第一篇：船舶与海洋工程法规

《船舶与海洋工程法规》教学大纲

（学分 1.5，学时 24）

一、课程的性质和任务

本课程的性质是船舶与海洋工程专业的专业课程之一。本课程的任务是使学生对船舶和海洋平台检验工作、对有关的国际公约和安全法规有比较系统的了解，并了解这些“公约”和“法规”对船舶和海洋平台设计提出的要求。

二、课程内容、基本要求与学时分配

（一）船舶检验概述（2学时）了解船级社与入级检验了解我国船检机构的发展了解政府对船舶工程的法定检验

了解国际海事组织（IMO）、国际船级社(IACS)发展

（二）船舶稳性和分舱（8学时）掌握海船完整稳性规范的主要内容了解各国海船完整稳性衡准了解船舶装载散装谷物的稳性衡准 4 了解海船分舱及破舱稳性规范的主要内容

（三）船舶最小干舷和吨位丈量（4学时）掌握《海船载重线规范》的主要内容掌握船舶最小干舷及计算实例

掌握船舶吨位概念，了解国际、国内航行船舶的登记吨位计算

（四）船舶防火和船舶消防设备（4学时）了解船舶火灾和一般防火措施

了解结构防火、防火材料和耐火分隔的作用了解规范对船舶消防设备配备的规定

（五）船舶救生设备和航行设备（2学时）了解船舶救生设备的配备和布置要求了解船舶航行设备

（六）油船防污染（4学时）

了解1973年防止船舶造成污染公约

了解1978年议定书中关于烧油船结构型式及分舱的有关规定。

三、课程的其它教学环节

四、说明

五、课程使用的教材和主要参考书

使用教材: 《船舶与海洋工程法规》裘永铭、顾敏童著，上海交通大学出版社

教学大纲制订者：林 焰2004年 8月

第二篇：船舶与海洋工程

基本介绍

随国际形式的复杂化、国际交往与运输的频繁以及国内陆路交通的形势严峻，船舶与海洋工程成为捍卫疆域完整以及扩大交往密度而亟待发展的学科。该专业运用物理、数学、力学、船舶与海洋工程原理的基本理论和基本知识，掌握船舶与海洋结构物的设计方法，研究船舶轮机的工作原理；具有船体制图，应用计算机进行科研的初步能力；熟悉船舶与海洋结构物的建造法规和国内外重要船级社的规范，了解造船和海洋开发的理论前沿，新型舰船和海洋结构物的应用前景和发展动态；船舶与海洋结构物设计制造学主要从事新型船舶与海洋工程结构物，水下深潜器的设计开发，主要研究领域有：船舶与海洋工程和其它各种结构的强度、刚度、疲劳断裂、振动及结构可靠性；海洋流体力学；船舶阻力、推进、操纵性和耐波性。中国部分研究成果已达到国际水平。轮机工程主要是研究船舶机械的原理以及应用，随信息技术的不断发展，雷达、遥感技术的应用，环境保护要求的提高以及对能源的更高效利用，船舶的动力装置、船舶电器设备、轮机自动化系统等都面临着新的技术要求与挑战。个别院校在轮机工程专业里还设置了分支学科——轮机管理专业，以培训能够从事海洋船舶轮机运行管理工作，具有船舶动力装置系统国

航、维修、保养及研究。水声工程主要研究潜艇等船舶处于水下的船舶在水中的探测、定位以及对水中兵器的引导和对抗。中国正积极进行声纳在水中传输特性的研究，并在该领域取得一定的成功。

学科优势

造船与海洋工程工业是一项周期长、资金密集、科技密集、劳动密集型传统产业，对中国的综合国力发展有至关重

要的影响。随着国际形势的复杂化、国际交往运输的频繁化，船舶与海洋工程成为了捍卫疆域完整以及扩大交往密度而亟待发展的学科，它是为水上交通运输、海洋资源开发和海军部队提供各类装备和进行海洋工程设计、建造的工程技术领域。虽然中国的船舶工业通过近几年的发展取得了较大的成绩，但与世界发达国家如日本、韩国等相比，仍然有很大的距离。为了缩短船舶工业发展的差距，中央主要领导吴邦国、温家宝等对大力发展中国船舶工业做出

了重要批示，确立了中国在2015年将努力建设成为世界第一造船大国的战略目标。根据此目标，到2015年，中国造船占到国际船舶的份额将达到35%。

在这种背景下，中国船舶工业面临着前所未有的发展契机，也使拥有船舶与海洋工程专业的高校面临着巨大的挑战和千载难逢的机遇。如何适应新的形势，培养出一批德、智、体、美全面发展的具备现代船舶与海洋工程设计、建造、研究的基本理论和基础知识，并且基础扎实、专业知识面广、动手能力强、具有创新精神和实践能力的应用型、复合型人才，这是船舶与海洋工程专业目前必须面对和要解决的重要问题。

学习形势

船舶与海洋工程专业是培养从事船舶、水下运载器及各类海洋结构设计、研究、生产制造、检验及海洋开发技术经济分析的高级工程技术人才的学科。这个专业的学生主要学习物理、数学、力学、船舶及海洋工程

原理的基本理论和基本知识；掌握船舶与海洋结构物的设计方法；具有船体制图，应用计算机进行科研的初步能力；熟悉船舶与海洋结构物的建造法规和国内外重要船级社的规范；了解造船和海洋开发的理论前沿，新型舰船和海洋结构物的应用前景和发展动态；掌握文献检索、资料查询的基本方法。其基础课包括自然辨证法、科学社会主义理论、外语、高等工程数学、计算机图形处理及软件工程基础、企业管理等；技术基础课包括海洋结构物原理及设计、船舶原理与设计、船舶与海洋结构物强度、流体力学、海洋防腐技术、船舶与海洋结构物在波浪中的运动理论、决策理论与方法、结构可靠性原理；专业课包括工程技术经济论证方法、企业信息管理、船舶科学与工程进展、海洋系统工程、海洋工程水池试验技术、结构优化设计、船舶与海洋结构物现代建造方法、浮式系统等。

大学四年后学生须掌握船舶与海洋工程领域的坚实基础理论和宽广的专业知识，以及解决工程问题的现代化实验研究方法和技术手段，并且具有独立从事新产品开发设计能力、生产工艺设计及实施能力、工程管理的能力。

业务培养要求

本专业学生主要学习物理、数学、力学、船舶及海洋工程原理的基本理论和基本知识；掌握船舶与海洋结构物的设计方法；具有船体制图，应用计算机 进行科研的初步能力；熟悉船舶与海洋结构物的建造法规和国内外重要船级社的规范；了解造船和海洋开发的理论前沿，新型舰船和海洋结构物的应用前景和发展动态；掌握文献检索、资料查询的基本方法，具有一定的科学研究和实际工作能力。

主干学科

数学、力学、船舶与海洋工程

主要课程

理论力学、材料力学、流体力学、结构力学、船舶原理（静力学、船舶阻力、船舶推进、船舶操纵等）、船体制图、船舶材料与焊接、船舶英语、船舶结构与强度、船体振动

等

主要实践性教学环节

包括金工实习(3周)、船厂实习(3周)、上舰实习(2 周)等，一般总共安排8周。

主要专业实验

船模阻力实验、螺旋桨试验、船模自航试验及结构实验应力分析等

修业年限

四年

授予学位

工学学士

相近专业

轮机工程

毕业生应获得以下几方面的知识和能力

1．掌握船舶动力装置、电器、液压、气动和机电一体化等方面的基础知识；

2．掌握轮机工况检测、轮机系统的保养和维修等基本技术；

3．具有操纵船舶动力装置，覆行船舶监修、监造职责的初步能力；

4．熟悉有关海船运输安全方面的公约和法律法规；

5．了解海洋运输船舶的发展动态；

6．掌握文献检索、资料查询的基本方法，具有初步的科学研究和实际工作能

力。

开设院校

大连海事大学 武汉理工大学 哈尔滨工业大学 哈尔滨工程大学 天津大学 大连理工大学 上海交通大学 华中科技大学 华南理工大学 河海大学 中国石油大学（华东）上海海事大学 中国海洋大学 厦门集美大学

广东海洋大学 江苏科技大学 重庆交通大学 大连海洋大学 山东交通学院 浙江海洋学院 青岛科技大学

华中科技大学文华学院 青岛远洋船员学院 武汉船舶职业技术学院 渤海船舶职业技术学院

就业趋势

船舶与海洋工程专业学生毕业后可签约到船舶与海洋工程设计研究单位、海事局、国内外船级社、船舶公司、船厂、海洋石油单位、高等院校、船舶运输管理、船舶贸易与经营、海关、海上保险和海事仲裁等部门，从事船舶与海洋结构物设计、研究、制造、检验、使用和管理等工作，也可到相近行业和信息产业有关单位就业。此外，还可争取留学资格到美国、加拿大、英国、挪威、德国、日本等国留学深造。当然，也可以报考相关专业的研究生进一步深造。据各高校有关就业部门统计，船舶与海洋工程专业学生就业形势不错。现在很多学生喜欢选择金融、工商管理、市场营销、信息技术等专业，所以高校中就读传统的船舶与海洋工程专业者已经远不如以前众多，而且该专业人才退休、老化普遍存在。再加上目前开设相关专业的学校已经不多，物以稀为贵，所以船舶与海洋工程这个专业的毕业生出去后容易受到用人单位的欢迎。像重庆交通学院还是西南地区惟一开设船舶与海洋工程专业的高

校。21世纪是海洋经济时代，人类将多方位的开发利用海洋，如海洋资源开发利用、海洋能源开发利用、海洋空间开发利用、海洋交通与通讯通道的开发利用等，本专业将会有广阔的发展前景。

第三篇：船舶与海洋工程

船舶与海洋工程,主要课程:理论力学、材料力学、流体力学、结构力学、船舶与海洋工程原理.专业实验:船模阻力实验、螺旋桨试验、船模自航试验及结构实验应力分析等.学制:4年,授予学位:工学学士,相近专业:轮机工程.就业前景:主要到船舶与海洋结构物设计、研究、制造、检验、使用和管理等部门从事技术和管理方面的工作.首先明确一点,在学科划分上船舶与海洋工程是一级学科,下属有船舶工程/海洋工程、轮机工程、水声工程3个二级学科,这里的排名是中国大学船舶与海洋工程专业排名.上海交通大学

地处国际航运的中心城市的上海,中国船舶工业的老牌大学上交地理优势极为明显,加上上海市对人才的吸引能力,使得交大在近几十年以来一直都稳做船舶院校老大位置.虽然近几年大连理工凭借其临近日韩的优势发展壮大了不少,大工的学生在业内的认可程度也日渐提高,但是想要撼动交大的老大地位恐怕尚需时日.哈尔滨工程大学

虽然继承了“哈军工”大部分家当,但当老一辈的牛人渐渐老去后我们真不知道当年的哈船院在十年以后将会是个什么样子.军品是哈工程的强项,但是学科发展受国家政策影响较大,在市场经济的今天,在别的学校都在拼命做项目赚钱的今天,哈工程的地位无比尴尬.另外,由于北国哈尔滨对人才的吸引力远远不如经济发达的东部沿海城市,所以人才断档问题比较严重,但如今仍然有以两位老院士为代表的老底在,排到第二也属合情合理.武汉理工大学

武汉理工大学的造船专业可以追溯到1946年武昌海事职业技术学校造船科,1952年院系调整时造船系被调整至上海交通大学.1958年重建,1963年交通部院系调整,大连海运学院(现大连海事大学)造船系整体搬迁至武汉,与当时的武汉水运工程学院造船系合并.80年代初至90年代中期,由于长江内河航运繁忙,武汉理工(时为武汉水运工程学院)造船系显赫一时,可以说在民品的设计和研究方面仅次于上交.一批骨干教师在当时国内的造船界极高的声誉.如今的武汉理工大学造船专业虽然不如当年名声那么响亮,但是在内河市场上仍然具有统治力,在高性能船舶方面特色鲜明.虽然地处内陆,但已在华南,华东设有设计研究所.如果学校能够更加开放,管理更加有力的话,相信重现辉煌指日可待.大连理工大学

大连理工大学的造船专业在2000年以后可谓是异军突起.如今良好的发展势头应该说内部是得意于学院的国际化发展战略--学生在本科阶段去日本实习,与日韩的造船高校进行了广泛和深入的合作与交流.外部是得意于地处大连的地理位置和国际造船行业从日韩向中国转移的大趋势.虽然没有交大,哈船那样显赫的历史,但发展势头强劲,假以时日前途无量.华中科技大学

华科的造船系和别的专业相比一直都不怎么起眼,70年代建系以后鲜有什么骄傲的成绩拿出手.现如今该校造船系发展偏结构比较明显,流体这一块继石仲堃以后迟迟没人接班.老师做的项目非船项目比较多,船方面的项目主要跟701所和719所合作.由于学校实力相当强,所以学生仍然比较受欢迎.其实武汉理工和华科向来互相不服,但从师资力量,学校重视程度,试验设施等各方面来看,华科的造船稍逊一筹.天津大学

天津大学的船海系隶属于建筑工程学院,分船舶工程和海洋工程两个方向,也是国内为数不多的搞海洋工程比较有底蕴的院校.但是建筑工程学院更牛的在港航专业,3个院士都是港航的,来招聘的单位也是港航方面的单位.天大的造船不仅在国内造船界很少被提及,在校内也不受重视.排到第六应该也是合情合理的了.江苏科技大学

虽然造船专业是该校的王牌专业,虽然曾经的镇江船院也是国防科工委的院校,但是学校目前仍然是2本(可能江苏省内是一本)至今尚无造船博士点.实力与前面几所学校根本不在一个档次,暂时位居末席.在上述中国大学船舶与海洋工程专业排名中,排名前四的四所学校的船舶与海洋结构物设计制造均为国家级重点学科.船舶工程主要修理建造各类船舶,海洋工程主要主要从事海上采油.就业单位主要有修造船厂(如沪东中华,外高桥等),海上运输公司(如中国远洋),石油公司(如中海油),海事局(需要本科或研究生应届毕业生报考国家直属机构-海事局公务员,限应届毕业),船级社(一般需要有船厂经验外语好的),高校(博士或硕士学历).总体而言,就业基本没大问,工资刚开始两千至三千/月(单位地点,毕业院校,单位制度造成差异),工作两年月工资基本在五千至七千月,且工资出现两极分化(进船级社如ABS,DNV等月收入在万元,很多技术好的都跳去船级社).如果想在这个领域吃香,建议小方向选择海洋工程,学好外语,最好到可以交流地步(进船级社),这两点做到了工作不愁,工资不愁.船舶与海洋工程专业是培养从事船舶、水下运载器及各类海洋结构设计、研究、生产制造、检验及海洋开发技术经济分析的高级工程技术人才的学科。这个专业的学生主要学习物理、数学、力学、船舶及海洋工程原理的基本理论和基本知识；掌握船舶与海洋结构物的设计方法；具有船体制图，应用计算机进行科研的初步能力；熟悉船舶与海洋结构物的建造法规和国内外重要船级社的规范；了解造船和海洋开发的理论前沿，新型舰船和海洋结构物的应用前景和发展动态；掌握文献检索、资料查询的基本方法。其基础课包括自然辨证法、科学社会主义理论、外语、高等工程数学、计算机图形处理及软件工程基础、企业管理等；技术基础课包括海洋结构物原理及设计、船舶原理与设计、船舶与海洋结构物强度、流体力学、海洋防腐技术、船舶与海洋结构物在波浪中的运动理论、决策理论与方法、结构可靠性原理；专业课包括工程技术经济论证方法、企业信息管理、船舶科学与工程进展、海洋系统工程、海洋工程水池试验技术、结构优化设计、船舶与海洋结构物现代建造方法、浮式系统等。

大学四年后学生须掌握船舶与海洋工程领域的坚实基础理论和宽广的专业知识，以及解决工程问题的现代化实验研究方法和技术手段，并且具有独立从事新产品开发设计能力、生产工艺设计及实施能力、工程管理的能力。

就业趋势

船舶与海洋工程专业学生毕业后可签约到船舶与海洋工程设计研究单位、海事局、国内外船级社、船舶公司、海洋石油单位、高等院校、船舶运输管理、船舶贸易与经营、海关、海上保险和海事仲裁等部门，从事船舶与海洋结构物设计、研究、制造、检验、使用和管理等工作，也可到相近行业和信息产业有关单位就业。此外，还可争取留学资格到美国、加拿大、英国、挪威、德国、日本等国留学深造。当然，也可以报考相关专业的研究生进一步深造。据各高校有关就业部门统计，船舶与海洋工程专业学生就业形势不错。现在很多学生喜欢选择金融、工商管理、市场营销、信息技术等专业，所以高校中就读传统的船舶与海洋工程专业者已经远不如以前众多，而且该专业人才退休、老化普遍存在。再加上目前开设相关专业的学校已经不多，物以稀为贵，所以船舶与海洋工程这个专业的毕业生出去后容易受到用人单位的欢迎。像重庆交通学院还是西南地区惟一开设船舶与海洋工程专业的高校。相关链接 学制：四年 授予学位：工学学士 体检要求：色盲与色弱受限。

开设院校：中国石油大学、天津大学、大连理工大学、大连海事大学、大连水产学院、哈尔滨工程大学、上海交通大学、上海海运学院、河海大学、华东船舶工业学院、浙江海洋学院、中国海洋大学、华中科技大学、武汉理工大学、华南理工大学、广东海洋大学、重庆交通学院等

第四篇：船舶与海洋工程法规第一次作业汇总

窗体顶端

对有连续舱壁甲板的船舶，在船长中以某点为中心的最大限度的一段船长称为________。选择一项：

a.可浸长度 b.许用舱长 c.渗透率 d.分舱因数 反馈

正确答案是：可浸长度 题目2 正确

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题干

最大复原力臂所对应的横倾角应不小于________。选择一项：

a.40 b.10 c.20 d.30 反馈

正确答案是：30 题目3 正确

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题干

在不对称浸水的情况下，一舱浸水的横倾角应不度于________。选择一项：

a.9 b.10 c.7 d.8 反馈

正确答案是：7 题目4 正确

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题干

为了确定船舶重心的实际位置，必须进行_________。选择一项：

a.试航试验 b.系泊试验 c.倾斜试验 d.密性试验 反馈

正确答案是：倾斜试验 题目5 正确

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题干

货船应核算四种基本装载情况：满载出港、满载到港、空（压）载出港、空（压）载到港。选择一项：

a.是 b.非 反馈

正确答案是：是 题目6 正确

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题干

某处所能被水浸占的百分比，称为________。选择一项：

a.分舱因数 b.许用舱长 c.渗透率

d.可浸长度 反馈

正确答案是：渗透率 题目7 正确

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题干

BV是哪个船级社的英文简称？ 选择一项：

a.美国船级社 b.意大利船级社 c.法国船级社

d.英国劳氏船级社 反馈

正确答案是：法国船级社 题目8 正确

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题干

事关船舶在海上航行安全的是_________。选择一项：

a.完整稳性 b.三者都是 c.最小干舷 d.分舱和破舱稳性 反馈

正确答案是：三者都是 题目9 正确

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题干

船舶的入级检验是由谁执行的？ 选择一项：

a.船级社 b.航运公司 c.船东 d.造船厂 反馈

正确答案是：船级社 题目10 不正确

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题干

舷外水会淹进船主体时的横倾角称为________。选择一项：

a.进水角 b.横摇角 c.最大横倾角 d.消失角 反馈

正确答案是：进水角 题目11 正确

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题干

装载散装谷物的船，由于谷物移动使船产生的横倾角应不大于________。选择一项：

a.12 b.13 c.10 d.11 反馈

正确答案是：12 题目12 正确

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题干

英国劳氏船级社的英文简称是_________。选择一项：

a.IACS b.IMO c.ZC d.LR 反馈

正确答案是：LR 题目13 正确

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题干

横倾角等于30°处的复原力臂应不小于________。选择一项：

a.0.1米 b.0.2米 c.0.3米 d.0.4米 反馈

正确答案是：0.2米 题目14 正确

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题干

规范规定了分舱时任一舱室所允许的最大长度称为________。选择一项：

a.可浸长度 b.渗透率 c.分舱因数 d.许用舱长 反馈

正确答案是：许用舱长 题目15 不正确

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题干

中国船级社的英文简称是_________。选择一项：

a.IMO b.ZC c.LR d.IACS 反馈

正确答案是：ZC 题目16 正确

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题干

客船应核算六种基本装载情况：满载出港、满载到港、满客无货出港、满客无货到港、压载出港、压载到港。选择一项：

a.是 b.非 反馈

正确答案是：是 题目17 正确

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题干

船舶在各种装载情况下的稳性衡准数K应________。选择一项：

a.≥1 b.≤1 c.=1 d.都不是 反馈

正确答案是：≥1 题目18 正确

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题干

计算装载散装谷物的船的舷侧体积矩时，移动后谷物表面与水平成________。选择一项：

a.15 b.16 c.17 d.18 反馈

正确答案是：15 题目19 正确

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题干

货船和油船的初稳性高度应不小于________。选择一项：

a.0.05米 b.0.35米 c.0.15米 d.0.25米 反馈

正确答案是：0.15米 题目20 正确

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题干

国际海事组织的英文简称是_________。选择一项：

a.IMO b.LR c.IACS d.ZC 反馈

正确答案是：IMO 题目21 正确

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题干

两个或两个以上相邻舱室同时的横倾角应不小于________。选择一项：

a.12 b.16 c.10 d.14 反馈

正确答案是：12 题目22 正确

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题干

限界线是指在舷侧该甲板上表面以下不小于________处所绘的线。选择一项：

a.76mm b.70mm c.72mm d.74mm 反馈

正确答案是：76mm 题目23 正确

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题干

RINA是哪个船级社的英文简称？ 选择一项：

a.意大利船级社

b.英国劳氏船级社 c.法国船级社 d.美国船级社 反馈

正确答案是：意大利船级社 题目24 正确

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题干

在对称浸水的情况下，剩余初稳性高度应不小于________。选择一项：

a.0.075m b.0.025m c.0m d.0.05m 反馈

正确答案是：0.05m 题目25 正确

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题干

入级证书的有效期限是_________。选择一项：

a.3年 b.1年 c.4年 d.2年 反馈

正确答案是：4年 题目26 不正确

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题干

国际船级社的英文简称是_________。选择一项：

a.LR b.IMO c.ZC d.IACS 反馈

正确答案是：IACS 题目27 正确

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题干

船级社的立场是站在哪个方面？ 选择一项：

a.造船厂 b.船东 c.公证 d.航运公司 反馈

正确答案是：公证 题目28 不正确

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题干

船舶定期检验指的是哪组？①检验 ②特别检验 ③坞内检验 ④展期检验 选择一项：

a.①②③ b.①②④ c.②③④ d.①③④ 反馈

正确答案是：①②③ 题目29 正确

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题干

下列哪一个不是海损事故的重要原因？ 选择一项：

a.干舷不足 b.舱太宽

c.装载过量 d.甲板上浪 反馈

正确答案是：舱太宽 题目30 正确

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题干

哪个不是船舶检验机构的任务？ 选择一项：

a.出版航运消息

b.制定各种安全法规

c.防止船舶和海洋工程设施对海洋的污染 d.对船舶和海洋工程设施进行各种检验 反馈

正确答案是：出版航运消息 题目31 正确

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题干

ABS是哪个船级社的英文简称？ 选择一项：

a.英国劳氏船级社 b.意大利船级社 c.美国船级社 d.法国船级社 反馈

正确答案是：美国船级社 题目32 不正确

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题干

计算船舶受凤面积的范围是________。选择一项：

a.实际水线以上 b.设计水线以上 c.实际吃水一半以上 d.基线以上 反馈

正确答案是：实际水线以上 题目33 不正确

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题干

政府的检验机构执行的是_________。选择一项：

a.入级检验 b.定期检验 c.法定检验 d.展期检验 反馈

正确答案是：法定检验

窗体底端 结束回顾

第五篇：船舶与海洋工程专业英语

船舶与海洋工程英语

目录

Part 1.船舶与海洋工程英语

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.船舶英语实用词汇手册……………………………………………………………..101 27.船舶英语缩略语…………………………………………………………………...…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 subpision 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（设计）师 32.scantling 结构（件）尺寸

naval architecture造船（工程）学 33.frame 肋骨 2.instruction 任务书、指导书 34.classification society 船级社 3.oil tanker 油轮 35.steering 操舵、驾驶 4.deadweight 载重量 36.vibration 振动 5.knot 节 37.net register tonnage 净登记吨位 6.specification 规格书，设计任务书 38.harbour 港口 7.vessel 船舶 39.dues 税收 8.cargo 货物 40.gross tonnage 总吨位 9.passenger 旅客 41.deductible space 扣除空间 10.trade 贸易 42.revenue 收入 11.machinery 机械、机器 43.docking 进坞 12.hold capacity 舱容 44.charge 费用、电荷 13.consumable store 消耗物品 45.bulkhead 舱壁 14.light weight 轻载重量、空船重量 46.subpision分舱（隔）、细分 15.hull 船体 47.collision 碰撞 16.dimension 尺度、量纲、维（数）48.compromise 折衷、调和 17.displacement 排水量、位移、置换 49.coefficient 系数 18.tonnage 吨位 50.training 培训 19.fineness 纤瘦度 51.fluid mechanics 流体力学 20.draft 吃水 52.structural strength 结构强度 21.breadth 船宽 53.resistance 阻力 22.freeboard 干舷 54.propulsion 推进 23.rule 规范 55.shipbuilding 造船 24.tentative 试用（暂行）的 56.aptitude（特殊）才能，适应性 25.longitudinal direction 纵向 57.maritime 航运，海运 26.vertical direction 垂向 58.polytechnical school 工艺（科技）学校 27.trim 纵倾 59.academic 学术的 28.stability 稳性 60.shipyard 造船厂 29.shaft horse power 轴马力 61.electronic computer 电子计算机 30.strength 强度 62.owner 船主，物主 31.service 航区、服务 63.encyclop(a)edia 百科全书

Additional Terms and Expressions 1.the Chinese Society of Naval Architecture and Marine Engineering(CSNAME)中国造船工程学会

the Chinese Society of Navigation中国航海学会

“Shipbuilding of China‖ 中国造船 Ship Engineering 船舶工程

“Naval 安定Merchant Ships” 舰船知识

China State Shipbuilding Corporation(CSSC)中国船舶工业总公司

China offshore Platform Engineering Corporation(COPECO)中国海洋石油平台工程公司

Royal Institution of Naval Architects(RINA)英国皇家造船工程师学会

Society of Naval Architects and Marine Engineers(SNAME)美国造船师与轮机工程师协会

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

architecture)造船静力学 12.ship dynamics 船舶动力学

13.ship resistance and propulsion 船舶阻力

和推进

14.ship rolling and pitching 船舶摇摆 15.ship manoeuvrability 船舶操纵性 16.ship construction 船舶结构

17.ship structural mechanics 船舶结构力学 18.ship strength and structural design 船舶

强度和结构设计

19.ship design 船舶设计

20.shipbuilding technology 造船工艺

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

1.range from A to B 的意思为“从A到B的范围内”，翻译时，根据这个基本意思可以按汉语习惯译成中文。例：

Lathe sizes range from very little lathes with the length of the bed in several inches to very large ones turning a work many feet in length.车床有大有小，小的车床其车身只有几英寸，大的车床能车削数英尺长的工件。

2.Such that 可以认为是such a kind/value 等的缩写，意思为“这样的类别/值等……以至于……”。译成中文是，可根据具体情况加以意译。例：

The depth of the chain locker is such that the cable is easily stowed.锚链舱的深度应该使锚链容易存储。

Possessing an attractive appearance, the ship should have the minimum net register tonnage,the factor on which harbour and oyher dues are based.Possessing an attractive appearance现在分词短语，用作表示条件的状语，意译成“船舶除有一个漂亮的外形……”。一般说，如分词短语谓语句首，通常表示时间、条件、原因等。

The factor on which…are based中的the factor是前面the minimum net register tonnage的铜谓语，而on which…are based是定语从句，修饰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是形式宾语，实际宾语为不定式短语 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）学 3.造船工程（设计）师

4.length between perpendiculars(LBP)垂线间长 5.summer load waterline 夏季载重水线 6.forward/after perpendicular 首/尾垂线 7.rudder post 尾柱 8.stem 首柱

9.rudder pintle 舵销

10.length over all(LOA)总长

11.overhang（水线以上）悬伸部分 12.bulbous bow 球鼻艏

13.length on the waterline（LWL）水线长 14.amidship 船中

15.breath moulded 型宽 16.breath extreme 最大船宽 17.shell plating 船壳板 18.rivet 铆接 19.weld 焊接

20.strake（船壳板）列板 21.fender 护舷木

22.deck area 甲板面积（区域）23.cross channel vessel 海峡船 24.port 港口，船的左舷 25.side 舷侧（边）26.quay 码头

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

32.the uppermost continuous deck 最上层连续甲板 33.rounded gunwale 圆弧舷边顶部 34.moulded line 型线 35.sheer 舷弧 36.ends 船端

37.deck line at side 甲板边线 deck at side line 甲板边线 deck at side

甲板边线 38.profile

纵剖面（图），轮廓 39.sheer forward/aft 首/尾舷 40.platform

平台

41.rough sea

强浪，汹涛海面 42.seakeeping

耐波性

43.appearance

外形（观），出现 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 在静水中

49.accommodation 居住舱，适应 50.bilge radius

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

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

57.bevel

折射角，将直角钢改为斜角 58.connecting angle 联接角钢

59.tumble home 内倾 60.sailing ship 帆船

61.steel merchant ship 钢质商船 62.bar 棒，巴（气压单位）63.rake 倾斜

64.draught 吃水，草图，通风 65.even keel 等吃水，正浮

66.trimmed by the stern/bow 尾/首倾 67.moulded draught 型吃水 68.extreme draught 最大吃水 69.bar keel 棒龙骨 70.‖drawing‖“吃水” 71.draught marks 吃水标志 72.imperial unit 英制单位 73.metric unit 公制单位 74.spacing 间距 75.hogging 中拱 76.sagging 中垂 77.heel

横倾 78.dry dock 干船坞

79.fully loaded condition 满载标志 80.freeboard 干舷

81.seaworthiness 适航性

82.reserve buoyancy 储备浮力 83.range of stability 稳性范围

84.Load Line Regulations 载重线规范

Additional Terms and Expressions

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

4.midship area coefficient 船中横剖面面积系数

5.waterplane area coefficient 水线面面积系数

6.vertical prismatic coefficient 竖向棱型系数 7.body section of U-form U形横剖面 8.V-shaped section V形横剖面

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

11.center plane 中线面 12.midstation plane 中站面 13.moulded base line 基线 14.length breadth ratio 长度比 15.cruiser stern 巡洋舰型尾

16.principal coordinate planes 主坐标面 17.transom 方尾 18.soft chine 圆舭 19.hard chine 尖舭 20.counter 尾伸部 21.forefoot 首踵 22.aftfoot 尾踵

23.deadwood 尾鳍（呆木）

Notes to the Text

1.as will be seen later 和as is the case in the length between perpendiculars 中as 引出的从句为非限制性定语从句。关系代词as代替整个主句，并在从主语中作主语。as 也可在从句中作宾语，表语用。

2.A third length 序数字前面，一般用定冠词“the”，但当作者心目中对事物总数还不明确，或还不足以形成一个明确的序列时，序数字前面用不定冠词“a”。例：

will they have to modify the design a fourth time?(它们的设计究竟要修改多少次，心中无数，但依次下来已是第四次，所以用不定冠词“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.这是一个符合据。其中at which the ship is floating 为定语从句，修饰the waterline.from the intersection of the stern(with the waterline为intersection 所要求的介词短语)to the intersection of the stern(with the waterline 为第二个intersection 所要求的介词短语）都属于介词短语，作状语用，说明测量的范围。

4.参见第一课注3.中的第二部分说明 5.quay 一般指与海岸平行的码头

pier 系指与海岸或呈直角面突出的码头

wharf 一般用于的码头

6.the deck line continued 和the stern produced 为过去分词作后置定语，分别修饰“the deck line 和the stern.都可译成“延长时”。

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 这三句都属于主语的成分被位于动词隔离成两部分。这是英语句子结构平衡的需要中带有这种情况，阅读和翻译时需加以注意。

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 这三句都属于主语的成分被位于动词隔离成两部分。这是英语句子结构平衡的需要中带有这种情况，阅读和翻译时需加以注意。Lesson Three

Merchant ship Types Break-bulk cargo ships

The inboard space in break bulk cargo ships is pided 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 pided 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 u