研究所.如果學(xué)校能夠更加開放,管理更加有力的話,相信重現(xiàn)輝煌指日可待.大連理工大學(xué)

大連理工大學(xué)的造船專業(yè)在2000年以后可謂是異軍突起.如今良好的發(fā)展勢頭應(yīng)該說內(nèi)部是得意于學(xué)院的國際化發(fā)展戰(zhàn)略--學(xué)生在本科階段去日本實(shí)習(xí),與日韓的造船高校進(jìn)行了廣泛和深入的合作與交流.外部是得意于地處大連的地理位置和國際造船行業(yè)從日韓向中國轉(zhuǎn)移的大趨勢.雖然沒有交大,哈船那樣顯赫的歷史,但發(fā)展勢頭強(qiáng)勁,假以時日前途無量.華中科技大學(xué)

華科的造船系和別的專業(yè)相比一直都不怎么起眼,70年代建系以后鮮有什么驕傲的成績拿出手.現(xiàn)如今該校造船系發(fā)展偏結(jié)構(gòu)比較明顯,流體這一塊繼石仲堃以后遲遲沒人接班.老師做的項目非船項目比較多,船方面的項目主要跟701所和719所合作.由于學(xué)校實(shí)力相當(dāng)強(qiáng),所以學(xué)生仍然比較受歡迎.其實(shí)武漢理工和華科向來互相不服,但從師資力量,學(xué)校重視程度,試驗設(shè)施等各方面來看,華科的造船稍遜一籌.天津大學(xué)

天津大學(xué)的船海系隸屬于建筑工程學(xué)院,分船舶工程和海洋工程兩個方向,也是國內(nèi)為數(shù)不多的搞海洋工程比較有底蘊(yùn)的院校.但是建筑工程學(xué)院更牛的在港航專業(yè),3個院士都是港航的,來招聘的單位也是港航方面的單位.天大的造船不僅在國內(nèi)造船界很少被提及,在校內(nèi)也不受重視.排到第六應(yīng)該也是合情合理的了.江蘇科技大學(xué)

雖然造船專業(yè)是該校的王牌專業(yè),雖然曾經(jīng)的鎮(zhèn)江船院也是國防科工委的院校,但是學(xué)校目前仍然是2本(可能江蘇省內(nèi)是一本)至今尚無造船博士點(diǎn).實(shí)力與前面幾所學(xué)校根本不在一個檔次,暫時位居末席.在上述中國大學(xué)船舶與海洋工程專業(yè)排名中,排名前四的四所學(xué)校的船舶與海洋結(jié)構(gòu)物設(shè)計制造均為國家級重點(diǎn)學(xué)科.船舶工程主要修理建造各類船舶,海洋工程主要主要從事海上采油.就業(yè)單位主要有修造船廠(如滬東中華,外高橋等),海上運(yùn)輸公司(如中國遠(yuǎn)洋),石油公司(如中海油),海事局(需要本科或研究生應(yīng)屆畢業(yè)生報考國家直屬機(jī)構(gòu)-海事局公務(wù)員,限應(yīng)屆畢業(yè)),船級社(一般需要有船廠經(jīng)驗外語好的),高校(博士或碩士學(xué)歷).總體而言,就業(yè)基本沒大問,工資剛開始兩千至三千/月(單位地點(diǎn),畢業(yè)院校,單位制度造成差異),工作兩年月工資基本在五千至七千月,且工資出現(xiàn)兩極分化(進(jìn)船級社如ABS,DNV等月收入在萬元,很多技術(shù)好的都跳去船級社).如果想在這個領(lǐng)域吃香,建議小方向選擇海洋工程,學(xué)好外語,最好到可以交流地步(進(jìn)船級社),這兩點(diǎn)做到了工作不愁,工資不愁.船舶與海洋工程專業(yè)是培養(yǎng)從事船舶、水下運(yùn)載器及各類海洋結(jié)構(gòu)設(shè)計、研究、生產(chǎn)制造、檢驗及海洋開發(fā)技術(shù)經(jīng)濟(jì)分析的高級工程技術(shù)人才的學(xué)科。這個專業(yè)的學(xué)生主要學(xué)習(xí)物理、數(shù)學(xué)、力學(xué)、船舶及海洋工程原理的基本理論和基本知識；掌握船舶與海洋結(jié)構(gòu)物的設(shè)計方法；具有船體制圖，應(yīng)用計算機(jī)進(jìn)行科研的初步能力；熟悉船舶與海洋結(jié)構(gòu)物的建造法規(guī)和國內(nèi)外重要船級社的規(guī)范；了解造船和海洋開發(fā)的理論前沿，新型艦船和海洋結(jié)構(gòu)物的應(yīng)用前景和發(fā)展動態(tài)；掌握文獻(xiàn)檢索、資料查詢的基本方法。其基礎(chǔ)課包括自然辨證法、科學(xué)社會主義理論、外語、高等工程數(shù)學(xué)、計算機(jī)圖形處理及軟件工程基礎(chǔ)、企業(yè)管理等；技術(shù)基礎(chǔ)課包括海洋結(jié)構(gòu)物原理及設(shè)計、船舶原理與設(shè)計、船舶與海洋結(jié)構(gòu)物強(qiáng)度、流體力學(xué)、海洋防腐技術(shù)、船舶與海洋結(jié)構(gòu)物在波浪中的運(yùn)動理論、決策理論與方法、結(jié)構(gòu)可靠性原理；專業(yè)課包括工程技術(shù)經(jīng)濟(jì)論證方法、企業(yè)信息管理、船舶科學(xué)與工程進(jìn)展、海洋系統(tǒng)工程、海洋工程水池試驗技術(shù)、結(jié)構(gòu)優(yōu)化設(shè)計、船舶與海洋結(jié)構(gòu)物現(xiàn)代建造方法、浮式系統(tǒng)等。

大學(xué)四年后學(xué)生須掌握船舶與海洋工程領(lǐng)域的堅實(shí)基礎(chǔ)理論和寬廣的專業(yè)知識，以及解決工程問題的現(xiàn)代化實(shí)驗研究方法和技術(shù)手段，并且具有獨(dú)立從事新產(chǎn)品開發(fā)設(shè)計能力、生產(chǎn)工藝設(shè)計及實(shí)施能力、工程管理的能力。

就業(yè)趨勢

船舶與海洋工程專業(yè)學(xué)生畢業(yè)后可簽約到船舶與海洋工程設(shè)計研究單位、海事局、國內(nèi)外船級社、船舶公司、海洋石油單位、高等院校、船舶運(yùn)輸管理、船舶貿(mào)易與經(jīng)營、海關(guān)、海上保險和海事仲裁等部門，從事船舶與海洋結(jié)構(gòu)物設(shè)計、研究、制造、檢驗、使用和管理等工作，也可到相近行業(yè)和信息產(chǎn)業(yè)有關(guān)單位就業(yè)。此外，還可爭取留學(xué)資格到美國、加拿大、英國、挪威、德國、日本等國留學(xué)深造。當(dāng)然，也可以報考相關(guān)專業(yè)的研究生進(jìn)一步深造。據(jù)各高校有關(guān)就業(yè)部門統(tǒng)計，船舶與海洋工程專業(yè)學(xué)生就業(yè)形勢不錯?，F(xiàn)在很多學(xué)生喜歡選擇金融、工商管理、市場營銷、信息技術(shù)等專業(yè)，所以高校中就讀傳統(tǒng)的船舶與海洋工程專業(yè)者已經(jīng)遠(yuǎn)不如以前眾多，而且該專業(yè)人才退休、老化普遍存在。再加上目前開設(shè)相關(guān)專業(yè)的學(xué)校已經(jīng)不多，物以稀為貴，所以船舶與海洋工程這個專業(yè)的畢業(yè)生出去后容易受到用人單位的歡迎。像重慶交通學(xué)院還是西南地區(qū)惟一開設(shè)船舶與海洋工程專業(yè)的高校。相關(guān)鏈接 學(xué)制：四年 授予學(xué)位：工學(xué)學(xué)士 體檢要求：色盲與色弱受限。

開設(shè)院校：中國石油大學(xué)、天津大學(xué)、大連理工大學(xué)、大連海事大學(xué)、大連水產(chǎn)學(xué)院、哈爾濱工程大學(xué)、上海交通大學(xué)、上海海運(yùn)學(xué)院、河海大學(xué)、華東船舶工業(yè)學(xué)院、浙江海洋學(xué)院、中國海洋大學(xué)、華中科技大學(xué)、武漢理工大學(xué)、華南理工大學(xué)、廣東海洋大學(xué)、重慶交通學(xué)院等

第五篇：船舶與海洋工程專業(yè)英語

船舶與海洋工程英語

目錄

Part 1.船舶與海洋工程英語

1.The Naval Architect…………………………………………….……….….....1 2.Definitions, Principal Dimensions……………………………….….………....3 3.Merchant ship Types………………………………………………..…………10 4.Ship Design…………………………………………………………………16 5.General Arrangement……………………………………………………....…20 6.Ship Lines……………………………………………………..…………...…25 7.Ship Equilibrium, Stability and Trim………………………………………..28 8.Estimating Power Requirements………………………………………….….33 9.Ship Motions, Maneuverability………………………………………………37 10.The Function of Ship Structural Components……………………………………….....40 11.Structural Design, Ship Stresses…………………………………………………….......43 12.Classification Societies…………………………………………………...…48 13.Shipyard, Organization, Layout…………………………………..….....…..53 14.Planning, From Contract to Working Plans……………………………...….56 15.Lines Plan and Fairing, Fabrication and Assembly………………………....58 16.Launching and Outfitting…………………………………………………....61 17.Sea Trials……………………………………………………………………64 18.Marine Engines………………………………………………………………………...66 19.Marine Electrical Equipment…………………………………………..……71 20.Unattended Machinery Spaces……………………………………….……..76 21.Mobile Drilling Platforms……………………………………………………………...81 22.Examples of Offshore Structures……………………………………….…..85 23.Oceanographic Submersibles…………………………………………….…91 24.Application of Engineering Economics to Ship Design……………..……..94 25.Computer Development and the Naval Architect………………………..…98 Part2.26.船舶英語實(shí)用詞匯手冊……………………………………………………………..101 27.船舶英語縮略語…………………………………………………………………...…129

Lesson One

The Naval Architect A 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.Training

There 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 design The 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, 1980)

Technical terms

1.naval architect 造船工程（設(shè)計）師 32.scantling 結(jié)構(gòu)（件）尺寸

naval architecture造船（工程）學(xué) 33.frame 肋骨 2.instruction 任務(wù)書、指導(dǎo)書 34.classification society 船級社 3.oil tanker 油輪 35.steering 操舵、駕駛 4.deadweight 載重量 36.vibration 振動 5.knot 節(jié) 37.net register tonnage 凈登記噸位 6.specification 規(guī)格書，設(shè)計任務(wù)書 38.harbour 港口 7.vessel 船舶 39.dues 稅收 8.cargo 貨物 40.gross tonnage 總噸位 9.passenger 旅客 41.deductible space 扣除空間 10.trade 貿(mào)易 42.revenue 收入 11.machinery 機(jī)械、機(jī)器 43.docking 進(jìn)塢 12.hold capacity 艙容 44.charge 費(fèi)用、電荷 13.consumable store 消耗物品 45.bulkhead 艙壁 14.light weight 輕載重量、空船重量 46.subdivision分艙（隔）、細(xì)分 15.hull 船體 47.collision 碰撞 16.dimension 尺度、量綱、維（數(shù)）48.compromise 折衷、調(diào)和 17.displacement 排水量、位移、置換 49.coefficient 系數(shù) 18.tonnage 噸位 50.training 培訓(xùn) 19.fineness 纖瘦度 51.fluid mechanics 流體力學(xué) 20.draft 吃水 52.structural strength 結(jié)構(gòu)強(qiáng)度 21.breadth 船寬 53.resistance 阻力 22.freeboard 干舷 54.propulsion 推進(jìn) 23.rule 規(guī)范 55.shipbuilding 造船 24.tentative 試用（暫行）的 56.aptitude（特殊）才能，適應(yīng)性 25.longitudinal direction 縱向 57.maritime 航運(yùn)，海運(yùn) 26.vertical direction 垂向 58.polytechnical school 工藝（科技）學(xué)校 27.trim 縱傾 59.academic 學(xué)術(shù)的 28.stability 穩(wěn)性 60.shipyard 造船廠 29.shaft horse power 軸馬力 61.electronic computer 電子計算機(jī) 30.strength 強(qiáng)度 62.owner 船主，物主 31.service 航區(qū)、服務(wù) 63.encyclop(a)edia 百科全書

Additional Terms and Expressions 1.the Chinese Society of Naval Architecture and Marine Engineering(CSNAME)中國造船工程學(xué)會

the Chinese Society of Navigation中國航海學(xué)會

“Shipbuilding of China‖ 中國造船 Ship Engineering 船舶工程

“Naval 安定Merchant Ships” 艦船知識

China State Shipbuilding Corporation(CSSC)中國船舶工業(yè)總公司

China offshore Platform Engineering Corporation(COPECO)中國海洋石油平臺工程公司

Royal Institution of Naval Architects(RINA)英國皇家造船工程師學(xué)會

Society of Naval Architects and Marine Engineers(SNAME)美國造船師與輪機(jī)工程師協(xié)會

10.Principle of naval architecture 造船原理 11.ship statics(or statics of naval

architecture)造船靜力學(xué) 12.ship dynamics 船舶動力學(xué)

13.ship resistance and propulsion 船舶阻力

和推進(jìn)

14.ship rolling and pitching 船舶搖擺 15.ship manoeuvrability 船舶操縱性 16.ship construction 船舶結(jié)構(gòu)

17.ship structural mechanics 船舶結(jié)構(gòu)力學(xué) 18.ship strength and structural design 船舶

強(qiáng)度和結(jié)構(gòu)設(shè)計

19.ship design 船舶設(shè)計

20.shipbuilding technology 造船工藝

21.marine(or ocean)engineering 海洋工程 2.3.4.5.6.7.8.9.Note to the Text

1.range from A to B 的意思為“從A到B的范圍內(nèi)”，翻譯時，根據(jù)這個基本意思可以按漢語習(xí)慣譯成中文。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.車床有大有小，小的車床其車身只有幾英寸，大的車床能車削數(shù)英尺長的工件。

2.Such that 可以認(rèn)為是such a kind/value 等的縮寫，意思為“這樣的類別/值等……以至于……”。譯成中文是，可根據(jù)具體情況加以意譯。例：

The depth of the chain locker is such that the cable is easily stowed.錨鏈艙的深度應(yīng)該使錨鏈容易存儲。

Possessing an attractive appearance, the ship should have the minimum net register tonnage,the factor on which harbour and oyher dues are based.Possessing an attractive appearance現(xiàn)在分詞短語，用作表示條件的狀語，意譯成“船舶除有一個漂亮的外形……”。一般說，如分詞短語謂語句首，通常表示時間、條件、原因等。

The factor on which…are based中的the factor是前面the minimum net register tonnage的銅謂語，而on which…are based是定語從句，修飾the factor。

4.Electronic computers 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是形式賓語，實(shí)際賓語為不定式短語 to prepare series of designs …和to assess the economic returns …

Lesson Two

Definitions, Principal Dimensions Before 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 dimensions Length There 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 1.6 Breadth The mid point of the length between perpendiculars is called ?amidships‘a(chǎn)nd 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.Depth The 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.Sheer Sheer 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+20 Sheer aft

(in)=0.1Lft+10 These two formulae in terms of metric units would give:

Sheer forward

(cm)=1.666Lm+50.8 Sheer aft

(cm)=0.833Lm+25.4 It 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.Camber Camber 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 radius An 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 floor The 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 home Another 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 stem In 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 defined either by the angle to the vertical or the distance between the intersection of the stem produced with the base line and the forward perpendicular.When ships have curved stems in profile, and especially where they also have bulbous bows, stem rake cannot be simply defined and it would be necessary to define the stem profile by a number of ordinates at different waterlines.In the case of a simple straight stem the stem line is usually joined up with the base line by a circular are, but sometimes a curve of some other form is used, in which case several ordinates are required to define its shape.Draught and trim The draught at which a ship floats is simply the distance from the bottom of the ship to the waterline.If the waterline is parallel to the keel the ship is said to be floating on an even keel, but if the waterline is not parallel then the ship is said to be trimmed.If the draught at the after end is greater than that at the fore end the ship is trimmed by the stern and if the converse is the case it is trimmed by the bow or by the head.The draught can be measured in two ways, either as a moulded draught which is the distance from the base line to the waterline, or as an extreme draught which is the distance from the bottom of the ship to the waterline.In the modern welded merchant ship to the waterline.In the modern welded merchant ship these two draughts differ only by one thickness of plating, but in certain types of ships where, say, a bar keel is fitted the extreme draught would be measured to the underside of the keel and may exceed the moulded draught of by 15-23cm(6-9in).It is important to know the draught of a ship, or how much water the ship is ?drawing‘, and so that the draught may be readily obtained draught marks are cut in the stem and the stern.These are 6 in high with a space of 6in between the top of one figure and the bottom of the next one.When the water level is up to the bottom of a particular figure the draught in feet has the value of that figure.If metric units are used then the figures would probably be 10 cm high with a 10 cm spacing.In many large vessels the structure bends in the longitudinal vertical plane even in still water, with the result that the base line or the keel does not remain a straight line.The mean draught at which the vessel is floating is not then simply obtained by taking half the sum of the forward and after draughts.To ascertain how much the vessel is hogging or sagging a set of draught marks is placed amidships so that if da, d? and df are the draughts at the after end amidships and the forward end respectively then

Hog or sag=

da?df-d?

2When use is made of amidship draughts it is necessary to measure the draught on both sides of the ship and take the mean of the two readings in case the ship should be heeled one side or the other.The difference between the forward and after draughts of s ship is called the ?trim‘, so that trim T=da-df, and as previously stated the ship will the said to be trimming by the stern or the bow according as the draught aft or the draught forward is in excess.For a given total load on the ship the draught will have its least value when the ship is on an even keel.This is an important point when a ship is navigating in restricted depth of water or when entering a dry dock.Usually a ship should be designed to float on an even keel in the fully loaded condition, and if this is not attainable a small trim by the stern is aimed at.Trim by the bow is not considered desirable and should be avoided as it reduces the ?height of platform‘ forward and increases the liability to take water on board in rough seas.Freeboard Freeboard may be defined as the distance which the ship projects above the surface of the water or the distance measured downwards from the deck to the waterline.The freeboard to the weather deck, for example, will vary along the length of the ship because of the sheer of the deck and will also be affected by the trim, if any.Usually the freeboard will be a minimum at amidships and will increase towards the ends.Freeboard has an important influence on the seaworthiness of a ship.The greater the freeboard the greater is the above water volume, and this volume provides reserve buoyancy, assisting the ship to rise when it goes through waves.The above water volume can also help the ship to remain afloat in the event of damage.It will be seen later that freeboard has an important influence on the range of stability.Minimum freeboards are laid down for ships under International Law in the form of Load Line Regulations.(from ―Naval Architecture for Marine Engineers‖ by W.Muckle, 1975)

Technical Terms

1.principal dimension 主要尺度

2.naval architecture 造船（工程）學(xué) 3.造船工程（設(shè)計）師

4.length between perpendiculars(LBP)垂線間長 5.summer load waterline 夏季載重水線 6.forward/after perpendicular 首/尾垂線 7.rudder post 尾柱 8.stem 首柱

9.rudder pintle 舵銷

10.length over all(LOA)總長

11.overhang（水線以上）懸伸部分 12.bulbous bow 球鼻艏

13.length on the waterline（LWL）水線長 14.amidship 船中

15.breath moulded 型寬 16.breath extreme 最大船寬 17.shell plating 船殼板 18.rivet 鉚接 19.weld 焊接

20.strake（船殼板）列板 21.fender 護(hù)舷木

22.deck area 甲板面積（區(qū)域）23.cross channel vessel 海峽船 24.port 港口，船的左舷 25.side 舷側(cè)（邊）26.quay 碼頭

27.depth moulded 型深 28.plating of deck 甲板板 29.base line 基線 30.upper deck 上甲板 31.second deck 第二甲板

32.the uppermost continuous deck 最上層連續(xù)甲板 33.rounded gunwale 圓弧舷邊頂部 34.moulded line 型線 35.sheer 舷弧 36.ends 船端

37.deck line at side 甲板邊線 deck at side line 甲板邊線 deck at side

甲板邊線 38.profile

縱剖面（圖），輪廓 39.sheer forward/aft 首/尾舷 40.platform

平臺

41.rough sea

強(qiáng)浪，洶濤海面 42.seakeeping

耐波性

43.appearance

外形（觀），出現(xiàn) 44.camber

梁拱

round of beam 梁拱 45.weather deck 露天甲板 46.drainage 排水

47.upright 正浮，直立 48.at rest 在靜水中

49.accommodation 居住艙，適應(yīng) 50.bilge radius

舭（部）半徑 5.1 midship section 船中剖面 52.bilge

舭（部）53.rise of floor 船底升高 54.flat of keel 龍骨寬 55.flat plate keel平板龍骨 56.vertical center girder 中桁材

57.bevel

折射角，將直角鋼改為斜角 58.connecting angle 聯(lián)接角鋼

59.tumble home 內(nèi)傾 60.sailing ship 帆船

61.steel merchant ship 鋼質(zhì)商船 62.bar 棒，巴（氣壓單位）63.rake 傾斜

64.draught 吃水，草圖，通風(fēng) 65.even keel 等吃水，正浮

66.trimmed by the stern/bow 尾/首傾 67.moulded draught 型吃水 68.extreme draught 最大吃水 69.bar keel 棒龍骨 70.‖drawing‖“吃水” 71.draught marks 吃水標(biāo)志 72.imperial unit 英制單位 73.metric unit 公制單位 74.spacing 間距 75.hogging 中拱 76.sagging 中垂 77.heel

橫傾 78.dry dock 干船塢

79.fully loaded condition 滿載標(biāo)志 80.freeboard 干舷

81.seaworthiness 適航性

82.reserve buoyancy 儲備浮力 83.range of stability 穩(wěn)性范圍

84.Load Line Regulations 載重線規(guī)范

Additional Terms and Expressions

1.form coefficients 船型系數(shù) 2.block coefficient 方型系數(shù) 3.prismatic coefficient 棱型系數(shù)

4.midship area coefficient 船中橫剖面面積系數(shù)

5.waterplane area coefficient 水線面面積系數(shù)

6.vertical prismatic coefficient 豎向棱型系數(shù) 7.body section of U-form U形橫剖面 8.V-shaped section V形橫剖面

9.geometrically similar ships 幾何相似船 10.base plane 基平面

11.center plane 中線面 12.midstation plane 中站面 13.moulded base line 基線 14.length breadth ratio 長度比 15.cruiser stern 巡洋艦型尾

16.principal coordinate planes 主坐標(biāo)面 17.transom 方尾 18.soft chine 圓舭 19.hard chine 尖舭 20.counter 尾伸部 21.forefoot 首踵 22.aftfoot 尾踵

23.deadwood 尾鰭（呆木）

Notes to the Text

1.as will be seen later 和as is the case in the length between perpendiculars 中as 引出的從句為非限制性定語從句。關(guān)系代詞as代替整個主句，并在從主語中作主語。as 也可在從句中作賓語，表語用。

2.A third length 序數(shù)字前面，一般用定冠詞“the”，但當(dāng)作者心目中對事物總數(shù)還不明確，或還不足以形成一個明確的序列時，序數(shù)字前面用不定冠詞“a”。例：

will they have to modify the design a fourth time?(它們的設(shè)計究竟要修改多少次，心中無數(shù)，但依次下來已是第四次，所以用不定冠詞“a”。)3.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 intersection of the stem with the waterline.這是一個符合據(jù)。其中at which the ship is floating 為定語從句，修飾the waterline.from the intersection of the stern(with the waterline為intersection 所要求的介詞短語)to the intersection of the stern(with the waterline 為第二個intersection 所要求的介詞短語）都屬于介詞短語，作狀語用，說明測量的范圍。

4.參見第一課注3.中的第二部分說明 5.quay 一般指與海岸平行的碼頭

pier 系指與海岸或呈直角面突出的碼頭

wharf 一般用于的碼頭

6.the deck line continued 和the stern produced 為過去分詞作后置定語，分別修飾“the deck line 和the stern.都可譯成“延長時”。

considerable variation was made from these standard values 和departures were made from the parabolic sheer profile 和（when）use is made of amidship draughts 這三句都屬于主語的成分被位于動詞隔離成兩部分。這是英語句子結(jié)構(gòu)平衡的需要中帶有這種情況，閱讀和翻譯時需加以注意。

7.considerable variation was made from these standard values 和departures were made from the parabolic sheer profile 和（when）use is made of amidship draughts 這三句都屬于主語的成分被位于動詞隔離成兩部分。這是英語句子結(jié)構(gòu)平衡的需要中帶有這種情況，閱讀和翻譯時需加以注意。Lesson Three

Merchant ship Types Break-bulk cargo ships

The inboard space in break bulk cargo ships is divided longitudinally by transverse bulkheads, spaced 40-70 ft apart, into a series of cargo compartments of approximately equal volume, generally seven for a ship of about 500 ft Lap.Vertically, the bulkheads are divided by one or two decks below the uppermost, continuous deck(main or strength deck).The space between the inner bottom and the lowest deck, called the hold, is limited to a height of about 18 ft(5.5m)to minimize damage to cargo through crushing.Usually the height of each space between decks termed between deck space)is 9-10ft(2.7-3.0m).In addition to the previously mentioned double-bottom tanks, the most break-bulk cargo ships have deep tanks used for fuel oil, water ballast, or liquid cargoes such as latex, coconut oil, or edible oils.The cargo is handled through large rectangular deck openings(hatches)over each cargo space.Mechanically operated hatch covers are used to close the openings.The hatch covers in the tween decks are strong enough to support cargo stowed on them.The topside hatch covers are watertight.The tween deck space is generally suitable for break-bulk or palletized cargo holds have had one hatch per deck, with of 35-50% the ship‘s breath and a length of 50-60% the hold length.The trend is toward widen hatches or multiple hatches abreast and often longer hatches, to increase cargo handling speed.A multiple hatch arrangement(triple hatch, for instance)is efficiently used for a partial load of containers stowed under deck.Break-bulk cargo handling between pier and ship is done usually by means of cargo booms installed on board.The booms are raised or lowered by adjustable wire rigging led from the mast or king post to the boom ends.A wire rope leads over sheaves from a winch to the outer end of each boom and terminates in a cargo hook.Cargo can be hoisted using one boom(customarily for very heavy loads of cargo, 10 tons or over)or for faster handling, by a pair of married booms, with one boom end over the hatch and the other over the pier.This cargo handling operation, called burtoning, is customary for loads up to 10 tons.Most break-bulk cargo ships fitted with booms have a pair of booms at each hatch end to expedite cargo handling.The cargo is often piled together in a large net which is emptied and returned for the next load.Packaged cargo of nearly uniform dimensions may be stacked on pallets which are hoisted aboard individually.The sling load is landed through the hatch opening.The pallets or nets are then unloaded, and each item is individually stowed by the hold gang.Any cargo stowed in the wings of the hold is manhandled unless it is on pallets and handled by a forklift truck.The use of forklift trucks is becoming common practice, and a number of these trucks may be carried on board if they are not available at cargo terminals.The amount of cargo which is manhandled onboard determines largely the ship turnaround and port expenses, and, the profitability of the transportation system.Most break-bulk cargo ships have provisions for a heavy lift boom of 30-100-metric ton capacity for occasional units of heavy cargo.An increasing number of break-bulk cargo ships are being fitted with revolving deck cargo cranes instead of masts, booms and winches.Container ships

Container ships are replacing the conventional break-bulk cargo ship in trade routes where rapid cargo handling is essential.Containers are weatherproof boxes(usually metal)strengthened withstand stacking and motion at sea.Containers are of standard size, the largest ones weighing up to about 30 metric tons when loaded.The use of standard containers facilitates ship-board stowage, land or waterway transportation, and rental or lease.A large container ship may be loaded or unloaded completely in about half a day, compared to several days for the same amount of cargo in break-bulk cargo ship.Generally, the shipper places the cargo in the container and，except for custom inspection, it is delivered unopened to the consignee.Highway trailers(most commonly), railroad cars, or barges transport containers to and from their land destination and are therefore apart of the same transportation system.For a given payload cargo capacity, container ships are larger and more costly to build than the traditional cargo ship, but both the cargo handling cost and the idle ship time in port are reduced considerably.Although in some ships containers are moved horizontally for loading and unloading, the predominant arrangement is that illustrated in Fig.1 where containers are stowed in vertical cells and moved vertically in and out of the vessel.Roll-on/Roll-off ships

With a broad interpretation all ships that are designed to handle cargo by rolling it on wheels can be considered under this heading.This would include trailer ships;sea trains(carrying railroad cars or entire carriers: ships carrying pallets handled by forklift trucks from and to shore;and so on, the following is a description of a ship of this type, which is intended primarily to operate as a trailer ship, although it may handle several types of wheeled vehicles.Roll-on/Roll-off ships require a high proportion of cubic capacity relative to the amount of cargo and are particularly suited to services with short runs and frequent loading and unloading.They need even shorter port time than container ships but their building cost is higher.Because fully loaded toll-on/roll-off ships can not carry enough cargo to immerse them deeply, their large freeboard allows the fitting of side ports above the waterline for handling of cargo on wheels by means of ramps.Usually, ships of this type have a transom stern(a square-shaped stern like that of a motorboat)fitted with doors for handling wheeled vehicles on an aft ramp.Roll-on/Roll-off ships have several decks, and the cargo is handled on wheels from the loading deck to other decks by elevators or sloping ramps.Both internal elevators and ramps occupy substantial volume in the ship.The need for clear decks, without interruption by transverse bulkheads, and tween decks for vehicle parking results in a unique structural arrangement.Barge-carrying ships

This type of ship represents a hold step in the trend toward cargo containerization and port time reductions.Cargo is carried in barges or lighters each weighing up to 1000 metric tons when loaded.The lighters are carried below and above deck and handled by gantry cranes or elevator platforms.These are among the fastest, largest, and costest ships for the carriage of general cargo.For their size, their payload capacity is less than that of the conventional break-bulk cargo ship.However, they can be loaded and unloaded much faster and with a considerable saving in man-hours.Because the lighters can be waterborne and operated as regular barges, these large ships can serve undeveloped ports advantageously.Using portable fixtures that can be erected quickly, barge-carrying ships can be adapted for the transport of varying amounts of standard containers in addition to or in plane of lighters.Bulk cargo ships

A large proportion of ocean transportation is effected by bulk cargo ships.Dry bulk cargo includes products such as iron ore, coal, limestone, grain, cement, bauxite gypsum, and sugar.Most oceangoing dry bulk carriers are loaded and unloaded using shore side installations.Many dry bulk carriers operating in the Great Lakes have shipboard equipment for the handling of cargo(self-unloaders), and an increasing number of oceangoing ships carrying this type of cargo are being fitted with self-unloading gear.By far the largest amount of liquid bulk cargo consists of petroleum products, but ocean transportation of other bulk liquid products is increasing in importance;for example, various chemicals, vegetable oils, molasses, latex, liquefied gases, molten sulfur, and even wine and fruit juices.Practically all liquid bulk carriers have pumps for unloading the cargo, usually have ship board pumps for unloading liquids.Practically all bulk carriers have the machinery compartment, crew accommodations, and conning stations located aft.An exception is the Great Lakes self-unloader with crew accommodations and bridge forward.The tendency in bulk carriers is toward larger ships, with speeds remaining about constant at moderate level(16-18 knots or 30-33 km/h for oceangoing ships, lower for Great Lakes vessels).The oceangoing ore carrier is characterized by a high double bottom and small volume of cargo hold because of the high density of the ore.Storing the cargo high in the ship decreases stability and prevents excessively quick rolling.The oceangoing combination bulk carrier permits low-cost transportation because of its flexibility.It is able to carry many types of bulk cargoes over a variety of sea lanes.This type of ship carries bulk cargoes, such as petroleum product, coal, grain, and ore.The double bottom in bulk carriers is shallow and the volume of cargo holds is large compared to the size of the ship.The tanker is the characteristic, and by far the most important, liquid bulk carrier both in numbers and tonnage.Tankers carry petroleum products almost exclusively.The very large tankers are used almost entirely for the transport of crude oil.A few tankers are built especially for the transportation of chemical products, and others are prepared for alter native loads of grain.Bulk liquid carriers, with standing, rectangular, cylindrical, or spherical cargo tanks separated from the hull, are used for the transportation of molten sulfur and liquefied gases, such as anhydrous ammonia and natural gas.Liquefied natural gas(LNG)is also carried in ships with membrane tanks, i.e., where a thin metallic linear is fitted into a tank composed of ship structural and load-bearing insulation.The transportation of molten surfur and liquefied gases requires special consideration regarding insulation and high structural soundness of cargo tanks, including the use of high grade, costly materials for their construction.(From ―McGraw-Hill Encyclopedia of Science and Technology‖, Vol.8.1982).Passenger-cargo ships

The accommodations for passengers in this type of ship are located to assure maximum comfort.Generally a passenger-cargo ship serves ports that have an appeal for the tourist trade and where rather special, high freight-rate cargo is handled.Because of the service needs of passengers, a ship of this type requires a much larger crew than a merchant ship of comparable size engaged exclusively in the carriage of cargo.The living accommodations for passengers consist of staterooms with 1-4 berths, each room with bath and toilet.A few rooms may be connected and suites may include a living room, dressing room, and even a private outdoor veranda.Public rooms for passenger use may include dining room, lounge, cocktail room, card and game room, library, shops, and swimming pool.Ships carrying more than 12 passengers must comply with the SOLAS regulations.These regulations deal with ship characteristics related to items such as the following:(1)lessening the risk of foundering or capsizing due to hull damage,(2)preventing the start and spread of fires aboard, and(3)increasing the possibility and safety of abandoning ship in emergencies.The ship in Fig.2 is an interesting example of a departure from the traditional break-bulk cargo ship in which cargo is handled almost exclusively by means of a ship board installation of masts and booms.This ship is provided with gantry cranes to handle containers, vehicles, and large pallets.The containers may be stored in cargo holds equipped with container cells or on deck.Large-size pallets and vehicles may be handled through side ports by means of an athwart-ship gear called a siporter.Wheeled vehicles can also be rolled on and off the ship through the side ports.Cargo may be carried to and from lower decks by cargo elevators, and, in addition, there are vertical conveyors for handling cargo such as bananas.The horizontal conveyors shown in the typical section receive cargo automatically, mostly on pallets, from the cargo elevators.This cargo is then stowed by manually controlled, battery operated pallet loaders.Cargo for the forward hold is handled by a 5-ton burtoning cargo gear and transferred to lower levels by a cargo elevator.(From ―McGraw – Hill Encyclopedia of Science and Technology‖, Vol.12, 1977)

Technical Terms

1.break-bulk cargo ship 件雜貨船 26.king post 吊桿柱，起重柱 2.inboard 船內(nèi) 27.wire rope 鋼絲繩 3.compartment 艙室 28.sheave

滑輪 4.transverse bulkhead 橫艙壁 29.winch 絞車 5.main deck 主甲板 30.cargo hook 吊貨鉤 6.strength deck 強(qiáng)力甲板 31.married booms 聯(lián)合吊桿 7.inner bottom 內(nèi)底 32.burtoning 雙桿操作 8.hold(cargo hold)貨艙 33.cargo handling 貨物裝卸 9.tween deck space 甲板間艙 34.packaged cargo 包裝貨 10.double bottom 雙層底 35.pallet 貨盤 11.deep tank 深艙 36.sling load

懸吊荷重 12.water ballast 水壓載 37.hold gang 貨艙理貨組 13.latex 膠乳 38.wings 貨艙兩側(cè) 14.coconut oil 椰子油 39.forklift truck 鏟車 15.edible oil 食用油 40.terminal 碼頭，終端 17.hatch 艙口 41.turnaround 周轉(zhuǎn)期 18.hatch cover 艙口蓋 42.profitability 利益 19.palletized cargo 貨盤運(yùn)貨 43.container ship 集裝箱船 20.multiple hatch 多艙口 44.trade route 貿(mào)易航線 21.abreast 并排 45.weather proof 風(fēng)雨密 22.container 集裝箱 46.stacking 堆壓 23.pier 碼頭 47.stowage 裝載，貯藏 24.cargo boom 吊貨桿 48.waterway 水路 25.wire rigging 鋼索索具 49.rental 出租（費(fèi)）50.lease 租借 51.shipper 貨運(yùn)主 52.custom 海關(guān)

53.consignee 收貨人

54.highway trailer 公路拖車

55.payload 凈載重量，有效載荷 56.cell 格柵，電池，元件 57.roll-on/roll-off ship 滾裝船 58.heading 標(biāo)題，航向 59.trailer ships 拖車運(yùn)輸船

60.sea trains ferry 海上火車渡船 61.truck 卡車 62.trailer 拖車

63.military vehicle carriers 軍用車輛運(yùn)輸船

64.cubic capacity 艙容 65.ramp 跳板，坡道 66.transom stern 方尾

67.motor boat 機(jī)動艇，汽艇 68.clear deck 暢通甲板 69.parking 停車（場）

70.barge-carrying ship 載駁船 71.lighter 港駁船 72.barge 駁船

73.portable fixture 輕便固定裝置

74.bulk cargo ship/bulk carrier 散裝貨船 75.dry bulk cargo 散裝干貨 76.limestone 石灰石 77.bauxite 礬土 78.gypsum 石膏

79.Great Lakes（美國）大湖 80.petroleum 石油

81.chemicals 化學(xué)制（產(chǎn)）品 82.molasses 糖漿

83.liquefied gas 液化氣體 84.molten sulfur 熔態(tài)硫 85.conning station 駕駛室

86.ore hold 礦砂艙 87.空

88.engine room 機(jī)艙

89.liquid bulk carrier 液體散貨船

90.combination bulk carrier 混裝散貨船 91.ocean-going ore carrier 遠(yuǎn)洋礦砂船 92.lane 航道（線）93.tanker 油船 94.crude oil 原油

95.anhydrous ammonia 無水氨 96.natural gas 天然氣

97.passenger-cargo ship 客貨船 98.tourist 旅游者 99.freight-rate 運(yùn)費(fèi)率

100.carriage 裝（載）運(yùn)，車輛 101.stateroom 客艙 102.suite 套間

103.living room 臥室 104.veranda 陽臺 105.lounge 休息室

106.cocktail room 酒吧間

107.card and game room 牌戲娛樂室 108.foundering 沉沒 109.capsizing 傾覆 110.abandoning 棄船 111.emergency 應(yīng)急

112.installation 裝置，運(yùn)載工具 113.vehicle 車輛，運(yùn)載工具 114.gantry crane 門式起重機(jī) 115.container cell 集裝箱格柵 116.siporter 橫向裝卸機(jī)

117.rolled on and off 滾進(jìn)滾出 118.side port 舷門

119.cargo elevator 運(yùn)貨升降機(jī) 120.conveyor 輸送機(jī)

Additional Terms and Expressions 1.2.3.4.transport ship 運(yùn)輸船 general cargo ship 雜貨船 liquid cargo ship 液貨船 refrigerated ship 冷藏船

5.6.7.8.working ship 工程船

ocean development ship 海洋開發(fā)船 dredger 挖泥船

floating crane/derrick boat 起重船 9.salvage vessel 救撈船 10.submersible 潛水器 11.ice-breaker 破冰船 12.fisheries vessel 漁業(yè)船 13.trawler 拖網(wǎng)漁船

seine netter 圍網(wǎng)漁船 14.harbour boat 港務(wù)船 15.supply ship 供應(yīng)船 16.pleasure yacht 游艇

17.hydrofoil craft 水翼艇 18.air-cushion vehicle 氣墊船

hovercraft 全墊升氣墊船 19.catamaran 雙體船 20.concrete ship 水泥船

21.fiberglass reinforced plastic boat 玻璃鋼

艇

Notes to the Text

1.unless 連接詞，作“如果不”，“除非”解釋，例如：

An object remain at rest or moves in a straight line unless a force acts upon it.一個物體如無外力作用，它將繼續(xù)保持靜止或作直線運(yùn)動。

In this book the word is used in its original sense unless(it is)otherwise sated.本書內(nèi)，這個詞按其意采用，除非另有說明。2.“to and from 名詞”或“from and to +名詞” 后面的名詞委前面兩個介詞公用，可譯作“來回于（名詞）之間”。

3.with a broad interpretation 具有廣泛的意思

under this heading 屬于這個范疇

4.barge 和lighter 一般都可以譯作駁船，但barge 往往指貨物經(jīng)過較長距離運(yùn)輸?shù)竭_(dá)某一目的地，故譯作“駁船”，而lighter 旨在港口或近距離內(nèi)起到裝卸貨物的聯(lián)絡(luò)作用，故譯作“駁船”。

5.in additional to or in place of lighters 是in addition to lighters or in place of lighters 的省略形式，翻譯成中文時，不一定能省略。

6.“by far +形容詞（或副詞）的最高級或比較及”具有“遠(yuǎn)遠(yuǎn)，非常，最?，或?得多”的意思。例：

by far the fastest 最快的

by far faster than A 遠(yuǎn)比A快（比A 快得多）

By far the most common type of fixed offshore structure in existence today is the template, or jacket, structure illustrated in Fig 1.1.現(xiàn)今最普遍采用的固定平臺型式是圖1.1所示的導(dǎo)管架平臺。

7.the SOLAS regulations 系指國際海上人命安全公約規(guī)則，幾乎所有海運(yùn)國家都要遵守這些規(guī)則。其中的“SOLAS”為“International Convention for the Safety Of Life At Sea‖的縮寫。Lesson Four

Ship Design

The design of a ship involves a selection of the features of form, size, proportions, and other factors which are open to choice, in combination with those features which are imposed by circumstances beyond the control of the design naval architect.Each new ship should do some things better than any other ship.This superiority must be developed in the evolution of the design, in the use of the most suitable materials, to the application of the best workmanship, and in the application of the basic fundamentals of naval architecture and marine engineering.As sips have increased in size and complexity, plans for building them have became mare detailed and more varied.The intensive research since the period just prior to World War 2 has brought about many technical advances in the design of ships.These changes have been brought about principally by the development of new welding techniques, developments in main propulsion plants, advances in electronics, and changes in materials and methods of construction.All ships have many requirements which are common to all types, whether they are naval, merchant, or special-purpose ships.The first of such requirements is that the ship must be capable of floating when carrying the load for which it was designed.A ship floats because as it sinks into the water it displaces an equal weight of water, and the pressure of the water produces an upward force, which is called the buoyancy force is equal to the weight of the water displaced by the ship and is called the displacement.Displacement is equal to the underwater volume of the ship multiplied by the density of the water in which it is gloating.When floating in still water, the weight of the ship, including everything it carries, is equal to the buoyancy or displacement.The weight of the ship itself is called the light weight.This weight includes the weight of the hull structure, fittings, equipment, propulsion machinery, piping and ventilation, cargo-handling equipment and other items required for the efficient operation of the ship.The load which the ship carries in addition to its own weight is called the deadweight.This includes cargo, passengers, crew and effects, stores, fresh water, feed water for the boilers incase of steam propelling machinery, and other weights which may be part of the ships international load.The sum of all these weights plus the lightweight of the ship gives the total displacement;that is

Displacement = lightweight + deadweight

One of the first things which a designer must do is to determine the weight and size of the ship and decide upon a suitable hull form to provide the necessary buoyancy to support the weight that has been chosen.Owner’s requirements

Ships are designed, built, and operated to fulfill, the requirements and limitations specified by the operator and owner.These owner‘s requirements denote the essential considerations which are to form the basis for the design.They may be generally stated as(1)a specified minimum deadweight carrying capacity,(2)a specified measurement tonnage limit,(3)a selected speed at sea, or a maximum speed on trial, and(4)maximum draft combined with other draft limitations.In addition to these general requirements, there may be a specified distance of travel without refueling and maximum fuel consumption per shaft horsepower hour limitation, as well as other items which will influence the basic design.Apart from these requirements, the ship owner expects the designer to provide a thoroughly efficient ship.Such expectations include(1)minimum displacement on a specified deadweight carrying capacity,(2)maximum cargo capacity on a minimum gross tonnage,(3)appropriate strength of construction,(4)the most efficient type of propelling machinery with due consideration to weight, initial cast, and cost of operation,(5)stability and general seaworthiness, and(6)the best loading and unloading facilities and ample accommodations for stowage.Design procedure

From the specified requirements, an approach is made to the selection of the dimensions, weight, and displacement of the new design.This is a detailed operation, but some rather direct approximations can be made to start the design process.This is usually done by analyzing data available from an existing ship which is closely similar.For example, the design displacement can be approximated from the similar ship‘s known deadweight of, say, 11790 tons and the known design displacement of 17600 tons.From these figures, a deadweight-displacement ratio of 0.67 is obtained.Thus, if the deadweight for the new design is, for example, 10000 tons, then the approximate design displacement will 10,000/0.67 or 15000 tons.This provides a starting point for the first set of length, beam, and draft dimensions, after due consideration to other requirements such as speed, stability, and strength.Beam is defined as the extreme breath of a ship at its widest part, while draft is the depth of the lowest part of the ship below the waterline.Length and speed These factors are related to the hull form, the propulsion machinery, and the propeller design.The hull form is the direct concern of the naval architect, which the propulsion machinery and propeller design are concern.The naval architect has considerable influence on the final decisions regarding the efficiency, weight, and size of the propeller, as both greatly influence the design of the hull form.Speed has an important influence on the length selected for the ship.The speed of the ship is related to the length in term of the ratio V/

L, where V is the speed in knots and L is the effective waterline length of the ship.As the speed-length ratio increases, the resistance of the ship increases.Therefore, in order to obtain an efficient hull form from a resistance standpoint, a suitable length must be selected for minimum resistance.Length in relation to the cross-sectional area of the underwater form(the prismatic coefficient), is also very important insofar as resistance is concerned.Fast ships require fine(slender)forms or relatively low fullness coefficients as compared with relatively slow ships which may be designed with fuller hull forms.Beam and stability

A ship must be stable under all normal conditions of loading and performance at sea.This means that when the ship is inclined from the vertical by some external force, it must return to the vertical when the external force is removed.Stability may be considered in the transverse or in the longitudinal direction.In surface ship, longitudinal stability is much less concern than transverse stability.Submarines, however, are concerned with longitudinal stability in the submerged condition.The transverse stability of a surface ship must be considered in two ways, first at all small angles of inclination, called initial stability, and second at large angles of inclination.Initial stability depends upon two factors,(1)the height of the center gravity of the ship above the base line and(2)the underwater form of the ship.The center of gravity is the point at which the total weight of the ship may be considered to be concentrated.The hull form factor governing stability depends on the beam B, draft T, and the proportions of the underwater and waterline shape.For a given location of the center of gravity, the initial stability of the ship is proportional to B2/T.Beam, therefore, is a primary factor in transeverse stability.At large angles of heel(transeverse inclination)freeboard is also an important factor.Freeboard is the amount the ship projects above the waterline of the ship to certain specified decks(in this case, to the weatherdeck to which the watertight sides extend).Freeboard affects both the size of the maximum righting arm and the range of the stability, that is the angle of inclination at which the ship would capsize if it were inclined beyond that angle.5 Depth an strength

A ship at sea is subjected to many forces because of the action of the waves, the motion of the ship, and the cargo and other weights, which are distributed throughout the length of the ship.These forces produces stresses in the structure, and the structure must be of suitable strength to withstand the action.The determination of the minimum amount of material required for adequate strength is essential to attaining the minimum weight of the hull.The types of structural stress experienced by a ship riding waves at sea are caused by the unequal distribution of the weight and buoyancy throughout the length of ship.The structure as a whole bends in a longitudinal plane, with the maximum bending stresses being found in the bottom and top of the hull girder.Therefore, depth is important because as it is increased, less material is required in the deck and bottom shell.However, there are limits which control the maximum depth in terms of practical arrangement and efficiency of design.(From ―McGraw-Hill Encyclopedia of science and Technology‖, Vol.12, 1982)

Technical Terms

1.form 船型，形狀，格式 22.distance of travel 航行距離 2.proportion 尺度比，比例 23.refueling 添加燃料 3.workmanship 工藝質(zhì)量 24.consumption 消耗 4.basic fundamentals 基本原理 25.initial cost 造價 5.marine engineering 輪機(jī)工程 26.cost of operation 營運(yùn)成本 6.intensive 精致的 27.unloading facility 卸貨設(shè)備 7.propulsion plants 推進(jìn)裝置 28.cross sectional area 橫剖面面積 8.naval ship 軍艦 29.fineness 纖瘦度 9.special-purpose ship 特殊用途船 30.prismatic coefficient 菱形系數(shù) 10.buoyancy 浮力 31.slender 瘦長（型）11.fittings 配/附件 32.beam 船寬 12.piping 管路 33.inclined 傾斜的 13.ventilation 通風(fēng) 34.external force 外力 14.cargo-handing equipment 貨物裝卸裝35.surface ship 水面船舶

置 36.submarine 潛水艇 15.crew and effects 船員及自身物品 37.submerged condition 潛水狀態(tài) 16.stores 儲藏物 38.initial stability 初穩(wěn)性 17.fresh water 淡水 39.weather deck 樓天甲板 18.feed water 給水 40.righting arm 復(fù)原力臂 19.boiler 鍋爐 41.capsize 傾復(fù) 20.measurement(噸位)丈量，測量 42.stress 應(yīng)力 21.trial 試航，試驗 43.unequal distribution 分布不相等 44.longitudinal plane 縱向平面 45.hull girder 船體梁

AdditionalTerms and Expressions

1.tentative design 方案設(shè)計 2.preliminary design 初步設(shè)計 3.technical design 技術(shù)設(shè)計 4.working design 施工設(shè)計 5.basic design 基本設(shè)計

6.conceptual design 概念設(shè)計 7.inquire design 咨詢設(shè)計 8.contract design 合同設(shè)計 9.detailed design 詳細(xì)設(shè)計 10.finished plan 完工圖

11.hull specification 船體說明書 12.general specification 全船說明書 13.steel weight 鋼料重量

14.outfit weight（木作）舾裝重量 15.machinery weight 機(jī)械重量 16.weight curve重量曲線

17.weight estimation 重量估計

18.cargo capacity 貨艙容積

19.bale cargo capacity 包裝艙容積 20.bulk cargo capacity 散裝貨容積 21.bunker capacity 燃料艙容積 22.capacity curve 容積曲線 23.capacity plan 容量（積）圖 24.stowage factor 積載系數(shù)

25.homogenuous cargo 均質(zhì)貨物 26.gross tonnage 總噸位 27.net tonnage 凈噸位

28.tonnage capacity 量噸容積 29.tonnage certificate 噸位證書

30.displacement length ratio 排水量長度比 31.accommodation 居住艙室 32.ice strengthening 冰區(qū)加強(qiáng) 33.drawing office 制圖室 34.drafting room 制圖室

Notes to the Text 1.A ship floats because as it sinks into the water it displace an equal weight of water, and pressure of the water produces an upward force which is called buoyancy.這是一個復(fù)合句。

從because開始至句末均屬原因狀語從句，它本身也是一個復(fù)合句，包含有以下從句：

as it sinks into the water 為整個原因狀語從句中的時間狀語從句;

it displaces an equal weight of water, and pressure of the water produces an upward 為整個原因狀語從句中的兩個并列的主要句子；

which is called buoyancy 為定語從句，修飾an upward force.2.In addition to 除……以外（還包括……）

例：In addition to these general requirements, … 除了這些一般要求外，還有……

而在The load which the ship carries in addition to its own weight is called the deadweight中的in addition to 應(yīng)理解成“外加在它本身重量上的”，故應(yīng)譯為“本身重量除外（不包括本身重量）。

3.插入語，相當(dāng)于 for example.一般在口語中用得比較多。

4.注意 ―ton‖, ―tonne‖, 和 ―tonnage‖ 三個詞的區(qū)別。ton和tonne一般用來表示船舶的排水量和載重量，指重量單位。其中ton可分long ton(英噸)和 short ton(美噸)，而tonne為公噸；tonnage 是登記噸，表征船舶容積的一種單位。

5． …the angle of inclination at which the ship would capsize if it were inclined beyond that angle.從at 開始至句末是一定語從句，修飾angle, 而該從句本身又由一個帶虛擬語氣的主從復(fù)合句所構(gòu)成。因為假設(shè)的條件不會發(fā)生，或發(fā)生的可能性非常小，所以主句和從句中的謂語動詞都采用虛擬語氣。

Lesson Five

General Arrangement

1.1 Definition The general arrangement of a ship can be defined as the assignment of spaces for all the required functions and equipment, properly coordinated for location and access.Four consecutive steps characterize general arrangement;namely, allocation of main spaces, setting individual space boundaries, choosing and locating equipment and furnishing within boundaries, and providing interrelated access.These steps progress from overall to detail considerations, although there is some overlapping.Generally, particular arrangement plans are prepared for conceptual, preliminary, contract, and working plan stages.The data for early stages come into first experience, and the degree of detail increases as the design progresses.It has often been said that ship design is inevitably a compromise between various conflicting requirements, and it is in formulation of the general arrangement that most of the compromises are made.Ship design requires a melding of many arts and sciences, and most of this melding occurs in the general arrangement.The designer considers the demands for all the functions and subfunctions of the ship, balances the relative types and importance of the demands, and attempts to arrive at an optimum coordinate relationship of the space assignments within the ship hull.The general arrangement, then, represents a summary or integration of information from other divisions and specialties in the ship design, to provide all the necessary functions of the ship in the most efficient and economical way from an overall viewpoint.The efficient operation of a ship depends upon the proper arrangement of each separate space and the most effective interrelationships between all spaces.It is important that the general arrangement be functionally and economically developed with respect to factors that affect both the construction and operation cost, especially the manpower required to operate the ship.Many other divisions of ship design provide the feed-in for the general arrangement, such as structure, hull engineering(hatch covers, cargo handling, etc), scientific(weights, stability, and lines), engineering(machinery, uptakes), and specifications.1.2 Function of ship

In this chapter, consideration of ship type is restricted to those whose function is to transport something for economic profit;in other words, commercial transportation.Such ship types may be subdivided in accordance with material to be transported;e.g., general cargo, bulk cargo, vehicles, passengers, etc.General cargo ships may further be subdivided in accordance with the form in which the general cargo is transported;e.g.break-bulk, containers, standardized pallets, roll-on/roll-off, etc.Bulk cargo ships may be subdivided into liquid bulk types and solid bulk types, or combinations of these, and, of course, may be further subdivided for specific liquids and solid bulks.Vehicle ships would include ferryboats and ships for the transoceanic delivery of automobiles, trucks, etc.Passengers can be carried in ships designed primarily for that purpose, as well as in any of the aforementioned types.Therefore, even after ship types are limited to those for Commercial transportation, they can have widely diverse functions.However, the common objective of the general arrangement in each case is to fulfill the function of the ship n the most economical manner;in other words develop a ship which will transport cargo at the least unit cost.This dual aspect of function cost is actually the force which has give rise to special ship types, many of which have been created in the last few years.The reason for this may be seen in a comparative annual cost break-bulk cargo ship fleet and a container ship fleet designed to carry the same cargo ,as estimated in ref[1].Conventional

Break-bulk

container

Fleer

Ship Fleet Capital……………………………………………………………..$2,370,000….$ 2,940,000 Operating…………………………………………………………….4,550,000

3,550,000 Cargo handing………………………………………………………22,900,000

4,920,000 Terminal allocation………………………………………………….1200,000

1,200,000 Overhead and allocations……………………………………………2,20,000

2200000 Total transportation cost …………………………………………….$33,220,000 $14,810,000 Cost per long ton of cargo transported………………………………$4,920

$2,190 It is the implication of such cost figures that gave rise to a rapid growth in the container ship type.Some such similar sets of cost figures, comparing different ways to accomplish the same function, explain the growth of any special ship type.The problems of general arrangement, then, are, associated with the function of the ship and generally fifer according to ship type.The arrangements of all types, however, have certain things in common.For example, the problems of accommodation and propulsion machinery arrangements are generally similar, although the different ship types impose different limitations.1.3

Ship as a system.In analyzing any tool or implement which has a functional-economic aspect, it is convenient to consider that tool as a system made up of a group of subsystems.By this approach, each subsystem may be analyzed separately, and its components and characteristics selected for optimum function and economics;then the subsystems may be combined to form the compatible system.Of course the subsystems must be compatible and the sum of their functions must equal the complete system function, just as the sum of their cists must equal the complete system costs.A ship which is a structural-mechanical tool or implement may be considered as a system for the transportation of goods or people ,across a body of water, from one marine terminal to another.The complete system is broken down into subsystems which generally must include, as a minimum, subsystems for:

? Enclosing volume for containing cargo and other contents of ship and providing buoyancy to support cargo and other weights(hull envelope).? Providing structure for maintaining watertight integrity of enclosed volume and supporting cargo and other contents of ship against static and dynamic forces and primary strength of the hull girder(structure).? Transporting cargo from pier to ship and stowing it aboard ship(cargo handling and stowage).? Propelling ship at various speeds(machinery and control).? Controlling direction of ship(steering).? Housing and supporting human components of system(accommodations).Providing safety in event of accident(watertight subdivision, fire control, etc.).The general arrangement is largely developed by consideration of the requirement of each system, which are balanced, weighed, and combined into a complete system.However, the development of the general arrangement is not completely compatible with the system approach, because a general arrangement is a diagram of space and location, which may be minor aspects of certain subsystems.For example, some sub-subsystems occupy practically no space and do not appear on a general arrangement plan.Although this chapter will not go further with the system approach than is warranted by the subject of “general arrangement‖, it should be noted that each of the foregoing subsystems may be further broken down into second-degree subsystems(or sub-subsystems)and these in turn may be further broken down.The complete ship itself is, of course, a subsystem of larger system for the transportation of goods or people from any point on earth to any other point.1.4 The Problem and the approach

The first step in solving the general arrangement problem is locating the main spaces and their boundaries within the ship hull and superstructure.They are:

Cargo spaces

Machinery spaces

Crew, passenger, and associated spaces

Tanks

Miscellaneous

At the same time, certain requirements must be met, mainly:

Watertight subdivision and integrity

Adequate stability

Structural integrity

Adequate provision for access

As stated in the foregoing, the general arrangement is evolved by a gradual progress of trial, check and improvement.As for any other problem, the first approach to a solution to the general arrangement must be based on a minimum amount of information, including: ? Required volume of cargo spaces, based on type and amount of cargo.? Method of stowing cargo and cargo handling system.? Required volume of machinery spaces, based on type of machinery and ship.? Required volume of tankage, mainly fuel and clean ballast, based on type of fuel, and cruising range.? Required standard of subdivision and limitation of main transverse bulkhead spacing.? Approximate principal dimensions(length, beam, depth, and draft).? Preliminary lines plan.The approximate dimensions and lines plan are base on a preliminary summation of the required volumes for all the aforementioned contents of the ship, a preliminary, estimate of all the weights in the ship, a selection of the proper hull coefficients for speed and power, and adequate freeboard and margin line for subdivision and stability.From the lines plan and margin line, a curve of sectional areas along the length of the ship and a floodable length curve may be made.The first general arrangement layout to allocate the main spaces is based on the foregoing information.Peak oulkheads and inner bottom are established in accordance with regulatory body requirements.Other main transverse bulkheads are located to satisfy subdivision requirements, based on preliminary floodable length curves.Decks are located to suit the requirements.Allowance for space occupied by structure must be deducted in arriving at the resulting net usable volumes and the clear deck heights.Usually, in the first approach, several preliminary general arrangements are laid out in the form of main space allocations, boundaries, and subdivisions.These are checked for adequacy of volumes, weights and stability, and the changes to be made in the preliminary lines to make these features satisfactory.At this point, certain arrangements may be dropped, either because they are not feasible or are less efficient than other arrangements.The general arrangement process then continues into more refined stages ,simultaneously with the development of structure, machinery layout, and calculations of weights, volumes, floodable length, and stability（intact and damaged）.The selection of one basic arrangement may cone early in the process, or may have to be delayed and based on a detailed comparison of ―trade-offs.‖ In any case, the selection is usually made in consultation with the owner so that consideration may be given to his more detailed knowledge of operating problems.（From “Ship Design and Construction” by D‘ Arcangelo, 1969）

Technical Terms

1.general arrangement 總布置 29.profit 利益 2.assignment 指定，分配 30.annual cost 費(fèi)用 3.space 處所，空間 31.breakdown 細(xì)目 4.access 通道，入口

32.terminal allocation 碼頭配置費(fèi) 5.allocation 分配，配置 33.overhead 管理費(fèi)，雜項開支 6.furnishings 家具 34.component(組成)部分，分量 7.conceptual(design)概念（設(shè)計）35.characteristic 特性 8.preliminary(design)初步（設(shè)計）36.mechanical 機(jī)械的 9.contract(stage)合同（階段）37.goods 貨物 10.working plan 施工圖 38.marine terminal 港口，碼頭 11.formulation 公式化，明確表達(dá) 39.enclosing volume 密（圍）閉容積 12.melding 融合 40.hull envelope 船體外殼 13.optimum 最佳 41.primary strength 總強(qiáng)度 14.coordinate relationship 協(xié)調(diào)關(guān)系

42.stowage 配載 15.summary 綜合，摘要 43.housing 容納 16.integration 綜合，積分 44.diagram 圖 17.division 部分，劃分 45.superstructure 上層建筑 18.efficient and economical way 有效和46.machinery space 機(jī)艙

經(jīng)濟(jì)的方式 47.miscellaneous(其他)雜用艙室 19.speciality 專業(yè) 48.watertight subdivision 水密分艙 20.feed-in 送進(jìn)，提供 49.integrity 完整性 21.specifications 各種技術(shù)條件，說明書 50.tankage 液艙，容量（積）22.uptake 煙道 51.clean ballast 清潔壓載 23.commercial transportation 商業(yè)運(yùn)輸 52.lines plan 型線圖 24.solid(liquid)bulk type 固體（液體）53.crusing range 巡航范圍

散裝型 54.margine line 限界線 25.ferryboat 渡船 55.floodable length curve 可浸長度曲線 26.transoceanic 渡（遠(yuǎn)）洋的 56.layout（設(shè)計，布置）草圖 27.automobile汽車 57.peak bulkhead 尖艙艙壁 28.aforementioned(a.m.)上述的 58.regulatory body 主管機(jī)構(gòu)（關(guān)）59.intact stability 完整穩(wěn)性 60.trade-off 權(quán)衡，折衷

61.consultation 協(xié)商

Additional Terms and Expressions

1.interior arrangement 艙室布置

2.stairway and passageway arrangement 梯道及走道布置

3.interior/exterior passageway 內(nèi)/外走道 4.bridge deck 駕駛甲板 5.compass deck 羅經(jīng)甲板 6.boat deck 艇甲板

7.promenda deck 游步甲板

8.accommodation deck 起居甲板 9.vehicle deck 車輛甲板

10.winch platform 起貨機(jī)平臺 11.wheel house 駕駛室 12.chart room 海圖室 13.radio room 報務(wù)室 14.electric room 置電室 15.mast room 桅室

16.caption‘s room 船長室 17.crew‘s room 船員室 18.cabin 客艙

19.main engine control room 主機(jī)操縱室 20.auxiliary engine room 副機(jī)艙

21.boiler room 鍋爐間

22.steering engine room 舵機(jī)艙 23.workshop 機(jī)修間 24.store 貯藏室

25.fore/aft peak 首/尾尖艙

26.topside/bottomside tank 頂邊/底邊艙 27.wing tank 邊艙

28.steering gear 操舵裝置

29.anchor and mooring arrangement 錨泊和

系纜設(shè)備

30.howse pipe 錨鏈筒 31.chain locker 錨鏈艙

32.closing appliances 關(guān)閉設(shè)備 33.hatch cover 艙口蓋

34.lifesaving equipment/appliance 救生設(shè)備 35.mast 桅 36.rigging 索

37.bollard 雙柱帶纜柱 38.bitt 帶纜樁 39.fairlead 導(dǎo)纜鉤

Notes to the Text

1.It is in formulation of the general arrangement that most of the compromises are made.這是“it is … that … ”強(qiáng)調(diào)句型，強(qiáng)調(diào)in formulation of the general arrangement.in formulation of 原意為“在……的表達(dá)中”，現(xiàn)意譯為“體現(xiàn)在……中”。

2.It is important that the general arrangement be functionally and economically developed…

這是虛擬語氣形式的句型，在that 從句中采用原形動詞。類似的句型還有：

It is desired/suggested/requested that……

It is necessary that …

有時It is essential that …也用虛擬語氣。3.hull engineering 為“船舶設(shè)備”之意 4.scientific 原意為“科學(xué)的”，現(xiàn)根據(jù)上下文意譯成“船舶性能”。5.at the least unit cost 以最小的單價 6.a long ton 一英噸（=2240磅）

a short ton 一美噸（=2000磅）

7.any tool or implement 在這里implement 和tool 基本上同義，幫or 后面的名詞在翻譯時可以省略不譯。

8.across a body of water 穿過一段水路/一個水域

9.aboard ship和 on board ship, 以及on board a(the ship)都為“在船上”之意。

10.Although this chapter will not go further with the system approach than is warranted by the subject of ―general arrangement‖.這個讓步狀語從句中包含有比較狀語從句。than 后面的主語（this chapter）被省略掉了。其中的is warranted 原意為“補(bǔ)認(rèn)為是合理（或正當(dāng)）的”，整個從句可翻譯成：“雖然這一章只限于‘總布置’這個主題，而不再進(jìn)一步討論系統(tǒng)處理方法”。

Lesson Six

Ship Lines The outside surface of a ship is the surface of a solid with curvature in two directions.The curves which express this surface are not in general given by mathematical expressions, although attempts have been made from time to time to express the surface mathematically.It is necessary to have some drawing which will depict in as detailed a manner as possible the outside surface of the ship.The plan which defines the ship form is known as a ‘line plan‘.The lines plan consists of three drawings which show three sets of sections through the form obtained by the intersection of three sets of mutually orthogonal planes with the outside surface.Consider first a set of planes perpendicular to the centre line of the ship.Imagine that these planes intersect the ship form at a number of different positions in the length.The sections obtained in this way are called ?body section‘ and are drawn in what is called the ?body sections‘ as shown in Figure 1*.When drawing the body plan half-sections aft of amidships（the after body sections）are drawn on one side of the centre line and the sections forward of amidships(the fore body sections)are drawn on the other side of the center line.It is normal to divide the length between perpendiculars into a number of divisions of equal length(often ten)and to draw a section at each of these divisions.Additional sections are sometimes drawn near the ends where the changes in the form become more rapid.In merchant ship practice the sections are numbered from the after perpendicular to the forward perpendicular —thus a.p.is 0 and f.p.is 10 if there are ten divisions.The two divisions of length at the ends of the ship would usually be subdivided so that there would be sections numbered 1/2, 11/2, 81/2, and 91/2.Sometimes as many as 20 divisions of length are used, with possibly the two divisions at each end subdivided, but usually ten divisions are enough to portray the form with sufficient accuracy.Suppose now that a series of planes parallel to the base and at different distances above it are considered.The sections obtained by the intersections of these planes with the surface of the ship are called ?waterlines‘ or sometimes ?level lines‘.The lines are shown in Figure 1.The waterlines like the body sections are drawn for one side of the ship only.They are usually spaced about, 1m(3-4ft)apart, but a closer spacing is adopted near the bottom of the ship where the form is changing rapidly.Also included on the half breadth plan is the outline of the uppermost deck of the ship.A third set of sections can be obtained by considering the inter-section of a series of vertical planes parallel to the centre line of the ship with the outside surface.The resulting sections are shown in a view called the ?sheer profile‘ see Figure 1 and are called ?buttocks‘ in the after body and ?bow lines‘ in the fore body or often simply ?buttocks‘.The buttocks like the waterlines will be spaced 1m(3-4ft)apart.On the sheer profile the outline of the ship on the centre line is shown and this can be regarded as a buttock at zero distance from the centre line.The three sets of sections discussed above are obviously not independent of one another, in the sense that an alteration in one will affect the other two.Thus, if the shape of a body section is altered this will affect the shape of both the waterlines and the buttocks.It is essential when designing the form of the ship that the three sets of curves should be ?fair‘ and their interdependence becomes important in this fairing process.What constitutes a fair curve is open to question.But formerly the fairing process was done very largely by eye.Nowadays the lines plan is often faired by some mathematical means which will almost certainly involve the use of the computer.However the fairing process is carried out the design of the lines of a ship will normally start by the development of an approximate body plan.The designer when he has such a body plan will then lift offsets for the waterlines and will run the waterlines in the half-breadth plan.This means drawing the best possible curves through the offsets which have been lifted from the sections, and this is done by means of wooden or plastics battens.If it is not possible to run the waterlines through all the points lifted from the body plan then new offsets are lifted from the waterlines and new body sections drawn.The process is then repeated until good agreement is obtained between waterlines and body sections.It is then possible to run the buttocks, and to ensure that these are fair curves it may be necessary to adjust the shape of body sections and waterlines.The process of fairing is usually done in the drawing office on a scale drawing.It is clear that a much more accurate fairing of the form is necessary for production purposes in particular, and this used to be done in the mould loft of the shipyard full size.The procedure was for the drawing office to send to the mould loft office from the lines as faired in the office and they were laid out full size on the loft floor.A contracted scale was adopted for the length dimension but waterline and section breadths and buttock heights were marked out full size.The same process of fairing was then adopted as used in the office, the fairing being done by using wood battens of about 25mm square section pinned to the loft floor by steel pins.To save space the waterlines and buttocks in the forward and after bodies were overlapped in the forward and after bodies were overlapped in the length direction.This type of full scale fairing enabled sections, waterlines and buttocks to be produced which represented the desired form with considerable accuracy.From the full scale fairing, offsets were lifted which were returned to the drawing office and made the basis of all subsequent calculations for the ship, as will be seen later.A more recent development has been the introduction of 1/10 scale lofting, which can be done in the drawing office, and the tendency has been to dispense with full scale loft work.Several methods have also been developed for the mathematical fairing of ship forms and linking this up with production processes.Discussion of these topics, however, is outside the scope of this work..The lines drawn on the lines plan representing the ship form are what are called ―moulded lines‖, which may be taken to represent the inside of the plating of the structure.The outside surface of the ship extends beyond the moulded lines by one thickness of shell plating in an all welded ship.When riveting was put on in a series of ―in‖ and ―out‖ strakes.In this case the outsides surface of the ship extended two thicknesses of plating beyond the moulded lines in way of an outside strake and one thickness beyond the moulded lines in way of an inside strake.Actually the outside surface would be rather more than one thickness or two thicknesses of plating, as the case may be beyond the moulded line in places where there is considerable curvature of the structure, as for example at the ends of the ship or below the level of the bilge.In multiple screw merchant ships it is customary to enclose the wing shafts in what is called a ―shaft bossing‖.This consists of plating, stiffened by frames and extending from the point where the shafts emerge from the ship and ending in a casting called a ―shaft bracket‖.The bossing is usually faired separately and added on to the main hull form.The bossing is treated as an appendage.In many ships of the cross section does not change for an appreciable distance on either side of amidships.This portion is called the ―parallel middle body‖ and may be of considerable extent in full slow ships but may not exist at all in fine fast ships.Forward of the parallel middle the form gradually reduces in section towards the bow and in like manner the form reduces in section abaft the after end of the parallel middle.These parts of the form are called respectively the ―entrance‖ and the ―run‖ and the points where they join up with the parallel middle are referred to as the ―forward‖ and ―after shoulders‖.(From ―Naval Architecture for Marine Engineering‖ by W.Muckle, 1975)

Technical terms

1.ship lines 船體線型 21.drawing office 制圖/設(shè)計室 2.ship form 船體形狀 22.mould loft 放樣間 3.mathematical expressions 數(shù)學(xué)表達(dá)式 23.full size 實(shí)尺（1：1）4.drawing 圖，拉延 24.loft floor 放樣臺 5.lines plan 型線圖 25.contracted scale 縮尺 6.orthogonal plan 正交平面 26.lofting 放樣 7.body section 橫剖面 27.steel pin 鐵釘 8.body plan 橫剖線圖 28.mathematical fairing of ship form 船體9.symmetry 對稱 數(shù)學(xué)光順法 10.water lines /level lines 水線，水平型線 29.screw 螺旋槳，螺釘 11.half breadth plan 半寬水線圖 30.wing shaft 側(cè)軸 12.view 視圖，觀察 31.shaft bossing 軸包套 13.sheer profile 側(cè)視圖，縱剖線圖 32.casting 鑄件 14.buttocks 后體縱剖線 33.shaft bracket 軸支架 15.bow line 前體縱剖線 34.appendage 附屬體 16.after/fore body 后/前體 35.parallel middle body平行中體 17.alteration 修改，變更 36.full slow ship 豐滿的低速船 18.fairing process 光順過程 37.fine fast ship 尖瘦的快速船 19.offsets 型值 38.entrance 進(jìn)流端入口

to lift offsets 量取型值 39.run 去流端，運(yùn)行，流向 20．Wooden/plastics battern 木質(zhì)/塑料壓條 40.forward/after shoulder 前/后肩

Additional Terms and Expressions

1.grid 格子線 4.station ordinate 站線 2.ordinate station 站 5.finished/returned offsets 完工型值 3.midstation 中站 6.table of offsets 型值表 7.diagonal 斜剖線 11.preliminary offsets 原始型值 8.keel line 龍骨線 12.mathematical lines 數(shù)學(xué)型線 9.rake of keel, designed drag 龍骨設(shè)計斜13.mathematical fairing of lines 型線數(shù)學(xué)光度 順法 10.knuckle line 折角線

Notes to the Text

1.in as detailed a manner as possible 相當(dāng)于 in a manner as detailed as possible, 閱讀和翻譯科技原文時，應(yīng)注意這類不一般的語序。

2.關(guān)系詞what可引出主語從句，表語從句等。例如：…in what is called the ‘body plan’及…in what is called a ‘shaft bossing’中的what從句作為介詞in的賓語從句。

What constitutes a fair curve is open to question…中的what從句為主語從句。

The lines drawn on… are what are called moulded lines 中的what 從句為表語從句。3.When drawing the body plan half-sections only are shown because of the symmetry of the ship.When drawing the body plan 是省略了主語和謂語一部分（to be）的時間裝語從句，盡管從句和主句的主語并不一致。這種省略方法似乎與一般的英語語法規(guī)律有矛盾，但在科技文獻(xiàn)中較常見，其原因是這類省略不會引起讀音的誤解。

4.a.p.和f.p.分別為after perpendicular(尾垂線)和forward perpendicular(首垂線)的縮寫。5.Also included on the half-breadth plan is the outlines of the uppermost deck of the ship.這是依據(jù)倒裝句，為了突出情調(diào)部分，此句中的also included on the half breadth plan 這部分移至句首，主語the outline of…反而置于句末。

6.on a scale of 1/4 in to 1 ft or on 1/50 scale 以一個1/4英寸代表1英尺的比例尺（即1：48）或1:50的比例尺。

7.The procedure was for the drawing office to the mould loft offsets from the lines as faired in the office and they were laid out full size on the loft floor.for the drawing office to send….是‖for+名詞+不定式‖結(jié)構(gòu)，在句中作表語。For后面的the drawing office 可看作不定式的邏輯主語。

Offsets 是不定式to send 的賓語。由于它后面有一個較長的介詞短語from the line(其后面又有as faired in ….On the loft floor 修飾the line)加以修飾，為了句子結(jié)構(gòu)平衡的需要，被移至介語短語to the mould loft(作為地點(diǎn)狀語用)之后。8.in way of….在…部位，在….處

這一組合介詞在造船和海洋工程英語中用得較普遍。例：The structural strength of a ship in way of the engine and boiler space demands special attention the designer.機(jī)爐艙部位的船體輕度要求設(shè)計人員給予特別的注意。

The thickness of upper shell plating should be increased in way of the break.船樓端部處的上層殼板厚度應(yīng)該增加。/ 9.as the case may be 按情況而定。

Lesson Seven

Ship Equilibrium, Stability and Trim

The basis for ship equilibrium

Consider a ship floating upright on the surface of motionless water.In order to be at rest or in equilibrium, there must be no unbalanced forces or moments acting on it.There are two forces that maintain this equilibrium(1)the force of gravity, and(2)the force of buoyancy.When the ship is at rest, these two forces are acting in the same perpendicular line, and , in order for the ship to float in equilibrium, they must be exactly equal numerically as well as opposite in direction.The force of gravity acts at a point or center where all of the weights of the ship may be said to be concentrated: i.e.the center of gravity.Gravity always acts vertically downward.The force of buoyancy acts through the center of buoyancy, where the resultant, of all of the buoyant forces is considered to be acting.This force always acts vertically upward.When the ship is heeled, the shape of the underwater body is changed, thus moving the position of the center of buoyancy.Now, when the ship is heeled by an external inclining force and the center of buoyancy has been moved from the centerline plane of the ship, there will usually be a separation between the lines of action of the force of gravity and the force of buoyancy.This separation of the lines of action of the two equal forces, which act in opposite directions, forms a couple whose magnitude is equal to the product of one of these forces(i.e.displacement)and the distance separating them.In figure 1(a),where this moment tends to restore the ship to the upright position, the moment is called the righting moment, and the perpendicular distance between the two lines of action is the righting arm(GZ).Suppose now that the center of gravity is moved upward to such a position that when the ship is heeled slightly, the buoyant force acts in a line through the center of gravity.In the new position, there are no unbalanced forces, or, in other words, a zero moment arm and a zero moment.In figure 1(b),the ship is in neutral equilibrium, and further inclination would eventually bring about a change of the state of equilibrium.If we move the center of gravity still higher, as in figure 1(c),the separation between the lines of action of the two forces as the ship is inclined slightly is in the opposite direction from that of figure 1(a).In this case, the moment does not act in the direction that will restore the ship to the upright but will cause it to incline further.In such a situation, the ship has a negative righting moment or an upsetting moment.The arm is an upsetting arm, or negative righting arm(GZ).These three cases illustrate the forces and relative position of their lines of action in the three fundamental states of equilibrium.32

Fig.1 Stable(a), Neutral(b), and Unstable(c)

Equilibrium in the upright position

The hull is shown inclined by an outside force to demonstrate the tendency in each case(From ―Modern Ship Design ‖ Second Edition, by Thomas.C.Gillmer, 1975)Stability and trim

Figure 2 shows a transverse section of a ship floating at a waterline WL displaced from its

buoyancy

Weight of ship

Fig.2 Stability shown in a transverse section of a floating ship(see text)

original waterline WL.One condition of equilibrium has been defined above.A second condition is that the centre of gravity of a ship must be in such a position that, if the vessel is inclined, the forces of weight and buoyancy tend to restore the vessel to its former position of rest.At small angles, vertical lines through B, the centre of buoyancy when the vessel is inclined to an angle 0,intersect the center line at M, the metacentre, which means ―change

point‖.If M is above G(the centre of gravity of the ship and its contents),the vessel is in stable equilibrium, When M concides with G, there is neutral equilibrium.When M is below G, the forces of weight and buoyancy tend to increase the angle of inclination, and the equilibrium is unstable.The distance GM is termed the metacentric height and the distance GZ, measured from G perpendicular to the vertical through B, is termed the righting level or GZ value.Weight and buoyancy are equal and act through G and B, respectively, to produce a moment(tendency to produce a heeling motion)△GZ, where △ is the displacement or weight in tons.Stability at small angles, known as initial stability, depends upon the metacentric height GM.At large angle, the value of GZ affords a direct measure of stability, and it is common practice to prepare cross-curves of stability, from which a curve of GZ can be obtained for any particular draft and displacement.Transverse stability should be adequate to cover possible losses in stability that may arise from flooding, partially filled tanks, and the upward thrust of the ground or from the keelblocks when the vessel touches the bottom on being dry-docked.The case of longitudinal stability, or trim, is illustrated in Figure3.There is a direct analogy with the case of transverse stability.When a weight originally on board at position A is moved a distance d, to position B, the new waterline W1L1 intersects the original waterline WL at center of flotation(the centre of gravity of the water plane area WL),the new centre of buoyancy is B, and the new centre of gravity is G.For a small angle of trim, signified by the Greek letter theta(θ)，θ=(a+f)/L wd=△GMl(a+f)/L

Changes in stern trim is x-y

Fig.3 Longitudinal section of float ship showing change in stern trim as deck load w was shifted

from position A to position B(see text)

Thus if（a+f）=1 inch =1/12 foot, wd =△GM/12L and this presents the moment to change trim one inch.The inclining experiment

A simple test called the inkling experiment provides a direct method of determining GM, the metacentric height, in any particular condition of loading, from which the designer can deduce the position of G, the ship‘s centre of gravity.If a weight w(ton)is transferred a distance d(feet)from one side of the ship to the other and thereby causes an angle of heel theta(θ)degrees，34 measured by means of a pendulum or otherwise, then GM=wd/△tanθ(see Figure 2).For any particular condition, KB and BM can be calculated, GM is found by the inclining experiment, whence KG=KM-GM.It is simple to calculate the position of G for any other condition of loading.(From ―Encyclopedia Britannica‖, Vo1.16, 1980)

Technical Terms

1.equilibrium平衡 15.stable equilibrium 穩(wěn)定平衡 2.stability and trim 穩(wěn)性與縱傾 16.netural equilibrium 中性平衡 3.floating upright 正浮 17.metacenter height 穩(wěn)心高 4.force of gravity 重力 18.righting level 復(fù)原力臂 5.resultant 合力 19.initial stability 初穩(wěn)性 6.center of buoyancy 浮力 20.cross-curves of stability 穩(wěn)性橫截曲線 7.couple 力偶 21.flooding 進(jìn)水 8.magnitude 數(shù)值（大?。?2.thrust 推力 9.displacement 排水量，位移，置換 23.keelblock 龍骨墩 10.righting moment 復(fù)原力矩 24.dry dock 干船塢 11.righting arm 復(fù)原力臂 25.center of floatation 漂心 12.upsetting moment 傾復(fù)力矩 26.Greek letter 希臘字母 13.upsetting arm 傾復(fù)力臂 27.inclining experiment 傾斜試驗 14.metacentre 穩(wěn)心 28.pendulum 鉛錘，擺

Additional Terms and Expressions

1.lost buoyancy 損失浮力 9.stability at large angles 大傾角穩(wěn)性 2.reserve buoyancy 儲備浮力 10.dynamical stability 動穩(wěn)性 3.locus of centers of buoyancy 浮心軌跡 11.damaged stability 破艙穩(wěn)性 4.Bonjean‘s curves 邦戎曲線 12.stability criterion numeral 穩(wěn)性衡準(zhǔn)書 5.Vlasov‘s curves 符拉索夫曲線 13.lever of form stability 形狀穩(wěn)性臂 6.Firsov‘s diagram 菲爾索夫圖譜 14.locus of metacenters 穩(wěn)心曲線 7.Simpson‘s rules 辛浦生法 15.angle of vanishing stability 穩(wěn)性消失角 8.trapezoidal rule 梯形法 16.free surface correction 自由液面修正

Notes to the Text

1.When the ship is at rest, these two forces are acting in same perpendicular line, and, in order for the ship to float in equilibrium, they must be exactly equal numerically as well as opposite in direction.in order for the ship to float in equilibrium 是“in order帶to的不定式“結(jié)構(gòu)，表示目的狀語，其中for the ship中的the ship是不定式邏輯主語。

As well as是一個詞組，可有幾種譯法，具體譯成什么意思應(yīng)根據(jù)上下文加以適當(dāng)選擇。例如：

The captain as well as the passenger was frightened.船長和旅客一樣受驚。（和……一樣）受驚的既有旅客又有船長。（既……又）

不僅旅客而且船長也受驚了。（不僅……而且）除旅客外，還有船長也受驚了。（除……外，還）

不管那種譯法，強(qiáng)調(diào)的都是as well as前面的那個名次（例句中的the captain,船長），因此謂語動詞的性、數(shù)也由這個名詞決定。

2.thus moving the position of the center of buoyancy.由thus引出的現(xiàn)在分詞短語用作表示結(jié)果的狀語。一般來說，如分詞短語位于句末，往往有結(jié)果、目的等含義。

3.suppose now that the center of gravity is moved upward to such a position that when the ship is heeled slightly, the buoyant force acts in a line through the center of gravity.Suppose now that …與now let‘s suppose that…同意，其后that 所引出的從句是suppose 的賓語從句。

to such a position that…是such…that…引導(dǎo)結(jié)果狀語從句。但在這個從句中又包含了一個由關(guān)系副詞when引導(dǎo)的時間狀語從句。

4.Figure 2 shows a transverse section of a ship floating at a waterline WL, displaced from its original waterline WL.floating at a waterline WL 現(xiàn)在分詞短語（含有主動態(tài)），修飾前面的名詞a ship;displaced from its original waterline WL 過去分詞短語（含有被動態(tài)），也是修飾前面的名詞，ship,注意這里的displaced 應(yīng)選擇“移動位置”的詞義。

5.At small angles, vertical lines through B, the center of buoyancy when the vessel is inclined at an angle θ，intersect the center line at M, the metacenter, which means ―change point‖.此句的主要成分為vertical lines intersect the center line.the center of buoyancy 是B的同位語。the metacenter 是M的同位語。

6.Tranverse stability should be adequate to cover possible losses in stability that may arise from flooding ,partically filled tanks, and the upwards thrust of the ground or from the keelblocks when the vessel touches the bottom on being dry-docked.that may arised from…the keelblocks是定語從句，修飾losses.when the vessel…on being dry-docked是時間狀語從句，修飾may arise from the keelblock.on being dry-docked 中的being dry-docked是動名詞的被動態(tài)，接在on之后表示（剛）進(jìn)船塢的時候。

7.or otherwise意為“或相反，或其他”。例：

It can be verified by trial or otherwise.這可用試驗或其他方法加以驗證。

Fine or otherwise,we shall have to do this test.不管天氣好不好，我們非做這個試驗不可。

Lesson Eight

Estimating Power Requirements The power required to propel a new ship is subject to a formidable number of variable items.The family tree of power for propulsion(Fig.1)shows these divided into two main groups.One is concerned with the resistance to motion caused by the interaction of the hull of the ship with the surrounding water and the other concerns the efficiency with which the power developed in the engine itself can be used and converted into thrust at the propeller.Before considering the methods used for estimating their combined effect on power requirements, it is necessary to take the items in turn and discuss briefly their significance and nature.Fig.1 Power for propulsion

Ship resistance Friction at the hull surface in contact with the water is the major part of the resistance of all merchant vessels.Wave-making resistance does not assume prime importance until a speed/length ratio(V/√L)in excess of unity has been reached.The reason for surface friction is that water is far from being a perfect fluid.Its magnitude depends on the length and area of surface in contact and its degree of roughness, and it varies with the speed of the body through the fluid.By observation and experiment it can be shown that the particles of water in actual contact with the ship adhere to its surface and are carried along by it(it does not seem unreasonable to assume some interlocking of particles).There is no slip.At small distances from the body the velocity imparted to the surrounding fluid is only very small but with a noticeable degree of turbulence.The width of this belt, known as the layer increases somewhat towards the after end of the moving body.Its appearance is one of the most spectacular sights to be seen when a vessel is moving at high speed.from a practical point of view it is assumed that all the fluid shear responsible for skin friction occurs within this belt and also that outside it fluid viscosity can be disregarded.The exact width of the belt is difficult to determine, but an arbitrary assessment is usually accurate enough.If it is now considered that the effective shape of the immersed body is defined by the extremities of the boundary layer, then that body may be assumed to move without friction.However, this does not apply to the transmission of pressure.Part of the energy necessary to move a ship over the surface of the sea is expended in the form of pressure waves.This form of resistance to motion is known as residual resistance, or wave-making.Three such wave systems are created by the passage of a ship: a bow system, a stern system(both of which are divergent), and a transverse system.They occur only in the case of a body moving through two fluids simultaneously.For instance, the residuary resistance of well formed bodies like aircraft or submarines, wholly immersed, is comparatively small.Because of surface waves formed by a floating body the flow pattern varies considerably with speed, but

with an immersed body this flow pattern is the same at all speeds.For this reason the shape of a submarine or aircraft(in consideration of submerged performance only)is more easily related to the constant conditions under which it performs ,in the dynamic sense, than is the form of surface vessel.Returning to a consideration of our three wave systems, it can easily be understood that the bow system is initiated by a crest due to the build-up of pressure necessary to push the water aside and the greater the speed the greater will be the height of the crest and its distance from the bow.Conversely, the stern system is associated with a hollow due to filling-in at the stern.If a ship had a sufficient length of parallel middle body the bow wave system would die out before it reached the stern, but in practice ships are never long enough for this to obtain and interference effects have to be taken into account.The transverse wave system becomes of importance at high speeds and is responsible for the greater part of wave-making resistance.The net effect of the three systems is extremely important from a residuary resistance point of view, and it is necessary to ensure that they do not combine to produce a hollow(a through)at the stern.Of course, if the energy produced at the bow could be recovered at the stern then there would be no net energy loss.But this is not the case as energy is dissipated laterally in order to maintain a wave pattern.The more developed the wave pattern the more energy is needed to maintain it.Considerations of minimum resistance, therefore, involved a complicated assessment of the interrelation of ship-form characteristics likely to reduce wave causation.Wave-making resistance follows the laws of dynamic similarity(also known as Froude‘s Law of Comparison), which state that the resistances of geometrically ships will vary as the cube of their linear dimensions provided the speeds are in the ratio of the square root of the linear dimensions.Perhaps the law, which does not apply to frictional resistance, looks more concise if stated symbolically, namely:

RtL3V?3provided?rtvlL l

The most important cause of eddy-making is the ship.There is sometimes a tendency to think of eddy-making as being related only to such appendages as rudders, bilge keel, propeller bossings and the like.While it is perfectly true that badly designed appendages can have eddy-making resistances which are excessive in relation to their size and frictional resistances, the eddy-making of a ship, though relatively small, may be a very large part of the total eddy-making resistance.Eddy making is usually included with the wave-making resistance because it is impracticable to measure the one without the other.However, some distinction is helpful to an understanding of resistance phenomena.In eddy-making it is the stern of the ship which plays the influential part because of the difficulty of maintaining streamline flow even in the most easily shaped body.Propulsion

It will be obvious that the total resistance of a ship at any speed and the force necessary to propel it must be equal and opposite.The power that the ship‘s machinery is capable of developing, however, must be considerably more than this to overcome the various deficiencies inherent in the system, because engines, transmission arrangements and propellers all waste power before it becomes available as thrust.The total efficiency of propulsion therefore involves a consideration of the separate efficiencies of individual items the product of which is expressed in the form of a propulsive coefficient.The engine efficiency depends upon the type of engine employed and its loading.In the case of a reciprocating engine, either diesel or steam, the power developed in the cylinders can be calculated from the effective pressures recorded on indicator cards.This is known as indicated h.p., which is naturally more than the horsepower output when measured by means of a brake at the crankshaft coupling.The ratio b.h.p./i.b.p.is, of course the mechanical efficiency of the engine.If the power is measured on the propeller shaft aft of the thrust

block and any gearing, then this is known as shaft h.p.and in the case of a turbine is the only place at which it is practicable to measure the power output.There is no such thing as indicated or brake horsepower for a steam or gas turbine, shaft h.p.is almost the same as b.h.p.for a reciprocating engine which drives the propeller directly, but where gearing or special couplings are introduced in the case of high-speed diesel engines or turbines, the transmission losses in these items influence the s.h.p.This is, of course very necessary in order that fair comparisons between the efficiencies of different types of drives can be made.The remainder of the transmission losses are those in the stern tube.When all the engine and transmission losses have been taken into account what is left is a certain amount of the original power which is now delivered at the propeller.We have already noted that a ship in motion drags along with it a large mass of water.This ―wake‖ as it is known(not the popular interpretation of something that is left astern!)has a forward velocity in which the screw operates, so that the speed of the screw through the wake water is less than the speed of the ship.This is beneficial as it involves a gain in efficiency which is referred to as the wake gain.On the pressure distribution at the stern of the vessel which causes some augment of resistance.It is usual to consider this as a thrust deduction effect.These almost separate effects can be combined to give the effective horse-power required.The screw efficiency in the open, i.e.delivering its thrust to an imaginary vessel, is most important.It is only by considering hull resistance and propeller performance as separate entities that any proper assessment can be made of their effect when combined.The mechanism of hull resistance has been fairly well explored, but the theories of propeller action are still incomplete.Power estimates

When power estimates are required by a shipbuilder who is tendering for the construction of a new vessel, there is no time to run model tests, nor would the expense normally the justified.The naked e.h.p.is therefore estimated from a published series of methodical tests such as those of Ayre or Taylor.Percentage allowances are made to the naked e.h.p.for appendages and air resistance combined with an estimated lies in the proper selection of the QPC.There are numerous methods of estimating power, but the above is one of the most popular.Some rapid means of evaluating ship power requirements merely from a lines plan and main technical particulars has long been needed.With increasing productivity, faster construction times and fierce international competition for new orders this has become ever more pressing.Detailed power assessments for ship design proposals are needed frequently well in advance of any firm order.Statistical analysis methods are now being applied to resistance and propulsion problems to peed up the process of ship performance prediction.Performance criteria are expressed, in terms of equations based on selected parameters of hull shape, dimensions, propeller characteristics and stern conditions.Performance of a design can be assessed from these regression equations which have been derived from a large number of previous model results for the ship type under review.Comparison of a particular result with established data is obtained by minimization of the regression equations.The big advantage of doing things this way is that the coefficients of the regression equations can be fed into a high-speed digital computer.This means that in less than an hour the results of well over a dozen different combinations of hull characteristics can be calculated.This should then lead to an optimum combination of form parameters.The eventual link up with work now being done on the complete definition of hull shape in mathematical terms should take us one step nearer to the soundly based fully automated shipyard.(From ― Background to Ship Design and Shipbuilding Production‖ by J.Anthony Hind, 1965).39

Technical Terms

1.resistance 阻力 2.thrust 推力

3.propeller 推進(jìn)器

4.skin friction resistance 摩擦阻力 5.wave-making resistance 興波阻力 6.eddy-making resistance 漩渦阻力 7.appendage resistance 附體阻力 8.propulsive efficiency 推進(jìn)效率 9.hull efficiency 船身效率

10.transmission efficiency 軸系效率 11.speed/length ratio 速長比 12.perfect fluid 理想流體 13.roughness 粗糙度 14.turbulence 紊動

15.boundary layer 邊界層

16.spectacular sights 壯觀景色 17.fluid shear 流體剪力 18.fluid viscosity 流體粘性

19.immersed body 浸沒的船體部分 20.residuary resistance 剩余阻力 21.bow 船首 22.stern 船尾

23.divergent 分散的 24.submarine 潛水艇 25.aircraft 飛機(jī) 26.crest 波峰

27.hollow 凹陷，孔隙，波谷 28.parallel middle body平行中體 29.through 波谷

30.ship-form characteristics 船型特性

31.laws of dynamics similarity 動力相似定律 32.rudder 舵

33.bilge keel 舭龍骨

34.propeller bossing 推進(jìn)器箍 35.streamline 流線型

36．reciprocating engine 往復(fù)式發(fā)動機(jī) 37.diesel/steam engine 柴油/蒸汽機(jī) 38.indicator card 示功圖 39.indicated h.p.指示馬達(dá) 40.brake 制動

41.crankshaft coupling 曲軸連軸器 42.mechanical efficiency 機(jī)械效率 43.thrust block 推力軸承 44.gearing 齒輪 45.shaft h.p.軸馬達(dá) 46.brake h.p.制動馬達(dá) 47.turbine 汽輪機(jī)

48.gas turbine 燃?xì)廨啓C(jī) 49.stern tube 尾軸管 50.wake 伴流

51.astern 向（在）船尾 52.wake gain 伴流增益

53.thrust deduction 推力減額

54.effective horse-power(e.h.p.)有效馬達(dá)

55.screw efficiency in the open(water)螺旋槳趟水效率

56.imaginary vessel 假想船

57.mechanism 作用原理（過程），機(jī)構(gòu) 58.proposal 建議

59.statistical 統(tǒng)計分析 60.criterion 衡準(zhǔn)

61.ship performance prediction 船舶性能預(yù)報 62.regression equation 回歸方程 63.form parameter 形狀參數(shù)

Additional Terms and Expression 1.2.3.4.5.6.7.service speed 服務(wù)航速 design speed 設(shè)計航速 cruising speed 巡航速度 trial speed 試航速度 endurance 續(xù)航力

admiralty coefficient/constant 海軍系數(shù) fouling 污底

8.hydrodynamics 水動力學(xué) 9.inflow 進(jìn)流

10.angle of attack 攻角

11.lift 升力

12.circulation 環(huán)量

13.aspect ratio 展弦比

14.Reynolds number 雷諾數(shù) 15.Froude number 傅汝德數(shù) 16.momentum theory 動量理論 17.impulse theory 沖量理論 18.cavitation 空泡現(xiàn)象

19.adjustable-pitch propeller 可調(diào)螺距螺旋槳

controllable-pitch propeller 可調(diào)螺距螺旋槳 20.reversible propeller 可反轉(zhuǎn)螺旋槳

21.coaxial contra-rotating propellers 對轉(zhuǎn)螺旋槳 22.ducted propeller, shrouded propeller 導(dǎo)管螺旋槳 23.tandem propeller 串列螺旋槳

24.jet propeller 噴射推進(jìn)器 25.paddle wheel 明輪

26.ship model experiment tank 船模試驗水池 27.ship model towing tank 船模拖拽試驗水池 28.wind tunnel 風(fēng)洞

29.cavitation tunnel 空泡試驗水筒 30.self propulsion test 自航試驗 31.scale effect 尺度效應(yīng) 32.naked model 裸體模型

1.2.3.4.5.6.Notes to the Text

the family tree of power for propulsion 推進(jìn)馬力族類表

For this reason the shape of a submarine or aircraft(in consideration of submerged performance only)is more easily related to the constant conditions under which it performs, in the dynamic sense, than is the form of a surface vessel.其中的主要句子the shape---is more easily---than---是一句帶有比較狀語從句的復(fù)合句。在than is the form of a surface vessel 中省略了 easily related to the variable conditions under which it performs,顯然，to the constant conditions 和 to the variable conditions 實(shí)際上是不同的。嚴(yán)格說，這種省略方法是不正規(guī)的，但由于讀者能從上下文聯(lián)系中容易判斷出種種不同，為了簡便起見，作了省略。在英美科技文章中有此種現(xiàn)象。

the greater the speed the greater will be the height of the crest and its distance from the bow.The more developed the wave pattern the more energy is needed to maintain it.這兩句都是“the+比較級---the +比較級”結(jié)構(gòu)的句型。this is not the case 情況并非如此

and the like = and such like 以及諸如此類

The eventual link up with work now being done on the complete definition of hull shape in mathematical

Lesson Nine

Ship Motions, Manoeuvrability Ship motions Ship motions are defined by the movements from the equilibrium position of the ship‘s centre of gravity along the three axes shown in Figure 1 and by rotations about axes approximately parallel to these.The linear displacements along the horizontal(x), lateral(y), and veritical(z)

Fig.1 Coordinate axes of ship motions(see text)

axes are termed surge, sway, and heave, respectively.The rotations about the corresponding body axes are respectively termed roll, pitch, and yaw(veering off course).Roll, pitch, and heave are oscillatory because hydrodynamic forces and moments oppose them.Ship motions are important for many reasons.A ship should be able to survive any sea that may be Encountered and, in addition, to behave well and to respond to control.In brief, a ship should respond to the action of the sea in such a manner that the amplitudes of its motions and its position never become dangerous, and so that the accelerations it undergoes are kept within reasonable limits.Propulsive performance, or heaving.Hence these motions are made as small as possible.Ship motions are excited by waves, whose growth is governed by the wind velocity at the sea surface, the area of water, or distance, over which the wind blows(the ―fetch‖), and the length of time during which the wind has been blowing(the ―duration‖).Any seaway is always a complex mixture of waves of different lengths, as wind itself is a complex mixture of gusts.All wave components do not travel in the same direction, but the directions of most of them in a single storm lie within 30°of each other.Regular trains of waves of uniform height and length are rarely, if ever, encountered.Most seas are confused and can be considered as made up of many separate component waves that differ in height and length.Pitching, rolling, and heaving are all excited by the changing pattern of surface waves in relation to the speed and course of the ship.In practice, it is possible to damp one motion only---that of rolling.The fitting of bilge keels(finlike longitudinal projections along the part of the underwater body of a ship between the flat of the bottom and the vertical topsides)has this effect, and still more effective means are the activated for stabilizer(a device along the side of a ship activated by a gyroscope and used to keep the ship steady)and the passive or flume stabilizing tank, filled with water inside the ship.Manoeuvrability

Increases in the size and speed of ships bring problems of safe operation in congested waters and control at high speed in waves.Therefore, designs necessarily represent a compromise between manoeuvrability and course-keeping ability.Ship operators desire maximum manoeuvrability in port to minimize the need for assistance from tugs and to reduce delays in docking.They also desire a ship that can hold a steady course at sea with the minimum use of helm.These aims, however, are mutually conflicting.A ship is steered by means of one or more rudders arranged at the stern or, in rare cases, at the bow.There are many types and shapes of rudders, depending upon the type of ship, design of stern, and number of propellers.When a yaw---that is, a change of angle about a vertical axis through the centre of gravity---is started, a turning moment is set up and the ship swings off course unless the swing is corrected by rudder action.This turning effects arises because the hull′s centre of lateral resistance is much nearer the bow than the ship′s centre of gravity.Good course keeping demands directional stability.This is aided by design features that bring the centre of lateral resistance nearer to the ship′s centre of gravity.These measures, however, increase the diameter of the ship′s turning circle, requiring a design compromise.In warships, in vessels operating in confined water, and in tugs, a small turning circle is essential.In merchant ships, rapid manoeuvring is required only in port;accordingly, the everyday function of the rudder is to ensure the maintenance of a steady course with the minimum use of helm.In this sense, turning circle properties are of less practical significance than the effect of small rudder angles.(From ―Encyclopedia Britannica‖, Vol.16, 1980)

Technical Terms

1． manoeuvrability 操縱性 3． surge 縱蕩 2． linear displacement 線性位移 4． sway 橫蕩

5． heave 垂蕩 6． veer 變向

7． oscillatory 振蕩

8． hydrodynamic 流體動力(學(xué))的 9． Amplitude 振幅 10． acceleration 加速度 11． wind velocity 風(fēng)速 12． fetch 風(fēng)區(qū)長度，波浪形成區(qū) 13． duration 持續(xù)時間 14． seaway 航路（道）15． gusts 陣風(fēng)(雨)16． storm 風(fēng)暴 17． regular trains of waves 規(guī)則波系

18． damp 阻尼 19． bilge keel 舭龍骨 20． finlike 鰭狀

21.projection 突出體，投影，規(guī)則

22.activated fin stabilitizer 主動式穩(wěn)定（減搖）鰭 23.gyroscope(gyro)陀螺儀，回轉(zhuǎn)儀 24.steady 穩(wěn)定 25.flume 槽

26.congested waters 擁擠水域 27.course-keeping 保持航向 28.tug 拖船

29.docking 靠碼頭 30.helm 操舵，駕駛 31.swing 擺動

32.turning circle 回轉(zhuǎn)圈 33.warship 軍艦

34.confined water 受限制水域

Additional Terms and Expressions

1.2.3.4.5.6.7.8.9.10.11.seakeeping 耐波性 seaworthiness 適航性 course 航向 track, path 航跡 drift 橫漂 side slip 橫移 rudder effect 舵效 sea condition 海況 swell 涌

trochoidal wave 坦谷波 divergent wave 散波

12.13.14.15.16.17.18.natural period 固有周期 slamming 砰擊

turning quality 回轉(zhuǎn)性 turning circle 回轉(zhuǎn)圈

turning circle test 回轉(zhuǎn)試驗 stopping test 停船試驗

free running model test 自由自航模操縱性試驗

19.rotating arm test 旋臂試驗

20.planar motion mechanism平面運(yùn)動機(jī)構(gòu)

Notes to the Text

1.In brief, a ship should respond to the action of the sea in such a manner that the amplitudes of its motions and its position never become dangerous, and so that the accelerations it undergoes are kept within reasonable limits.in such a manner that the amplitudes---become dangerous

句為結(jié)果狀語從句。原一位“以這樣的方法，以至于------”，譯成中文時可靈活些，例如可把前半句譯為“簡略說，船舶對海浪的響應(yīng)方式應(yīng)使其運(yùn)動的幅值和所在的位置永遠(yuǎn)不處于一種危險狀態(tài)”。

and so that 引出的也是結(jié)果狀語從句。此句中的it undergoes 為省略了關(guān)系代詞

that 的定語從句（that 在定語從句中作賓語時，讓往被省略），用來修飾 the accelerations.2.of each other 中的of表示（相互間的）方位、距離。

The shipyard is within 5km of shanghai.43 這個船廠離上海5公里以內(nèi)。

3.if ever 為if they are ever encountered 的簡化形式。當(dāng)從句內(nèi)的謂語動詞為to be，有其主語跟主句的主語相同時，從句中的主語和to be 就可省略。這類連接詞除if外，還有when, while, once 以及as 等。

4.Most seas are confused and can be considered as made up of many separate component waves that differ in height and length。

其中的as made up of many separate component waves 是as引導(dǎo)的過去分詞短語作為主語補(bǔ)足語。

that 引出的定語從句用來修飾waves.5.This turning effect arises because the hull‘s centre of lateral resistance is much nearer the bow than the ship‘s centre of gravity.because引出的原因狀語從句中包含了一個比較級狀語從句，than后面的從句中省略了與主句中相同的部分（is near the bow）,這是科技文章中常見的情況。

6.These measures, however, increase the diameter of the ship‘s turning circle, requiring a design compromise.此句中的requiring a design compromise 為現(xiàn)在分詞短語，作狀語(表示結(jié)果)用（參見第七課注釋

Lesson Ten The Function of Ship Structural Components The strength deck, bottom, and side shell of a ship act as a box girder in resisting bending and other loads imposed on the structure.The main deck, bottom, and side shell also form a tight envelope to withstand the sea locally.The remaining structure contributes either directly to these functions or indirectly by maintaining the main members in position so that they can act efficiently.The bottom plating is a principal longitudinal member providing the lower flange of hull girder.It is also part of the watertight envelope, and subject to the local water head.At the forward end, it must withstand the dynamic pressure associated with slamming and plating thickness is usually increased to provide the necessary strength.When fitted, the inner bottom also makes a significant contribution to the strength of lower flange.It usually forms a tank boundary for the double bottom tanks and is subject to the local pressure of the liquid contained therein.In addition, it must support the loads from above, usually from cargo placed in the holds.The strength deck forms the principal member of the upper flange, usually provides the upper water tight boundary, and is subject locally to water, cargo, and equipment loadings.The remaining continuous decks, depending on their distance from the neutral axis, contribute to a greater or lesser extent in resisting the longitudinal bending loads.Certain decks which are not continuous fore and aft and not contribute to the longitudinal strength.Locally internal decks are subject to the loads of cargo, equipment, stores, living spaces, and, where they form a tank boundary or barrier against progressive flooding, liquid pressure.The side shell provides the webs for the main hull girder and is an important part of the watertight envelope.It is subject to static water pressure as well as the dynamic effects of pitching, rolling, and wave action.Particularly forward, the plating must be able to withstand the impact of

the seas.Aft, extra plate thickness is beneficial in way of rudders, shaft structure and propellers for strength, panel stiffness, and reduction of vibration.Additional thickness is necessary at the waterline for navigation in ice.Bulkheads are one of the major components of internal structure.Their function in the hull girder depends on their orientation and extent.Main transverse bulkheads act as internal stiffening diaphragms for the girder and resist racking loads, but do not contribute directly to longitudinal strength.Longitudinal bulkheads, on the other hand, if extending more than about one-tenth the length of the ship, do contribute to longitudinal strength and in some ships are nearly as effective as the side shell itself.Bulkheads generally serve structural functions such as forming tank boundaries, supporting decks and load-producing equipment such as kingposts, and adding rigidity to produce vibration.In addition, transverse bulkheads provide subdivision to prevent progressive flooding.All applicable loads must be considered during design.The foregoing structural elements of a ship are basically large sheets of plate whose thicknesses are very small compared with their other dimensions, and which, in general, carry loads both in and normal to their plane.These sheets of plate may be flat or curved, but in either case they must be stiffened in order to perform their required function efficiently.The various stiffing members have several functions:(a)the beams support the deck plating;(b)the girder, in turn, support the beams, transferring the load to the stanchions or bulkheads;(c)the transverse frames support the side shell and the ends of the transverse deck beams and are, in turn, supported by decks and stringers;(d)the stiffeners support the bulkhead plating, and so on.As discussed in detail in section 4, the stiffening members are generally rolled, extruded, flanged, flat, or built-up plate sections with one edge attached to the plate they reinforced.Vertical plates often connect the bottom shell and inner bottom, stiffening both members.If oriented transversely, these plates are called floors, and if longitudinally oriented, center vertical keel or side girder, as appropriate.Stiffening members do not, of course, act independently of the plating to which they are attached.A portion of the plate serves as one flange of the stiffener, and properties such as section modulus and moment of the stiffener must reflect this.The American Bureau of Shipping(ABS)considers a width of plating equal to the stiffener spacing as effective, while Lloyd‘s Register of Shipping(LR)assumes 24 in.to be effective.Stiffening members serve two functions, depending on how they are loaded.In the cases of loads normal to the plate, such as water loading on a transverse bulkhead, the stiffeners assume the load transferred from the plate.In the case of in-plane loads, such as those included in the deck by longitudinal bending of the hull girder, the beams serve to maintain the deck plating in its designed shape.If the deck beams are longitudinally oriented, they will, of course, carry the same primary stress as the plating and may contribute substantially to the hull girder strength.Pillars are used to support deck girders, longitudinal or transverse.These supports, in addition to carrying local loads from cargo, etc, serve to keep the deck and bottom from moving toward each other as a result of longitudinal bending of the hull girder.(From ―Ship Design and Construction‖ by D‘Arcangelo, 1969)

Technical Terms 1.2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.18.19.20.21.22.23.24.25.26.27.28.structural components 結(jié)構(gòu)構(gòu)件 strength deck 強(qiáng)力甲板 box girder 箱形梁

tight envelope 密閉外殼

longitudinal member 縱向構(gòu)件 hull girder 船體梁

lower/upper flange 下/上翼緣板 forward/aft end 首/尾端

dynamic pressure 動壓力 slamming 砰擊 inner bottom 內(nèi)底 hold 貨艙

double bottom 雙層底 hold 貨艙

neutral axis 中和軸

longitudinal bending 縱向彎曲 longitudinal strength 總縱（縱向）強(qiáng)度 barrier 擋板，屏障 web 腹板

static water pressure 靜水壓力 impact 沖擊

shaft strut 尾軸架

panel stiffness 板格剛性 vibration 振動 bulkhead艙壁 diaphragm 隔壁

racking load 橫扭載荷 kingpost 起重柱

29.30.31.32.33.34.35.36.37.38.39.40.41.42.43.44.45.46.47.48.49.50.51.52.53.rigidity 剛度 subdivision 分艙 sheet 薄板 stanchion 支柱 stringer 船側(cè)縱桁 roll 輾軋 extrude 擠壓

flange 拆邊，法蘭

built-up plate sections 組合型材 bottom shell 外底板 floor 肋板

center vertical keel 中內(nèi)龍骨，中桁材 side girder 旁桁材，旁縱桁 stiffener 扶強(qiáng)材

section modulus 剖面模數(shù) moment of inertia 慣性矩

The American Bureau of Shipping(ABS)美國驗船局 spacing 間距

Lloyd‘s Register of Shipping 勞氏船級社

in-plane 面內(nèi) beam 橫梁

primary stress 第一類應(yīng)力

pillar 支柱

deck girder 甲板縱桁 support 支柱（構(gòu)件）

Additional Terms and Expressions 1.main hull 主船體 12.longitudinal framing 縱骨架式 2.superstructure 上層建筑 13.transverse framing 橫骨架式 3.deckhouse 甲板室 14.flat plate keel平板龍骨 4.bridge 橋樓 15.margin plate 內(nèi)底邊板 5.forecastle 首樓 16.bilge bracket 舭肘板 6.poop 尾樓 17.side plate 舷（船）側(cè)板 7.stem 首柱 18.sheer strake 舷頂列板 8.sternpost 尾柱 19.stringer plate 甲板邊板 9.rudder post 舵柱 20.shell expansion plan 外板展開圖 10.shaft bossing 軸包架 21.bulwark 舷墻 11.framing 骨架 22.hatch coaming 艙口圍板

30.hawse pipe 錨鏈筒 31.bulb plate 球扁鋼 32.angle section 角鋼 33.T section T型材 34.face plate 面板 35.butt 對接（縫）36.seam 邊接（縫）

Notes to the Text 1.The remaining structure contributes either directly to these functions or indirectly by maintaining the main members in position so that they can act efficiently.句中含有either directly---or indirectly---兩個并列成分，而在indirectly 后省略了to these functions.by maintaining the main members in position so that---是用來修飾后者的；其中so that they can act efficiently 為目的狀語從句。

2.be subject to(n.)受------支配（易受，須經(jīng)）

be subjected to(n.)受到，經(jīng)受

Ships subject to the code should survive the normal effects of flooding following assumed hull damage caused by some external force.受本規(guī)則約束的船舶應(yīng)能承受在外力作用下船體遭受假定破碎后正常進(jìn)水的影響。

All full penetration butt welds of the shell plating of cargo tanks should be subjected to 100 per cent radiographic inspection.液貨艙殼板所有全焊透對接焊縫應(yīng)進(jìn)行100%的射線照相檢驗。

課文中的be subject to 均可作為be subjected to 理解，翻譯成“承受”，“經(jīng)受”。

3.to a greater or lesser extent 在較大或較小程度上

4.Locally, internal decks are subject to the loads of cargo, equipment, stores, living spaces, and, where they form a tank boundary or barrier against progressive flooding, liquid pressure.句中的where they form---flooding 為地點(diǎn)狀語從句，然而帶有條件性質(zhì)，可理解為承受liquid pressure 的條件。

5.As discussed in detail in Section 4, the stiffening members are generally rolled, extruded, flanged, flat or built-up plate sections with one edge attached to the plate they reinforce.句中的rolled, extruded, flanged, flat or built-up plate 都修飾sections.with one edge attached to the plate 是 with 后帶主謂關(guān)系的復(fù)合短語。they reinforce 為省略關(guān)聯(lián)詞（從語中作賓語）的定語從句，修飾前面的the plate.6.If oriented transversely, these plates are called floor, and if longitudinally oriented, center vertical keel or side girder, as appropriate.兩個if從句中省略主語及to be，參見第九課注3.在 center vertical keel or side girder 前面省略了these plates are called.As appropriate 可理解為as is appropriate 簡化形式，關(guān)系代詞as代替整個主句，并在從句中作主語，as appropriate, to passenger ships carrying dangerous goods.如第54條規(guī)則的要求適合于載運(yùn)危險貨物的客船，應(yīng)照此辦理。

7.The American Bureau of Shipping(ABS)considers a width of plating equal to the stiffener spacing as effective, while Lloyd‘s Register of Shipping(LR)assumes 24 in.to be effective.While 引出并列分句，表示同時存在兩種事物的對比。前句的considers… as effective 與后句的assumes… to be effective 結(jié)構(gòu)相似，其中的as effective 和 to be effective 均作賓語補(bǔ)足語。

23.24.25.26.27.28.29.cantilever 懸臂梁

intercostal member 間斷構(gòu)件 cant frame 斜肋骨 pant beam 強(qiáng)胸橫梁 lightening hole 減輕孔 bracket 肘板 bracket 肘板 Lesson Eleven

Structural Design, Ship Stresses Structural design

After having established the principal dimensions, form, and general arrangement of the ship, the designer undertakes the problem of providing a structure capable of withstanding the forces which may be imposed upon it.The hull of a steel merchant ship is a complex structure, unique in the field of engineering structures in that it is primarily a plate structure, depending for its major overall strength on the plating of the shell, decks, and in most cases, also on the inner bottom and longitudinal bulkheads.The framing members, each of which has its own function to perform, are designed primarily to maintain the plate membrances to the planned contours and their positions relative to each other when subjected to the external forces of water pressure and breaking seas, as well as to the internal forces caused by the services for which the ship is designed.Unlike most other large engineering structures, the forces supporting the ship‘s hull as well as the loads which may be imposed upon it vary considerably, and in many cases, cannot be determined accurately.As a result, those responsible for the structural design of ships must be guided by established standards.Basic considerations

The problem of the development of a satisfactory structure generally involves the following considerations:

1.It is necessary to establish the sizes of, and to combine effectively, the various component parts so that the structure, with a proper margin of safety, can resist the major overall stresses resulting from longitudinal and transverse bending.2.Each component part must be so designed that it will withstand the local loads imposed upon it from water pressure, breaking seas, the weight of cargo or passenger, and other superimpose loads such as deckhouses, heavy machinery, masts, and so on, including such additional margins as sometimes may be required to meet unusually severe conditions encountered in operation.Rules of classification societies

The various classification societies have continued to modify and improve their rules to keep pace with the records of service experience, an increasing amount of research, and the constantly growing understanding of the scientific principles involved.In the modern rules of the societies, the designer has available to him formulas and tables of scantlings, dimensions of framing shapers, and thicknesses.These are directly applicable to practically all the ordinary types of sea-going merchant vessel being built today, and contain a flexibility of application to vessels of special types.The design of structural features of a merchant ship is greatly influenced by the rules of classification societies;in fact, the principal scantlings of most merchant ships are taken directly from such rules.Scantling are defined as the dimensions and material thicknesses of frames, shell plating, deck plating, and other structures, together with the suitability of the means for protecting openings and making them sufficiently watertight or weathertight.The classification society rules contain a great deal of useful information relating to the design and construction of the various component parts of a ship‘s structure.Scantling can be determined directly from the tables given in these publications.In many cases, a good conception of the usual ―good-practice‖ construction can also be gleaned from the sketches and descriptive matter available from the classification societies.(From ―McGraw-Hill Encyclopedia of Science and Technology‖, Vol.12.1982)Ship stresses

The ship at sea or lying in still water is being constantly subjected to a wide variety of stresses and strains, which result from the action of forces from outside and within the ship.Forces within the ship result from structural weight, cargo, machinery weight and the effects of operating machinery.Exterior forces include the hydrostatic pressure of the water on the hull and the action of the wind and waves.The ship must at all times be able to resist and withstand these stresses and strains throughout its structure.It must therefore be constructed in a

manner, and of such materials, that will provide the necessary strength.The ship must also be able to function efficiently as a cargo-carrying vessel.The various forces acting on a ship are constantly varying as to their degree and frequency.For simplicity, however, they will be considered individually and the particular measures adopted to counter each type of force will be outlined.The forces may initially be classified as static and dynamic.Static forces are due to the

Fig.1 Ship movement------the six degrees of freedom differences in weight and buoyancy which occur at various points along the length of the ship.Dynamic forces result from the ship‘s motion in the action of the wind and waves.A ship is free to move with six degrees of freedom—three linear and three rotational.These motions are described by the terms shown in Figure.1.These static and dynamic forces create longitudinal, transverse and local stresses in the ship‘s structure.Longitudinal stresses are greatest in magnitude and result in bending of the ship along its length.Fig.2 Static loading of a ship‘s structure

Longitudinal stresses

Static loading

If the ship is considered floating in still water, two different forces will be acting upon it along its length.The weight of the ship and its contents will be acting vertically downwards.The buoyancy or vertical component of hydrostatic pressure will be acting upwards.In total, the two forces exactly equal and balance one another such that the ship floats at some particular draught.The centre of the buoyancy force and the centre of the weight will be vertically in line.However, at particular points along the ship‘s length the net effect may be an access of buoyancy or an excess of weight.This net effect produces a loading of the structure, as with a beam.This loading results in shearing forces and bending moments being set up in the ship‘s structure which tend to bend it.The static forces acting on a ship‘s structure are shown in Figure 2(a).This distribution of weight and buoyancy will also result in a variation of load, shear forces and bending moments along the length of the ship, as shown in Figure 2(b)-(d).Depending upon the direction in which the bending moment acts, the ship will bend in a longitudinal vertical plane.The bending moment is known as the still water bending moment(SWBM).Special terms are used to describe the two extreme cases: where the buoyancy amidships exceeds the weight, the ship is said to ―hog‖, and this condition is shown in Figure 3, where the weight amidships exceeds the buoyancy, the ship is said to ―sag‖, and this condition is shown in Figure 4.Excess of buoyancy

Fig.3 Hogging condition

Excess of weight

Fig.4 Sagging condition Dynamic loading If the ship is now considered to be moving among waves, the distribution of weight will be the same.The distribution of buoyancy, however, will vary as a result of the waves.The movement of ship will also introduce dynamic forces.The traditional approach to solving this problem is to convert this dynamic situation into an equivalent static one.To do this, the ship is assumed to be balanced on a static wave of trochoidal form and length equal to the ship.The profile of a wave at sea is considered to be a trochoid.This gives waves where the crests are sharper than the throughts.The wave crest is considered initially at midships and then at the ends of the ship.The maximum hogging and sagging moments will thus occur in the structure for the particular loaded condition considered, as shown in Figure 5.Still water

Wave trough amidships

Wave crest amidships