船舶與海洋工程英語(yǔ)

1、精選優(yōu)質(zhì)文檔-傾情為你奉上船舶與海洋工程英語(yǔ)目錄Part 1.船舶與海洋工程英語(yǔ)1. The Naval Architect.12. Definitions, Principal Dimensions.33. Merchant ship Types.104. Ship Design165. General Arrangement.206. Ship Lines.257. Ship Equilibrium, Stability and Trim. 288. Estimating Power Requirements.339. Ship Motions, Maneuverability3710.

2、The Function of Ship Structural Components.4011. Structural Design, Ship Stresses.4312. Classification Societies.4813. Shipyard, Organization, Layout.5314. Planning, From Contract to Working Plans.5615. Lines Plan and Fairing, Fabrication and Assembly.5816. Launching and Outfitting.6117. Sea Trials6

3、418. Marine Engines.6619. Marine Electrical Equipment.7120. Unattended Machinery Spaces.7621. Mobile Drilling Platforms.8122. Examples of Offshore Structures.8523. Oceanographic Submersibles.9124 .Application of Engineering Economics to Ship Design.9425. Computer Development and the Naval Architect.

4、98Part2.26. 船舶英語(yǔ)實(shí)用詞匯手冊(cè).10127. 船舶英語(yǔ)縮略語(yǔ).129Lesson OneThe Naval ArchitectA naval architect asked to design a ship may receive his instructions in a form ranging from such simple requirements as “an oil tanker to carry 100 000 tons deadweight at 15 knots” to a fully detailed specification of precisely p

5、lanned 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 reve

6、rse 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

7、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,

8、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

9、 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 pos

10、sess 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

11、 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

12、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

13、. 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

14、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 thos

15、e 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 acc

16、epted 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. Uniman

17、y universities and polytechnic schools; such academic training must be supplemented by practical experience in a shipyard.Trends in designThe introduction of calculating machines and computers has facilitated the complex calculations required in naval architecture and has also introduced new concept

18、s 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 desi

19、gn. 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專心-專注-專業(yè)1. naval architect 造船工程（設(shè)計(jì)）師

20、naval architecture造船（工程）學(xué)2. instruction 任務(wù)書(shū)、指導(dǎo)書(shū)3. oil tanker 油輪4. deadweight 載重量5. knot 節(jié)6. specification 規(guī)格書(shū)，設(shè)計(jì)任務(wù)書(shū)7. vessel 船舶8. cargo 貨物9. passenger 旅客10. trade 貿(mào)易11. machinery 機(jī)械、機(jī)器12. hold capacity 艙容13. consumable store 消耗物品14. light weight 輕載重量、空船重量15. hull 船體16. dimension 尺度、量綱、維（數(shù)）17. displa

21、cement 排水量、位移、置換18. tonnage 噸位19. fineness 纖瘦度20. draft 吃水21. breadth 船寬22. freeboard 干舷23. rule 規(guī)范24. tentative 試用（暫行）的25. longitudinal direction 縱向26. vertical direction 垂向27. trim 縱傾28. stability 穩(wěn)性29. shaft horse power 軸馬力30. strength 強(qiáng)度31. service 航區(qū)、服務(wù)32. scantling 結(jié)構(gòu)（件）尺寸33. frame 肋骨34. class

22、ification society 船級(jí)社35. steering 操舵、駕駛36. vibration 振動(dòng)37. net register tonnage 凈登記噸位38. harbour 港口39. dues 稅收40. gross tonnage 總噸位41. deductible space 扣除空間42. revenue 收入43. docking 進(jìn)塢44. charge 費(fèi)用、電荷45. bulkhead 艙壁46. subdivision分艙（隔）、細(xì)分47. collision 碰撞48. compromise 折衷、調(diào)和49. coefficient 系數(shù)50. trai

23、ning 培訓(xùn)51. fluid mechanics 流體力學(xué)52. structural strength 結(jié)構(gòu)強(qiáng)度53. resistance 阻力54. propulsion 推進(jìn)55. shipbuilding 造船56. aptitude （特殊）才能，適應(yīng)性57. maritime 航運(yùn)，海運(yùn)58. polytechnical school 工藝（科技）學(xué)校59. academic 學(xué)術(shù)的60. shipyard 造船廠61. electronic computer 電子計(jì)算機(jī)62. owner 船主，物主63. encyclop(a)edia 百科全書(shū)Additional Ter

24、ms and Expressions1. the Chinese Society of Naval Architecture and Marine Engineering (CSNAME) 中國(guó)造船工程學(xué)會(huì)2. the Chinese Society of Navigation中國(guó)航海學(xué)會(huì)3. “Shipbuilding of China” 中國(guó)造船4. Ship Engineering 船舶工程5. “Naval 安定Merchant Ships” 艦船知識(shí)6. China State Shipbuilding Corporation (CSSC) 中國(guó)船舶工業(yè)總公司7. China off

25、shore Platform Engineering Corporation (COPECO) 中國(guó)海洋石油平臺(tái)工程公司8. Royal Institution of Naval Architects (RINA) 英國(guó)皇家造船工程師學(xué)會(huì)9. Society of Naval Architects and Marine Engineers (SNAME) 美國(guó)造船師與輪機(jī)工程師協(xié)會(huì)10. Principle of naval architecture 造船原理11. ship statics (or statics of naval architecture) 造船靜力學(xué)12. ship dy

26、namics 船舶動(dòng)力學(xué)13. ship resistance and propulsion 船舶阻力和推進(jìn)14. ship rolling and pitching 船舶搖擺15. ship manoeuvrability 船舶操縱性16. ship construction 船舶結(jié)構(gòu)17. ship structural mechanics 船舶結(jié)構(gòu)力學(xué)18. ship strength and structural design 船舶強(qiáng)度和結(jié)構(gòu)設(shè)計(jì)19. ship design 船舶設(shè)計(jì)20. shipbuilding technology 造船工藝21. marine (or ocea

27、n) engineering 海洋工程N(yùn)ote to the Text1. range from A to B 的意思為“從A到B的范圍內(nèi)”，翻譯時(shí)，根據(jù)這個(gè)基本意思可以按漢語(yǔ)習(xí)慣譯成中文。例： Lathe sizes range from very little lathes with the length of the bed in several inches to very large ones turning a work many feet in length. 車床有大有小，小的車床其車身只有幾英寸，大的車床能車削數(shù)英尺長(zhǎng)的工件。2. Such that 可以認(rèn)為是such a

28、kind/value 等的縮寫，意思為“這樣的類別/值等以至于”。譯成中文是，可根據(jù)具體情況加以意譯。例： The depth of the chain locker is such that the cable is easily stowed. 錨鏈艙的深度應(yīng)該使錨鏈容易存儲(chǔ)。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

29、attractive appearance現(xiàn)在分詞短語(yǔ)，用作表示條件的狀語(yǔ)，意譯成“船舶除有一個(gè)漂亮的外形”。一般說(shuō)，如分詞短語(yǔ)謂語(yǔ)句首，通常表示時(shí)間、條件、原因等。 The factor on whichare based中的the factor是前面the minimum net register tonnage的銅謂語(yǔ)，而on whichare based是定語(yǔ)從句，修飾the factor。4. Electronic computers make it possible to prepare series id designs for a vessel to operate in a

30、particular service and to assess the economic returns to the shipowner for each separate design. 句中的it是形式賓語(yǔ)，實(shí)際賓語(yǔ)為不定式短語(yǔ) to prepare series of designs 和to assess the economic returns Lesson TwoDefinitions, Principal DimensionsBefore studying in detail the various technical branches of naval architectur

31、e 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 bo

32、dy, requires three dimensions to define its size, and these are a length, a breadth and a depth. Each of these will be considered in turn.Principal dimensionsLengthThere are various ways of defining the length of a ship, but first the length between perpendiculars will be considered. The length betw

33、een 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

34、 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 Figur

35、e 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

36、 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 w

37、ill 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 resistanc

38、e, 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 an

39、d upon the trim of the ship. This length is also shown in Figure 1 .BreadthThe mid point of the length between perpendiculars is called amidshipsand the ship is usually broadest at this point. The breadth is measured at this position and the breadth most commonly used is called the breadth moulded.

40、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 requi

41、red (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

42、 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

43、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 s

44、ides of the ships when coming alongside quays.DepthThe third principal dimension is depth, which varies along the length of the ship but is usually measured ant amidships. This depth is known as the depth moulded and is measured from the underside of the plating of the deck at side amidships to the

45、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

46、(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

47、different in two ships having the same length, breadth and depth. The more important of these will now be defined.SheerSheer is the height of the deck at side above a line drawn parallel to the base and tangent to the length of the ship and is usually greatest at the ends. In modern ships the deck l

48、ine 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 o

49、lder ships the deck at side line was parabolic in profile and the sheer was quoted as its value on the forward and after perpendiculars as shown in Figure 1. So called standard sheer was given by the formulae:Sheer forward (in) =0.2Lft+20Sheer aft (in) =0.1Lft+10These two formulae in terms of metric

50、 units would give:Sheer forward (cm) =1.666Lm+50.8Sheer aft (cm) =0.833Lm+25.4It will be seen that the sheer forward is twice as much as the sheer aft in these standard formulae. It was often the case, however, that considerable variation was made from these standard values. Sometimes the sheer forw

51、ard 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 ab

52、ove 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 en

53、d is unnecessary from a seakeeping point of view.Deletion of sheer also tends to make the ship easier to construct, but on the other hand it could be said that the appearance of the ship suffers in consequence.CamberCamber or round of beam is beam is defined as the rise of the deck of the ship in go

54、ing 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

55、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

56、value on the moulded breadth of the ship and standard camber was taken as one-fiftieth of the breadth. The camber on the deck diminishes towards the ends of the ship as the deck breadths become smaller.Bilge radiusAn outline of the midship section of a ship is shown in Figure 3(a). In many full cargo ships the section is virtually a rectangle with the lower corners rounded off. This part of the section is referred to as the bilge and the shape is often cir