船舶常用英语

船舶常用英语（共8篇）

船舶常用英语 篇1

外板部分

TOPSIDE 干舷 BOTTOM 船底 SEA CHEST 海底阀箱 RUDDER 舵 BOW THRUSTER 艏侧推器 BILGE KEEL 舭龙骨

FENDER 护舷材 SHAFT TUBE 艉轴管 RUDDER STOCK TRUNK 舵杆筒 MANHOLE 人孔 PROPELLER NOZZLE 导流罩 DRAFT LINE 水线 ANCHOR RECESS 锚穴（唇）SHELL PLATE 外板 SLIPWAY 滑道

BULBOUS BOW 球鼻艏 SKEG 导流尾鳍 CATHODIC PROTECTION SYSTEMS 阴极保护 ERECTION JOINTS 合拢缝 FLAT BOTTOM平底 VERTICAL BOTTOM 直底 PILOT MARK 引水员标志 DRAFT MARK 吃水标志 PROPELLER 螺旋桨

SHAFT BRECKET 艉轴支架 BOSSING 包轴套 CONSTRUCT SUPPORT BOOTTOP 水线 SPARE ANCHOR 备用锚 POPPET SHAFT DUCT 轴隧道 POUR PAINT 灌油 HANGING RUDDER WALL RUDDER TRUNK 舵杆围井 Stern plate 尾封板 Angle plate

甲板 货舱 部分

BOW BULWARK PLATE 艏舷墙板 FORE MAST 前桅

BOATSWAIN,S STORE 水手长仓库 CHAIN LOCKER 锚链舱 WINCH PLATFORM 绞车台 FORE CASTLE DECK 艏楼甲板 RAIL 栏杆

HAND RAIL 扶手栏杆 JACK STAFF 艏旗杆 WINDLASS 锚机

CROSS BITT 十字缆桩 BOLLARD 双柱系缆桩 ANTENNA POLE 天线桅 HAWSE PIPE 锚链筒

VENTILATOR HOUSE 风机室 SUPERSTRUCTURE 上层建筑 POOP 艉楼

MAIN DECK 主甲板

SHELTER DECK 遮蔽甲板 HATCH 舱口 COVER 盖

UPPER DECK 上甲板 SIDE LIGHT 舷灯

ACCOMMODATION LADDER 舷梯 DERRICK POST 吊柱

LIFE BOAT DAVIT 救生艇架 RADAR MAST 雷达桅 FUNNEL 烟囱

DECK STORE 甲板仓库

建设墩 下水支架

挂舵壁

角钢 Suction 吸口 DRY CARGO HOLD 干货舱

CARGO OIL TANK(C.O.T.)货油舱

WATER BLALLAST TANK(W.B.T.)压载水舱 POOP DECK 艉楼甲板 COMPASS FLAT 罗经甲板 MOORING HOLE 导缆孔

DOUBLE BOTTOM(DB)双层底 OUTFITTING 舾装件

PIPE SUPPORTER 管子支架

PROVISION CRANE DAVIT 食品吊架 BOAT DECK 艇甲板

FORE PEAK TANK(F.P.T.)艏尖舱 AFTER PEAK TANK(A.P.T.)艉尖舱 CARGO OIL PIPE(C.O.P.)货油管 DERRICK BOOM 吊标杆 SLOP TANK 污油舱 VOID SPACE(VS)空舱

CARGO LEAD DAVIT 货物导架

PORT(P)STARBOARD(S)CENTER(C)左.右.中 INERT GAS PIPE 惰气管

WATER BALLAST PIPE(W.B.P.)压载水管 PUMP ROOM 泵舱

STEERING GEAR ROOM 舵机舱 RAMP WAY 坡道 RAMP DOOR 艉门

DECK MECHANISM 甲板机械 PASS WAY 通道 PASSAGE 走廊

COFFER TANK 隔离舱 WING TANK 边舱 DUCT KEEL 管道舱 BLOCK SECTION 分段

FRESH WATER TANK(F.W.T.)淡水舱 DRINK WATER TANK(D.W.T.)饮水舱

DISTILLED WATER TANK(D.W.T.)蒸馏水舱 STERN ROLLER GROOVE 艉滚轮.槽 SHARK PINCERS 鲨鱼钳 FOAM TANK 泡沫舱 BRINE TANK 盐水舱 METHANOL TANK 甲醇舱 BASE OIL TANK 基础油舱 GREY WATER TANK 灰水舱 LIQUID MUD TANK 泥浆舱 DRY MUD TANK 干泥舱 RIG CHAIN STORE 索具存放库 RIGGING STORE 索具库

AZIMUTH THRUSTER 方位推进器 AIR DUCT 风道(小)HEELING WATER TANK(H.W.T.)调倾水舱 HEAVY FUEL OIL(HFO)重燃油 TOOL ROOM 工具室 PAINTS STORE 油漆库 GALVANIZING PIPE 镀锌管 FLUME TANK 减摇舱 BILGE TANK 舱底水仓

CONT.BILGE TK.控制舱底水仓 TECHICAL F.W.T.技术淡水舱 VOID BOW THRUSTER 艏侧推空舱 SEWAGE WATER TANK 污水舱 PICKLING PIPE 酸洗管 FLUSHING PIPE 串油管 STOOL 壁墩

USED OIL TANK 废油舱 SPILLAGE TANK 接油槽 BREAKWATER 挡浪板

CONTAINER FITTING 紧固件 CELL GUIDE 导架

HATCH TRUNK 舱口围壁 NAVIGATION DECK 驾驶甲板 MUDGUARD 挡泥板

DECK MAST HOUSE 甲板桅房 HATCH COAMING 舱口围板 CRANE DECK 甲板克伦吊 OIL DRAIN TRAY 接油槽

DANGEROUS STORE 危险品仓库 CRANE POST/JIB 克伦吊柱/臂 VENTILATOR(VENT.)风道

CONTAINER SOCKET 集装箱插座 BULKHEAD 舱壁/围壁 COFFERDAM 隔离空舱 STEEL ROOM 铁制房间 VENTILATOR PIPE 风道管 CARGO HOLD VENT.货舱风道 HYD.PIPE 液压管

MAIN DECK HATCH COVER 主甲板舱盖 TWEEN DECK HATCH COVER 二甲板舱盖 LADDERS 梯子 SHUTTER 百叶窗 SUPPLY ROOM 供应室 MODIFY PIPE 修改管

CARGO CONTROL ROOM 货控室 CABLE SUPPORTER 电缆支架 SMOKE BOX 烟箱

WATERTIGHT DOOR 水密门 PENETRATION PIPES 过壁短管 RESIDUAL OIL TANK 残油舱 机舱部分

ENGINE ROOM(E/R)机舱 UPPER PLATFORM 上平台 LOWER PLATFORM 下平台 TANK TOP(TT)甲底 INNER BOTTOM 内底 FLOOR 地板 CEILING 天棚 WALL 墙

MAIN ENGINE(M/E)主机 GENERATOR(G/E)发电机

AUXILIARY ENGINE(A/E)辅机

EMERGENCY GENERATOR(EM.G/E)应急发电机 EL.WORK SHOP 电工工作间 EL.STORE 电工仓库

WORK SHOP 工作间/检修间 CONTROL ROOM 控制室 FIRE PUMP ROOM 消防泵仓

SAFETY EQUIPMENTS STORE 安全设备库

INERT GAS GENERATOR ROOM 惰性气体装备库 CO 2 ROOM 二氧化碳室 INCINERATOR 焚烧炉 N 2 ROOM 氮气室 C 2 H 2 ROOM 乙炔室 PURIFIERS ROOM 净油机室 BOILER 锅炉

EXHAUST PIPE 排烟管

EXHAUST GAS BOILER 废气锅炉 STEAM PIPE 蒸汽管 HOT WATER PIPE 热水管 SEA PIPE 海水管 FIRE PIPE 消防管 DRAIN PIPR 排水管 INSULATION 绝缘

M/E FOUNDATION 主机座子 MAIN AIR RESERVOIR 主空气瓶 UTILITY AIR RESERVOIR 杂用空气瓶 AUX.AIR RESERVOIR 付空气瓶

CONTROL AIR RESERVOIR 控制空气瓶 BILGE WATER TANK 污水井/舱底水仓 HOT WELL 热井

F.W.HYDROPH TANK 淡水压力罐 D.W.HYDROPH TANK 饮水压力罐 FREEZING PIPE 冷冻管

DIESEL OIL TANK(D.O.TK.)柴油柜 D.O.STORAGE TK.柴油储存柜 D.O.SERVICE TK.柴油日用柜 D.O.SETTLE TK.柴油沉淀柜 BOILER D.O.TK.锅炉柴油柜

INCINERATOR D.O.TK.焚烧炉柴油柜

EM.G/E D.O.TK.(EMERGENCY)应急发电机柴油柜 D.O.OVERFLOW ALARM TK.柴油溢流报警柜 HYDRAULIC PRESSURE 液压 HYD.OTK.液压油柜

HYD.ODRAIN TK.液压油泄放柜

STEERING GEAR HYD.O.TK.舵机液压油柜 CYLINDER OIL TANK 汽缸油柜 CYL.O.DRAIN TK.汽缸油泄放柜 CYL.O.MEASURE TK.汽缸油计量柜 CYL.OSTOR TK.汽缸油储存柜

TURBINE OIL TANK(TURB.O.TK.)透平油柜 BOILER W.TK.炉水舱

HIGH TEMPERATURE(H.T.)高温 LOW TEMPERATURE(L.T.)低温 F.W.EXPAND TK.淡水膨胀箱 INSP.FILTER TANK 检油箱 COOLING W.TK.冷却水舱 GJP UNIT 填料函油柜

NOZZLE COOLING O.TK.油头(喷油嘴)冷却油柜 SCAVENGE AIR BOX DRAIN TK.扫气箱泄放柜 AIR COOLER CLEAN TK.空冷气清洁柜

OPERAT WATER TK.FOR D.O.PUR 柴油净油机工作箱 BOILER CONDENSATION W.TK.锅炉冷凝水箱 CJC FILTER UNIT CJC 单元 COMPRESSOR 空压机 CAM SHAFT 凸轮轴 STERN TUBE(S/T)艉轴

ECHD SOUND AND LOG TK.测深计程义仓 E/R BILGE TK.机舱舱底水仓 GEAR BOX 齿轮箱 SLUDGE TK.油渣柜 SOIL TK.污泥或粪便柜 DISTRIBUTOR ROOM 配电盘室 SWITCH BOARD ROOM 开关板室 STAIRSWAY 梯道 GRATING 花壁

FLOWER FLOOR 花地板

FUEL OIL TANK（F。O。TK。）燃油柜 F．O．SET TK。燃油沉淀柜 F．O．SERV TK。燃油日用柜 F．O．LEAKAGE TK。燃油泄放柜

HFO/MDO OVERFLOW TK。燃柴油溢流柜 F．O．SLUDGE TK。燃油油渣柜

F．O．OVERFLOW ALARM TK。燃油溢流报警柜 F．O．SLUDGE DRAIN TK。燃油油渣泄放柜 LUBRICATION OIL TANK（L。O。TK。）滑油柜 M/E L。O。SUMP TK。主机滑油循环柜 L．O．DRAIN TK。滑油泄放柜

M/E L。O。STORAGE TK。主机滑油储存柜 A/E L。O。STORAGE TK。辅机滑油储存柜 L．O．SERV TK。滑油日用柜 L．O．DIRTY TK。滑油污油柜 L．O．GRAVITY TK。（L。O。HEAD TK。）滑油重力柜 CLEAN L。O。TK。清洁滑油柜

A/E L。O。RENOVATING TK。辅机滑油再生柜 A/E L。O。RENOVATED TK。辅机滑油更新柜 S/T L。O。TK。艉轴管滑油柜 GEAR L。O。TK。齿轮箱滑油柜

CPP L。O。STOR TK。CPP 滑油储存柜 L．O．OVERFLOW TK。滑油溢流柜

S/T L。O。DRAIN TK。艉轴管滑油柜 L．O．SLUAGE TK。滑油油渣柜

BILGE SEP。O。TK。舱底水分离油柜

AIR COOLER CHEMICAL CLEANING TK。空冷气化学清洗柜 ASH ＆ RAIN COLLECTOR 灰水收集器 WASHING OTK。清洗油柜

WASTE OIL TK。FOR INCINERATOR 焚烧炉废油柜 WORKING AIR RESERVOIR 工作空气瓶 SEALING O。TK。密封油柜

M/E F。W。SEPARATION TK。主机淡水分离罐 房间部分

WHEEL NOUSE 驾驶室 CHART ROOM 海图室 RADIO ROOM 无线电室 HOSPITAL 医务室 SMOKING ROOM 吸烟室

OFFICER’S MESS ROOM 高级船员餐厅 GALLEY 厨房 PANTRY 配餐室

W．C．＆ BATH’S ROOM 厕所和浴池室 CREW’S W。C。船员厕所 CAPTAIN’S 船长室 DAY ROOM 工作室 BED ROOM 寝室 TOILET ROOM 厕所 BATH ROOM 浴池室

DECK DEPARTMENT ROOM 甲板部 CHIEF OFFICER’S ROOM 大副室 2ND OFFICER’S ROOM 二副室 3RD OFFICER’S ROOM 三副室

APPRENTICE OFFICER’S ROOM 实习生室 BOATSWAIN’S ROOM 水手长室 CARPENTER ROOM 木匠室

DECK STORE KEEPER’S ROOM 仓库管理员室 QUARTER MASTER’S EOOM 操舵手室 SAILER’S ROOM 水手室

ENGINEER DEPARTMENT ROOM 轮机长室 CHIEF ENGINEER’S ROOM 轮机长室 1ST ENGINEER’S ROOM 大管轮 2ND ENGINEER’SROOM 二管轮 3RD ENGINEER’S ROOM 三管轮 No。1 OILER’S ROOM 加油长室 OILER’S ROOM 加油工室

WIRELESS OPERATOR’S ROOM 报务员室 PURSER’S ROOM 事务长室 STEWARD’S ROOM 配膳员室 BOY’S ROOM 服务员室 DOCTOR’S ROOM 医生室 REEFER 冷藏室

ESCAPE TRUNK 逃生口

EMERGENCY EXIT（EM。EXIT）应急出口 GUTTER WAY 排水沟 LAVATORY（LAV。）卫生间 CHANGING ROOM 更衣室 LOBBY 缓冲间

PROVISIONS STORE 干粮库 CUEZ CABIN 苏伊士船员室 LAUNDRY 洗衣间 MESS ROOM 餐厅

AIR CONDITION ROOM 空调机室 BATTERY 蓄电室 DRYING 烘干间

SHELVES LOCKERS 货架柜 NAIL 钉子

FREEZER 冷藏室

FIRE STATION 消防站 COLD STORAGE 冷藏室 BUNKER STATION 加油站 ACCOMMODATION 房间

DEHUMIDIFIER ROOM 除湿机室 DEFROSTER ROOM 除霜机室 LIFE RESCUE BOAT 救生艇

NON—SKOD PAINT（AREAS）防滑漆（区）COCKTAIL ROOM 酒吧间

ELEVATOR TRUNK 升降机通道 CHAMBER ROOM 房间 其他部分

SANDSWEEPING 扫砂 WELDING 焊接

SAND BLASTTING（S/B）喷砂 TOUCH UP（T/U）修补 DAMAGE 损伤

BURN DAMAGE 烧伤 ROLLLER COATING 滚涂 BRUSH COATING 刷涂 STRIPE COATING 予涂 SAND PAPERING 打砂纸 PAINTTING 涂漆 CLEANING 清洁

WATER BLASTTING 高压水

FRESH WATER WASHING 淡水冲洗 SURFACE PREPARE 表面处理 STEEL PREPARE 钢板准备 SPECIAL COATING 特涂 TANK COATING 特涂 RE—CHECK 复检 PATCH 补丁

GROUNDING（GRINDING）打磨

FINAL INSPECTION FOR ACCEPTANCE OF PAINTING ON TOPSIDE，VERTICAL BOTTOM AND FLAT BOTTOM INCLUDING ALL SEA CHEST BEFORE LAUNCHING。

下水前，干舷、直底和平底包括全部海底阀箱油漆的最后检验。FINAL DRY FILM THICKNESS INSPECTION FOR No。101 206（PORT AND STARBOARD）。。。INSIDE。（WATER BALLAST TANK）

No。101 206（左/右）内部干膜厚度检验。

FINAL INSPECTION FOR CLEANING BEFORE PERMANENT SEALING。

封舱前最后清洁检验。

FINAL INSPECTION OF BOILER EXHAUST PIPE FOR INSULATION。

锅炉排烟管绝缘的最后检验。

FINAL CLEAN INSPECTION FOR M/E L。O。SUMP TK。主机滑油循环舱最后清洁检验。

INSULATION INSPECTION FOR WATER SUPPLY PIPING INSIDE No。702。

No。702 内部供应水管的绝缘检验。

INSULATION INSPECTION FOR PIPELINES INSULATION EXTENSION（450mm）IN PASS WAY。

通道内（450mm）延伸绝缘管线的绝缘检验。

FINAL CLEAN AND PAINTING INSPECTION FOR DB 3 4。最后清洁和油漆检验的 DB 3 4。HEAT TRACING CABLES 伴温电缆 VALVE 阀

FLANGE（PLATE）法兰（盘）ALARM 报警器 SILENCER 消音器 SEPARATION 分离器 SCAFFOLD 脚手架 FILLER 泥子 EXTENSION 延伸 UNDER 下面的 AROUND 周围 SPRAYING 喷淋

PORTABLE WATER 应用水 FLOATING 浮动 UNDOCKING 出坞 DELIVERY 交船

DRY FILM THICKNESS 干膜厚度 RELATIVE HUMIDITY 相对湿度 DEWING POINT 露点 RED 红色

DARK RED 深红色 LIGHT RED 浅红色 PINK 粉红色 CREAM 奶油色 YELLOW 黄色 BLUE 兰色 BLACK 黑色 BROWN 棕色 GREY 灰色 GREEN 绿色 SILVE 银色 ALUMINIUM 铝色 WHITE 白色 VIOLET 紫色

VIOLET RED 紫红色 ORANGE 橙色

船舶常用英语 篇2

一、当前高等职业院校面临的英语教学理念认知

高等职业院校课程教学改革工作已经展开,对于人才培养模式的探索与实践一直在继续。合作教学、双元制模式以及教学生产联合体、产学合作等等理念的借鉴与实践也在尝试中取得一定成效。而作为当前高校课程教育改革实际,对于传统的教育模式的改进势在必然。特别是在知识结构的优化上,师生关系的平等构建上,强化课程教学反思意识与能力提升上,都需要从实践教学中把握综合的知识教育观。知识的开放性与文化性已经成为当前知识经济时代的主体特征,对于知识的价值不再于现成的东西,而是从中来激发人的创新意识,对于所谓的“真理”不再是传授的重点,而是从知识的理解与内化中来重建知识体系,由此来强化学生对知识的整体性认知。课堂教学模式的探索,打破了传统师生关系中的教师权威,而是将师生平等关系作为最基本的教学前提,营造和谐的师生关系,从现代教育理念及视野下来构建知识学习平台,学生从参与中来理解知识,在教师的引导下来建构文化,并从师生情境交互中来分享知识,学会自主探究。

可见,对于当前高等职业教育来说,教师不再是知识的专制者,更是在师生情境中带领学生从中来获得知识体验,以朋友的身份来促进知识语境下的自由交流。对于“师生对话”,要从具体的问题情境中来发表自己的理解与思考,通过相互平等的沟通方式来激发师生共同认知生活经验,共同培养学习兴趣,共同提升知识水平。鼓励学生能够从知识的体验中,参与到具体的学习任务中,尤其是在英语教学及实践中,要从语言的学习过程中,营造积极的情感氛围,增强学生对跨文化意识下的自主学习能力,促进学会能够从“教”中转化为“学、练”,从自主的语言学习中强化对新语言知识的自我建构,创造性的掌握并使用好英语。知识的建构离不开具体的课程,而课堂教学并非是封闭的,更是开放的和富有弹性的。师生共同参与到知识的探究中,从知识的学习中大胆质疑,“学成于思,思源于疑”,英语教学要从鼓励和帮助学生自主探究意识上勇于质疑,并从质疑中体验获取新知的乐趣。发现问题,参与阅读,搜集数据,形成理解,回答并交流。探究式学习已经成为转变学生学习方式的有效方法,更是通过对探究式学习的引导,来培养学生从实践应用中增强知识创新能力,更好的胜任高等职业教育人才培养需要。

二、当前船舶专业英语教学特点及现状

高等职业教育在体现行业特点上,要注重职业教育的行业为导向,特别是对基础知识与专业知识之间的衔接融合上,要从专业技术体系的整体上来进行把握。当前职业院校开展英语教学创新,在分析原因中寻找积极的解决思路和办法,特别是在船舶类院校,要从行业发展实际需要上,融合好基础英语与专业英语的衔接问题。据调查,对于船舶类学生在英语专业水平测试中,其英语应用能力还有待提高,而多数学生希望通过自身的努力来掌握专业英语能力,将英语作为行业交流,以及对国际船舶知识的学习工具。所以,我们从现实考察与分析中,对于当前学生英语水平差异性较大的现状下,如何就其英语能力进行有序提升,做好基础英语的摸底测试,科学评判学生的英语基础,不仅是改善船舶类学生英语教学质量的前提,也是优化英语知识教学结构,提升课堂教学针对性,增强学生学习内驱力的有效途径。

三、改进船舶专业英语教学的有效对策和创新思路

对于船舶类职业院校,一直以来对专业英语教学工作十分重视,在教学课时及课程分配上,在强化专业英语教学的同时,也注重与船舶行业发展的联系,特别是对于船舶基础英语,船舶工程英语,船舶动力英语,船舶电气英语、船舶材料英语的结合,也在语言教学导向下推进了课程教学改革的发展。

1.以教学为导向来推进基础英语与专业英语的衔接。我们从英语教学目标来看,对于船舶专业英语的教学应着眼于英语能力的培养,特别是利用英语来拓展知识学习领域,增强学生对船舶类行业的理解和认知。作为语言基础教学与专业能力教学,一方面注重英语的表达上,让学生能够听得懂、用得好;另一方面要从船舶专业教育实践中,懂得查阅相关英文资料,便于提升专业领域英语的学习能力。社会在人才需求多元化上,对于求职者英语应用能力要突出学科优势,特别是对于未来岗位的适应性,要从英语教学理念及改革中,兼顾高等教育与高等职业教育之间的双重任务,体现英语基础知识和基本技能的培养。在传统英语教学实践中,对于基础英语的课程设置相对较少,教学方法以教师讲授为主,重点突出对英语语言知识及语言技能的学习,介绍英语文化及习俗等内容。同时,在体现职业特色上,坚持实用为主,充分发挥职业院校应用型人才培养优势,提升学生职业英语应用技能,为后续发展及多元化人才培养目标创造基础和条件。

2.以教材为导向来推进基础英语教学与专业英语课程之间的融合。教材是课程教学的基础,也是体现课程改革理念,增加教学实效性的关键。对于教材的选择,尤其是对于船舶类学生英语基础教材和专业教材的设置,要本着联系学生生活实际以及就业、行业发展需求进行密切结合,在突出教材的可操作性、趣味性和实用性上,体现教材选择的多元化、立体化、网络化。如对于纸质教材的设置,对多媒体光盘教材的引入,对录音磁带、网络课程的设置,以及英语教学网站及资源库的导入等等,从而丰富了课堂教学的资源环境。需要强调的是,对于专业英语教材资源的选择上,必须要从英语语言与船舶类职业知识的联系,既要注重知识的实用性,又要体现知识的系统性。优秀的专业英语教材并非是语言知识的堆积,而是以文化为载体,以突出专业英语应用性为依托,深入浅出的扩展学生的知识视野,增强学生对专业英语知识的理解与掌握。同时,在教材与课程设置上,要体现学生的主体地位,增强学生的学习主动性,引导学生从专业英语知识的学习中提升综合能力。

3.注重对英语教学模式和手段的创新,强化知识体系的顺承衔接。船舶类英语教学对学生的应用能力始终放在首位,尤其是在利用英语来解决实际问题时,要能够从船舶基础理论入手,拓宽知识面,在教学模式的改革中,主要从以下几点着手:一是注重对船舶类学生英语自主学习能力的培养。自主学习是当前英语课堂教学的重要途径,也是凸显学生课堂主动性的前提,要充分发挥学生自身的学习潜力和主动性,积极从课堂问题设置中,引导学生从探究中增进知识合作,从自身知识体验中来思考和解决问题。英语课堂讲究敢说、多说,大胆质疑,对于学生的积极表现要进行鼓励和表扬,并从尊重学生的个体差异性上,增强学生的自信心。二是对英语课堂教学模式要突出学生的主体性地位。船舶类型、船舶结构、船舶知识在表述中多以讲究图表方式,因此在船舶专业英语上,要从知识点的拓展上,从教学方法的构建上体现轻松与趣味。贴近学生的岗位实际,注重知识的学用一致,以国际人才培养与船舶专业能力接轨。三是注重学生自主学习活动的创建,突出学生的学习积极性,以船舶专业英语与基础英语的衔接中来构建知识资源库。四是利用现代技术和教学手段来培养船舶类学生的学习能力。利用现代网络学习环境,积极从英语语言教学资源中丰富课堂教学,如开展互联网英语阅读教学,强化对船舶类英语网站资源的学习。在教学方法的革新上,转变传统教师讲授的单一模式,注重互动性教学,特别是营造良好的英语会话环境,提倡学生从兴趣上来参与到课堂教学中。发挥网络多媒体的优势,改变传统英语教学讲授模式,鼓励学生拓宽知识学习渠道,增进课堂教学氛围。如利用现代教学设备来营造语言环境,结合图片、录音、视频、电影、软件等教具来拓展课堂授课方式,使学生能够从直观的电化教育中理解专业英语。

4.注重对教学考试体系的改革,突出知识与能力的客观评价。从船舶类学生英语教学考核体系来看,传统的测试与评估模式缺乏对学生英语能力的考察,而对于当前素质教育,能力导向下的职业教育,迫切需要从船舶英语教学与测试中凸显客观、公正与准确。变革教学手段,创新评测机制,将英语语言应用与课堂能力统筹起来,建立满足船舶类学生语言、交际考核体系,能够从“听、说、读、写、译”等综合语言技能考核中,全面培养学生对专业英语的掌握能力,并将之贯穿于平时的课程教学实践中。当前职业教育目标将从多元化视角,更加注重教育的关联性与丰富性,在人才考核及综合测评中,要将知识体系与能力目标建立综合,将课堂教学及学生知识运用能力进行全面融合,体现考核的客观性。

5.注重对实习与实践的融合,拓宽职业培养目标。高等职业教育在人才培养目标上,将以实践技能为主线,注重岗位职业能力锻炼,注重理论知识与实践技能的融合。在船舶基础英语与专业英语教学中,以教学场景和学习任务为依托,通过拓展课堂教学与校外实践渠道,强化对校内实训与校外实习的统筹,在英语课堂知识实践中,尝试通过船舶专业英语证书培训基地建设,立足于船舶岗位能力来开展专业英语岗前培训与职业能力培训,让更多的学生能够从英语专业培训中得到锻炼,从英语知识的实际运用中提升专业技能。需要强调的是,对于船舶结构及船舶类设备相关的英语词汇,要从课堂情境构建中来强化英语对话与练习,在理论教学与实践教学协同中,强化学生利用英语资料翻译,注重与国际船舶企业进行人才知识交流。

英语船舶管理文件的汉译技巧 篇3

0 引言

随着上海作为国际航运中心的地位越来越巩固，众多国际专业船舶管理公司进驻上海，利用自身丰富的资源和娴熟的专业技术充分发挥规模经济效应，赢得船舶管理的市场.而国内航运企业为提升自身在国际市场上的竞争力，也纷纷聘请专业船舶管理公司进行第三方船舶管理.这一过程中，大量的英文文件需要翻译，而这些文件的专业性和特殊性使其翻译工作具有一定的难度.本文作者结合自己的翻译实践，分析英语船舶管理文件的语言特点，并提出相应的汉译原则和技巧.

1 英语船舶管理文件的语言特点

1.1 文本类型

刘宓庆将源文本分为6类，即新闻报刊文体、论述文体、公文文体、描述及叙述文体、科技文体和应用文体.其中，公文文体包括政府(或其他机构)发布的各种文告、宣言、规章、法令、通告、启示、通报、指令以及各类法律文书［1］149－150，船舶管理文件就隶属此类.同时，船舶管理文件中有不少属于科技术语的企业管理和航海术语，某类船舶的操作手册更带有一定的科技文体特征.

1.2 语言特点

船舶管理文件大多为航运公司质量、安全、环境管理体系文件，带有公文体的特点，用词规范正式、行文紧凑、表达程式化;同时，由于文件中包含大量海事法律法规公约(如SOLAS《国际海上人命安全公约》、MARPOL 73/78《国际防止船舶造成污染公约》、ISM Code《国际安全管理规则》、STCW《海员培训、发证和值班标准公约》等)的条款，又不可避免地带有海事法律英语的特点.从词汇角度看，船舶管理文件中科技术语很多，如 non－conformity，benchmarking，KPI之类的企业管理专业术语，bridge，log，general average之类的航海术语，以及不少海事法律专业术语.从语法角度看:英语船舶管理文件倾向于多用动词现在时，尤其是一般现在时;倾向于多用被动语态;倾向于广泛使用非限定动词、名词化短语;长句、复杂句也较多.在汉译过程中，这些都必须引起注意.

2 英语船舶管理文件的汉译原则

鉴于英语船舶管理文件的上述文体特征，在汉译过程中，首先应该注意其准确性.准确是翻译的基本要求，唯有翻译准确，才能保证船舶管理文件逻辑上的严密性以及执行标准上的统一性.刘宓庆指出科技英语翻译要点的第一条就是“准确翻译科技词义”［1］282.其次，翻译应合乎规范，管理体系文件有其规范性，法律英语也有其规范性，涉及习用语、术语、文件程式、格式、体例等.［1］157再次，译文所用词语应严格遵守一贯性(consistency)原则，在同一篇或同一类材料中不应一词数译、莫衷一是，造成概念混乱.刘宓庆在公文翻译和科技英语翻译中都非常强调这一点.［1］157，283

3 英语船舶管理文件的汉译技巧

3.1 术语翻译“约定俗成”、前后一致

英语船舶管理文件中的专业术语有相当数量借自英语常用词汇，它们是英语的常用词，但用到专业领域中却成了专业技术用语，具有严格的科学含义.比如bridge在航海英语中意思为“驾驶台”，log意思为“航海日志”，general average意思为“共同海损”.在翻译这些词时切忌想当然，一定要勤查专业词典或相关文献的中译本，遵循该专业技术领域的用语习惯，给概念以“约定俗成”的译名，即应注意术语的规范性.大连海事大学出版社出版的11卷《国际海事条约汇编》，中华人民共和国国家标准GB/T 19001—2008(等同于ISO 9001:2008)和GB/T 24001—2004(等同于ISO 14001:2004)，在翻译时都可以参考.如 non－conformity，在 GB/T 19000—2000中为“不合格(不符合)”［2］;在 GB/T 24001—2004中为“不符合”［3］2－3，同时附注 GB/T 19000—2000 中的上述译名;在ISM Code的中译本中为“不符合规定情况”［4］96、“不符合”［5］，这些系相同含义，可以用其一，附注其他译名.

还可以借助网络搜索引擎来辅助术语翻译.如change of command，在google搜索栏输入带双引号的该短语后，出现很多搜索结果，其中较多的是军事用语“指挥官交接”，http://dict.cn上为“主官易人”，结合船舶特点及上下文，译成“船长交接”比较合适，绝不能想当然地译成“命令更改”.

术语译名一经确定，即应坚持上述一贯性原则，在同一篇或同一类材料中保持前后统一和一致，不得随意改变，以免引起概念上的混乱.如系多人共译一份文件，则应在事前统一译名，或最后由专人统稿时修正.

当然，由于英语船舶管理文件涉及企业管理和航海两个领域，还要注意同一词语词义的多专业化问题:同一英语常用词不仅被某一专业采用，而且还被许多专业采用来表达各自的专业概念，如apron，在造船业中是“船头护船木”，在航空业中是“停机坪”，在建筑业中是“护墙”“挡板”，在运输业中是“(皮带)运输机”，在地质上是“冰川前的沙砾层”.［6］20有时甚至在同一专业中同一个词又有许多不同的词义，如operation，用于航运企业管理则大多译成“运营”“经营”，用于船舶业务则大多译成“操作”“作业”.因此，要根据词汇的专业属性理解和确定其在具体语境中的确切含义，以符合上述准确性原则.

3.2 名词化短语活译

英语船舶管理文件在词法方面的显著特点是名词化.名词化倾向主要指广泛使用能表示动作或状态的抽象名词或起名词功用的非限定动词，使用由动词派生的名词，即动词的名词化.这主要是因为英语以名词占优势，英语词根式动词不能连用，而汉语以动词占优势，可以以动词连用来表达动作概念.因此，在英译汉中，常以词类转换的手段将英语中以名词形式体现的动词概念转换成汉语动词.［1］292如:

例1.The company should establish procedures to ensure that new personnel and personnel transferred to new assignments related to safety and protection of the environment are given proper familiarization with their duties.

［译文］公司应当建立有关程序，以便保证涉及安全和环境保护工作的新聘和转岗人员适当熟悉其职责.［4］99

例2.The safety management system should ensure:1.compliance with mandatory rules and regulations;…

［译文］安全管理体系应当保证:1.符合强制性规定及规则;……［4］97

例1和2中的两个动词派生的名词familiarization和compliance因为表示动词概念，且带有宾语，都被转译成动词.但在下面的标题中，同一个名词compliance则被分别译成名词和动宾结构:

例3.ISO 14001 4.5.2 Evaluation of compliance［译文］合规性评价［3］5

例4.SMM 13.2 Responsibility for compliance［译文］符合规章的职责

例3的译文“合规性”依旧保留compliance的名词性质，意思为“符合规章的情况或属性”;例4则补充一个宾语，译成动宾结构“符合规章”，加上“的”构成形容词修饰名词“职责”，成为偏正结构，符合英语中介词短语修饰名词的结构.同样地，document of compliance 译成“符合证明”［5］，实际上也是“符合规章的证明”，只因该译名已经约定俗成，就不必再复杂化.

由上述4例可见，如果动词派生的名词自身带有宾语，则通常需转译成动词，如上述例1和2;而用来修饰名词的名词则通常保留其名词属性或译成动宾结构，如上述例3和4.

3.3 被动语态转译

英语常用被动式，汉语不常用被动式.翻译连续使用被动语态的英语材料时，译者必须注意选择句式，务必考虑汉语习惯表达法，尽量使用主动式或主被动相间但以主动句占明显优势的句组.［1］472如:

例 5.When planning for operations，reference should be made to existing rules and regulations and the requirements of the Company’s Management System.Documented procedures should be consult ed and followed as much as possible.Relevant IMO and industry publications when available should be consulted as well.

［译文］制定作业计划时，应该参考现有规则、规章以及公司管理体系的要求，并尽可能参考、遵循文件化程序，如有相关国际海事组织出版物与行业出版物，也应该予以参考.

例6.For newly delivered ships，usually a ONE－year warranty period is given by makers or shipyards for defects on the shipboard equipments.Any such failure or damage of equipments during this pe riod is recorded and reported via the“Guarantee Claim Form”for follow－up till the defect is rectified.

［译文］对于新交付的船舶，通常(由)制造方或者造船厂对船上设备故障提供一年的保修期.在此期间，任何设备失灵或损坏均可通过“保修索赔表”进行记录和报告，以便追踪，直至故障修复.

例 7.Timber of‘log’form should be uniformly and compactly stowed in a fore and aft direction with a level or crowned top surface such that the total stow interlocks and can be effectively restrained by lashings，attached to uprights，in similar fashion to that recommended for packaged timber.

［译文］原木应一律纵向堆装密实，顶面水平或成皇冠形，从而使所有堆装货物互锁在一起，并可以通过绳索进行有效捆扎，然后固定在立柱上，这与推荐包装木材采用的方法相似.

例5中的前3处被动语态全部转译成汉语的主动句，而且采用的是无主句形式，主要是因为主语不言自明，无须说出;第4处采用汉语中的被动结构“予以……”;例6中的第1处因为by后面有动作的执行者(施事)，英译汉时施事成为主语，受事成为宾语，整个句子译成汉语的主动句，但如果译成“由……提供”，则部分顺应英语的被动形式，汉语中同样采取被动结构;例6中的第2，3处也被译成汉语中的被动结构“通过……进行记录和报告”，第4处使用汉语主动的形式表达被动的意义，即译成汉语的意义被动句;例7的第1，3处也被译成汉语的意义被动句，第2处则采用汉语中的被动结构“通过……进行捆扎”.这3个句子都是主被动相间，以主动式为主.

由此可见，英语被动语态很少直接译成“被……”，通常采用3种处理方式.(1)译成汉语主动句.原句的施事作主语，受事作宾语，如例6第1处;或者原句的受事作主语，改用表示主动意义的动词;或者使用统称或泛称做主语，有时甚至使用无主句的形式，如例5前3处.(2)译成汉语的意义被动句(形式主动，意义被动).原句的主语仍然作主语，谓语用主动形式表示被动意义，如例6第4处和例7第1，3处.(3)译成汉语中的被动结构(或称汉语被动句).如例5第4处、例6第1处“由……提供”和第2，3处、例7第2处.汉语含被动意义的其他句式如:“受”“用”“靠”“以”“加以”“得到”“(为)……所”“之所以”“把”“是……的”等.［6］253－256

3.4 长句拆译

公文文体和科技文体由于修饰成分、限定成分、名词词组太多，每每要表达多重密切相关的概念，所以不得不用长句.［1］163而汉语一般不用后置定语，历来忌冗长拖沓，在修辞上主张长短句相替、单复句相间.因此，在汉译时，译文句子力求长短相隔，以中、短句为最好，长句宜在适当处切断.要将长句切断，必须进行句子成分分析，抓住句子的主语、谓语等主要成分，区分主、次结构，把复杂的长句简化为由几个主要成分组成的简单句，然后对充当定语或状语的从句、非谓语动词、名词短语、介词短语等进行位置调整，使之符合汉语习惯(或参照刘宓庆之句子翻译“六步法”［1］158)，注意千万不能漏译.刘宓庆把英语长句汉译的方法归纳为6种:包孕、切断、倒置、拆离、插入、重组［1］160.而现在的一些翻译教材基本归纳为 4种:顺译法、倒译法、分译法或综合法［6］325－332.其实，除包孕和插入外，其他 4 种正好与后4种一一对应，而包孕和插入也不是针对整个句子的翻译，只是对句中局部的处理.且看下面的例句:

例8.Nothing in paragraphs 1 and 2 shall prevent the Member from having national laws or regulations or a procedure for the competent authority to authorize or register collective agreements permitting exceptions to the limits set out.

［译文1］第1和第2段不应阻止会员享有国家法律法规、主管机关的授权程序、登记允许例外的集体协议权利.

［译文2］第1和2款不得妨碍成员国在其国家法律或法规或主管当局授权或注册集体协议和［的］程序中允许超出规定限制的例外情况.［7］(“［的］”为笔者所加)

这段文字为《国际劳工组织公约》第180号第五条第六款，进行句子成分分析后发现它实际上是简单句(Nothing shall prevent sb.from having sth.)，这样翻译重点就是要识别修饰语与被修饰语(刘宓庆“六步法”之第3步［1］158).句中有3个非谓语动词:争议之一是不定式短语for sb.to do sth.究竟修饰national laws and regulations or a procedure这3个名词还是仅仅修饰a procedure;争议之二是现在分词短语permitting exceptions to the limits是修饰collective agreements还是前面的national laws and regulations or a procedure，或者作为having的伴随状语;过去分词短语set out则比较简单，作后置定语修饰limits.

译文1错误地把a procedure for the competent authority to authorize切为一段，把register collective agreements permitting exceptions to the limits又切为一段.按照这一理解，for the competent authority to authorize修饰a procedure，permitting exceptions to the limits修饰collective agreements，却不知 authorize和register是并列的，而且还漏译set out.整个译文读起来含糊不清、不知所云.

译文2系官方译文，笔者怀疑其中的“和”字为笔误，应为“的”，否则汉语句子存在明显的理解错误.按照这一处理，for the competent authority to authorize or register collective agreements修饰 a procedure，翻译时采取前置包孕法，即放在它所修饰的词之前;permitting……作为having的伴随状语，而原句的中心内容则似乎译成Nothing shall prevent sb.from permitting sth.，因为having sth.被译成介词短语;第3处非谓语动词也被译成前置定语.该译文保留英语长句多重致密的思维特色，应该可以接受.

例9.The organization shall ensure that any person(s)performing tasks for it or on its behalf that have the potential to cause a significant environmental impact(s)identified by the organization is(are)competent on the basis of appropriate education，training or experience，and shall retain associated records.

［译文］组织应确保所有为它或代表它从事被确定为可能具有重大环境影响的工作的人员，都具备相应的能力.该能力基于必要的教育、培训或经历.组织应保存相关的记录.［3］4

本句为ISO 14001第4.4.2条中的内容.从句子层次上看，首先它是一并列句，The organization shall ensure… and shall retain…;第2层次为第1个谓语动词后的宾语从句，主要成分为any person(s)…is(are)competent;第3层次，现在分词短语performing tasks…作后置定语修饰any person(s);第4层次，tasks后面that引导的定语从句;第5层次，过去分词短语identified by…作后置定语修饰a significant environmental impact(s).一个只有46词的句子竟然有5个层次之多!

译文也是官方译文，因为句与句之间意思相对独立，故采取切断和拆离相结合的综合法，首先拆离短语on the basis of…，再在并列连接处切断，这样原句就译成3句:译文第1句把原句第3，4，5层次的定语以前置包孕式译出;译文第2句为拆离后的介词短语on the basis of…的翻译，重复“该能力”;译文第3句为切断后的并列句第2谓语的翻译，重复主语“组织”.译文长短句相间，符合汉语语言习惯.

例10.(The)Merchant undertakes that no claim or allegation shall be made against any person performing or undertaking such duties(including all servants，agents and sub－contractors of the Carrier)other than the Carrier，which imposes or attempts to impose upon any such person，or any vessel owned by any such person，any liability whatsoever in connection with the Goods or the carriage of the Goods from port of loading to port of discharge whether or not arising out of negligence on the part of such person and，if any such claim or allegation should nevertheless be made，the Merchant will indemnify the Carrier against all consequences thereof.

［译文］货方承诺不对除承运人以外的任何履行或承担货运的人(包括承运人的所有雇员、代理人和分包商)提出索赔或指控，把与货物或与从装运港到卸货港之货运相关的任何责任加诸或意欲加诸于上述任何人或其所拥有之船舶，无论责任是否归咎于此人的疏忽.如果仍然提出任何此类索赔或指控，货方则应就由此引起的一切后果向承运人赔偿.

本句为并列句，第1分句中有一which引导的非限制性定语从句修饰claim or allegation(可能会误认为修饰the Carrier)，第2分句中有一if条件状语从句，但其他修饰成分很多，翻译时尤其应注意这些修饰成分和修饰对象的对应关系，不能张冠李戴或有所遗漏.该句基本采取顺译法，在并列句连接处切断成两句，因为定语从句比较长，该句译时同英文语序依然后置，而句中作定语的短语则采取前置包孕法.

由此可见，英语长句结构复杂，层次叠出，修饰语多，联合成分多，翻译时应注意译文的逻辑性和修辞方面的基本要求，力求做到文理通顺，准确、有效地表达出原文的内容.

4 结束语

分析英语船舶管理文件的语言特点及其汉译原则和技巧，认为英语船舶管理文件用词规范正式、行文紧凑、表达程式化、科技术语很多，而且倾向于多用动词现在时、被动语态、非限定动词、名词化短语和长句等，汉译时应坚持准确性、规范性、一贯性等原则，采用术语翻译“约定俗成”、名词化短语活译、被动语态转译、长句拆译等翻译技巧，忠实再现原文件内容，使译文通顺达意，确保文件精神得到有效贯彻和落实.

［1］刘宓庆.文体与翻译［M］.北京:中国对外翻译出版公司，1998.

［2］国家质量监督检验检疫总局＆标准化管理委员会.GB/T 19000—2008 质量管理体系 基础和术语［S］.北京:中国标准出版社，2009.

［3］国家质量监督检验检疫总局＆标准化管理委员会.GB/T 24001—2004 环境管理体系 要求及使用指南［S］.北京:中国标准出版社，2005.

［4］管永义.ISM规则与海事案例分析［M］.大连:大连海事大学出版社，2003.

［5］张晓杰，危敬添，王宏伟.国际海事条约汇编:第十卷［M］.大连:大连海事大学出版社，2005:900.

［6］赵萱，郑仰成.科技英语翻译［M］.北京:外语教学与研究出版社，2006.

船舶英语口语 篇4

Bunkering

加油 Dialog A:

Double Check 对话1：

双保险检查

Bargeman:

Are you ready for bunkering operation.Chief Officer.加油船船员：

大副准备好加油了吗？

Chief Officer:

大副：

Bargeman:

加油船船员：

Chief Officer:

大副：

Bargeman:

加油船船员：

Chief Officer:

大副：

Bargeman:

加油船船员：

Chief Officer:

大副：

Bargeman:

加油船船员：

Chief Officer:

大副：

Yes, ready.I hope to confirm all preparations with your party.是的，准备好了。我希望和你方核对一下准备程序。

Yes.Let’s start with the fenders.Have all fenders ready?

好，先从防碰垫开始，准备好防碰垫了吗？ Yes, all fenders ready.是的，所有的防碰垫准备好了。

Have engines been put on standby?

备车了吗？

Yes, engines have been on standby.是的，已经备车了。

Does extinguisher remain on standby?

灭火器是否准备好了？

Yes, extinguisher remain on standby.是的，灭火器已经准备好了。

Do oil clearance materials remain on standby?

清油污设施准备好了吗？

Yes, oil clearance materials remain on standby.是的，清油污设施已经准备妥当了。

Bargeman:

Have communication means been tested? 加油船船员：

通信手段测试了吗？

Chief Officer:

No, communication means have not been tested yet.大副：

不，通信手段现在还没有测试。Bargeman:

Tested later.We will continue to check…..加油船船员：

随后测试。我们现在继续检查…….Dialog B:

对话2：

Fourth Engineer: 三管轮：

Bargeman:

加油船船员：

Fourth Engineer: 三管轮：

Bargeman2:

加油船船员2：

Fourth Engineer: 三管轮：

Bargeman2:

Check Oil Quantity and Quality 检查油的数量和品质

I planned to check the oil quantity and quality before we start bunkering, sir.先生，我准备在加油前检查油的数量和品质。

Sure.My assistant will accompany you to go to the tank.当然，我的助手将陪同您到油舱去。

I must take samples from these tanks.You know, we will keep these for analysis.我从这些舱取些油化验，你知道吗。我们将保存这些用于化验。

Understood.When will you take samples?

明白了。什么时候取样？

I will stay here during bunkering.I will take samples before bunkering, and take samples during bunkering, and then take samples as soon as completion of bunkering.我在加油时候将在你船守候，我在加油前、中、后取样。

You ordered 300 tons of 180 cSt fuel oil and 300 tons of diesel oil，right? 加油船船员2：

你船预定了300吨180 cSt的燃油和300吨的柴油，对不？ Fourth Engineer:

Yes, that’s all right.I finished sampling now.Please sign them.I will seal all bottles.Please keep one bottle of each.I will take the other samples to my vessel for analysis.三管轮：

是的，正确。我现在完成取样了。请在标签上签字，我封存了，Bargeman2:

加油船船员2：

Dialog C:

对话3：

Chief Officer:

大副：

Chief Engineer: 轮机长：

Chief Officer:

大副：

Chief Engineer: 轮机长：

Chief Officer:

大副：

Chief Engineer: 请保留一瓶，其他我要带回船化验。

Sure.当然。

Discussion on Bunkering Procedure

讨论加油程序

Chief Engineer.Let’s check the procedure before bunkering.轮机长，在加油前先核对一下加油程序。

OK.Has flag B been hoisted? 好，B旗挂起来了吗？

Yes, it has.One more, has main engine been standby? 是的，另外，备车了吗？

Yes, of course.Have oil clearance materials been ready? 当然，清油材料准备好了吗？

Yes, sawdust and oil defender have been ready for use any time.Have firefighting appliances been ready for use? 是的，锯木屑和围油栏都随时可用。灭火器准备好了吗？

Yes, the fire mains have been standby.轮机长：

是的，主灭火系统已经准备好了。

Chief Officer:

Sure.Portable extinguishers have been ready on the spot.Have emergency shutdown been tested and signaling has been agreed on? 大副：

当然，现场用的便携式灭火器已经备好，应急关断是否测试，关断信号是否已经商量完毕？

Chief Engineer:

Yes, of course.Have communication means been tested with the oil barge? 轮机长：

当然，完成了。是否和加油船测试了通信手段？ Chief Officer:

Yes, communication means have been tested.No problem.大副：

是的，通信手段已经测试，没有问题。Chief Engineer:

Are watchmen arranged on deck? 轮机长：

甲板安排人值班了吗？

Chief Officer:

Yes, watchmen have been posted on deck.OK, I think it is good time to communicate with the oil barge.大副：

是，已经安排人员在甲板值班，好了，我认为是和加油船联络的时候了。

Useful Expressions:

实用表达方式 1.How many tons of fuel oil will be pumped in? 准备加装多少吨燃油？

How many tons of diesel oil will be pumped in? 准备加装多少吨的柴油？

How many litres of lubricate oil will be loaded in? 准备加装多少吨的润滑油？ 2.Have all scuppers been plugged in? 甲板排水孔堵上了吗？

Yes, all scuppers have been plugged in.是的，甲板排水孔堵上了。

No, the following plugs have not been plugged in.不，甲板排水孔没有堵上。Have the fenders been ready? 防碰垫准备了吗？

Yes, fenders have been ready.是的，防碰垫准备好了。

No, fenders have not been ready yet.不，防碰垫没有准备好。

Fenders will be ready in 20 minutes.防碰垫将在20分钟内准备好。

Have the fire-fighting appliances been ready? 灭火器准备好了吗？

Yes, the fire-fighting appliances have been ready.是的，灭火器准备好了。

No, the fire-fighting appliances have not been ready yet.不，灭火器现在还没有准备好。

The fire-fighting appliances will be ready in 30 minutes.灭火器在30分钟内准备好。3.Have all tanks sounded? 所有的油舱都测量了吗？ Yes, all tanks sounded.是的，所有的油舱都测量好了。No, all tanks have not been sounded yet.不，所有的油舱还没有测量好。

The following tanks have not been sounded yet.下列油舱还没有测量好。Have all tanks been gauged? 所有的油舱都测量了吗？ Yes, all tanks gauged.是的，所有的油舱都测量好了。No, all tanks have not been gauged yet.不，所有的油舱还没有测量好。The following tanks will be gauged.下列的油舱将被测量。4.Has oil been sampled? 油被取样了吗？ Yes, oil has been sampled.是的，油被取样了。

No, oil has not been sampled yet.不，油还没有取样。

Oil will be sampled within 3 minutes.油在半小时内被取样。5.Has engine been standby? 备车了吗？

Yes, engine has been standby.是的，车备妥。

No, engine has not been standby.不，车没有备妥。

Engine will be standby within 30 minutes.30分钟内车备妥。6.Has flag B been hoisted? 挂B旗了吗？

Yes, flag B has been hoisted.是的，B旗已挂。

No, flag B has not been hoisted.不，还没有挂B旗。

Flag B will be hoisted within 3 minutes.3分钟内B旗将挂上。7.Has oil barge been contacted? 油驳联络了吗？

Yes, oil barge has been contacted.是的，油驳已经联络了。

No, oil barge has not been contacted.不，油驳没有联络。

Oil barge will be contacted within 10 minutes.10分钟内和油驳联络。8.Has communication means been tested? 通信手段已经测试了吗？

Yes, communication means has been tested.No problem.是的，通信手段已经测试。没有问题。

Yes, communication means has been tested.But it failed.是的，通信手段已经测试。通信不畅。

No, communication means has not been tested yet.不，通信手段没有测试。

Communication means will be tested within 30 minutes.通信手段在30分钟内测试。9.Has amount of oil bunkered been granted? 加油的数量已经达成一致了吗？

Yes, amount of oil bunkered has been granted.是的，加油数量已经达成一致。

No, amount of oil bunkered has not been granted.We have 5﹪of difference.不，加油数量没有达成一致，有5﹪的偏差。10.Has the receipt been signed? 收据已经签字了吗？

Yes, the receipt has been signed.是的，收据已经签字了。No, the receipt has not been signed.不，收据还没有签字。

The receipt will be signed within 10 minutes.10分钟内收据将签完字。

I will call the Chief Engineer to sign it.我让轮机长签字。

Sorry, I cannot agree with the amount recorded by your party.对不起，我不能同意你方记录的加油量。11.The quality of the oil is below the standard? 加装油的质量低于标准。

12.Have oil tankers been ready for bunkering? 油舱准备好加装了吗？ Yes, oil tankers have been ready.是的，油舱准备加装了。

No, oil tankers have not been ready yet.不，油舱现在还没有准备加装。

Oil tankers will be ready within 30 minutes.油舱将在30分钟内准备好加装。13.Are you on even keel? 你船平吃水吗？ Yes, I am on even keel.是的，我船平吃水。No, I am not on even keel.不，我船没有平吃水。

I will be on even keel within 30 minutes.我船将在30分钟内平吃水。14.How many tons of oil will you bunker? 你准备加装多少吨的燃油？ I will bunker 300 tons of fuel oil.我准备加装300吨的燃油。I will bunker 400 tons of diesel oil.我准备加装400吨的燃油。

I will bunker 600 tons of 180 cSt heavy oil.我准备加装600吨180 cSt的重油。

船舶与海洋工程专业英语 篇5

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 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（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.subdivision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 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 件杂货船 26.king post 吊杆柱，起重柱 2.inboard 船内 27.wire rope 钢丝绳 3.compartment 舱室 28.sheave

滑轮 4.transverse bulkhead 横舱壁 29.winch 绞车 5.main deck 主甲板 30.cargo hook 吊货钩 6.strength deck 强力甲板 31.married booms 联合吊杆 7.inner bottom 内底 32.burtoning 双杆操作 8.hold(cargo hold)货舱 33.cargo handling 货物装卸 9.tween deck space 甲板间舱 34.packaged cargo 包装货 10.double bottom 双层底 35.pallet 货盘 11.deep tank 深舱 36.sling load

悬吊荷重 12.water ballast 水压载 37.hold gang 货舱理货组 13.latex 胶乳 38.wings 货舱两侧 14.coconut oil 椰子油 39.forklift truck 铲车 15.edible oil 食用油 40.terminal 码头，终端 17.hatch 舱口 41.turnaround 周转期 18.hatch cover 舱口盖 42.profitability 利益 19.palletized cargo 货盘运货 43.container ship 集装箱船 20.multiple hatch 多舱口 44.trade route 贸易航线 21.abreast 并排 45.weather proof 风雨密 22.container 集装箱 46.stacking 堆压 23.pier 码头 47.stowage 装载，贮藏 24.cargo boom 吊货杆 48.waterway 水路 25.wire rigging 钢索索具 49.rental 出租（费）50.lease 租借 51.shipper 货运主 52.custom 海关

53.consignee 收货人

54.highway trailer 公路拖车

55.payload 净载重量，有效载荷 56.cell 格栅，电池，元件 57.roll-on/roll-off ship 滚装船 58.heading 标题，航向 59.trailer ships 拖车运输船

60.sea trains ferry 海上火车渡船 61.truck 卡车 62.trailer 拖车

63.military vehicle carriers 军用车辆运输船

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

67.motor boat 机动艇，汽艇 68.clear deck 畅通甲板 69.parking 停车（场）

70.barge-carrying ship 载驳船 71.lighter 港驳船 72.barge 驳船

73.portable fixture 轻便固定装置

74.bulk cargo ship/bulk carrier 散装货船 75.dry bulk cargo 散装干货 76.limestone 石灰石 77.bauxite 矾土 78.gypsum 石膏

79.Great Lakes（美国）大湖 80.petroleum 石油

81.chemicals 化学制（产）品 82.molasses 糖浆

83.liquefied gas 液化气体 84.molten sulfur 熔态硫 85.conning station 驾驶室

86.ore hold 矿砂舱 87.空

88.engine room 机舱

89.liquid bulk carrier 液体散货船

90.combination bulk carrier 混装散货船 91.ocean-going ore carrier 远洋矿砂船 92.lane 航道（线）93.tanker 油船 94.crude oil 原油

95.anhydrous ammonia 无水氨 96.natural gas 天然气

97.passenger-cargo ship 客货船 98.tourist 旅游者 99.freight-rate 运费率

100.carriage 装（载）运，车辆 101.stateroom 客舱 102.suite 套间

103.living room 卧室 104.veranda 阳台 105.lounge 休息室

106.cocktail room 酒吧间

107.card and game room 牌戏娱乐室 108.foundering 沉没 109.capsizing 倾覆 110.abandoning 弃船 111.emergency 应急

112.installation 装置，运载工具 113.vehicle 车辆，运载工具 114.gantry crane 门式起重机 115.container cell 集装箱格栅 116.siporter 横向装卸机

117.rolled on and off 滚进滚出 118.side port 舷门

119.cargo elevator 运货升降机 120.conveyor 输送机

Additional Terms and Expressions 1.2.3.4.transport ship 运输船 general cargo ship 杂货船 liquid cargo ship 液货船 refrigerated ship 冷藏船

5.6.7.8.working ship 工程船

ocean development ship 海洋开发船 dredger 挖泥船

floating crane/derrick boat 起重船 9.salvage vessel 救捞船 10.submersible 潜水器 11.ice-breaker 破冰船 12.fisheries vessel 渔业船 13.trawler 拖网渔船

seine netter 围网渔船 14.harbour boat 港务船 15.supply ship 供应船 16.pleasure yacht 游艇

17.hydrofoil craft 水翼艇 18.air-cushion vehicle 气垫船

hovercraft 全垫升气垫船 19.catamaran 双体船 20.concrete ship 水泥船

21.fiberglass reinforced plastic boat 玻璃钢

艇

Notes to the Text

1.unless 连接词，作“如果不”，“除非”解释，例如：

An object remain at rest or moves in a straight line unless a force acts upon it.一个物体如无外力作用，它将继续保持静止或作直线运动。

In this book the word is used in its original sense unless(it is)otherwise sated.本书内，这个词按其意采用，除非另有说明。2.“to and from 名词”或“from and to +名词” 后面的名词委前面两个介词公用，可译作“来回于（名词）之间”。

3.with a broad interpretation 具有广泛的意思

under this heading 属于这个范畴

4.barge 和lighter 一般都可以译作驳船，但barge 往往指货物经过较长距离运输到达某一目的地，故译作“驳船”，而lighter 旨在港口或近距离内起到装卸货物的联络作用，故译作“驳船”。

5.in additional to or in place of lighters 是in addition to lighters or in place of lighters 的省略形式，翻译成中文时，不一定能省略。

6.“by far +形容词（或副词）的最高级或比较及”具有“远远，非常，最„，或„得多”的意思。例：

by far the fastest 最快的

by far faster than A 远比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.现今最普遍采用的固定平台型式是图1.1所示的导管架平台。

7.the SOLAS regulations 系指国际海上人命安全公约规则，几乎所有海运国家都要遵守这些规则。其中的“SOLAS”为“International Convention for the Safety Of Life At Sea‖的缩写。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，形状，格式 22.distance of travel 航行距离 2.proportion 尺度比，比例 23.refueling 添加燃料 3.workmanship 工艺质量 24.consumption 消耗 4.basic fundamentals 基本原理 25.initial cost 造价 5.marine engineering 轮机工程 26.cost of operation 营运成本 6.intensive 精致的 27.unloading facility 卸货设备 7.propulsion plants 推进装置 28.cross sectional area 横剖面面积 8.naval ship 军舰 29.fineness 纤瘦度 9.special-purpose ship 特殊用途船 30.prismatic coefficient 菱形系数 10.buoyancy 浮力 31.slender 瘦长（型）11.fittings 配/附件 32.beam 船宽 12.piping 管路 33.inclined 倾斜的 13.ventilation 通风 34.external force 外力 14.cargo-handing equipment 货物装卸装35.surface ship 水面船舶

置 36.submarine 潜水艇 15.crew and effects 船员及自身物品 37.submerged condition 潜水状态 16.stores 储藏物 38.initial stability 初稳性 17.fresh water 淡水 39.weather deck 楼天甲板 18.feed water 给水 40.righting arm 复原力臂 19.boiler 锅炉 41.capsize 倾复 20.measurement(吨位)丈量，测量 42.stress 应力 21.trial 试航，试验 43.unequal distribution 分布不相等 44.longitudinal plane 纵向平面 45.hull girder 船体梁

AdditionalTerms and Expressions

1.tentative design 方案设计 2.preliminary design 初步设计 3.technical design 技术设计 4.working design 施工设计 5.basic design 基本设计

6.conceptual design 概念设计 7.inquire design 咨询设计 8.contract design 合同设计 9.detailed design 详细设计 10.finished plan 完工图

11.hull specification 船体说明书 12.general specification 全船说明书 13.steel weight 钢料重量

14.outfit weight（木作）舾装重量 15.machinery weight 机械重量 16.weight curve重量曲线

17.weight estimation 重量估计

18.cargo capacity 货舱容积

19.bale cargo capacity 包装舱容积 20.bulk cargo capacity 散装货容积 21.bunker capacity 燃料舱容积 22.capacity curve 容积曲线 23.capacity plan 容量（积）图 24.stowage factor 积载系数

25.homogenuous cargo 均质货物 26.gross tonnage 总吨位 27.net tonnage 净吨位

28.tonnage capacity 量吨容积 29.tonnage certificate 吨位证书

30.displacement length ratio 排水量长度比 31.accommodation 居住舱室 32.ice strengthening 冰区加强 33.drawing office 制图室 34.drafting room 制图室

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.这是一个复合句。

从because开始至句末均属原因状语从句，它本身也是一个复合句，包含有以下从句：

as it sinks into the water 为整个原因状语从句中的时间状语从句;

it displaces an equal weight of water, and pressure of the water produces an upward 为整个原因状语从句中的两个并列的主要句子；

which is called buoyancy 为定语从句，修饰an upward force.2.In addition to 除……以外（还包括……）

例：In addition to these general requirements, … 除了这些一般要求外，还有……

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

3.插入语，相当于 for example.一般在口语中用得比较多。

4.注意 ―ton‖, ―tonne‖, 和 ―tonnage‖ 三个词的区别。ton和tonne一般用来表示船舶的排水量和载重量，指重量单位。其中ton可分long ton(英吨)和 short ton(美吨)，而tonne为公吨；tonnage 是登记吨，表征船舶容积的一种单位。

5． …the angle of inclination at which the ship would capsize if it were inclined beyond that angle.从at 开始至句末是一定语从句，修饰angle, 而该从句本身又由一个带虚拟语气的主从复合句所构成。因为假设的条件不会发生，或发生的可能性非常小，所以主句和从句中的谓语动词都采用虚拟语气。

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 总布置 29.profit 利益 2.assignment 指定，分配 30.annual cost 费用 3.space 处所，空间 31.breakdown 细目 4.access 通道，入口

32.terminal allocation 码头配置费 5.allocation 分配，配置 33.overhead 管理费，杂项开支 6.furnishings 家具 34.component(组成)部分，分量 7.conceptual(design)概念（设计）35.characteristic 特性 8.preliminary(design)初步（设计）36.mechanical 机械的 9.contract(stage)合同（阶段）37.goods 货物 10.working plan 施工图 38.marine terminal 港口，码头 11.formulation 公式化，明确表达 39.enclosing volume 密（围）闭容积 12.melding 融合 40.hull envelope 船体外壳 13.optimum 最佳 41.primary strength 总强度 14.coordinate relationship 协调关系

42.stowage 配载 15.summary 综合，摘要 43.housing 容纳 16.integration 综合，积分 44.diagram 图 17.division 部分，划分 45.superstructure 上层建筑 18.efficient and economical way 有效和46.machinery space 机舱

经济的方式 47.miscellaneous(其他)杂用舱室 19.speciality 专业 48.watertight subdivision 水密分舱 20.feed-in 送进，提供 49.integrity 完整性 21.specifications 各种技术条件，说明书 50.tankage 液舱，容量（积）22.uptake 烟道 51.clean ballast 清洁压载 23.commercial transportation 商业运输 52.lines plan 型线图 24.solid(liquid)bulk type 固体（液体）53.crusing range 巡航范围

散装型 54.margine line 限界线 25.ferryboat 渡船 55.floodable length curve 可浸长度曲线 26.transoceanic 渡（远）洋的 56.layout（设计，布置）草图 27.automobile汽车 57.peak bulkhead 尖舱舱壁 28.aforementioned(a.m.)上述的 58.regulatory body 主管机构（关）59.intact stability 完整稳性 60.trade-off 权衡，折衷

61.consultation 协商

Additional Terms and Expressions

1.interior arrangement 舱室布置

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

3.interior/exterior passageway 内/外走道 4.bridge deck 驾驶甲板 5.compass deck 罗经甲板 6.boat deck 艇甲板

7.promenda deck 游步甲板

8.accommodation deck 起居甲板 9.vehicle deck 车辆甲板

10.winch platform 起货机平台 11.wheel house 驾驶室 12.chart room 海图室 13.radio room 报务室 14.electric room 置电室 15.mast room 桅室

16.caption‘s room 船长室 17.crew‘s room 船员室 18.cabin 客舱

19.main engine control room 主机操纵室 20.auxiliary engine room 副机舱

21.boiler room 锅炉间

22.steering engine room 舵机舱 23.workshop 机修间 24.store 贮藏室

25.fore/aft peak 首/尾尖舱

26.topside/bottomside tank 顶边/底边舱 27.wing tank 边舱

28.steering gear 操舵装置

29.anchor and mooring arrangement 锚泊和

系缆设备

30.howse pipe 锚链筒 31.chain locker 锚链舱

32.closing appliances 关闭设备 33.hatch cover 舱口盖

34.lifesaving equipment/appliance 救生设备 35.mast 桅 36.rigging 索

37.bollard 双柱带缆柱 38.bitt 带缆桩 39.fairlead 导缆钩

Notes to the Text

1.It is in formulation of the general arrangement that most of the compromises are made.这是“it is … that … ”强调句型，强调in formulation of the general arrangement.in formulation of 原意为“在……的表达中”，现意译为“体现在……中”。

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

这是虚拟语气形式的句型，在that 从句中采用原形动词。类似的句型还有：

It is desired/suggested/requested that……

It is necessary that …

有时It is essential that …也用虚拟语气。3.hull engineering 为“船舶设备”之意 4.scientific 原意为“科学的”，现根据上下文意译成“船舶性能”。5.at the least unit cost 以最小的单价 6.a long ton 一英吨（=2240磅）

a short ton 一美吨（=2000磅）

7.any tool or implement 在这里implement 和tool 基本上同义，帮or 后面的名词在翻译时可以省略不译。

8.across a body of water 穿过一段水路/一个水域

9.aboard ship和 on board ship, 以及on board a(the ship)都为“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‖.这个让步状语从句中包含有比较状语从句。than 后面的主语（this chapter）被省略掉了。其中的is warranted 原意为“补认为是合理（或正当）的”，整个从句可翻译成：“虽然这一章只限于‘总布置’这个主题，而不再进一步讨论系统处理方法”。

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 船体线型 21.drawing office 制图/设计室 2.ship form 船体形状 22.mould loft 放样间 3.mathematical expressions 数学表达式 23.full size 实尺（1：1）4.drawing 图，拉延 24.loft floor 放样台 5.lines plan 型线图 25.contracted scale 缩尺 6.orthogonal plan 正交平面 26.lofting 放样 7.body section 横剖面 27.steel pin 铁钉 8.body plan 横剖线图 28.mathematical fairing of ship form 船体9.symmetry 对称 数学光顺法 10.water lines /level lines 水线，水平型线 29.screw 螺旋桨，螺钉 11.half breadth plan 半宽水线图 30.wing shaft 侧轴 12.view 视图，观察 31.shaft bossing 轴包套 13.sheer profile 侧视图，纵剖线图 32.casting 铸件 14.buttocks 后体纵剖线 33.shaft bracket 轴支架 15.bow line 前体纵剖线 34.appendage 附属体 16.after/fore body 后/前体 35.parallel middle body平行中体 17.alteration 修改，变更 36.full slow ship 丰满的低速船 18.fairing process 光顺过程 37.fine fast ship 尖瘦的快速船 19.offsets 型值 38.entrance 进流端入口

to lift offsets 量取型值 39.run 去流端，运行，流向 20．Wooden/plastics battern 木质/塑料压条 40.forward/after shoulder 前/后肩

Additional Terms and Expressions

1.grid 格子线 4.station ordinate 站线 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 斜剖线 11.preliminary offsets 原始型值 8.keel line 龙骨线 12.mathematical lines 数学型线 9.rake of keel, designed drag 龙骨设计斜13.mathematical fairing of lines 型线数学光度 顺法 10.knuckle line 折角线

Notes to the Text

1.in as detailed a manner as possible 相当于 in a manner as detailed as possible, 阅读和翻译科技原文时，应注意这类不一般的语序。

2.关系词what可引出主语从句，表语从句等。例如：…in what is called the ‘body plan’及…in what is called a ‘shaft bossing’中的what从句作为介词in的宾语从句。

What constitutes a fair curve is open to question…中的what从句为主语从句。

The lines drawn on… are what are called moulded lines 中的what 从句为表语从句。3.When drawing the body plan half-sections only are shown because of the symmetry of the ship.When drawing the body plan 是省略了主语和谓语一部分（to be）的时间装语从句，尽管从句和主句的主语并不一致。这种省略方法似乎与一般的英语语法规律有矛盾，但在科技文献中较常见，其原因是这类省略不会引起读音的误解。

4.a.p.和f.p.分别为after perpendicular(尾垂线)和forward perpendicular(首垂线)的缩写。5.Also included on the half-breadth plan is the outlines of the uppermost deck of the ship.这是依据倒装句，为了突出情调部分，此句中的also included on the half breadth plan 这部分移至句首，主语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 以一个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+名词+不定式‖结构，在句中作表语。For后面的the drawing office 可看作不定式的逻辑主语。

Offsets 是不定式to send 的宾语。由于它后面有一个较长的介词短语from the line(其后面又有as faired in ….On the loft floor 修饰the line)加以修饰，为了句子结构平衡的需要，被移至介语短语to the mould loft(作为地点状语用)之后。8.in way of….在…部位，在….处

这一组合介词在造船和海洋工程英语中用得较普遍。例：The structural strength of a ship in way of the engine and boiler space demands special attention the designer.机炉舱部位的船体轻度要求设计人员给予特别的注意。

The thickness of upper shell plating should be increased in way of the break.船楼端部处的上层壳板厚度应该增加。/ 9.as the case may be 按情况而定。

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 稳定平衡 2.stability and trim 稳性与纵倾 16.netural equilibrium 中性平衡 3.floating upright 正浮 17.metacenter height 稳心高 4.force of gravity 重力 18.righting level 复原力臂 5.resultant 合力 19.initial stability 初稳性 6.center of buoyancy 浮力 20.cross-curves of stability 稳性横截曲线 7.couple 力偶 21.flooding 进水 8.magnitude 数值（大小）22.thrust 推力 9.displacement 排水量，位移，置换 23.keelblock 龙骨墩 10.righting moment 复原力矩 24.dry dock 干船坞 11.righting arm 复原力臂 25.center of floatation 漂心 12.upsetting moment 倾复力矩 26.Greek letter 希腊字母 13.upsetting arm 倾复力臂 27.inclining experiment 倾斜试验 14.metacentre 稳心 28.pendulum 铅锤，摆

Additional Terms and Expressions

1.lost buoyancy 损失浮力 9.stability at large angles 大倾角稳性 2.reserve buoyancy 储备浮力 10.dynamical stability 动稳性 3.locus of centers of buoyancy 浮心轨迹 11.damaged stability 破舱稳性 4.Bonjean‘s curves 邦戎曲线 12.stability criterion numeral 稳性衡准书 5.Vlasov‘s curves 符拉索夫曲线 13.lever of form stability 形状稳性臂 6.Firsov‘s diagram 菲尔索夫图谱 14.locus of metacenters 稳心曲线 7.Simpson‘s rules 辛浦生法 15.angle of vanishing stability 稳性消失角 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带to的不定式“结构，表示目的状语，其中for the ship中的the ship是不定式逻辑主语。

As well as是一个词组，可有几种译法，具体译成什么意思应根据上下文加以适当选择。例如：

The captain as well as the passenger was frightened.船长和旅客一样受惊。（和……一样）受惊的既有旅客又有船长。（既……又）

不仅旅客而且船长也受惊了。（不仅……而且）除旅客外，还有船长也受惊了。（除……外，还）

不管那种译法，强调的都是as well as前面的那个名次（例句中的the captain,船长），因此谓语动词的性、数也由这个名词决定。

2.thus moving the position of the center of buoyancy.由thus引出的现在分词短语用作表示结果的状语。一般来说，如分词短语位于句末，往往有结果、目的等含义。

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 …与now let‘s suppose that…同意，其后that 所引出的从句是suppose 的宾语从句。

to such a position that…是such…that…引导结果状语从句。但在这个从句中又包含了一个由关系副词when引导的时间状语从句。

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 现在分词短语（含有主动态），修饰前面的名词a ship;displaced from its original waterline WL 过去分词短语（含有被动态），也是修饰前面的名词，ship,注意这里的displaced 应选择“移动位置”的词义。

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‖.此句的主要成分为vertical lines intersect the center line.the center of buoyancy 是B的同位语。the metacenter 是M的同位语。

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是定语从句，修饰losses.when the vessel…on being dry-docked是时间状语从句，修饰may arise from the keelblock.on being dry-docked 中的being dry-docked是动名词的被动态，接在on之后表示（刚）进船坞的时候。

7.or otherwise意为“或相反，或其他”。例：

It can be verified by trial or otherwise.这可用试验或其他方法加以验证。

Fine or otherwise,we shall have to do this test.不管天气好不好，我们非做这个试验不可。

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 推进器

4.skin friction resistance 摩擦阻力 5.wave-making resistance 兴波阻力 6.eddy-making resistance 漩涡阻力 7.appendage resistance 附体阻力 8.propulsive efficiency 推进效率 9.hull efficiency 船身效率

10.transmission efficiency 轴系效率 11.speed/length ratio 速长比 12.perfect fluid 理想流体 13.roughness 粗糙度 14.turbulence 紊动

15.boundary layer 边界层

16.spectacular sights 壮观景色 17.fluid shear 流体剪力 18.fluid viscosity 流体粘性

19.immersed body 浸没的船体部分 20.residuary resistance 剩余阻力 21.bow 船首 22.stern 船尾

23.divergent 分散的 24.submarine 潜水艇 25.aircraft 飞机 26.crest 波峰

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

30.ship-form characteristics 船型特性

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

33.bilge keel 舭龙骨

34.propeller bossing 推进器箍 35.streamline 流线型

36．reciprocating engine 往复式发动机 37.diesel/steam engine 柴油/蒸汽机 38.indicator card 示功图 39.indicated h.p.指示马达 40.brake 制动

41.crankshaft coupling 曲轴连轴器 42.mechanical efficiency 机械效率 43.thrust block 推力轴承 44.gearing 齿轮 45.shaft h.p.轴马达 46.brake h.p.制动马达 47.turbine 汽轮机

48.gas turbine 燃气轮机 49.stern tube 尾轴管 50.wake 伴流

51.astern 向（在）船尾 52.wake gain 伴流增益

53.thrust deduction 推力减额

54.effective horse-power(e.h.p.)有效马达

55.screw efficiency in the open(water)螺旋桨趟水效率

56.imaginary vessel 假想船

57.mechanism 作用原理（过程），机构 58.proposal 建议

59.statistical 统计分析 60.criterion 衡准

61.ship performance prediction 船舶性能预报 62.regression equation 回归方程 63.form parameter 形状参数

Additional Terms and Expression 1.2.3.4.5.6.7.service speed 服务航速 design speed 设计航速 cruising speed 巡航速度 trial speed 试航速度 endurance 续航力

admiralty coefficient/constant 海军系数 fouling 污底

8.hydrodynamics 水动力学 9.inflow 进流

10.angle of attack 攻角

11.lift 升力

12.circulation 环量

13.aspect ratio 展弦比

14.Reynolds number 雷诺数 15.Froude number 傅汝德数 16.momentum theory 动量理论 17.impulse theory 冲量理论 18.cavitation 空泡现象

19.adjustable-pitch propeller 可调螺距螺旋桨

controllable-pitch propeller 可调螺距螺旋桨 20.reversible propeller 可反转螺旋桨

21.coaxial contra-rotating propellers 对转螺旋桨 22.ducted propeller, shrouded propeller 导管螺旋桨 23.tandem propeller 串列螺旋桨

24.jet propeller 喷射推进器 25.paddle wheel 明轮

26.ship model experiment tank 船模试验水池 27.ship model towing tank 船模拖拽试验水池 28.wind tunnel 风洞

29.cavitation tunnel 空泡试验水筒 30.self propulsion test 自航试验 31.scale effect 尺度效应 32.naked model 裸体模型

1.2.3.4.5.6.Notes to the Text

the family tree of power for propulsion 推进马力族类表

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---是一句带有比较状语从句的复合句。在than is the form of a surface vessel 中省略了 easily related to the variable conditions under which it performs,显然，to the constant conditions 和 to the variable conditions 实际上是不同的。严格说，这种省略方法是不正规的，但由于读者能从上下文联系中容易判断出种种不同，为了简便起见，作了省略。在英美科技文章中有此种现象。

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.这两句都是“the+比较级---the +比较级”结构的句型。this is not the case 情况并非如此

and the like = and such like 以及诸如此类

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 操纵性 3． surge 纵荡 2． linear displacement 线性位移 4． sway 横荡

5． heave 垂荡 6． veer 变向

7． oscillatory 振荡

8． hydrodynamic 流体动力(学)的 9． Amplitude 振幅 10． acceleration 加速度 11． wind velocity 风速 12． fetch 风区长度，波浪形成区 13． duration 持续时间 14． seaway 航路（道）15． gusts 阵风(雨)16． storm 风暴 17． regular trains of waves 规则波系

18． damp 阻尼 19． bilge keel 舭龙骨 20． finlike 鳍状

21.projection 突出体，投影，规则

22.activated fin stabilitizer 主动式稳定（减摇）鳍 23.gyroscope(gyro)陀螺仪，回转仪 24.steady 稳定 25.flume 槽

26.congested waters 拥挤水域 27.course-keeping 保持航向 28.tug 拖船

29.docking 靠码头 30.helm 操舵，驾驶 31.swing 摆动

32.turning circle 回转圈 33.warship 军舰

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 适航性 course 航向 track, path 航迹 drift 横漂 side slip 横移 rudder effect 舵效 sea condition 海况 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 砰击

turning quality 回转性 turning circle 回转圈

turning circle test 回转试验 stopping test 停船试验

free running model test 自由自航模操纵性试验

19.rotating arm test 旋臂试验

20.planar motion mechanism平面运动机构

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

句为结果状语从句。原一位“以这样的方法，以至于------”，译成中文时可灵活些，例如可把前半句译为“简略说，船舶对海浪的响应方式应使其运动的幅值和所在的位置永远不处于一种危险状态”。

and so that 引出的也是结果状语从句。此句中的it undergoes 为省略了关系代词

that 的定语从句（that 在定语从句中作宾语时，让往被省略），用来修饰 the accelerations.2.of each other 中的of表示（相互间的）方位、距离。

The shipyard is within 5km of shanghai.43 这个船厂离上海5公里以内。

3.if ever 为if they are ever encountered 的简化形式。当从句内的谓语动词为to be，有其主语跟主句的主语相同时，从句中的主语和to be 就可省略。这类连接词除if外，还有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引导的过去分词短语作为主语补足语。

that 引出的定语从句用来修饰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引出的原因状语从句中包含了一个比较级状语从句，than后面的从句中省略了与主句中相同的部分（is near the bow）,这是科技文章中常见的情况。

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 为现在分词短语，作状语(表示结果)用（参见第七课注释

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 结构构件 strength deck 强力甲板 box girder 箱形梁

tight envelope 密闭外壳

longitudinal member 纵向构件 hull girder 船体梁

lower/upper flange 下/上翼缘板 forward/aft end 首/尾端

dynamic pressure 动压力 slamming 砰击 inner bottom 内底 hold 货舱

double bottom 双层底 hold 货舱

neutral axis 中和轴

longitudinal bending 纵向弯曲 longitudinal strength 总纵（纵向）强度 barrier 挡板，屏障 web 腹板

static water pressure 静水压力 impact 冲击

shaft strut 尾轴架

panel stiffness 板格刚性 vibration 振动 bulkhead舱壁 diaphragm 隔壁

racking load 横扭载荷 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 刚度 subdivision 分舱 sheet 薄板 stanchion 支柱 stringer 船侧纵桁 roll 辗轧 extrude 挤压

flange 拆边，法兰

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

center vertical keel 中内龙骨，中桁材 side girder 旁桁材，旁纵桁 stiffener 扶强材

section modulus 剖面模数 moment of inertia 惯性矩

The American Bureau of Shipping(ABS)美国验船局 spacing 间距

Lloyd‘s Register of Shipping 劳氏船级社

in-plane 面内 beam 横梁

primary stress 第一类应力

pillar 支柱

deck girder 甲板纵桁 support 支柱（构件）

Additional Terms and Expressions 1.main hull 主船体 12.longitudinal framing 纵骨架式 2.superstructure 上层建筑 13.transverse framing 横骨架式 3.deckhouse 甲板室 14.flat plate keel平板龙骨 4.bridge 桥楼 15.margin plate 内底边板 5.forecastle 首楼 16.bilge bracket 舭肘板 6.poop 尾楼 17.side plate 舷（船）侧板 7.stem 首柱 18.sheer strake 舷顶列板 8.sternpost 尾柱 19.stringer plate 甲板边板 9.rudder post 舵柱 20.shell expansion plan 外板展开图 10.shaft bossing 轴包架 21.bulwark 舷墙 11.framing 骨架 22.hatch coaming 舱口围板

30.hawse pipe 锚链筒 31.bulb plate 球扁钢 32.angle section 角钢 33.T section T型材 34.face plate 面板 35.butt 对接（缝）36.seam 边接（缝）

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---两个并列成分，而在indirectly 后省略了to these functions.by maintaining the main members in position so that---是用来修饰后者的；其中so that they can act efficiently 为目的状语从句。

2.be subject to(n.)受------支配（易受，须经）

be subjected to(n.)受到，经受

Ships subject to the code should survive the normal effects of flooding following assumed hull damage caused by some external force.受本规则约束的船舶应能承受在外力作用下船体遭受假定破碎后正常进水的影响。

All full penetration butt welds of the shell plating of cargo tanks should be subjected to 100 per cent radiographic inspection.液货舱壳板所有全焊透对接焊缝应进行100%的射线照相检验。

课文中的be subject to 均可作为be subjected to 理解，翻译成“承受”，“经受”。

3.to a greater or lesser extent 在较大或较小程度上

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 为地点状语从句，然而带有条件性质，可理解为承受liquid pressure 的条件。

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 都修饰sections.with one edge attached to the plate 是 with 后带主谓关系的复合短语。they reinforce 为省略关联词（从语中作宾语）的定语从句，修饰前面的the plate.6.If oriented transversely, these plates are called floor, and if longitudinally oriented, center vertical keel or side girder, as appropriate.两个if从句中省略主语及to be，参见第九课注3.在 center vertical keel or side girder 前面省略了these plates are called.As appropriate 可理解为as is appropriate 简化形式，关系代词as代替整个主句，并在从句中作主语，as appropriate, to passenger ships carrying dangerous goods.如第54条规则的要求适合于载运危险货物的客船，应照此办理。

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，表示同时存在两种事物的对比。前句的considers… as effective 与后句的assumes… to be effective 结构相似，其中的as effective 和 to be effective 均作宾语补足语。

23.24.25.26.27.28.29.cantilever 悬臂梁

intercostal member 间断构件 cant frame 斜肋骨 pant beam 强胸横梁 lightening hole 减轻孔 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

船舶常用英语 篇6

今天向各位老师汇报的说课内容，是本学期最后一次课，课题名称是：海上酒店（游轮）英语。2课时完成。这部分内容在目前使用的《酒店情境英语》教材上是没有的。考虑到学生即将面临毕业实习和就业，我对教材的教学内容做了适度的扩展和补充，希望帮助学生开拓视野、扩展就业领域。由于游轮服务与酒店服务有很多相通之处，因此我选择了这个课题。当然，我不希望这两节课只是我讲学生听，我发号施令，学生被动练习。我将采用互动式教学，具体方法有听读模仿、单词成句、角色扮演、小组练习、班级竞赛等。我对这次课的教学过程设计如下：

一、课题导入

首先向学生提问：Do you know the floating hotel?漂浮的酒店，即为海上的游轮。英文是Cruise ship.学生一般知道ship，但不一定知道cruise这个单词。为了加深学生的印象。我在PPT上播放好莱坞明星Tom Cruise的照片，指出这个大明星的名字里就有cruise这个单词。Tom Cruise在碟中谍4里面攀登世界第一高楼迪拜塔的镜头，一定让大家印象深刻。我会在黑板一侧画出一个迪拜塔造型，让三个班的学生在接下来的教学环节里展开竞争，看哪个班能最先登上顶峰。

二、在学生对cruise游轮这个单词有深刻的印象，并且有学习和竞争欲望的情况下，我将分听、读、说、写、唱这5个环节展开教学，并在每个环节作出评估，让学生看到自己的进步。

1、听Listening.听写单词。在黑板上画出表格，将酒店和游轮进行比较，在“楼层”“房间”“员工”三个单词上，酒店英语和游轮英语是不一样的，而在“娱乐”“健身”“消费”这三个词上，两者是一样的。还有游轮英语独有的词汇“on board”“sailing”“ashore”.教师带读单词，学生造句。使学生掌握常见游轮英语的应用。表现好的班级计分。

2、读reading。读一则游轮公司英文招聘启事。让学生用自己的理解来复述这段文字。文中说到：“你可以在加勒比海度过盛夏，也可以在阿拉斯加度过严冬。你还有机会乘坐游轮来到欧洲、澳洲、南美的各个港口。其他人要想享受这一切，必须掏出1500-10000美元。而你，不仅能免费做到这一切，还能得到可观的收入。另外，你可以体验世界各地风土人情”。这些语言，勾勒出游轮工作的优势，通过学生自己的阅读理解，激发他们对游轮工作的兴趣。

3、说speaking。延续阅读理解，设置场景，有三位应聘者希望到游轮公司工作，他们的基本情况展示在PPT上。每个班选一名代表，扮演求职者。根据PPT的内容讲述自己的基本情况，其他同学分小组讨论，看谁最适合游轮工作。这一部分锻炼学生口头表达观点，和与他人进行讨论的能力。总结常用句型：In my opinion, I think, I agree with you, I’m afraid that,4、写writing。求职准备之一，写简历。大家有没有给自己准备一份英文简历？给出几份简历模板。让学生提炼出其中的主体结构，例如标题resume，第一部分求职目标，即你索要应聘的岗位、第二部分个人基本情况、第三部分教育经历、第四部分工作经历、第五部分职业证书、第六部分获奖情况。在这一部分会给学生布置课后作业，根据自己的实际情况，向皇家加勒比游轮公司写一份个人简历，应征实习生工作。

5、唱sing。学唱英语歌曲sailing，既与本课所学内容有关，又能锻炼学生的英语学习综合能力，还能激发学习兴趣。

三、教学小结

检查一下每个班的攀登进度。复习单词。向学生提问：what do you think of the job on the cruise?

四、作业复习本课内容，完成英文个人简历，发到老师邮箱。

记忆英语单词常用方法 篇7

1. 简化大词法。

Cupboard, chopsticks, workplace, chocolate, library, expensive等含字母较多的大词时, 联系它们的音标对它们进行音节划分, 找出音节与字母结合之间的对应关系, 使单词的记忆单位组合由原来的数目较大的字母组合, 转变成数目很小的音节组合。记忆单位数目大为减小, 减轻了学生的记忆负担, 明确了单词中各字母组合的读音规则。如:expensive/iks'pensiv/按安母划分是9个记忆单位, 按音节划分则只有3个记忆单位;又如, chopsitcks通过运用简化策略, 记忆单位由9个 (字母) 减少到2个 (音节) 。

2. 词卡记忆法。

准备一些卡片或袖珍笔记本, 把所学的单词和短语按照字母或相关的意思进行排列, 可英汉对照, 也可英英解释, 对于难记的单词要注上音标, 不必太条理化, 只要自己记忆方便就可以。切记, 不可孤立地只背一个单词, 一定要同时写下和记住其搭配和用法。如bus一词, 可同进记忆bus-stop, bus-driver, go by bus等。

3. 语境记忆法。

这种方法指通过上下文的意思进行记忆。一个英语单词往往有许多意思, 有时学习者只知其一, 不知其二, 因此在阅读和翻译中往往会造成理解上的错误, 由此可见, 对一个单词的真正含义只有在其特定的语言环境中才能准确地判别。如:head一词, 除了“头”的意思外, 还有一些搭配用法, 如to use one's head, form head to foot, at the head of a list, a head of state等。

4. 合成记忆法。

英语单词常由两个或两个以上的词组合在一起, 它是英语中古老的构词法之一, 称为合成法。随着时间的推移和语言的发展, 这样构成的新词越来越多。如果掌握了合成构词法的规律, 将会加速单词的学习和记忆。构成合成词的方法主要有以下几种:

(1) 名词+名词:teapot, bookshop;

(2) 名词+动词:sunshine, rainfall;

(3) 名词+形容词:lifelong, colorblind;

(4) 形容词+名词:longhead;greenhouse.

5. 派生记忆法。

英语中有许多前缀和后缀, 它们可以加在一个词根上构成一个新词, 英语称之为派生词。如果掌握了一定的前缀和后缀, 就等于掌握了超出词根几倍的单词量, 从而使学习者轻松愉快地记住一些抽象枯燥的词。如:like, dislike;patient, im patient;ill, illness;care, careless等。

6. 对比记忆法。

在英语词汇中, 很多单词都有同义词或反义词。在记这样的单词时, 最好同时记忆, 但要注意的是, 有些单词可能同时有几个反义词, 它们在用法或词义上会有差异, 对这种词要注上重点记忆符合或配上相应的例句, 以突出重点和难点。如com e-go, slow-fast, front-back, before-after, new-old (This is on old coat.The old m an is m y uncle.)

7. 联想记忆法。

这种方法因人而异, 没有固定的模式, 主要根据个人丰富的想象力和缜密的分析能力而定。 (1) 根据意思和词形联想, 如:som ebody, som eone, som ething, som eday;grandfather, grandm other, grandson.

(2) 根据拼读和拼写联想, 如:night, light, right, bright;round, sound, ground.

总之, 每个英语学习和使用者都有自己的经验和体会, 上面所谈及的几种单词记忆法仅仅是个人的建议和实践的总结, 希望能给学习者一点启示和帮助。

摘要：掌握和运用单词记忆法可有效提高英语学习的效率。只要有恒心, 坚持不懈, 加强训练, 使自己的词汇积累逐渐加快, 数量增多, 进而提高英语学习质量。

旅行中常用的简单英语 篇8

多谢！—— Thanks a lot.

对不起，麻烦你。——Excuse me.

需要帮忙吗？——Can I help you？

谢谢你的帮助。——Thank you for helping me.

无论如何，我还要感谢你。——Thanks， anyway.

您好吗？——How are you？

初次见面问好。——How do you do？

很高兴见到你。——(It’s) nice to meet you.

请问您从哪来? ——Where are you from?

请问贵姓? ——Can I have your name?

我叫……。——My name is… (I’m…)

很高兴认识你。——It was a pleasure meeting you.

很高兴见到你。——Pleased to meet you.

希望再见到你。——Hope to see you again.

这是不是说我以后可以再见到你？

——Does that mean that I can see you again?

玩得快乐。——Have a good time.

祝你好运。——Good luck.

我希望没事。——I hope nothing is wrong.

怎么了？——What’s the matter?

糟糕，严重吗？——Oh， no! Is it serious?

我真为你难过。——I’m sorry for you.