第一篇：船舶與海洋工程靜力學》課程考試 模 擬 試 卷A

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密★啟用前

大連理工大學網絡教育學院

2015年3月份《船舶與海洋工程靜力學》課程考試

模 擬 試 卷

考試形式：閉卷 試卷類型：（A）

☆ 注意事項：本考卷滿分共：100分；考試時間：90分鐘。

學習中心______________ 姓名____________ 學號____________

一、單項選擇題（本大題共5小題，每小題2分，共10分）

1、（）的儲備浮力往往在100%以上。

A．內河駁船

B．海船

C．貨船

D．軍艦

2、某船的首吃水dF=6.3m，尾吃水dA=5.5m，船的設計吃水為6.0 m，則該船的平均吃水為（）。A．6.3m

B．6.0m

C．5.9m

D．5.5m

3、每厘米吃水噸數TPC?

3333?AW100，這里AW指的是（）。

A．水線面面積

B．橫剖面面積 C．方形系數

D．棱形系數

4、右圖為船舶小角度傾斜示意圖，指出船舶的橫穩心半徑？（）A．g1gB．B1B2 C．BO D．BM

5、對穩性衡準數K值的要求為？A．K?

1B．K?0

C．K?1

D．K??1

（）

二、多項選擇題（本大題共5小題，每小題4分，共20分）

1、常采用的固定在船體上的直角坐標系，哪個是正確的？（）

大工《船舶與海洋工程靜力學》課程考試 模擬試卷（A）第1頁

共4頁 A．基平面、中站面和中線面的交點為原點

B．基線面與中線面的交線是x軸 C．y軸指向左舷為正

D．z軸向上為正

2、對于船型系數，說法正確的是？（）

A．船型系數是無因次系數

B．船型系數一般都大于1 C．方形系數表示水線面的肥瘦程度

D．棱形系數表示排水體積沿船長方向的分布情況

3、關于中和平面，說法正確的有哪些？（）A．中和平面的高度為d??d2?d?GM B．中和平面的高度為d?2+GM

C．小量載荷p加載在中和平面的上方, 增加初穩心高 D．小量載荷p加載在中和平面的下方, 增加初穩心高

4、對于船舶橫傾狀態，下列說法正確的是?（）

A．正浮時候有橫傾角 B．正浮時候沒有橫傾角

C．平均吃水等于艏吃水與艉吃水和的一半

D．平均吃水等于艏吃水減去艉吃水

5、下列措施可增加船舶穩性的有哪些？（）

A．采用較大的舷弧

B．重在舷側加裝一個凸出體 C．船兩舷水線附近加裝浮箱 D．水線以上的橫剖線適當“外飄”

三、判斷題（本大題共5小題，每小題2分，共10分）

1、應用辛式一法時候，長度L的等分數目n沒有任何限制。（）

2、船舶設計水線長一般大于船舶總長。（）

3、船體型線圖可表示船舶的結構組成。（）

4、自由液面的存在會降低船舶的穩性。（）

5、傾斜試驗的目的是確定船舶的重量和重心位置。（）

四、簡答題（本大題共5小題，每小題6分，共30分）

1、什么是船舶抗沉性？ 什么是船舶的浮性？

大工《船舶與海洋工程靜力學》課程考試 模擬試卷（A）第2頁

共4頁

2、請給出船舶的首垂線和尾垂線的定義。

3、普通貨船所需計算的典型裝載情況有哪些？通常所說的設計排水量指的是哪種狀態下的排水量?

4、請敘述在靜力學計算中是怎樣選取坐標系統的？

5、船舶的初穩心高越大越好，對嗎？為什么？

五、計算題（本大題共3小題，每小題10分，共30分）

1、證明每度橫傾力矩M0?

大工《船舶與海洋工程靜力學》課程考試 模擬試卷（A）第3頁

共4頁 ?GM。并求出橫傾力矩MH作用于船上引起的橫傾角度?H。57.32、某海洋客船船長L=130m，船寬B=15m，吃水d=6m，排水體積▽=6468m3，中橫剖面面積AM=81m2，求：

（1）方形系數CB；（2）中橫剖面系數CM；（3）棱形系數Cp。

3、某船主要數據為：船長L=135m，船寬B=14.2m，首吃水dF=4.8m，尾吃水dA=5.2m，排水量△=5200t，橫穩性高GM=0.95m，每厘米吃水噸數TPC=13.8t/cm，漂心縱向坐標XF=3.5m，試求：在x=3.5m，y=1.0m，z=9.0m處裝載200t貨物后船舶的浮態和初穩性。（裝卸載荷后新的初穩性高的公式如下：G1M?GM+p??d?）d??z?GM????p?2?大工《船舶與海洋工程靜力學》課程考試 模擬試卷（A）第4頁

共4頁

第二篇：船舶與海洋工程

基本介紹

隨國際形式的復雜化、國際交往與運輸的頻繁以及國內陸路交通的形勢嚴峻，船舶與海洋工程成為捍衛疆域完整以及擴大交往密度而亟待發展的學科。該專業運用物理、數學、力學、船舶與海洋工程原理的基本理論和基本知識，掌握船舶與海洋結構物的設計方法，研究船舶輪機的工作原理；具有船體制圖，應用計算機進行科研的初步能力；熟悉船舶與海洋結構物的建造法規和國內外重要船級社的規范，了解造船和海洋開發的理論前沿，新型艦船和海洋結構物的應用前景和發展動態；船舶與海洋結構物設計制造學主要從事新型船舶與海洋工程結構物，水下深潛器的設計開發，主要研究領域有：船舶與海洋工程和其它各種結構的強度、剛度、疲勞斷裂、振動及結構可靠性；海洋流體力學；船舶阻力、推進、操縱性和耐波性。中國部分研究成果已達到國際水平。輪機工程主要是研究船舶機械的原理以及應用，隨信息技術的不斷發展，雷達、遙感技術的應用，環境保護要求的提高以及對能源的更高效利用，船舶的動力裝置、船舶電器設備、輪機自動化系統等都面臨著新的技術要求與挑戰。個別院校在輪機工程專業里還設置了分支學科——輪機管理專業，以培訓能夠從事海洋船舶輪機運行管理工作，具有船舶動力裝置系統國

航、維修、保養及研究。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和對抗。中國正積極進行聲納在水中傳輸特性的研究，并在該領域取得一定的成功。

學科優勢

造船與海洋工程工業是一項周期長、資金密集、科技密集、勞動密集型傳統產業，對中國的綜合國力發展有至關重

要的影響。隨著國際形勢的復雜化、國際交往運輸的頻繁化，船舶與海洋工程成為了捍衛疆域完整以及擴大交往密度而亟待發展的學科，它是為水上交通運輸、海洋資源開發和海軍部隊提供各類裝備和進行海洋工程設計、建造的工程技術領域。雖然中國的船舶工業通過近幾年的發展取得了較大的成績，但與世界發達國家如日本、韓國等相比，仍然有很大的距離。為了縮短船舶工業發展的差距，中央主要領導吳邦國、溫家寶等對大力發展中國船舶工業做出

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

在這種背景下，中國船舶工業面臨著前所未有的發展契機，也使擁有船舶與海洋工程專業的高校面臨著巨大的挑戰和千載難逢的機遇。如何適應新的形勢，培養出一批德、智、體、美全面發展的具備現代船舶與海洋工程設計、建造、研究的基本理論和基礎知識，并且基礎扎實、專業知識面廣、動手能力強、具有創新精神和實踐能力的應用型、復合型人才，這是船舶與海洋工程專業目前必須面對和要解決的重要問題。

學習形勢

船舶與海洋工程專業是培養從事船舶、水下運載器及各類海洋結構設計、研究、生產制造、檢驗及海洋開發技術經濟分析的高級工程技術人才的學科。這個專業的學生主要學習物理、數學、力學、船舶及海洋工程

原理的基本理論和基本知識；掌握船舶與海洋結構物的設計方法；具有船體制圖，應用計算機進行科研的初步能力；熟悉船舶與海洋結構物的建造法規和國內外重要船級社的規范；了解造船和海洋開發的理論前沿，新型艦船和海洋結構物的應用前景和發展動態；掌握文獻檢索、資料查詢的基本方法。其基礎課包括自然辨證法、科學社會主義理論、外語、高等工程數學、計算機圖形處理及軟件工程基礎、企業管理等；技術基礎課包括海洋結構物原理及設計、船舶原理與設計、船舶與海洋結構物強度、流體力學、海洋防腐技術、船舶與海洋結構物在波浪中的運動理論、決策理論與方法、結構可靠性原理；專業課包括工程技術經濟論證方法、企業信息管理、船舶科學與工程進展、海洋系統工程、海洋工程水池試驗技術、結構優化設計、船舶與海洋結構物現代建造方法、浮式系統等。

大學四年后學生須掌握船舶與海洋工程領域的堅實基礎理論和寬廣的專業知識，以及解決工程問題的現代化實驗研究方法和技術手段，并且具有獨立從事新產品開發設計能力、生產工藝設計及實施能力、工程管理的能力。

業務培養要求

本專業學生主要學習物理、數學、力學、船舶及海洋工程原理的基本理論和基本知識；掌握船舶與海洋結構物的設計方法；具有船體制圖，應用計算機 進行科研的初步能力；熟悉船舶與海洋結構物的建造法規和國內外重要船級社的規范；了解造船和海洋開發的理論前沿，新型艦船和海洋結構物的應用前景和發展動態；掌握文獻檢索、資料查詢的基本方法，具有一定的科學研究和實際工作能力。

主干學科

數學、力學、船舶與海洋工程

主要課程

理論力學、材料力學、流體力學、結構力學、船舶原理（靜力學、船舶阻力、船舶推進、船舶操縱等）、船體制圖、船舶材料與焊接、船舶英語、船舶結構與強度、船體振動

等

主要實踐性教學環節

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

主要專業實驗

船模阻力實驗、螺旋槳試驗、船模自航試驗及結構實驗應力分析等

修業年限

四年

授予學位

工學學士

相近專業

輪機工程

畢業生應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、氣動和機電一體化等方面的基礎知識；

2．掌握輪機工況檢測、輪機系統的保養和維修等基本技術；

3．具有操縱船舶動力裝置，覆行船舶監修、監造職責的初步能力；

4．熟悉有關海船運輸安全方面的公約和法律法規；

5．了解海洋運輸船舶的發展動態；

6．掌握文獻檢索、資料查詢的基本方法，具有初步的科學研究和實際工作能

力。

開設院校

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

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

華中科技大學文華學院 青島遠洋船員學院 武漢船舶職業技術學院 渤海船舶職業技術學院

就業趨勢

船舶與海洋工程專業學生畢業后可簽約到船舶與海洋工程設計研究單位、海事局、國內外船級社、船舶公司、船廠、海洋石油單位、高等院校、船舶運輸管理、船舶貿易與經營、海關、海上保險和海事仲裁等部門，從事船舶與海洋結構物設計、研究、制造、檢驗、使用和管理等工作，也可到相近行業和信息產業有關單位就業。此外，還可爭取留學資格到美國、加拿大、英國、挪威、德國、日本等國留學深造。當然，也可以報考相關專業的研究生進一步深造。據各高校有關就業部門統計，船舶與海洋工程專業學生就業形勢不錯。現在很多學生喜歡選擇金融、工商管理、市場營銷、信息技術等專業，所以高校中就讀傳統的船舶與海洋工程專業者已經遠不如以前眾多，而且該專業人才退休、老化普遍存在。再加上目前開設相關專業的學校已經不多，物以稀為貴，所以船舶與海洋工程這個專業的畢業生出去后容易受到用人單位的歡迎。像重慶交通學院還是西南地區惟一開設船舶與海洋工程專業的高

校。21世紀是海洋經濟時代，人類將多方位的開發利用海洋，如海洋資源開發利用、海洋能源開發利用、海洋空間開發利用、海洋交通與通訊通道的開發利用等，本專業將會有廣闊的發展前景。

第三篇：船舶與海洋工程

船舶與海洋工程,主要課程:理論力學、材料力學、流體力學、結構力學、船舶與海洋工程原理.專業實驗:船模阻力實驗、螺旋槳試驗、船模自航試驗及結構實驗應力分析等.學制:4年,授予學位:工學學士,相近專業:輪機工程.就業前景:主要到船舶與海洋結構物設計、研究、制造、檢驗、使用和管理等部門從事技術和管理方面的工作.首先明確一點,在學科劃分上船舶與海洋工程是一級學科,下屬有船舶工程/海洋工程、輪機工程、水聲工程3個二級學科,這里的排名是中國大學船舶與海洋工程專業排名.上海交通大學

地處國際航運的中心城市的上海,中國船舶工業的老牌大學上交地理優勢極為明顯,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勢發展壯大了不少,大工的學生在業內的認可程度也日漸提高,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

雖然繼承了“哈軍工”大部分家當,但當老一輩的牛人漸漸老去后我們真不知道當年的哈船院在十年以后將會是個什么樣子.軍品是哈工程的強項,但是學科發展受國家政策影響較大,在市場經濟的今天,在別的學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遠不如經濟發達的東部沿海城市,所以人才斷檔問題比較嚴重,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

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

大連理工大學的造船專業在2000年以后可謂是異軍突起.如今良好的發展勢頭應該說內部是得意于學院的國際化發展戰略--學生在本科階段去日本實習,與日韓的造船高校進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從日韓向中國轉移的大趨勢.雖然沒有交大,哈船那樣顯赫的歷史,但發展勢頭強勁,假以時日前途無量.華中科技大學

華科的造船系和別的專業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.現如今該校造船系發展偏結構比較明顯,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.由于學校實力相當強,所以學生仍然比較受歡迎.其實武漢理工和華科向來互相不服,但從師資力量,學校重視程度,試驗設施等各方面來看,華科的造船稍遜一籌.天津大學

天津大學的船海系隸屬于建筑工程學院,分船舶工程和海洋工程兩個方向,也是國內為數不多的搞海洋工程比較有底蘊的院校.但是建筑工程學院更牛的在港航專業,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造船界很少被提及,在校內也不受重視.排到第六應該也是合情合理的了.江蘇科技大學

雖然造船專業是該校的王牌專業,雖然曾經的鎮江船院也是國防科工委的院校,但是學校目前仍然是2本(可能江蘇省內是一本)至今尚無造船博士點.實力與前面幾所學校根本不在一個檔次,暫時位居末席.在上述中國大學船舶與海洋工程專業排名中,排名前四的四所學校的船舶與海洋結構物設計制造均為國家級重點學科.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.就業單位主要有修造船廠(如滬東中華,外高橋等),海上運輸公司(如中國遠洋),石油公司(如中海油),海事局(需要本科或研究生應屆畢業生報考國家直屬機構-海事局公務員,限應屆畢業),船級社(一般需要有船廠經驗外語好的),高校(博士或碩士學歷).總體而言,就業基本沒大問,工資剛開始兩千至三千/月(單位地點,畢業院校,單位制度造成差異),工作兩年月工資基本在五千至七千月,且工資出現兩極分化(進船級社如ABS,DNV等月收入在萬元,很多技術好的都跳去船級社).如果想在這個領域吃香,建議小方向選擇海洋工程,學好外語,最好到可以交流地步(進船級社),這兩點做到了工作不愁,工資不愁.船舶與海洋工程專業是培養從事船舶、水下運載器及各類海洋結構設計、研究、生產制造、檢驗及海洋開發技術經濟分析的高級工程技術人才的學科。這個專業的學生主要學習物理、數學、力學、船舶及海洋工程原理的基本理論和基本知識；掌握船舶與海洋結構物的設計方法；具有船體制圖，應用計算機進行科研的初步能力；熟悉船舶與海洋結構物的建造法規和國內外重要船級社的規范；了解造船和海洋開發的理論前沿，新型艦船和海洋結構物的應用前景和發展動態；掌握文獻檢索、資料查詢的基本方法。其基礎課包括自然辨證法、科學社會主義理論、外語、高等工程數學、計算機圖形處理及軟件工程基礎、企業管理等；技術基礎課包括海洋結構物原理及設計、船舶原理與設計、船舶與海洋結構物強度、流體力學、海洋防腐技術、船舶與海洋結構物在波浪中的運動理論、決策理論與方法、結構可靠性原理；專業課包括工程技術經濟論證方法、企業信息管理、船舶科學與工程進展、海洋系統工程、海洋工程水池試驗技術、結構優化設計、船舶與海洋結構物現代建造方法、浮式系統等。

大學四年后學生須掌握船舶與海洋工程領域的堅實基礎理論和寬廣的專業知識，以及解決工程問題的現代化實驗研究方法和技術手段，并且具有獨立從事新產品開發設計能力、生產工藝設計及實施能力、工程管理的能力。

就業趨勢

船舶與海洋工程專業學生畢業后可簽約到船舶與海洋工程設計研究單位、海事局、國內外船級社、船舶公司、海洋石油單位、高等院校、船舶運輸管理、船舶貿易與經營、海關、海上保險和海事仲裁等部門，從事船舶與海洋結構物設計、研究、制造、檢驗、使用和管理等工作，也可到相近行業和信息產業有關單位就業。此外，還可爭取留學資格到美國、加拿大、英國、挪威、德國、日本等國留學深造。當然，也可以報考相關專業的研究生進一步深造。據各高校有關就業部門統計，船舶與海洋工程專業學生就業形勢不錯。現在很多學生喜歡選擇金融、工商管理、市場營銷、信息技術等專業，所以高校中就讀傳統的船舶與海洋工程專業者已經遠不如以前眾多，而且該專業人才退休、老化普遍存在。再加上目前開設相關專業的學校已經不多，物以稀為貴，所以船舶與海洋工程這個專業的畢業生出去后容易受到用人單位的歡迎。像重慶交通學院還是西南地區惟一開設船舶與海洋工程專業的高校。相關鏈接 學制：四年 授予學位：工學學士 體檢要求：色盲與色弱受限。

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

第四篇：船舶與海洋工程專業英語

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（設計）師 32.scantling 結構（件）尺寸

naval architecture造船（工程）學 33.frame 肋骨 2.instruction 任務書、指導書 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 37.net register tonnage 凈登記噸位 6.specification 規格書，設計任務書 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 貿易 42.revenue 收入 11.machinery 機械、機器 43.docking 進塢 12.hold capacity 艙容 44.charge 費用、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）、細分 15.hull 船體 47.collision 碰撞 16.dimension 尺度、量綱、維（數）48.compromise 折衷、調和 17.displacement 排水量、位移、置換 49.coefficient 系數 18.tonnage 噸位 50.training 培訓 19.fineness 纖瘦度 51.fluid mechanics 流體力學 20.draft 吃水 52.structural strength 結構強度 21.breadth 船寬 53.resistance 阻力 22.freeboard 干舷 54.propulsion 推進 23.rule 規范 55.shipbuilding 造船 24.tentative 試用（暫行）的 56.aptitude（特殊）才能，適應性 25.longitudinal direction 縱向 57.maritime 航運，海運 26.vertical direction 垂向 58.polytechnical school 工藝（科技）學校 27.trim 縱傾 59.academic 學術的 28.stability 穩性 60.shipyard 造船廠 29.shaft horse power 軸馬力 61.electronic computer 電子計算機 30.strength 強度 62.owner 船主，物主 31.service 航區、服務 63.encyclop(a)edia 百科全書

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

the Chinese Society of Navigation中國航海學會

“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會

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

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

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

13.ship resistance and propulsion 船舶阻力

和推進

14.ship rolling and pitching 船舶搖擺 15.ship manoeuvrability 船舶操縱性 16.ship construction 船舶結構

17.ship structural mechanics 船舶結構力學 18.ship strength and structural design 船舶

強度和結構設計

19.ship design 船舶設計

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”，翻譯時，根據這個基本意思可以按漢語習慣譯成中文。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，大的車床能車削數英尺長的工件。

2.Such that 可以認為是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‘and 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 3.造船工程（設計）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 護舷木

22.deck area 甲板面積（區域）23.cross channel vessel 海峽船 24.port 港口，船的左舷 25.side 舷側（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

強浪，洶濤海面 42.seakeeping

耐波性

43.appearance

外形（觀），出現 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 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 聯接角鋼

59.tumble home 內傾 60.sailing ship 帆船

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

64.draught 吃水，草圖，通風 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 滿載標志 80.freeboard 干舷

81.seaworthiness 適航性

82.reserve buoyancy 儲備浮力 83.range of stability 穩性范圍

84.Load Line Regulations 載重線規范

Additional Terms and Expressions

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

4.midship area coefficient 船中橫剖面面積系數

5.waterplane area coefficient 水線面面積系數

6.vertical prismatic coefficient 豎向棱型系數 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 序數字前面，一般用定冠詞“the”，但當作者心目中對事物總數還不明確，或還不足以形成一個明確的序列時，序數字前面用不定冠詞“a”。例：

will they have to modify the design a fourth time?(它們的設計究竟要修改多少次，心中無數，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。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。這是英語句子結構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。這是英語句子結構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 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 強力甲板 31.married booms 聯合吊桿 7.inner bottom 內底 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 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 周轉期 18.hatch cover 艙口蓋 42.profitability 利益 19.palletized cargo 貨盤運貨 43.container ship 集裝箱船 20.multiple hatch 多艙口 44.trade route 貿易航線 21.abreast 并排 45.weather proof 風雨密 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）50.lease 租借 51.shipper 貨運主 52.custom 海關

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 標題，航向 59.trailer ships 拖車運輸船

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

63.military vehicle carriers 軍用車輛運輸船

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

67.motor boat 機動艇，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 化學制（產）品 82.molasses 糖漿

83.liquefied gas 液化氣體 84.molten sulfur 熔態硫 85.conning station 駕駛室

86.ore hold 礦砂艙 87.空

88.engine room 機艙

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 運費率

100.carriage 裝（載）運，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 應急

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

117.rolled on and off 滾進滾出 118.side port 舷門

119.cargo elevator 運貨升降機 120.conveyor 輸送機

Additional Terms and Expressions 1.2.3.4.transport ship 運輸船 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 漁業船 13.trawler 拖網漁船

seine netter 圍網漁船 14.harbour boat 港務船 15.supply ship 供應船 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，它將繼續保持靜止或作直線運動。

In this book the word is used in its original sense unless(it is)otherwise sated.本書內，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 往往指貨物經過較長距離運輸到達某一目的地，故譯作“駁船”，而lighter 旨在港口或近距離內起到裝卸貨物的聯絡作用，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“遠遠，非常，最?，或?得多”的意思。例：

by far the fastest 最快的

by far faster than A 遠比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.現今最普遍采用的固定平臺型式是圖1.1所示的導管架平臺。

7.the SOLAS regulations 系指國際海上人命安全公約規則，幾乎所有海運國家都要遵守這些規則。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 工藝質量 24.consumption 消耗 4.basic fundamentals 基本原理 25.initial cost 造價 5.marine engineering 輪機工程 26.cost of operation 營運成本 6.intensive 精致的 27.unloading facility 卸貨設備 7.propulsion plants 推進裝置 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 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 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 16.stores 儲藏物 38.initial stability 初穩性 17.fresh water 淡水 39.weather deck 樓天甲板 18.feed water 給水 40.righting arm 復原力臂 19.boiler 鍋爐 41.capsize 傾復 20.measurement(噸位)丈量，測量 42.stress 應力 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 方案設計 2.preliminary design 初步設計 3.technical design 技術設計 4.working design 施工設計 5.basic design 基本設計

6.conceptual design 概念設計 7.inquire design 咨詢設計 8.contract design 合同設計 9.detailed design 詳細設計 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

25.homogenuous cargo 均質貨物 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 冰區加強 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 應理解成“外加在它本身重量上的”，故應譯為“本身重量除外（不包括本身重量）。

3.插入語，相當于 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合句所構成。因為假設的條件不會發生，或發生的可能性非常小，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 費用 3.space 處所，空間 31.breakdown 細目 4.access 通道，入口

32.terminal allocation 碼頭配置費 5.allocation 分配，配置 33.overhead 管理費，雜項開支 6.furnishings 家具 34.component(組成)部分，分量 7.conceptual(design)概念（設計）35.characteristic 特性 8.preliminary(design)初步（設計）36.mechanical 機械的 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 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 總強度 14.coordinate relationship 協調關系

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 機艙

經濟的方式 47.miscellaneous(其他)雜用艙室 19.speciality 專業 48.watertight subdivision 水密分艙 20.feed-in 送進，提供 49.integrity 完整性 21.specifications 各種技術條件，說明書 50.tankage 液艙，容量（積）22.uptake 煙道 51.clean ballast 清潔壓載 23.commercial transportation 商業運輸 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）洋的 56.layout（設計，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 主管機構（關）59.intact stability 完整穩性 60.trade-off 權衡，折衷

61.consultation 協商

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/外走道 4.bridge deck 駕駛甲板 5.compass deck 羅經甲板 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 起貨機平臺 11.wheel house 駕駛室 12.chart room 海圖室 13.radio room 報務室 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 主機操縱室 20.auxiliary engine room 副機艙

21.boiler room 鍋爐間

22.steering engine room 舵機艙 23.workshop 機修間 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

系纜設備

30.howse pipe 錨鏈筒 31.chain locker 錨鏈艙

32.closing appliances 關閉設備 33.hatch cover 艙口蓋

34.lifesaving equipment/appliance 救生設備 35.mast 桅 36.rigging 索

37.bollard 雙柱帶纜柱 38.bitt 帶纜樁 39.fairlead 導纜鉤

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 … ”強調句型，強調in formulation of the general arrangement.in formulation of 原意為“在……的表達中”，現意譯為“體現在……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“船舶設備”之意 4.scientific 原意為“科學的”，現根據上下文意譯成“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“補認為是合理（或正當）的”，整個從句可翻譯成：“雖然這一章只限于‘總布置’這個主題，而不再進一步討論系統處理方法”。

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/設計室 2.ship form 船體形狀 22.mould loft 放樣間 3.mathematical expressions 數學表達式 23.full size 實尺（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 數學光順法 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 側軸 12.view 視圖，觀察 31.shaft bossing 軸包套 13.sheer profile 側視圖，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 進流端入口

to lift offsets 量取型值 39.run 去流端，運行，流向 20．Wooden/plastics battern 木質/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 數學型線 9.rake of keel, designed drag 龍骨設計斜13.mathematical fairing of lines 型線數學光度 順法 10.knuckle line 折角線

Notes to the Text

1.in as detailed a manner as possible 相當于 in a manner as detailed as possible, 閱讀和翻譯科技原文時，應注意這類不一般的語序。

2.關系詞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律有矛盾，但在科技文獻中較常見，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.這是依據倒裝句，為了突出情調部分，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‖結構，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，為了句子結構平衡的需要，被移至介語短語to the mould loft(作為地點狀語用)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.機爐艙部位的船體輕度要求設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 穩定平衡 2.stability and trim 穩性與縱傾 16.netural equilibrium 中性平衡 3.floating upright 正浮 17.metacenter height 穩心高 4.force of gravity 重力 18.righting level 復原力臂 5.resultant 合力 19.initial stability 初穩性 6.center of buoyancy 浮力 20.cross-curves of stability 穩性橫截曲線 7.couple 力偶 21.flooding 進水 8.magnitude 數值（大小）22.thrust 推力 9.displacement 排水量，位移，置換 23.keelblock 龍骨墩 10.righting moment 復原力矩 24.dry dock 干船塢 11.righting arm 復原力臂 25.center of floatation 漂心 12.upsetting moment 傾復力矩 26.Greek letter 希臘字母 13.upsetting arm 傾復力臂 27.inclining experiment 傾斜試驗 14.metacentre 穩心 28.pendulum 鉛錘，擺

Additional Terms and Expressions

1.lost buoyancy 損失浮力 9.stability at large angles 大傾角穩性 2.reserve buoyancy 儲備浮力 10.dynamical stability 動穩性 3.locus of centers of buoyancy 浮心軌跡 11.damaged stability 破艙穩性 4.Bonjean‘s curves 邦戎曲線 12.stability criterion numeral 穩性衡準書 5.Vlasov‘s curves 符拉索夫曲線 13.lever of form stability 形狀穩性臂 6.Firsov‘s diagram 菲爾索夫圖譜 14.locus of metacenters 穩心曲線 7.Simpson‘s rules 辛浦生法 15.angle of vanishing stability 穩性消失角 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“結構，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根據上下文加以適當選擇。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，強調的都是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、數也由這個名詞決定。

2.thus moving the position of the center of buoyancy.由thus引出的現在分詞短語用作表示結果的狀語。一般來說，如分詞短語位于句末，往往有結果、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…引導結果狀語從句。但在這個從句中又包含了一個由關系副詞when引導的時間狀語從句。

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 現在分詞短語（含有主動態），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），也是修飾前面的名詞，ship,注意這里的displaced 應選擇“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，接在on之后表示（剛）進船塢的時候。

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 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 推進器箍 35.streamline 流線型

36．reciprocating engine 往復式發動機 37.diesel/steam engine 柴油/蒸汽機 38.indicator card 示功圖 39.indicated h.p.指示馬達 40.brake 制動

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

48.gas turbine 燃氣輪機 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

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），機構 58.proposal 建議

59.statistical 統計分析 60.criterion 衡準

61.ship performance prediction 船舶性能預報 62.regression equation 回歸方程 63.form parameter 形狀參數

Additional Terms and Expression 1.2.3.4.5.6.7.service speed 服務航速 design speed 設計航速 cruising speed 巡航速度 trial speed 試航速度 endurance 續航力

admiralty coefficient/constant 海軍系數 fouling 污底

8.hydrodynamics 水動力學 9.inflow 進流

10.angle of attack 攻角

11.lift 升力

12.circulation 環量

13.aspect ratio 展弦比

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

19.adjustable-pitch propeller 可調螺距螺旋槳

controllable-pitch propeller 可調螺距螺旋槳 20.reversible propeller 可反轉螺旋槳

21.coaxial contra-rotating propellers 對轉螺旋槳 22.ducted propeller, shrouded propeller 導管螺旋槳 23.tandem propeller 串列螺旋槳

24.jet propeller 噴射推進器 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 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 實際上是不同的。嚴格說，這種省略方法是不正規的，但由于讀者能從上下文聯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”結構的句型。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)的 9． Amplitude 振幅 10． acceleration 加速度 11． wind velocity 風速 12． fetch 風區長度，波浪形成區 13． duration 持續時間 14． seaway 航路（道）15． gusts 陣風(雨)16． storm 風暴 17． regular trains of waves 規則波系

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

21.projection 突出體，投影，規則

22.activated fin stabilitizer 主動式穩定（減搖）鰭 23.gyroscope(gyro)陀螺儀，回轉儀 24.steady 穩定 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 回轉性 turning circle 回轉圈

turning circle test 回轉試驗 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平面運動機構

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，船舶對海浪的響應方式應使其運動的幅值和所在的位置永遠不處于一種危險狀態”。

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

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。

3.if ever 為if they are ever encountered 的簡化形式。當從句內的謂語動詞為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引導的過去分詞短語作為主語補足語。

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 為現在分詞短語，作狀語(表示結果)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 結構構件 strength deck 強力甲板 box girder 箱形梁

tight envelope 密閉外殼

longitudinal member 縱向構件 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 中內龍骨，中桁材 side girder 旁桁材，旁縱桁 stiffener 扶強材

section modulus 剖面模數 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 beam 橫梁

primary stress 第一類應力

pillar 支柱

deck girder 甲板縱桁 support 支柱（構件）

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 內底邊板 5.forecastle 首樓 16.bilge bracket 舭肘板 6.poop 尾樓 17.side plate 舷（船）側板 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）

be subjected to(n.)受到，經受

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

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進行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 為地點狀語從句，然而帶有條件性質，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 后帶主謂關系的復合短語。they reinforce 為省略關聯詞（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條規則的要求適合于載運危險貨物的客船，應照此辦理。

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 結構相似，其中的as effective 和 to be effective 均作賓語補足語。

23.24.25.26.27.28.29.cantilever 懸臂梁

intercostal member 間斷構件 cant frame 斜肋骨 pant beam 強胸橫梁 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

第五篇：船舶與海洋工程專業英語

船舶與海洋工程專業英語復習筆記

Unit 1

Ship Types Lecture 1

The Criterion of Translation 專業詞匯學習

The Family Tree of Merchant Ships 商船分類 Group 1: Ocean Going Ships 遠洋船舶 Subgroup 1: Passenger ships 客船

Passenger liners 客班船

Passenger and cargo ship 客貨船 Subgroup 2: Cargo carrying ships(tramp or liner)

貨船，不定航線、不定日期船或班船

General cargo ship 雜貨船

Multipurpose(general purpose)ship 多用途船

Bulk carrier 散裝貨船, with the special forms:

Combination carrier 兼用船； Collier 運煤船

Ore carrier 礦砂船； OBO 礦、散、油船

Timber carrier 運木船 Tankers, divided into: Crude oil carrier 原油船：VLCC 巨型油船； ULCC 超級油船 Chemical tanker 化學品船 = Product carrier 成品油船 Containerships, including: Conventional containership 常規集裝箱船 Hatchcoverless containership 無艙蓋集裝箱船 Liquified gas carrier, including: LPG 液化石油氣船； LNG 液化天然氣船 Refrigeration cargo ship(reefer)冷藏船 RoRo ship 滾裝船

Barge carrier 載駁船； LASH 載駁船； SEABEE 升降式載駁船

Group 2: Sea and coastal ships, inland waterway ships 近海、沿海和內河船舶

(Cross-channel)ferries(for passengers, cars, or both)渡船 Passenger ships, with the following forms: Conventional liner 常規客班船

Hydrofoil 水翼艇

Hovercraft(air cushion vehicle: ACV)騰氣艇、氣墊船

Cargo vessels, the subdivision is much the same as above.Cargo-passenger ships 貨客船

Pleasure boats 游艇

Barges 駁船

Group 3: Subsidiary ships 輔助船舶

Working ships, including: 工程船

Tug 拖輪； Floating crane 浮吊； Dredger 挖泥船

Salvage ship 打撈船； Drilling vessel 鉆井船； Pile-driver 打樁船

Pipe line layer 敷管船； cable layer 布纜船； Dike layer 駐堤船

Icebreaker 破冰船； Firefighting ship 消防船；buoy tender 航標船

Research ship 調查船、研究船； Split hopper barge 開體泥駁

Fishing vessel, including: 漁船

Trawler 拖網漁船； Fish factory ship 魚品加工船；

Seiner 圍網漁船

Others

Supply ship(water, fuel oil)供應船

Training ship 訓練船 Navy Ships Navy Armament Gun / heavy gun 槍、炮；

Depth bomb / charge 深水炸彈 Mine 水雷；

Torpedo 魚雷

Missile 彈道；

Armed aircraft 武裝飛機 Group 1: War Ships Subgroup 1: Surface combatant ship 水面艦艇 Patrol boat 巡邏艇；

Gun boat 炮艇

Torpedo boat 魚雷艇；

Guided missile boat 彈道艇 Submarine hunter 獵潛艇；

Frigate 護衛艦 Destroyer 驅逐艦；

Cruiser 巡洋艦

Helicopter carrier 直升機母艦；

Aircraft carrier 航空母艦 Subgroup 2: Undersea ships 水下艦艇 Submarine, divided into: Conventional powered submarine 常規動力潛艇 Nuclear powered submarine 核潛艇 Group 2: Naval Auxiliary Ships Landing ship(boat)登陸艦/艇；

Minehunter(mine-sweeper)掃雷艇 Minelayer 布雷艦；

Combat stores ship 艦隊補給船 Ammunition ship 軍火船；

Surveying ship 測量船 Commuter boat(traffic boat)交通艇 課文閱讀 Part A The development of ship types over the years has been dictated very largely by the nature of the cargo.The various designs can, to some extent, be divided into general cargo, bulk cargo and passenger vessels.這么多年來船型的發展在很大程度上受制于貨物的性質。在某種程度上，各種式樣可以劃分為雜貨船、散貨船和客船。

The general cargo carrier is a flexible design of vessel which will go anywhere and carry anything.Special forms of the general cargo carrier include container ships, roll-on/roll-off ships and barge carriers.Bulk cargo may be liquid, solid, or liquefied gas and particular designs of vessel exist for the carriage of each.雜貨船是一種靈活的船舶式樣，它可以去任何地方載任何貨物。雜貨船的特殊形式包括集裝箱船，滾裝船和載駁船。散貨可以是液態的、固態的或液化氣，針對每一種貨物運載都存在著特殊形式的船舶。Passenger-carrying vessels include cruise liners and ferries.Many special types of vessel exist which perform particular functions or are developments of particular aspects of technology.These include multi-hull vessels, hydrofoil and hovercraft.運載旅客的船舶包括（定期）旅游船和渡船。也存在許多特殊的船型，它們發揮特定的功能或是一些特定領域技術發展的產物。這些包括多體船，水翼艇和氣墊船。

These various ship types will now be examined in further detail.這些各式各樣的船型將予以進一步的討論。

General cargo ships 常規雜貨船

The general cargo ships have several large clear open cargo-carrying spaces or holds.One or more separate decks may be present within the holds and are known as “tween decks”.These provide increased flexibility in loading and unloading and permit cargo segregation as well as improved stability.Access to these holds is by openings in the deck known as hatches.雜貨船有幾個大而寬敞的載貨空間或貨艙。艙內可能設一層或更多層分離的甲板，它們被稱為“間甲板”。這些間甲板增加了裝貨與卸貨的靈活性，有利于分隔貨物以及改善穩性。通向這些貨艙的入口是在甲板上設置的開口，它們被成為艙口。

Hatches are made as large as strength considerations permit in order to reduce the amount of horizontal movement of cargo within the ship.Hatch covers are, nowadays, made of steel although older vessels used wood.The hatch covers must be watertight and rest upon coamings around the hatch.The coamings of the upper or weather deck hatches are a reasonable height above the deck to reduce the risk of flooding in heavy seas.只要強度方面允許，艙口升得盡可能大，以減少貨物在船內的水平運動的幅度。當今艙口蓋由鋼鐵制成，雖然在一些較舊的船上使用木質艙口蓋。艙口蓋必須水密并坐落在圍著開口的艙口圍板上。上甲板或露天甲板艙口的圍板離甲板有一個合理的高度，以減少在大浪中貨艙進水的風險。

Some form of cargo handling equipment is always fitted which may take the form of derricks and winches or deck cranes.Deck cranes are fitted to many vessels since they reduce cargo handling times and manpower requirements.Some ships have a special heavy-lift derrick fitted which may serve one or more holds.某種形式的起貨機總裝在這種船上，其形式可以是吊桿和絞車或甲板起重機。甲板起重機裝在許多船上因為它們能減少貨物搬運時間和人力需求。一些船上裝有特殊的重型吊桿，可以為一個或幾個貨艙服務。

A double bottom is fitted along the ship?s length and is divided into various tanks.These tanks may be used for fuel or lubricating oil, fresh water or ballast sea water.Fore and aft peak tanks are also fitted and may be used to carry ballast or to suitably trim the ship.Deep tanks are often fitted and can be used to carry liquid cargoes or water ballast.The water ballast tanks may be filled when the ship is only partially loaded in order to provide a sufficient draught for stability and total propeller immersion.沿船長方向設置雙層底，并將其劃分成各種液艙。這些液艙可用作燃油艙或滑油艙，淡水艙或壓載海水艙。船上也設置首尾尖艙，可用來裝壓載水或用來適當地調準縱傾。船上常常設深艙，可用來裝載液體貨物或壓載水。當船舶僅部分裝載時，壓載水艙可灌水以便為穩性和螺旋槳總浸深提高足夠的吃水。There is usually one hold aft the accommodation and machinery space.This arrangement improves the trim of the vessel when it is partially loaded.The range of size for general cargo ships is currently from 2,000 to 15,000 displacement tones with speeds from 12 to 18 knots.住艙和機艙之后通常設一個貨艙。這種布置在船舶部分裝載時能改善船舶的縱傾。雜貨船的尺度范圍當前為2000至15000排水噸，速度為12至18節。

Refrigerated cargo ships 冷藏船

The refrigerated cargo ship differs from the general cargo ship in that it carries perishable goods.A refrigeration system is therefore necessary to provide low temperature holds for these cargoes.The holds and the various ?tween decks are insulated to reduce heat transfer.The cargo may be carried frozen or chilled and various holds may be at different temperatures according to the cargo requirements.冷藏船與雜貨船的不同之處在于裝載易變質貨物。因為必須設制冷系統為這些貨物提供低溫貨艙。貨艙和各層間甲板都作絕緣處理以減少熱傳遞。貨物可以冷凍或冷藏運載，而且根據貨物的要求各個貨艙可以調至不同的溫度。

This type of vessel is usually faster than a general cargo ship, having speeds up to 22 knots.It is essentially a cargo liner having set schedules and sailing between fixed terminal ports.Up to twelve passengers may be carried on some of these vessels.這種船通常比雜貨船快，具有高達22節的航速。它基本上是一種定期貨船，有既定的計劃并在固定的港口之間航行。這些船有的可以攜帶多到12名的旅客。

Container ships 集裝箱船

A container is a re-usable box of 2,435 mm by 2,435 mm section, with lengths of either 6,055, 9,125 or 12,190 mm.Container are now used for most general cargoes and liquid-carrying versions also exist.Refrigerated versions are also in use which may have their own independent refrigeration plant or be supplied with cooled air from the ship?s refrigeration system.集裝箱是一只可反復使用的箱子，寬度和高度為2435mmX2435mm，長度6055，9125或12190mm三種。現在集裝箱船用于裝載大多數雜貨，而且也有轉載液體的集裝箱。冷藏集裝箱也在使用，它可以有自己獨立的制冷裝置或由船舶的制冷系統提供冷氣。

The cargo-carrying section of the ship is divided into several holds each of which has a hatch opening the full width and length of the hold.The containers are racked in special frameworks and stacked one upon the other within the hold space.Cargo handling is therefore only the vertical movement of the container by a special quayside crane.Containers may also be stacked on the flush top hatch covers.Special lashing arrangements are used to secure this deck cargo.船舶的載貨區劃分成幾個貨艙，每一貨艙的艙口大小與貨艙的全寬和全長一樣。集裝箱放在特殊的框架內，并在貨艙空間內一只箱子堆在另一只箱子上。因此貨物搬運僅僅是用特殊的岸壁起重機使集裝箱作垂向運動。集裝箱也可以堆放在頂部平坦的艙口蓋上。這種甲板貨物用特殊的綁扎裝置來固定。

The various cargo holds are separated by a deep web-framed structure to provide the ship with transverse strength.The ship structure outboard of the container holds on either side is a box-like arrangement of wing tanks which provides longitudinal strength to the structure.These wing tanks may be used for water ballast and can be arranged to counter the heeling of the ship when discharging containers.A double bottom is also fitted which adds to the longitudinal strength and provides additional ballast space.各個貨艙用強框架結構隔開，為船舶提供橫向強度。集裝箱艙外側船舶兩舷的結構為箱形布置的邊艙，為結構提供縱向強度。這些邊艙可以用來裝壓載水，并能安排來抵抗船舶卸箱時產生的橫斜。船舶也設雙層底，它增加了縱向強度并提供額外的壓載空間。

The accommodation and machinery spaces are usually located aft to provide the maximum length of full-boded ship for container stowage.Cargo-handling equipment is rarely fitted, since these ships travel between specially equipped terminals to ensure rapid loading and discharge.Container ship sizes vary considerably, with container carrying capacities from 1,000 to 2,500 TEU?s or more.The twenty foot equivalent unit(TEU)represents a 20 ft(6,055 mm)“standard” container.Container ships are much faster than most cargo ships, with speeds up to 30 knots.They operate as liners on set schedules between fixed ports.居住艙室和機艙通常位于船尾，以提供最大長度的豐滿船體用語儲藏集裝箱。起貨設備很少安裝，因為這些船舶行駛在特殊裝備的終點港間以確保迅速裝卸。集裝箱船的尺度變化很大，其集裝箱裝載能力從1000箱到2500箱或更多。二十英尺相當單元（TEU）代表二十英尺（6055mm）“標準”集裝箱。集裝箱船比大多數船快得多，速度高達30節。它們作為定期航船按既定計劃在固定港口間運營。

Roll-on / roll-off ships 滾裝船

This vessel was originally designed for wheeled cargo, usually in the form of trailers.The cargo could be rapidly loaded and unloaded by stern or bow ramps and sometimes sideports for smaller vehicles.The loss of public capacity due to undercarriages and clearances has resulted in many roll-on roll-off vessels being also adapted to carry containers.這種船原先設計用于有輪貨物，通常是拖車的形式。這種貨物可通過尾或首跳板迅速裝卸，有時候小型車輛用舷門。車架下空間和上部間隙損失了裝卸容積，因而許多滾裝船也設計成適于裝載集裝箱。

The cargo-carrying section of the ship is a large open deck with a loading ramp usually at the after end.Internal ramps lead from the loading deck to the other ?tween deck spaces.The cargo may be driven aboard under its own power or loaded by straddle carriers or fork lift trucks.One or more hatches may be provided for containers or general cargo and will be served by one or more deck cranes.Arrangements may be provided on deck for stowing containers.Some roll-on roll-off(Ro-Ro)vessels also have hatch covers to enable loading of lower decks with containers.Where cargo(with or without wheels)is loaded and discharged by cranes the term lift-on lift-off(Lo-Lo)is used.船舶的裝貨區域是大而寬敞的甲板，在其尾端通常設置裝載坡道。內部坡道由裝載甲板通向其他間甲板區域。貨物可用自己的動力開上船，也可用跨運車或叉車裝上船。為了裝運集裝箱或雜貨，船上可有一個或幾個艙口，并配有一臺或幾臺甲板吊車。甲板上也可以布置來堆放集裝箱。某些滾裝船也時艙口蓋，以便在下層甲板上裝載集裝箱。當貨物（有輪或無輪）用起重機裝卸時，就用“吊上-吊下”（LO-LO）這一術語。

The ship?s structure outboard of the cargo decks is a box-like arrangement of wing tanks to provide longitudinal strength.A double bottom is also fitted along the complete length.The accommodation is located aft and also the low-height machinery space.Only a narrow machinery casing actually penetrates the loading deck.Sizes range considerably with about 16,000 dwt(28,000 displacement tonne)being quite common.High speeds in the region of 18~22 knots are usual.貨物加班舷側部分的船體結構是箱形布置的邊艙，以提供縱向強度。這種船也在全廠范圍內設置雙層底。住艙還有低高度的機艙都位于船尾。實際上僅有狹窄的機艙棚穿國裝載甲板。尺度變化很大，16000載重噸（28000排水噸）相當普遍。速度通常高達18至22節。

Barge carrier 載駁船

This type of vessel is a variation of the container ship, instead of containers, standard barges are carried into which the cargo has been previously loaded.The barges, once unloaded, are towed away by tugs and return cargo barges are loaded.Minimal or even no port facilities are required and the system is particularly suited to countries with vast inland waterways.Two particular types will be described, the LASH(Lighter Aboard Ship)and the SEABEE.這種船是集裝箱船的派生船型，所裝載的不是集裝箱，而是標準的駁船，駁船中預先裝進了貨物。駁船一當卸下就被拖輪帶走，回來的駁船已裝載。這一運輸系統很少或甚至不需要港口設備，它特別適合于有大量內陸水道的國家。這里要介紹兩種特殊類型，即載駁船（駁船上船）和升降式載駁船。

The LASH ship carries barges, capable of holding up to 00 tonne of cargo, which are 18.75 m(61.5 ft)long, 9.5m(31ft)beam and 3.96 m(13 ft)deep.About eighty barges are carried stacked in holds much the same as containers with some as deck cargo on top of the hatch covers.The barges are loaded and unloaded using a traveling gantry crane capable of lifting over 500 tonne.Actual loading and discharge takes place between extended “arms” at the after end of the ship.The shi structure around the barges is similar to the container ship.The accommodation is located forward whereas the machinery space is one hold space forward of the stern.LASH ships are large, in the region of 45,000 deadweight tones, with speeds in the region of 18 knots.載駁船載運駁船，駁船能裝400噸貨物，它長18.75m(61.5ft)，寬9.5m(31ft)，深3.96m(13ft)。與集裝箱很相像，大約8只駁船放在貨艙內，一些作為甲板貨物放在艙口蓋上面。用一臺舉力超過500噸的移動式門架起重機來裝卸駁船。實際裝卸作業在船尾的延伸臂間進行。裝駁區周圍的船體結構與集裝箱船相似。住艙位于船首，而機艙在船尾一個貨艙之前。載駁船很大，在45000載重噸左右，速度在18節左右。

The SEABEE is somewhat larger than the LASH ship and carries thirty-eight barges.Each barge may be loaded with up to 1,000 tonne of cargo and is 29.72 m long, by 10.67 m beam and 3.81 m depth.The barges are loaded on board by an elevator located at the stern.They are then winched forward along the various decks.升降式載駁船比載駁船稍微大些，能裝載38個駁船；每一駁船可載1000噸貨物，它長29.72m，寬10.67m，深3.81m。駁船用位于船尾的一臺升降機上船；然后用絞車沿著各層甲板拖向船首。

Deck hatch opening does not exist and the decks are sealed at the after end by large watertight doors.Two ?tween decks and the weather deck are used to store the barges.The machinery space and various bunker tanks are located beneath these ?tween decks.在甲板上不存在艙口，各層甲板在尾端用大型水密門密封。兩層間甲板和露天甲板用來存放駁船。機艙和各種燃料艙位于這些間甲板下方。

The machinery space also extends into the box-like structure outboard of the barges on either side of the ship.The accommodation is also located here together with several ballast tanks.A barge winch room is located forward of the barge decks and provides the machinery for horizontal movement of the barges.The SEABEE is physically about the same size as the LASH ship but with a slightly smaller deadweight of 38,000 tonnes.The speed is similarly in the region of 18 knots.機艙延伸到駁船外側船舶兩舷箱形結構內。住艙也設在此處，還加上幾個壓載艙。早駁船甲板的前端設置了駁船絞車房，并布置了用于駁船水平運動的機械。升降式載駁船的實體尺度與載駁船大致相同，但載重量略小一些，約38000噸。速度也相似在18節左右。

Despite their being specialist vessels both LASH and SEABEE can be used for other cargoes.Each can be used to carry containers and the SEABEE will also take Ro-Ro cargo.Other variations of barge carriers have been proposed such as the barge carrying catamaran vessel(BACAT).Tug-barge systems have also been considered where the “Ship” is actually a number of linked barges with a separable propulsion unit.盡管它們是專用船，載駁船和升降式載駁船能用于其他貨物。每一種船可用來裝載集裝箱，而升降式載駁船也能攜帶滾裝貨。載駁船的其他派生船型已經被提議，如裝載雙體船的駁船（簡稱BACAT）。還考慮了“拖輪-駁船”系統，系統中“船舶”實際上是一些相連接的駁船，配備一個可分離的推進單元。

Oil tankers 油船

The demand for crude oil is constantly increasing.Oil tankers, in particular crude carriers, have significantly increased in size in order to obtain the economies of scale.Designations such as ULCC(Ultra Large Crude Carrier)and VLCC(Very Large Crude Carrier)have been used for these huge vessels.Crude oil tankers with deadweight tonnages in excess half a million have been built although the current trend(1985)is for somewhat smaller(100,000~150,000 dwt)vessels.After the crude oil is refined the various products obtained are transported in product carriers.The refined products carried in these vessels include gas oil, aviation fuel and kerosene.對原油的需求在不斷地增加。油船特別是原油船已顯著地增加了尺度以獲得規模經濟。諸如ULCC（超級油輪）和VLCC（巨型油輪）這樣的名稱已用于這些巨大的船舶。載重噸位超過五百萬的原油船也已制造，盡管當前（1985）的趨勢是稍微小一點的船舶（十到十五萬載重噸）。原油經過提煉后，得到的各種產品用成品油船來裝載。這些船所裝的提煉產品包括汽油，航空燃油和煤油。

The cargo carrying section of the oil tanker is divided into individual tanks by longitudinal and transverse bulkheads.The size and location of these cargo tanks is dictated by the International Maritime Organization Convention MARPOL 1973/78.This Convention and its Protocol of 1978 further requires the use of segregated ballast tanks(SBT)and their location such that provide a barrier against accidental oil spillage.An oil tanker when on a ballast voyage must use only its segregated ballast tanks in order to achieve a safe operating condition.油船載貨區域用縱橫艙壁分割成各個液艙。這些艙的尺寸和位置由國際海事組織公約MARPOL 1973/78所規定。這一公約及其1978年協議進一步要求采用隔離壓載水艙（SBT）和其位置必須能提供一道屏障以抵御油泄漏事故。油船在壓載航行時必須只使用它的隔離壓載水艙以便獲得一種安全的運行狀況。

The arrangement of a 105,000 dwt crude oil tanker which satisfies these requirements is as follows.The cargo carrying tanks include the seven centre tanks, four pairs of wing tanks and two slop tanks.The segregated ballast tanks include all double bottom tanks beneath the cargo tanks, two pairs of wing tanks and the force and aft peak tanks.The cargo is discharged by cargo pumps fitted in the aft pump room.Each tank has its own suction arrangement which connects to the pumps, and a network of piping discharges the cargo to the deck from where it is pumped ashore.一艘滿足這些要求的105，000載重噸原油船，其總布置如下。載貨的液艙包括七個中央艙、四對邊艙和兩個污油艙。隔離壓載水艙包括貨油艙下的全部雙層底液艙、兩對邊艙以及首尾尖艙。貨物由設在后泵房的貨油泵卸出。每一油艙都有自己的吸油裝置，它與油泵相連，一組管路將貨油輸送到甲板，再從甲板泵送上岸。

Considerable amounts of piping are visible on the deck running from the after pump room to the discharge manifolds positioned at midships, port and starboard.Hose-handling derricks are fitted port and starboard near the manifolds.The accommodation and machinery spaces are located aft and separated from the tank region by a cofferdam.The range of size for crude oil tankers is enormous, beginning at about 20,000 dwt and extending beyond 500,000 dwt.Speeds range from 12 to 16 knots.在甲板上可以看到大量管路從后泵房走向位于左右舷船中的卸油分配閥箱。軟管搬運吊架設在左右舷靠近分配閥箱處。住艙和機艙位于船尾，并用隔離艙與油艙區分開。原油船的尺度范圍是巨大的，從二萬載重噸直到超過五十萬載重噸。速度范圍是12至16節。

Product carrier at oil tankers which carry the refined products of crude oil.The cargo tank arrangement is again dictated by MARPOL 73/78.Individual “parcels” of various products may be carried at any one time which resulted in several separate loading and discharging piping systems.The tank surface is usually coated to prevent contamination and enable a high standard of tank cleanliness to be achieved after discharge.The current size range is from about 18,000 up to 75,000 dwt with speeds of about 14~16 knots.成品油船是能裝載原油煉出產品的油船。同樣，其油艙布置受MARPOL 73/78的約束。各種產品的一個個“包裹”可以隨時一起裝載，這導致了幾套分離的裝卸管系。油艙表面通常有可防止玷污的涂層，同時也可在卸貨后獲得高標準的油艙清潔度。目前的尺度范圍約18000至75000載重噸，速度為14至16節。

Bulk carriers 散貨船

The economies of scale have also been gained in the bulk carriage of cargoes such as grain, sugar and ore.A bulk carrier is a single-deck vessel with the cargo carrying sections of the ship divided into holds or tanks.The hold or tank arrangements vary according to the range of cargoes to be carried.Combination carriers are bulk carriers which have been designed to carry any one of several bulk cargoes on a particular voyage, e.g.ore or crude oil or dry bulk cargo.諸如谷粒、糖和礦砂等貨物的大宗運載也贏得了規模經濟效益。散裝貨船是單甲板船，船舶的載貨區域劃分成幾個貨艙或液艙。貨艙或液艙的布置根據所載貨物的種類而變化。兼用船是散貨船，它們被設計成在特定的航程中裝載幾種散貨中的任何一種，例如礦砂、油或干散貨。In a general-purpose bulk carrier, only the central section of the hold is used for cargo.The partitioned tanks which surround the hold are used for ballast purposes when on ballast voyages.The upper, or saddle, tanks may be ballasted in order to raise the ship?s centre of gravity when a low density cargo is carried.This hold shape also results in a self-trimming cargo.During unloading the bulk cargo falls into the space below the hatchway and enables the use of grabs or other mechanical unloaders.Large hatchways are a particular feature of bulk carriers since they reduce cargo handling time during loading and unloading.在多用途船散貨船上，只有貨艙的中央部位用來裝貨。貨艙周圍被分隔的液艙在空載時用于壓載目的。上邊艙或鞍形艙可以裝壓載，以便在裝低密度貨物時提高船舶的重心。這種貨艙形狀也造成貨物自我調平。在卸載時，散貨落到艙口下方，便于抓斗或其他機械卸貨裝置的使用。大艙口是散貨船的明顯特點，因為這可減少裝卸作業中貨物搬運時間。

An ore carrier has two longitudinal bulkheads which divide the cargo section into wing tanks port and starboard and a center hold which is used for ore.A deep double bottom is a particular feature of ore carriers.Ore, being a dense cargo, would have a very low centre of gravity if placed in the hold of a normal ship.This would lead to an excess of stability in the fully loaded condition.The deep double bottom serves to raise the centre of gravity of the very dense cargo.The behaviour of the vessel is thus much improved.On ballast voyages the wing tanks and the double bottoms ballast capacity.The cross-section would be similar to that for an ore / oil carrier.礦砂船有兩道縱壁，從而將載貨區域分隔成左右舷的邊艙和一個中央貨艙；中央艙用語裝載礦砂。礦砂船的明顯特點是雙層底高。礦砂因密度大，如果裝在普通船的貨艙里其重心會很低。這在滿載的狀況下會導致穩性過度。高雙層底用來提高這種密度貨物的重心。船舶的性能因此會改善許多。在壓載航行時邊艙和雙層底提供壓載能力。該船的橫截面與礦/油船的相似。

An ore / oil carrier uses two longitudinal bulkheads to divide the cargo section into centre and wing tanks which are used for the carriage of oil cargoes.When a cargo of ore is carried, only the centre tank section is used for cargo.A double bottom is fitted but is used only for water ballast.The bulkheads and hatches must be oiltight.礦/油船用兩道縱壁將載貨區域分隔成中央貨艙和左右邊艙，邊艙用來裝油。當裝載礦砂時，僅中央艙部位用來裝貨。船也設置雙層底，但只用來裝壓載水。艙壁和艙口必須油密。

The ore / bulk / oil(OBO)bulk carrier is currently the most popular combination bulk carrier.It has a cargo carrying cross-section similar to the general bulk carrier.The structure is, however, significantly stronger, since the bulkhead must be oiltight and the double bottom must withstand the high density ore load.Only the central tank or hold carries cargo, the other tank areas being ballast-only spaces, except the double bottom which may carry oil fuel or fresh water.礦/散/油船（OBO）是目前最流行的兼用散貨船。其載貨區橫截面與多用途散貨船類似。但其結構要強的多，因為其艙壁必須油密且雙層底必須承受高密度礦砂的載荷。僅中央液艙或中央貨艙裝卸貨物，但雙層底除外，它可裝燃油或淡水。

Large hatches are a feature of all bulk carriers, in order to facilitate rapid simple cargo handling.Many bulk carriers do not carry cargo-handling equipment, since they trade between special terminals which have special equipment.Where cargo handling gear is fitted(geared bulk carriers), this does make the vessel more flexible.Combination carriers handling oil cargoes have their own cargo pumps and piping systems for discharging oil.They will also be required to conform to the requirements of MARPOL 73/78.Deadweight capacities range from small to upwards of 200,000 tonnes.Speeds are in the range of 12~16 knots.大艙口是所有散貨船的一個特點，以便促使貨物搬運既迅速又簡單。許多散貨船沒有起貨設備，因為它們在有特殊裝備的特定港口之間運行。安裝起貨機后（自裝卸散裝貨船），確實能使船舶更加靈活。裝油的兼用散貨船有其自己的貨泵和管系用于卸油。它們也被要求滿足MARPOL 73/78規定。載重量能力范圍從小到二十萬噸。速度在12到16節。

Part B（節選）

Liquefied gas carriers 液化天然氣船

The bulk transport of natural gases in liquefied form began in 1959 and has steadily increased since then.Specialist ships are now used to carry the various types of gases in a variety of tank systems, combined with arrangements for pressurizing and refrigerating the gas.大宗運輸液態形式的天然氣始于1959年，從那時起一直穩步增長。現在用專用船將各種形式的氣體裝在各種液艙系統里，這種系統結合了給氣體加壓和制冷的措施。

Natural gas is found and released as a result of oil-drilling operations.It is a mixture of methane, ethane, propane, butane and pentane.The heavier gases, propane and butane, are termed “petroleum gases”.The remainder, which consists largely of methane, is known as “natural gas”.The properties, and therefore the behaviour, of these two basic groups vary considerably, thus requiring different means of containment and storage during transportation.天然氣是作為石油鉆探作業成果被找到和釋放的。它是甲烷，乙烷，丙烷，丁烷和戊烷的混合物。較重的氣體丙烷和丁烷被稱為“石油氣”。其余的氣體，主要由甲烷組成，被稱為“天然氣”。這兩個基本組合的性質，進而性能，變化相當大，于是在運輸過程中要求用不同的手段來容納和儲藏。

Passenger ships 客船

Passenger ships can be considered in two categories, the luxury liner and the ocean-going ferry.The luxury liner is dedicated to the luxurious transport of its human “cargo”.The ocean-going ferry provides a necessary link in a transport system between countries.It often carries roll-on roll-off in addition to its passengers.客船可以分為兩類，即豪華班船和遠洋渡船。豪華班船是專用于旅客運輸的高檔交通工具。遠洋渡船給國與國之間的運輸系統提供了必要的紐帶。它不僅運送旅客，還可以運載滾裝貨。

Luxury passenger liners are nowadays considered to be cruise liners in that they provide luxurious transport between interesting destinations in pleasure climates.The passenger is provided with a superior standard of accommodation and leisure facilities.This result in large amount of superstructure as a prominent feature of the vessel.The many tiers of decks are fitted with large open lounges, ballrooms, swimming pools and promenade areas.Aesthetically pleasing lines are evident with well-raked clipper-type bows and unusual funnel shapes.Stabilizers are fitted to reduce rolling and bow thrusters are used to improve maneuverability.The cruise liner ranges in size up to passenger-carrying capacities of around 1,200(45,000 gt)although a few older large vessels are in service.Speeds are usually high in the region of 22 knots.由于豪華班船在氣候宜人的季節里為旅游勝地之間提供高檔的客運服務，所以現在通常作為旅游班輪。它為旅客提供了高級的住宿和休閑設施。這就造成這類船舶的顯著特征是擁有大量的上層建筑。許多層甲板上裝備了大型露天休息室、舞廳、游泳池和散步區。從審美的角度看，這類船舶明顯具有充分前傾的飛剪式船首和不同尋常的煙囪造型。穩定器被用來減少橫搖，而首部推力器被用來改善操縱性。雖然一些更老、更大的船仍在服役，這類巡航班船的載客能力可大到約1200人（45 000總噸），航速通常高達22節左右。

Ocean-going ferries are a combination of roll-on roll-off and passenger vessels.The vessel is therefore made up in three layers, the lower machinery space, the car decks and the passenger accommodation.A large stern door and sometimes also a lifting bow providing access for the wheeled cargo to the various decks which are connected by ramps.The passenger accommodation will vary according to the length of the journey.For short-haul or channel crossings public rooms with aircraft-type seats will be provided.For long distance ferries cabins and leisure facilities will be provided which may be up to the standard of cruise liners.Stabilizers and bow thrusters are also usually fitted to ocean-going ferries.Size will vary according to rout requirements and speeds are high at around 20~22 knots.遠洋渡船是滾裝船和客船的一種結合。因此這種船由三層組成，底層的機艙、車輛甲板和旅客住艙。位于船尾的一扇大門，有時還有提升式船首，為滾裝貨到達由坡道連接的不同層甲板提供了通道。客艙的標準根據旅途的長短有所區別。對于短途或橫渡海峽的渡船，公共房間將配備航空式座椅。對于長途渡船，其住艙和休閑設施的豪華程度可達到巡航班船的標準。遠洋渡船通常也安裝穩定器和首部推力器。船的尺度將根據航線需要而不同，航速則高達20至22節左右。

Unit 2

Ship Performances Lecture 2

The Treatment of Words 專業詞匯學習

Spaces Aboard Ships Zone 1: After End(aft peak tank &.Poop)

Aft ballast tank 尾壓載艙

Fresh water tank 淡水艙

Steering gear room(tiller room)舵機艙 Zone 2: Machinery Space(engine room)

E.R.double bottom, with the following subdivision:

Fuel tank

燃油艙；

Lube tank

滑油艙

Cofferdam

隔離艙；

Void space

空艙

Sea chest

海水箱；

Shaft tunnel 軸隧

E.R.grating

機艙踏格；E.R.Flats

機艙平臺

Central control room 集控室；

Workshop 車間

Engine casing

機艙棚；

Funnel

煙囪 Zone 3: Cargo Space

貨艙

In case of TK / OBO：

Central tank

中央艙

Wing tank, can be used as: 邊艙

Ballast tank

壓載艙；

Slop tank 污水艙，污油艙

Double bottom

雙層底

In case of BC:

Cargo hold

貨艙

Upper hopper tank

上邊艙

Lower hopper / bilge tank 下邊艙，底邊艙

In case of CS:

Wing tank, can be divided vertically:

Torsion box 抗扭箱；

Ballast tank 壓載艙

Bilge tank

底邊艙

Zone 4: Fore End(fore peak tank & forecastle)

Bow thruster room(if any)側推艙

Chain locker

錨鏈艙

Fore ballast tank

首壓載艙

Forecastle, can be subdivided into: 首樓

Paint room

油漆間

Store(boatswain?s store)

帆纜艙 Zone 5: Upper Deck

上甲板

Deck house

甲板室

Hatch coaming

艙口圍板

Winch control room 絞車控制室

Store

儲藏室

Zone 6: Accommodation(living quarters)上層建筑

Poop deck, generally with:

尾樓甲板

Provision room

食品庫

Reefer room

冷藏庫

Galley

廚房

Crew?s mess room

船員餐廳

Accommodation deck, generally with: 起居甲板

Air conditioning room 空調機房

Laundry

洗衣機房

Crew?s room

船員臥室

Officer?s mess room

高級船員餐廳

Officer?s room

高級船員臥室

Boat deck, generally with: 救生甲板

Captain?s room

船長室

Gyro room

電羅經室

Navigation deck(bridge deck), with: 駕駛甲板

Wheelhouse

駕駛室

Radio office

報房

Chart room

海圖室

Compass deck

羅經甲板 Terms of Ship Performance 1.Buoyancy 浮力方面 Floating conditions 浮態

Even keel 正浮；

Trim 縱傾 Trim by the bow / stem

首傾 Trim by the stern = stern

尾傾 Hell / list

橫傾 Centers

中心

Center of gravity

重心； Center of buoyancy 浮心 Center of floatation 漂心； Metacenter

穩心 Centroid

形心，質心 2.Stability 穩性方面

Transverse / lateral stability 橫穩性； Longitudinal stability 縱穩性

Initial / metacentric stability 初穩性

Stability at large angles of inclination 大傾角穩性

Intact stability 完整穩性

Damaged / impaired / flooded stability 破艙穩性 3.Resistance 阻力

Wave-making resistance 興波阻力；Viscous resistance

粘性阻力 Friction resistance

摩擦阻力；Eddy-making resistance 旋渦阻力 Wave-breaking resistance 破波阻力；Appendage resistance

附體阻力 Wind(age)resistance

風阻力 1．Motion 運動

Ship: Three translation: 三個平移分量

Surging 縱蕩；Swaying 橫蕩；Heaving 垂蕩，升沉

Three rotation 三個轉動分量

Wave: Head sea(345~15 degrees)

頂浪，迎浪

Bow sea(15~75, 285~345)

首斜浪

Athwart sea(75~105, 255~285)

橫浪

Quartering sea(105~165,195~255)尾斜浪

Stern sea(165~195 degrees)

尾浪 2．Others Insubmersibility

不沉性；

Rapidity

快速性 Endurance

續航力；

Maneuverability 操縱性 Course keeping

航向保持性；Sea-keeping

耐波性 Sea-worthiness

適航性 課文閱讀 Part A Hydrostatic curves 靜水力曲線

It has been shown how the displacement of a ship and the position of the centre of buoyancy can be calculated and also how the position of the metacentres and the center of floatation can be determined.It is customary to calculate all these quantities for about six or seven waterlines parallel to the base and spaced one metre(3 or 4 ft)apart.The results so obtained are plotted in a diagram with draught measured vertically.The curves drawn in this way are called “hydrostatic curves”.已經說明船舶的排水量和浮心位置是如何計算的以及穩心和漂心位置是如何確定的。習慣上所有這些數據都按六至七條水線來計算，這些水線與基線平行且相隔一米（3或4英尺）。如此得到的結果畫在一張圖上，吃水垂直量取。這樣繪制的曲線稱為“靜水力曲線”。Two curves of displacement are shown.One is called the “moulded displacement” and it is the displacement obtained to the moulded line of the ship between perpendiculars.To obtain the extreme displacement it is necessary to add on to this shell displacement, the displacement of the cruiser stern and bulb forward, if fitted, and in the case of multiple screw ships the displacement of the bossing enclosing the shafting.Sometimes the displacement of the rudder and propeller and shafting are included in the extreme displacement.兩條排水量曲線需要說明。一條叫做“型排水量”曲線，它是根據兩垂線間的船體型線得出的排水量。要得到最大排水量就必須在型排水量的基數上再加上外板排水量，如果沒有巡洋船尾和球鼻首時還應該加上這兩者的排水量，以及如果是多螺旋槳船時尚應加上包封軸系的軸殼的排水量。有時舵、螺旋槳和槳軸的排水量也計入最大排水量。

It is also important to correct the position of the centre of buoyancy for these items, and this would apply particularly to the longitudinal position of the centre of buoyancy since the volume of such items as bossing can have a major effect.就這些項目來修正浮心位置也很重要，這特別適用于浮心的縱向位置，因為如軸殼這類項目可能對排水體積有重要影響。

With regard to the displacement of the shell, this is determined by first of all calculating the wetted surface area.This area when multiplied by the mean thickness of the shell plating will give the volume displaced by the shell.The wetted surface area is not easy to calculate since the outside surface of a ship has double curvature.It can be approximated to by taking girths round the various sections and then applying Simpson?s rule to find the area.The procedure ignores the curvature of the hull surface in the fore and aft direction(the “obliquity effect” as it is sometimes called), but this is often not of great magnitude.關于殼板的排水量。這首先要通過計算濕表面面積來確定。這一面積上外板的平均厚度可得到殼板的排水體積。但濕表面面積不是容易計算的，因為船體外表面具有雙向曲度。這可以近似地量取各橫剖面的圍長然后用辛普生法得出濕面積。這一過程忽略了船體表面首尾方向的曲度（有時也稱作“傾斜效應”），但通常影響程度不大。

Shell displacement represents only a small percentage of the total displacement of a ship but is of sufficient magnitude to justify its inclusion in the calculation of the displacement.In a large modern vessel it could amount to many hundreds of tonnes.船殼板排水量僅占有船舶總排水量很小的百分比，但其數值足夠證明將其納入排水量計算是正確的。大型現代船舶這一數值可能高達幾百噸。

There is a curve which gives the increase in displacement for unit increase in draught.If A is the area of the waterplane at which the ship is floating, then for unit increase in draught the volume added is Ax1 assuming the ship to be wall sided in the neighbourhood of the waterline.It follows that increase in displacement = ρgA.When imperial unit are used the weight per unit volume of sea water is given as 1/35 ton/ft3, so that increase in displacement = A/35, and A in square feet, which may be called the “ton per foot immersion”.As this is quite a large quantity it was usually divided by 12 to give “ton per inch immersion”.Therefore: TPI = A/420 for sea water When using SI units it is probably more convenient to leave this quantity in the form given above, i.e., ρgA where ρ is the density in kg/m3, g is the acceleration due to gravity and A is the waterplane area in m2.For ρ = 1 025 kg/m3 and g = 9.81 m/s2: Increase in displacement per metre increase in draught =1 025 X 9.81 X 1 X A = 10 055 AN =0.010 055 A MN For 1 cm immersion this would become 0.000,100,55 A MN.有一根曲線給出單位吃水增加與排水量增加的關系。若A是船舶漂浮處的水線面面積，則單位吃水增加時排水體積的增加為AX1，假設船舶水線附近的舷側是直壁狀的。于是排水量增加 = ρgA。如果使用英制，每單位體積海水的重量給定為1/35 ton/ft3，那么排水量增加 = A/35，其中A 的單位是平方英尺，這一增量稱作“浸水英噸/英尺”。鑒于這是一個很大的數量，通常將其除以12給出“浸水英噸/英尺”。因此：對海水浸水英噸/英寸= A/ 420。

3使用國際單位時，保留上面給出的形式可能更方便，即ρgA，式中：ρ是密度單位為kg/m，g是重力加速度而A是水線面面積，單位為m2。當g = 9.81 m/s2時：吃水每增加1米時排水量增加 = 1 025 X 9.81 X 1 X A = 10 055 AN 對于每厘米浸水這變成0.000,100,55 A MN。

The increase in displacement per unit increase in draught is useful in approximate calculations when weights are added to the ship.The weight added divided by this quantity gives the parallel sinkage of the ship.The calculation is only reasonably correct for the addition of relatively small weights, since the increase in displacement per unit increase of draught varies with the draught.當船舶增加重量時，單位吃水增加后排水量的增加在近似計算中是有用的。增加的重量除以這一數值可給出船舶的平行下沉量。只有當增加的重量相對較小時這種計算才有合理的正確性，因為單位吃水增加后排水量增加將隨吃水而變化。

Hydrostatic curves are most useful in working out the end draughts and the stability of a ship as represented by metacentric height in various conditions of loading.This is done for all the calculations which have been discussed.The input data required consist of ordinates at various waterlines defining the form of a ship.When this is put into the computer the program calculates all the quantities necessary for plotting hydrostatic curves.It can be done in a very short space of time, whereas in the days of hand calculations the production of a set of hydrostatic curves required about two man weeks.靜水力曲線在求得船舶最終吃水和穩性的過程中非常有用；穩性是用各種裝載狀態下的穩心高度來表示的。我們已討論過的全部計算都是這樣做的。所需的輸入數據由定義船舶形狀的各水線的坐標組成。當輸入計算機后程序計算繪制靜水力曲線所需的全部數值。這能在很短的時間內完成，而在手算的年代要算出一套靜水力曲線要花約一人兩周工作量。

Ship resistance 船舶阻力

A ship when at rest in still water experiences hydrostatic pressures which act normally to the immersed surface.It has already been stated when dealing with buoyancy and stability problems that the forces generated by these pressures have a vertical resultant which is exactly equal to the gravitational force acting on the mass of the ship, i.e., is equal to the weight of the ship.If the forces due to the hydrostatic pressure are resolved in the force and aft and the transverse directions it will be found that their resultants in both of these directions are zero.Consider what happens when the ship moves forward through the water with some velocity V.The effect of this forward motion is to generate dynamic pressures on the hull which modify the original normal static pressure and if the forces arising from this modified pressure system are resolved in the fore and aft direction it will be found that there is now a resultant which opposes the motion of the ship through the water.If the forces are resolved in the transverse direction the resultant is zero because of the symmetry of the ship form.置于靜水中的船舶經受著靜水壓力，它垂直作用于船體的浸濕表面。早已經說過，在處理浮力和穩性問題時，這些壓力產生的力有一個垂向合力，它與作用在船舶質量的重力剛好相等，也即等于船舶的重量。如果將靜水壓力產生的力沿著首尾和橫向分解，結果會發現合力在這兩個方向上都為0。考慮一下船舶以某一速度V在水中前進時會發生什么。這一向前運動的結果是將在船體上產生動態壓力，這種動態壓力改變了原來的靜態正壓力；如果將改變后的壓力系統所產生的力在船的前后方向進行分解，那么可以發現這時有一個合力，它與船在水中運動的方向相反。如果這些力沿橫向分解，因船體形狀的對稱性合力為0。

Another set of forces has to be considered when the ship has ahead motion.All fluids possess to greater or less extent the property known as viscosity and therefore when a surface such as the immersed surface of a ship moves through water, tangential forces are generated which when summed up produce a resultant opposing the motion of the ship.The two sets of forces both normal and tangential produce resultants with act in a direction opposite to the direction in which the ship is moving.This total force is the resistance of the ship or what is sometimes called the “drag”.It is sometimes convenient to split up the total resistance into a number of components and assign various names to them.However, whatever names they are given the resistance components concerned must arise from one of the two types of force discussed, i.e., either forces normal to the hull surface or forces tangential to that surface.船舶向前運動時還要考慮另一組力。所有流體或多或少有一性質叫粘性，因此當如船體浸濕表面那樣表面在水中前進時就產生了切向力，將其累加起來便產生了與船舶運動反向的合力。這兩組垂向和切向的力產生的合力其方向與船舶運動的方向相反。這一總力就是船舶的阻力或有時叫做“拖力”。有時為了方便將總阻力分成許多分量并給予不同的名稱。然而不管給什么名稱，有關的阻力分量必定來自討論過的兩種力，即與船體表面不是垂直就是相切的力。

The ship actually moves at the same time through two fluids of widely different densities.While the lower part of the hull is moving through water the upper part is moving through air.Air, like water, also possesses viscosity so that the above water portion of a ship?s hull is subjected to the same two types of forces as the underwater portion.Because, however, the density of air is very much smaller than water the resistance arising from this cause is also very much less in still air conditions.However, should the ship be moving head on into a wind, for example, then the air resistance could be very much greater than for the still air condition.This type of resistance is, therefore, only a limited extent dependent on the ship speed and will be very much dependent on the wind speed.實際上船舶同時在兩種密度極其不同的流體中移動。當船體下部在水中移動時，其上部在空氣中移動。空氣如水一樣也具有粘性，因此船體水上部分與水下部分一樣也經受著同樣的兩種力。然而，因為空氣的密度比水小很多，這一原因引起的阻力在靜水空氣狀態下也非常小。但是舉例來說，假如船舶迎風行駛，那么空氣阻力會比靜止空氣狀態下大許多。因此，這種阻力程度有限，取決于船舶速度，也在很大程度上取決于風速。

Types of resistance 阻力類型

It was stated above that it is sometimes convenient to split up the total resistance into a number of components, these will now be considered.上面說過，有時為了方便將總阻力分為許多分量，現在來討論這些分量。

The redistribution of normal pressure around the hull of the ship caused by the ahead motion gives rise to elevations and depressions of the free surface since this must be a surface of constant pressure.The result is that waves are generated on the surface of the water and spread away from the ship.Waves possess energy so that the waves made by the ship represent a loss of energy from the system.Looked at in another way the ship must do work upon the water to maintain the waves.For this reason the resistance opposing the motion of the ship due to this cause is called ”wave-making resistance”.With deeply submerged bodies the changes in the normal pressure around the hull due to ahead motion have only a small effect on the free surface so that the wave resistance tends to be small or negligible in such cases.船舶前進運動造成的船體周圍正壓力的重新分布引起自由液面的升起和降落，因為睡眠必須是常壓表面。其結果是在水面產生了波浪并由船舶向外伸展。波浪具有能量，因此船舶造成的波浪代表了系統中能量的損失。從另一角度看，船舶必須對水做功以維持波浪。根據這一道理，由這個原因引起的抵抗船舶運動的阻力稱作“興波阻力”。對于深潛的物體由前進運動造成殼體周圍正壓力的變化對自由表面僅有細微影響，因而波浪阻力變得很小或在這種情況下可以忽略。

The resistance arising due to the viscosity of the water is appropriately called “viscosity resistance” or often “frictional resistance”.The thin layer of fluid actually in contact with the immersed surface is carried along with it but because of viscosity a shear force is generated which communicates some velocity to the adjacent layer.This layer is turn communicates velocity to the next layer further out from the hull and so on.It is clear then that there is a mass of fluid which is being dragged along with the ship due to viscosity and as this mass requires a force to set it in motion there is a drag on the ship which is the frictional resistance.The velocity of the forward moving water declines in going outwards from the hull and although theoretically there would still be velocity at infinite distance the velocity gradient is greatest near the hull and at a short distance outwards the forward velocity is practically negligible.Forward velocity is therefore confined to a relatively narrow layer adjacent to the hull.This layer is called the “boundary layer”.The width of the layer is comparatively small at the bow of the ship but thickens in going aft.由于水的粘性引起阻力被確當地稱為“粘性阻力”或通常叫做“摩擦阻力”。和浸濕表面實際接觸的一薄層流體被表面夾帶，但因為粘性而產生了剪力，剪力將一部分速度傳給臨近的薄層。這一薄層又將速度傳給下一離船體更遠的薄層，等等。那么很清楚有一定質量的流體因粘性被船體拖者走；因為這一質量要求外力使其運動，船舶就有阻力，叫做摩擦阻力。由船體向外，水向前運動的速度下降；盡管從理論上講在無限遠處水還有速度，速度梯度在靠近船體處最大而在一個短距離之外前進速度實際上可以忽略。因此前進速度僅限于船體附近相對很窄的一層。這一層稱作“邊界層”。這一層的寬度在船首相比較小，但往后會加厚。

The actual thickness of the boundary layer is indeterminate but the point where the forward velocity has fallen to about 1% of what it would be if the water were frictionless is considered to be the outer extremity of the boundary layer.Thus, where the velocity of the water relative to the body is 0.99 of what it would be at the same point if the water were frictionless would be the outer edge of the boundary layer.邊界層的實際厚度是不能確定的；但是，如果水沒有摩擦力時邊界層水將隨船前進，那么水的前進速度下降了1%，這一處就被認為是邊界層的外沿。于是水的某處相對于物體的速度為99%的同一點速度（假如水沒有摩擦）時，該處就是邊界層的外緣。

Theoretical investigations on flow around immersed bodies show that the flow follows the type of streamline pattern.However, where there are sharp changes of curvature on the surface of the body, and partly due to the viscosity of the fluid, the flow separates from the surface and eddies are formed.This separation means that the normal pressure of the fluid is not recovered as it would be according to theory and in consequence a resistance is generated which is often referred to as “eddy-making resistance”.This type of resistance, like wave-making resistance, arises from a redistribution of the normal pressure around the hull in contrast to the frictional resistance which arises because of tangential viscous forces.對沉浸物體周圍水流的理論研究表明水流呈現流線形式。但是，在物體表面有曲度突變之處，部分是流體粘性緣故，水流從表面散開而形成旋渦。這樣的散開意味著流體的正壓力沒有像理論那樣會恢復，結果產生了阻力，它常被稱為“旋渦阻力”。這一形式的阻力，像興波阻力，是由船體周圍的正壓力重新分布而引起的；與摩擦阻力相左，它是因切向粘性力引起的。

The fourth type of resistance is that due to the motion of the above-water form through the air, as has already been mentioned, and could consist of a combination of frictional and eddy resistance.第四種阻力是船體水上部分在空氣中運動引起的那種阻力，如早已提到的，可由摩擦阻力和旋渦阻力聯合構成。

Part B（節選）

The Propulsion device 推進設備

The force needed to propel the ship must be obtained from a reaction against the air, water or land, e.g., by causing a stream of air or water to move in the opposite direction.The sailing ship uses air reaction.Devices acting on water are the paddle wheel, oar and screw propeller.Reaction on land is used by the punt pole or the horse towing a barge.推進船舶所需的力必須由空氣、水或陸地的反作用力而獲得，例如，靠產生氣流或水流朝相反方向運動。帆船利用空氣反作用力。作用于水的設備如明輪、櫓和螺旋槳。陸地反作用力的利用靠撐船桿（蒿）或馬匹拖駁船。

For general applications, the land reaction is not available and the naval architect must make use of water or air.The force acting on the ship arises from the rate of change of momentum induced in the fluid.對于一般應用，陸地反作用力不可利用，造船師必須利用水和空氣。作用在船上的力來自流體中產生的動量變化率。

Consider a stream of fluid, density ρ, caused to move with velocity v in a “tube”, of cross-sectional area A.Then the mass of fluid passing any section per second = ρAv and the momentum of this fluid = mv = ρAv2.Since fluid is initially at rest, the rate of change of momentum =ρAv2.考慮一股流體，密度ρ，在截面積為A的“管子”里被驅動，速度為V。那么，在管子任何一段通過的流體質量 =ρAV且這一流體的動量= mv = ρAV。然流體初始為靜

2止，那么動量變化率=ρAV2。

In a specific application, the force required is governed by the speed desired and the resistance of the ship.Since the force produced is directly proportional to the mass density of the fluid, it is reasonable to use the more massive of the two fluids available, i.e., water.If air were used, then either the cross-sectional are of the jet must be large or the velocity must be high.在特定的應用中，所需的力由希望達到的速度和船舶的阻力來決定。因為產生的力直接與流體的質量密度成比例，所以利用現成的兩種流體中的更重者是合理的，就是利用水。假如使用空氣，那么不是噴流的截面積必須很大，就是速度必須很高，兩者取其一。

This explains why most ships employ a system by which water is caused to move aft relative to the ship.A variety of means is available for producing this stream of water aft, but by far the most commonly used is the screw propeller.這說明了為什么大多數船舶采用一種系統驅使水流朝船的后方運動。有各種各樣的方法可用來產生這種向后的水流，但到目前為止最廣泛使用的還是螺旋槳。

The screw propeller Basically the screw propeller may be regarded as part of a helicoidal surface which, in being rotated, “screws” its way through the water driving water aft and ship forward.Some propellers have adjustable blades – they are called controllable pitch propeller – but by far the greater majority of propellers have fixed blades.The ones we are concerned with here are fixed pitch propellers.基本上螺旋槳可以認為是螺旋面的一部分，當它旋轉時（螺旋槳）一路往水里“擰”，將水往后推，而使船向前進。一些螺旋槳有可調節的葉片，它們稱作可調螺距螺旋槳，但到目前為止大多數螺旋槳有固定的螺距。這里我們關心的是固定螺距螺旋槳。

Propellers can be designed to turn in either directions in producing an ahead thrust.If they turn clockwise when viewed from aft, they are said to be right-handed;if anticlockwise, they are said to be left-handed.In a twin screw ship, the starboard propeller is normally right-handed and the port propeller left-handed.They are said to be outward turning and this reduces cavitation.螺旋槳可以設計成在產生向前推力時朝兩個方向旋轉。從后面往前看，如果它們順時針轉，就稱為右旋，如果逆時針轉，就稱為左旋。在雙槳船上，右舷槳通常是右旋的而左旋槳是左旋的。這一對槳叫做外旋，這樣可減少空蝕。

Considering each blade of the propeller, the face is the surface seen when viewed from aft, i.e., it is the driving surface when producing an ahead thrust.The other surface of the blade is called the back.The leading edge of the blade is that edge which thrusts through the water when producing ahead thrust and the other edge is termed the trailing edge.現在考慮螺旋槳的每片槳葉，葉面是從后面往前看時所見的表面，也即產生向前推力時的驅動面。葉片的另一面稱作葉背。葉片的導邊是在產生向前推力時擠進水里的那邊，而另外一邊叫做隨邊。

Other things being equal, the thrust developed by a propeller varies directly with the surface area, ignoring the boss itself.This area can be described in a number of ways.The developed blade area of the propeller is the sum of the face area of all the blades.The projected area is the projection of the blades on to a plane normal to the propeller axis, i.e., the shaft axis.其他方面相同。螺旋槳發出的推力直接隨表面積而變，忽略輪轂自身。面積可以用許多方法來描述。螺旋槳的槳葉展開面積是全部槳葉葉面積的總和。投影面積是槳葉在垂直于螺旋槳軸線即軸中心線的平面上的投影。

Seakeeping qualities 耐波性

The general term seaworthiness must embrace all those aspects of a ship design which affect its ability to remain at sea in all conditions and to carry out its specified duty.It should, therefore, include consideration of strength, stability and endurance, besides those factors more directly influenced by waves.Here the term seakeeping is used to cover these more limited features, i.e.motions, speed and power in waves, wetness and slamming.適航性作為一般的術語必須包括船舶設計的下列方面，即對船舶在各種海況下保持漂浮能力的影響，對執行指定任務能力的影響。因此除了那些更直接受波浪影響的因素，適航性還應該包括的考慮因素有強度，穩性和續航力等。這里的術語耐波性用來涵蓋這些更為局限的特性，即運動，波浪中的速度和功率浸濕性以及拍擊。

The relative importance of these various aspects of performance in waves varies from design to design depending upon what the operators require of the ship, but the following general comments are applicable to most ships.這些不同方面的波浪性能的相對重要性因設計而異，取決于船者對船舶的要求如何，但是下列一般性評論對大多數船都適用。

Motions 運動

Excessive amplitudes of motion are undersirable.They can make shipboard tasks hazardous or even impossible, and reduce crew efficiency and passenger comfort.In warships, most weapon systems require their line of sight to remain fixed in space and to this end each system is provided with its own stabilizing system.Large motion amplitudes increase the power demands of such systems and may restrict the safe arcs of fire.過大幅度的運動是不希望的。這會給船上任務帶來危險，甚至不可能完成任務，并且會減低船員效率和旅客的舒適性。在軍艦上，大多數武備系統要求其視線在空間保持固定，并為此目的每一系統都配備了自己的穩定系統。大的運動幅度增加這類系統的功率需求并可能限制其可靠火力圈。

The phase relationships between various motions are also important.Generally, the phasing between motions is such as to lead to a point of minimum vertical movement about two-thirds of the length of the ship from the bow.In a passenger liner, this area would be used for the more important accommodation spaces.If it is desirable to reduce the vertical movement at a given point, then this can be achieved if the phasing can be changed, e.g.in a frigate motion at the flight deck can be the limiting factor in helicopter operations.Such actions must inevitably lead to increased movement at some other point.In the frigate, increased movement of the bow would result and wetness or slamming might then limit operations.各種運動間的相位關系也很重要。一般來說，運動的相位要導致一點的最小垂向運動，該點約在自船首起船長的三分之二處。在定期客船上，這一區域會被用于更重要的居住艙室。如果希望在給定一點減小垂向運動，那是可以辦到的，只要相位能改變，例如在護衛艦上飛行甲板的運動可能是直升飛機操作的限制因素。這些作用不可避免地會導致其他一些點上的運動增加。在護衛艦上會導致船首運動增加，那么浸濕性和拍擊可能限制軍事行動。

Speed and power in waves 在波浪上的速度和功率

When moving through waves the resistance experienced by a ship is increased and, in general, high winds mean increased air resistance.These factors cause the ship speed to be reduced for a given power output, the reduction being aggravated by the less favourable conditions in which the propeller is working.Other unpleasant features of operating in waves such as motions, slamming and wetness are generally eased by a reduction in speed so that an additional speed reduction may be made voluntarily.在水中運動時，船舶經受的阻力會增加，而且一般說來疾風意味著增加空氣阻力。這些因素使得船舶在給定功率輸出的情況下航速下降，并且由于螺旋槳在較為不利的條件下工作，航速下降將加劇。其他在波浪中操作令人不適的特性加運動、拍擊和浸濕性一般可由減速來減輕，因此，可能會自愿地額外減速。

Slamming 拍擊

Under some conditions, the pressures exerted by the water on a ship?s hull become very large and slamming occurs.Slamming is characterized by a sudden change in vertical acceleration of the ship followed by a vibration of the ship girder in its natural frequencies.The conditions leading to slamming are high relative velocity between ship and water, shallow draught and small rise of floor.The area between 10 and 25 percent of the length from the bow is the area most likely to suffer high pressure and to sustain damage.在某些條件下水對船體施加的壓力變得非常大，而且會發生拍擊。拍擊的特征是船舶垂向加速度突然改變隨后船體梁以其固有頻率發生振動。導致拍擊的條件是船舶與水之間很高的相對速度，此吃水和較小的舭部升高。自船首起10%~25%之間的船長區域是最容易承受高壓和遭受破壞的區域。

Ship routing 船舶航線

Since the ship behaviour depends upon the wave conditions it meets, it is reasonable to question whether overall performance can be improved by avoiding the more severe waves.This possibility has been successfully pursued by some authorities.Data from weather ships are used to predict the speed loss in various ocean areas and to compute the optimum route.In this way, significant saving has been made in voyage times, e.g.of the order of 10~15 hours for the Atlantic crossing.既然船舶的性能表現取決于它所遇到的波浪狀況，那么就有理由問：是否可以通過避免嚴厲的波浪來改善船的總體性能呢？這種可能性被一些權威機構成功地追究過。氣象船提供的資料用來預測在各種海域的速度損失和計算最佳的航行路線。用這種方法，航行時間已經得到顯著的節省，比如，橫跨大西洋節省的時間量級在10至15個小時。

Importance of good seakeeping 良好耐波性的重要性

No single parameter can be used to define the seakeeping performance of a design.In a competitive world, a comfortable ship will attract more passengers than a ship with bad reputation.A ship with less power augment in waves will be able to maintain tighter schedules or will have a lower fuel bill.In extreme cases, the seakeeping qualities of a ship may determine its ability to make a given voyage at all.沒有哪一個參數可用來定義船舶設計的耐波性。在這個充滿競爭的世界里，一艘舒適的船會比一艘聲譽不好的船吸引更多的旅客。一艘在波浪中航行時功率增額較少的船舶能夠嚴格遵守較緊湊的時間表，或者支付較低的燃料帳單。在極端的情況下，一艘船舶的耐波性好壞可能會完全決定它執行一次給定航程的能力。

Good seakeeping is clearly desirable, but the difficulty lies in determining how far other design features must, or should, be compromised to improve seakeeping.This will depend upon each particular design, but it is essential that the designer has some means of judging the expected performance and the effect on the ship?s overall effectiveness.Theory, model experiment and ship trial all have a part to play.Because of the random nature of the sea surface in which the ship operates, considerable use is made of the principles of statistical analysis.良好的耐波性顯然是人們所希望的。但是困難在于確定其他設計特性必須或應該在多大程度上做出讓步以改善耐波性。這應取決于每一個特定的設計，但有一點是必須的，即設計者應有一套方法來判定預期的性能及其對總體有效性的影響。理論研究、船模試驗和船舶試航都是可行的方法。由于船舶航行的海面狀況是隨機性的，因此相當多的方法是采用數理統計分析原理。

Having improved the physical response characteristics of a ship in waves the overall effectiveness of a design may be further enhanced by judicious sitting of critical activities and by fitting control devices such as anti-roll stabilizers.已經改善了船舶在波浪中的實際響應特性，一艘船舶設計的總體效果可以通過慎重地確定重要作業的位置和安裝諸如抗搖穩定器等控制設備來進一步提高。

As with so many other aspects of ship design a rigorous treatment of seakeeping is very complex and a number of simplifying assumptions are usually made.For instance, the ship is usually regarded responding to the waves as a rigid body when assessing motions and wetness although its true nature as an elastic body must be taken into account in a study of structure.In the same way it is instructive, although not correct, to study initially the response of a ship to regular long-crested waves ignoring the interactions between motions, e.g.when the ship is heaving the disturbing forces will generate a pitching motion.由于船舶設計要考慮眾多其他方面，因而對耐波性的嚴格處理是非常復雜的，通常要作大量簡化問題的假定。比如說，盡管在結構研究中船舶必須以其真實特性——彈性體來考慮，但當評價它在波浪中的運動和淹濕性時，船舶通常仍被認為是剛體來響應波浪的。同樣地，最初研究對規則長峰波的響應時，忽略了運動間的相互作用，例如船舶升沉時，干擾力會產生縱搖運動；這種忽略雖然不正確，但卻有指導意義。

Unit 3

Structural Strength Lecture 3

Translation of Emphatic Sentences 專業詞匯學習

Ship Structural Members 1.On Deck Deck plating(DK pltg)甲板板；

Deck stringer

甲板邊板 Cross strip

橫向甲板條； Deck Girder

甲板縱桁 Beam

橫梁；

Deck longitudinals 甲板縱骨 Hatch carling(carline)/ hatch side girder 艙口邊桁 Hatch end beam 艙口端梁 Hatch coaming

艙口圍板 2.On Sides Sheerstrake

舷頂列板 Sub – sheerstrake 次頂列板 Side shell

舷側外板 Frame

肋骨 Deep frame

強肋骨 Side stringer

舷側縱桁 3.In Bottom Space Inner bottom（IB）內底；

Outer bottom（OB）Plate keel

平板龍骨；

Duct keel

Bilge keel

舭龍骨；

Keel strake

Bilge strake

舭列板；

Keelson

Side girder

底部邊縱桁；Bracket floor(Bkt Fl)Solide floor

實肋板；

Bottom longitudinals Docking bracket 坐塢肋板 4.On Bulkhead Longitudinal bulkhead(Long.Bhd)

縱艙壁 Transverse bulkhead

(Trans.Bhd)

橫艙壁 Corrugated bulkhead

槽形艙壁 Deep tank bulkhead

深艙艙壁 Bulkhead plating

艙壁板 Vertical girder

垂桁 Horizontal girder

水平桁 Stiffener

扶強材 5.On Subassembly Face plate / rider 面板 / 頂板 Web plate

腹板 Bracket

肘板 Stiffener

扶強材 6.Materials Sections

型鋼 Angle bar(Ang)角鋼 Flat bar(FB)

扁鋼 Bulb flat(BF)

球扁鋼

Inequal angle(IA)不等邊不等厚角鋼 Plates

鋼板 Sheet

薄板 Heavy plate

厚板 Steel Grades

鋼級 Mild steel（MS）低碳鋼

Higher tensile steel(HTS: H32 / H36)高強度鋼 Ship Strength 船舶強度 1.Strength 強度

外底

箱形龍骨 K行板 肉龍骨 框架肋板 底部縱骨

Material 材料

Yield Strength

屈服強度 Tensile Strength

抗拉強度 Ultimate Strength 極限強度

Cyclic Strength

交變負荷強度 Permissible stress 許用應力 Ship Hull 船體

Bending strength 彎曲強度 Shearing strength 剪切強度 Torsional strength 抗扭強度 Buckling strength 翹曲強度 Fatigue strength

疲勞強度 2.Hull Girder 船體梁

Simple beam(simply supported beam)簡支梁

Thin – walled box beam

薄殼箱形梁 Torsion box girder

抗扭箱形桁 Trochoidal wave

坦谷波 Longitudinal bending

縱總彎曲 Hogging

中拱 Sagging

中垂

Moment of area

靜矩，面積矩 Neutral axis

中和軸

Section modelus at bottom

船底剖面模數 Hull moment of inertia

船體慣性矩 3.Forces 力

Deadweight 載重量 Buoyancy

浮力 Shearing force 剪力

Still – water bending moment(SWBM)

靜水彎矩

Vertical wave bending moment(VWBM)垂向波浪彎矩 Cargo torque

貨物扭矩

Wave induced torque 波浪扭矩 Structural Documents Rule scantlings calculations 船體構件規范計算書 Longitudinal strength calculations 總縱強度計算書

Hull steel list 船體鋼料清單； Welding specification 焊接規格說明書 Booklet of details

節點圖冊 Basic structure arrangement 基本結構圖

Profile 中縱剖面；

Upper deck 上甲板平面

Second deck(if any)二甲板平面；

Platform(if any)平臺平面 Bottom 船底；

Superstructure plane 上層建筑平面 Shell expansion

外板展開圖 Frame(body)plan

肋骨形線圖 Bulkhead plan

艙壁結構圖 Midship section plan

舯剖面結構圖 Or Typical sections plan

典型橫剖面圖 Stern frame plan

尾框架結構圖 Stern plan

首柱結構圖 Aft end structure

尾部結構圖 Fore end structure

首部結構圖 Machinery space structure 機艙結構圖 Cargo hold structure

貨艙結構圖 Deckhouse structure

甲板室結構圖 Funnel structure

煙囪結構圖 Bulwark structure

舷墻結構圖 Bilge keel plan

舭龍骨結構圖 Anchor recess structure

錨穴結構圖 課文閱讀 Part A It was stated that one of the requirements in the design of a ship was that the structure should be sufficiently strong to withstand without failure the forces imposed upon it when the ship is at sea.In this chapter the problem of structural strength will be studied in more details.曾經說過，船舶設計的要求之一是結構必須足夠強以便承受船在海上時所遭受的各種力而不失效。在這一章中結構強度問題將予以更為詳細的研究。

The problem consists first of all in assessing the forces acting on the ship and secondly in determining the response of the structure to those forces, i.e.in deformation of the structure.The structural strength problem is really a dynamic one.It has been seen that the ship is rarely in calm water and in consequence the motion of the sea generates motions in the ship itself.The motions generated because of the six degrees of freedom of the ship, i.e., heaving, swaying and surging, which are linear motions, and rolling, pitching and yawing, which are rotations, all involve accelerations which generate forces on the structure.It is also important to recognize that even in still water the ship is subjected to forces which distort the structure, the forces being due to hydrostatic pressure and the weight of the ship and all that it carries.A complete study of structural strength should take into account all these forces and in the present day development of subject that is in fact what is done.It is fitting, however, to examine the problem from the static point of view first of all.這一問題主要是，首先評估作用在船上的力，其次確定結構對這些力的響應，即結構的變形。結構強度問題實際上是一個動力學問題。已經看到，船舶很少處在平靜的水中，結果海浪運動使船舶本身也產生運動。因船舶六個自由度而產生的運動，即垂蕩、橫蕩和縱蕩三個線性運動以及橫搖、縱搖和首搖三個旋轉運動，都涉及加速度，而加速度在結構上產生了力。同樣重要的是應認識到即使在靜水中船舶也受到力，它使結構變形，這些力是靜水壓力和船舶及所載物品的重力。完整的結構強度研究應該考慮到所有這些力；學科發展至今，實際上也是這樣做的。然而，首先從靜態的觀點來討論這一問題是合適的。

Static forces on ship in still water 靜水中作用在船上的力

It has been seen that the hydrostatic forces on a floating body or ship in still water provide a vertical force B, say, which is exactly to the gravitational force acting on the mass M of the ship, i.e.Mg.Hence B = Mg.已經看到，在靜水中作用到浮體或船舶的靜水力提供了垂向力，比方說B，它和作用在船舶質量M上的重力即Mg恰好相等，因此B = Mg。

If the distribution of these forces along the length of the ship is examined it will be found that the gravitational force per unit length is not equal to the buoyancy per unit length at every point.If the mass per unit length at every point is m and the immersed cross-sectional area at the point is a then the net force per unit length is

ρga – mg 如果研究這些力沿船長的分布，則將發現在每一點上單位長度的重力和單位長度的浮力并不相等。如果每一點單位長度的質量為m而每一點浸濕橫截面面積為a，則單位長度的凈力是ρga – mg。

The ship under these circumstances carries a load of this magnitude which varies along the length and is therefore loaded like a beam.It follows that if this load is integrated along the length there will be a force tending to shear the structure so that

Shearing force = ?(?ga?mg)dx

在這種情況下船舶攜帶這一大小隨船長而變的負荷，因而就像一根加載的梁。于是，如果負荷沿長度積分，將有一個力傾向于剪切結構，因此

剪力 =

?(?ga?mg)dx

??(?ga?mg)dxdx On integration a second time the bending moment causing the ship to bend in a longitudinal vertical plane can be determined.Hence

Bending moment = 作第二次積分，可以確定造成船舶在縱向垂直平面內彎曲的彎矩，因此

彎矩 =

??(?ga?mg)dxdx

It will be seen that what is called longitudinal bending of the structure can be distinguished and this generates share and bending stresses in the material.將能看到，被稱作結構縱向彎曲的情況可以分辨，這在船體材料中產生了剪切應力和彎曲應力。

Longitudinal bending is then a most important aspect of the strength of the structure of a ship and an accurate assessment of the longitudinal shearing force and bending moment is necessary in order to ensure safety of the structure.縱向彎曲是船舶結構強度最重要的一個方面，縱向剪力和彎矩的精確評定是必須的，以便確保結構的安全性。

The accurate determination of the still water shearing force and bending moment is a relatively easy task and while it does not give a complete picture of the longitudinal bending of the structure at sea it is most useful to calculate these quantities.High values of shearing force and bending moment in still water will usually indicate high values at sea, so that from still water calculations it is possible to obtain some idea of loading distribution which are likely to be undesirable.精確確定靜水剪力和彎矩是相對容易的任務。雖然這種方法不能完善描述結構在海上的縱向彎曲，但計算這些數值還是非常有用的。在靜水中剪力和彎矩的數值大，通常將預示在海上的數值也大，因此在靜水計算中有可能獲得載荷分布的一些概念，而這種分布可能是并不希望的。

The calculations of shearing and bending stresses in the material of the structure will be dealt with later.The other result arising from these forces and moments is that there is overall deflection of the structure, i.e.the ends of the ship move vertically relative to centre.When the ends move upwards relative to the centre the ship is said to “sag” and the deck is in compression while the bottom is in tension.If the reverse is the case then the ship “hogs” with the deck in tension and the bottom in compression.計算結構材料中的剪切應力和彎曲應力將在以后討論。這些力和彎矩帶來的其他結果是結構的總體橈曲，即船舶兩端相對于中央的垂向運動。當兩端相對于中央向上運動時，船舶被叫做中垂，其甲板處于壓縮狀態而底部處于拉伸狀態。在倒過來的情況下，船舶被叫做中拱，其甲板處于拉伸狀態而底部處于壓縮狀態。

The longitudinal bending of the ship due to static forces of weight and buoyancy has been dealt with above.These forces have other effects on the structure.This represents a transverse section through the ship and it will be seen that the hydrostatic pressure are tending to push the sides of the ship inwards and the bottom upwards.The weight of the structure and the cargo, etc., which is carried, are tending to pull the structure downwards.The result is that there must be material distributed in the transverse direction to resist this type of distortion.因重力和浮力兩種靜力引起的船舶縱向彎曲已在前面作了討論。這些力對結構還有其他影響。這表現在船舶的橫剖面；可以看到，靜水壓力傾向于將船側向里推，將船底向上推。結構和所載貨物等重量傾向于將結構向下壓。結果是在橫向方面必須分配材料來抵御這種形式的變形。

A third consequence of the forces acting upon the ship is local deformation of the structure.A typical example of this is the bending of plating between frames or longitudinals due to water pressure.Others are the bending of beams, longitudinals and girders under local loads such as those arising from cargo or pieces of machinery.力對船作用的第三個后果是結構的局部變形。這方面的一個典型例子如因水壓力而致的肋骨或縱骨板間的彎曲。其他例子如橫梁、縱骨和桁材在諸如貨物或機器等局部載荷作用下的彎曲。

From the consideration of the forces acting upon the ship which have been discussed it is possible to distinguish three aspects of the strength of ship?s structures.They are longitudinal strength, transverse strength and local strength.They are usually treated separately, although it is not strictly speaking correct since longitudinal and transverse bending are really interconnected.Considering, however, the complex nature of the problem of the strength of ship?s structure it is a satisfactory approach, at least in the initial stages.已討論過船上的作用力，由此考慮有可能區分船舶結構強度的三個方面。它們是縱向強度，橫向強度和局部強度。這三種強度通常分別對待；誠然，嚴格地說這樣做并不正確，因為縱向彎曲與橫向彎曲實際上是相互聯系的。但是，考慮到船舶結構強度問題的復雜性，這是一種令人滿意的方法，至少在初始階段是如此。

Function of the ship’s structure 船舶結構功能

The primary requirement of the ship?s structure, i.e.that it should resist longitudinal bending, necessitates that a considerable amount of material should be distributed in the fore and aft direction.This “longitudinal” material as it may be called is provided by the plating of decks, sides and bottom shell and tank top, and any girders which extend over an appreciable portion of the length.The plating is thin relative to the principal dimensions of the transverse section of the structure and would buckle under compressive loads very easily if it was not stiffened.It is therefore necessary that there should be transverse stiffening of decks, shell and bottom, for this reason if for no other.The stiffening is provided in transversely framed ships by rings of material extending around the ship and spaced some 0.70~1 m(2~3 ft)apart.In the bottom the stiffening consists of vertical plates extending from the outer bottom to the inner bottom, the plates being called “floors”.The sides and decks are stiffened by rolled sections such as bulb angles or channels, called “side frames” and “beams”.The transverse material so provided has the dual function of maintaining the transverse form of the structure, i.e.providing transverse strength, and preventing buckling of the longitudinal material.船舶結構的基本要求，即它應該抵抗縱向彎曲，迫使相當數量的材料應該布置在縱向。這種材料可以稱為“縱向”材料，由板材和各種桁材構成；板材如甲板板、舷側與底部外板以及內底板，桁材應在船長方向延伸相當大的范圍。與結構橫向剖面的主要尺寸相比，板列的厚度很薄，假如不作加強，在壓縮載荷的作用下可能很容易翹曲（失穩）。因此甲板、舷側和船底該有橫向加強是必要的，如果不為其他原因也是為上述原因。在橫骨架式船上，這種加強由圍繞船體伸展的材料框架提供，框架間隔0.70~1 m(2~3 ft)。在船底，加強構件由從外底伸至內底的垂直板件組成，該板叫做“肋板”。舷側和甲板由軋制型鋼如球扁鋼或槽鋼加強，它們稱作“舷側肋骨”和“橫梁”。這樣提供的橫向材料具有維持結構橫向形狀的雙重功能，即提供橫向強度和防止縱向材料翹曲。

The spacing of the transverse material in relation to the plating thickness is an important factor both in resisting compressive stresses and in preventing local deformation due to water pressure, so that the span thickness ratio S/t cannot be allowed to be too great.Where thin plating is employed, as would be the case in small ships, the span S between the floors, frames and beams would have to be small but may be greater in large ships where thicker plating is employed.This will be found to be general practice, the frame spacing in small ships being less than in large ships.與板列厚度有關的橫向材料間距是一個重要因素，原因在于一方面要抵抗壓縮應力，另一方面要防止由水壓力引起的局部變形，因此跨距厚度比S/t不允許大。在使用薄板的地方，例如在小船上，肋板間、肋骨間和橫梁間的跨距必然較小，但在大船上使用較厚板列時跨距可以大一點。可以發現這是一般的習慣，小船上的肋骨間距比大船上的小。

Additional longitudinal strength is provided by longitudinal girders in the bottom of the ship.The centre girder is an important member in this respect.It is a continuous plate running all fore and aft and extending from the outer bottom to the tank top.Side girders are also fitted, and they are usually intercostals, i.e.cut at each floor and welded to them.The number of side girder depends upon the breadth of the ship.The double bottom egg box type of construction provided by the floors and longitudinal girders is very strong and capable of taking heavy loads such as might arise in docking and emergencies in going aground.額外的縱向強度由位于船舶底部的縱向桁材提供。在這方面中縱桁是一個重要構件。它是從船首通到船尾的連續板件并從外底伸至內底。也設置邊縱桁，它們通常是間斷的，即在每道肋板處切斷并與之焊接。邊縱桁的數量取決于船舶的寬度。雙層底由肋版納和縱桁構成的雞蛋箱形式的結構是非常強的，能夠承受重載荷，如在進塢時和擱淺緊急情況下引起的重載荷。

The practice of stiffening ships transversely has in recent years been largely replaced by a system of longitudinal framing.This method, which actually goes back a long way to such vessel as the Great Eastern, was initially adopted on a large scale in tanker and was known as Isherwood System.The system consists of stiffening decks, side and bottom by longitudinal members which may be either plate or rolled sections, the spacing being approximately of the same magnitude as beams, frames and floors in transversely framed ships.近幾年來，橫向加強船的做法大部分已被縱骨架式所取代。這一方法實際上可追溯到很久以前像“大東方”號那樣的船舶，起初大規模用在油船上，并稱為伊舍伍德縱骨架式。這一骨架形式的組成是：用縱向構件加強的甲板、舷側和底部，構件可以是板件或軋制型鋼件，間距與橫骨架式船的橫梁、肋骨和肋板的數值大致相同。

The longitudinals are supported by deep, widely spaced transverse consisting of plates with face flanges, the spacing being of the order of 3~4 m(10~12 ft).These transverses provide the transverse strength for the structure.Additional transverse strength is provided on all ships by watertight or oiltight bulkheads.These are transverse sheets of stiffened plate extending from one side of the ship to the other.Their main purpose is of course to divide the ship into the watertight or oiltight compartments so as to limit flooding of the ship in the event of damage, but they have the additional function of providing transverse strength.縱骨由大間隔強橫桁支撐，橫桁由腹板和面板組成，間距在3~4 m(10~12 ft)量級。這些橫桁為結構提供橫向強度。在所有船上，額外的橫向強度由水密或油密艙壁提供。艙壁是橫向的加強板列薄片，從船的一舷延伸到另一舷。當然，它們的主要目的是要將船舶分隔成水密或油密的艙室，以便船舶一旦損壞時來限制淹水范圍，但它們有額外的功能就是提供橫向強度。

The original Isherwood System was applied to oil tanker but was not favoured in dry cargo ships, largely because of the restriction in cargo space created by the deep transverses.With the large scale development of welding in ships, however, resulting in greater distortion of the plating than would normally be found in riveted construction, longitudinal stiffening in the bottom and deck has become quite common in these vessels, while the side structure is framed transversely as formerly.It will be found that this “combined” system of construction is now almost universally adopted in dry cargo ships.As a matter of fact the combined system was used for a time in oil tankers, but with their increasing size in the years since 1954 the complete longitudinal system has been reverted to.原先的伊舍伍德縱骨架式應用于油船但并不有益于干貨船，主要是因為強橫桁造成貨艙空間的限制。然而隨著造船焊接技術大規模發展，結果板列中出現了比鉚接結構中通常能發現的更大的變形；這些焊接船的底部和甲板采用縱向加強方法變得十分普遍，但舷側結構仍同以前一樣作橫向加強。可以發現，這種“混合骨架式”在干貨船上現在幾乎被普遍地采用。事實上，混合骨架式曾在一個時期內用于油輪；但是自從1954年以來油輪尺度越來越大，于是已經恢復采用全縱骨架式結構。

Two of the advantage of the longitudinal system are that the longitudinals themselves take part in the longitudinal strength of the ship and it can be shown also that the buckling strength of the plating between longitudinals is nearly four times as great as the strength of the plating between transverse stiffeners of the same spacing.縱骨架式的兩個優點是：縱骨本身參加船體縱強度；也能說明，縱骨間板列的翹曲強度為同間距橫向加強筋間板列強度的四倍之大。

When the decks of a ship are stiffened by transverse beams, if these were supported only at the two sides of the ship without any intermediate support, they would be required to be of very heavy scantlings, i.e.dimensions, to carry the loads.By introducing pillars at intermediate positions the span of the beams is reduced with the result that they can be made of lighter scantlings, thus providing a more efficient structure from the strength / weight point of view.Pillars were formerly closely spaced, being fitted on alternate beams with angle runners under the deck to transmit the load to the beams not supported by pillars.This meant that pillars were spaced about 1.5 m(5 ft)apart so that access to the sides of holds was very restricted.For this reason heavy longitudinal deck girders were introduced which had the same function as a line of pillars, the girders being supported by widely spaced pillars.Thus, in a cargo hold there would be two deck girders supported by two heavy pillars at the hatch corners.In this way access to the sides of the holds was improved.船的甲板用橫梁加強時，假如這些橫梁僅在船舶的兩舷作支撐而沒有中間撐，那么它們要求具有很大的構件尺寸，即尺度，以承受甲板載荷。在中間位置引入支柱后橫梁的跨距減小了，結果是它們可用較小的構件尺寸來制造；于是從強度/重量比的角度來看這樣提供了更有效的結構。以前支柱間隔很小，每隔一檔橫梁安裝，并在甲板下面設置角鋼短梁以傳遞沒有支柱支撐處橫梁的載荷。這意味著支柱的間隔約1.5 m(5 ft)，因此至貨艙舷側的通道很受限制。由于這個原因引入了大型甲板縱桁，它與一行支柱有相同的功能；該縱桁由隔得很遠的支柱支撐。因此，在一個貨艙內會有兩道甲板縱桁，每一縱桁由艙口角隅處的大型支柱作支撐。這樣至貨艙舷側的通道得到了改善。

Even these widely spaced pillars can be eliminated by fitting heavy transverses hatch end beams to support the longitudinal girders, the hatch end beams themselves being supported by longitudinal centre line bulkheads clear of the hatchways.通過安裝大型艙口端梁來支撐縱桁，甚至可以把這些大間距的支柱省掉，而艙口端梁本身由在艙口范圍以外的中縱艙壁來支撐。

In ships in which the longitudinal system of framing is adopted the deep transverse take the place of the longitudinal girders and give intermediate support to the longitudinals, thus reducing their scantlings.在采用縱骨架式的船上，強橫桁代替甲板縱骨以中間支撐，因此可減小縱骨的尺寸。

Nearly every part of the structure of a ship has some local strength function to fulfil.For example, the bottom and side shell plating has to resist water pressure in addition to providing overall longitudinal strength of the structure.Thus, local stresses can arise due to the bending of the plating between frames or floors.The complete state of tress in such part of the structure is very complex because of the various functions which they have to fulfil, and even if the actual loading was known accurately it would be a difficult task to calculate the exact value of the stress.幾乎每一船體結構都有一些局部強度功能要完成。例如，底部和舷側外板除了提供結構的總縱強度之外還必須抵抗水壓力。因此，由于肋板或肋骨間的板列彎曲可能會引起局部應力。結構在這些部位完整的應力狀態是非常復雜的，因為它們必須完成各種功能；并且即使實際載荷已確切知道，要計算該應力的精神值也會是一項艱巨的任務。

Part B（節選）

Forces on a ship at sea 船舶在海上行駛的力

When a ship is moving through a seaway the forces acting on the ship are very different to those in still water.In the first place the static buoyancy is altered because the immersion of the ship at any point is increased or decreased compared with the still water immersion because of the presence of the waves.Secondly it has been seen that the pressure in a wave differs from the normal static pressure at any depth below the free surface.The ship also has motions which cause dynamic forces due to the accelerations involved.The two major effects are due to heaving and pitching.當船舶在海上航行時，作用在船上的力與在靜水中時大不相同。首先，與靜水狀態下的浸深相比，由于波浪的存在船舶在每一點的浸深或增加或減少，因此靜態浮力被改變。其次，已經看到，在自由表面下任何深度處，波浪中的壓力與正常的靜水壓力不同。船舶還有運動，因涉及加速度而引起動態力。這兩個主要影響是來自升沉和縱搖。

As stated above, the problem then becomes a dynamic one.The traditional practice has, however, been to reduce this dynamic problem to what is considered to be an equivalent static one.The procedure adopted was to imagine that the ship was poised statically on a wave and work out the shearing force and bending moments for this condition.Until relatively recently it was the procedure adopted in determining the longitudinal bending moments acting upon the ship at sea.如前所述，問題變成動態的了。然而傳統做法已將這一動態問題簡化為被認為是相當的靜態問題。采取的步驟是先設想船舶靜態地在波浪上保持平衡，然后計算出這一條件下的剪力和彎矩。直到最近這仍然是確定船在波浪上所受縱向彎矩的方法。

The static longitudinal strength calculation 在靜態的縱向強度計算

In this calculation the wave upon which the ship is assumed to be poised statically is considered to be of trochoidal form and to have a length equal to the length of the ship.The height of the wave chosen for the calculation greatly affects the buoyancy distribution and this at one time was taken as the ship length divided by 20, i.e.h = L/20.More recently, however, a height given by h=0.607√L m(h=1.1√L ft)has been used in the calculation.This was considered to represent more closely the proportions of height to length in actual sea waves.在計算中，假定與船舶靜態平衡的波浪被認為是次擺線型（坦谷）波，其長度等于船長。計算所選的波高會嚴重地影響浮力分布：波高曾一度取為船長除以20，即h = L/20。然而最近由公式h=0.607√L m(h=1.1√L ft)給出的波高已用于計算。這被認為更接近地代表了實際海浪的高度與長度之比。

Two conditions were usually examined;one with wave crests at the ends of the ship and one with a wave crest at amidships.In the former condition the bending moment due to the buoyancy provided by the wave produced sagging, and in the latter case hogging was produced.Associated with these two positions of the wave it was customary to assume loading conditions for the ship which would give the greatest bending moment.Thus, with the wave crests at the ends a concentration of loading amidships would yield the greatest sagging moment, while with a crest amidships concentration of load at the ends would give the greatest hogging moment.This could possible lead to some unrealistic conditions of loading for the ship.It is more satisfactory to consider the actual condition in which the ship is likely to be in service and to work out the bending moments for the two positions of the wave.In this way it is possible to determine for any given loading condition the cycle of bending moment through which the ship would go as a wave of any particular dimensions passes the ship.通常要討論兩種狀態，一是波峰在船舶兩端，一是波峰在船中。在前一狀態下，由波浪提供的浮力所生成的彎矩產生中垂，而在后一狀態下則產生中拱。結合這兩種波浪位置，習慣上再假設船舶的裝載情況，即會給出最大彎矩的裝載情況。于是，波峰在兩端而集中載荷在船中會產生最大的中垂彎矩；波峰在船中而集中載荷在兩端會給出最大的中拱彎矩。這可能導致船舶一些不切實際的載荷狀態。更令人滿意的是考慮船舶在營運中容易出現的實際裝載狀態，并計算出這兩種波浪位置時的彎矩。這樣，對于任何給定的裝載狀態，都可以確定具有特定參數的波浪通過船舶時船體所承受的彎矩的循環周期。

In the procedure described the total bending moment is obtained, including the still water moment.It is often desirable to obtain these moments these separately so that the influence of the still water moment on the total can be examined.The wave moment depends only on the size of wave chosen and the ship form for any condition of loading, whereas the still water moment is dependent on the load distribution as well as the still water buoyancy distribution.在上述過程中，可獲得總彎矩，包括靜水彎矩。通常希望能分開獲得這些彎矩，以便能研究靜水彎矩對總彎矩的影響。波浪彎矩僅取決于所選波浪的尺度和任何裝載狀態下的船體形狀，而靜水彎矩取決于載荷分布和靜水浮力分布。

The first step in the calculation is to balance the ship on the wave, which means working out the total mass M of the ship and the longitudinal position of its centre of gravity G.The problem then is to adjust the wave on the ship to give a buoyancy equal to Mg and a position of the centre of buoyancy which is vertically below G.In doing this it is usual to ignore the Smith effect.計算的第一步是讓船舶在波浪上平衡，這意味著計算出船舶的總質量M和其重心縱向位置G。然后的問題是船上調整波浪以便給出浮力等于Mg，并且使浮心位置垂直地在G的下向方。這樣做時通常忽略史密斯效應（水波質點運動對船體浮力的影響）。

To find the correct position of the wave is not an easy task since the free surface is a curve and not a straight line as in the still water position.Methods have been developed but will not be dealt with here.It will be supposed that this has been achieved, in which case the ship will be in static equilibrium under the gravitational force acting on the mass of the ship and the buoyancy provided by the wave.要找出波浪的正確位置不是一件容易的事，因為自由表面是曲線而不像在靜水位置時的一條直線。方法已經開發出來，但在這里不予討論。這里假定這一步已經達到，在這種情況下，船舶在由質量產生的重力與波浪產生的浮力的共同作用下處于靜力平衡狀態。

The next step in the calculation is to find the distribution of buoyancy and mass along the length of the ship.The former is easy since the buoyancy per unit length is simply ρgA, where A is the immersed cross--sectional area at any point in the length.The distribution of mass involves calculating the mass per unit length at a number of positions along the length and this is a tedious calculation requiring accurate estimates of the mass of the various part of the ship.The calculation is facilitated to some extent by dividing the total mass into the lightmass of the ship and the masses of the deadweight items.The details of these calculations will not be entered into here.計算的下一步是要找出浮力分布和質量沿船長的分布。前者容易，因為單位長度的浮力只是ρgA，式中A為船長任一點上浸濕橫截面面積。質量分布涉及船長許多位置上單位長度質量的計算，然而這是一個枯燥的計算過程，要求精確地估算船舶各部分質量。將總質量劃分為空船質量和各個載重量項目的質量，在某種程度上可以方便計算過程。這些計算的細節不在這里展開了。

Having obtained the distribution of buoyancy and mass, which in simplified form would look like the curves, it is possible to plot a load curve which is simply the difference between weight and buoyancy as in the still water calculation, i.e.Load per unit length = ρgA-mg From which the shearing force and bending moment are given by

F??(?gA?mg)dx M???(?gA?mg)dxdx

已經得出浮力和質量分布，其簡化形式看起來像曲線，就有可能繪制負荷線，它只是重量和浮力之差，如在靜水中的計算一樣，即

單位長度負荷 =ρgA-mg 由上式，剪力和彎矩可由下列公式給出

F??(?gA?mg)dx M???(?gA?mg)dxdx

Because of the non-mathematical nature of load curve these integrations have to be done graphically or can be carried out by an instrument called “integraph”.In recent years, largely because of the development of the computer, a tabular method has been developed.It consists of dividing the length of the ship up into a number of equal parts(say 40)each of length l, and calculating the mean buoyancy per unit length b and the mean weight per unit length w in each of these divisions.It then follows that

Shearing force F??(b?w)l?l?(b?w)

If then the mean value of the shearing force in each of these division is Fm then

Bending moment BM?l?Fm

This procedure can be readily programmed for the computer and the shearing force and bending moment obtained very easily.因為負荷曲線的非數學屬性，這些積分必須作圖求得，或用稱為“積分儀”的儀器來計算。主要是因為計算機的發展，近年來已開發了一種表格方法。它包括：將船舶長度分成許多相等的部分（比如40份），每一長度為L，并且在這些區間計算單位長度的平均浮力B和單位長度的平均重量W。于是

剪力F??(b?w)l?l?(b?w)如果這些區間的剪力平均值為Fm，那么 彎矩BM?l?Fm

這一過程可以容易地編寫為計算機程序，因此剪力和彎矩很容易得到。

Characteristics of shearing force and bending moment curves 剪力曲線和彎矩曲線特性

The shearing force and bending moment curves for a ship poised on a wave are shown graphically and for most ships the curves follow this pattern.Both shearing force and bending moment are zero at the ends of the ship.The shearing force rises to a maximum value at a point which is roughly one quarter of the length from the end then falls to zero near amidships and changes sign, reaching a maximum value somewhere near a quarter – length from the bow.The bending moment curve rises to its maximum value at or near amidships, the exact positions occurring where the shearing force is zero.船舶在波浪上平衡時的剪力和彎矩曲線可以圖示，并且大多數船舶的曲線都呈現這種模式。剪力和彎矩兩者在船舶的兩端都為0。大約在距船尾1/4 船長處剪力升到最大值，然后在靠近船中處降為0，并改變符號，又在距船1/4 船長的某處達到最大值。彎矩曲線在船中或靠近船中處升到最大值，確切的位置出現在剪力為0的一點。

The influence of the still water bending moment on the total moment can be seen from the curves.For a ship of any given total mass and the draught in still water the wave sagging and hogging moments are constant so that if the still water moment is varied by varying the loading the total moment may be altered considerably.The aim should be to keep the total as small as possible.If the wave sagging and hogging moments were equal then the smallest total moment would be obtained with a zero still moment.However, the wave sagging moment is usually greater than the wave hogging moment, the proportion depending amongst other factors upon the block coefficient.從曲線可以看出靜水彎矩對總彎矩的影響。對于給定重量的船和給定靜水吃水，波浪中垂和中拱附加彎矩是一定值。所以，如果由載荷變化而引起靜水彎矩變化，那么總縱彎矩也可能發生很大的變化。目的是應該保持總彎矩盡可能地小。假如波浪中垂和中拱彎矩相等，那么將會得出最小的總彎矩而靜水彎矩為0。然而波浪中垂彎矩通常比波浪中拱彎矩大。兩者的比例取決于其他因素中的一個，即方形系數。