船舶与海洋工程专业英语.pdf

船舶与海洋工程专业英语.pdf
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 spec ification 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
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 3
2. 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. t 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 1
0. trade 贸易
42. revenue 收入 11. machinery 机械、机器 43. docking 进坞 1
2. hold capacity 舱容 44. charge 费用、电荷 1
3. 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 1
5. 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. coeff icien t 系数
18. nag
e 吨位 50. training 培训 19. fine
ness 纤瘦度 51. fluid mechanics 流体力学
2
0. draft 吃水 52. structural strength 结构强度 21. bre adt
h 船宽
53. resist
ance 阻力 2
2. freeboard 干舷 54. prop ulsio
n
推进 2
3. 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 2
7. trim 纵倾 59. academic 学术的 28. sta bilit
y 稳性
60. shipyard 造船厂 29. shaft horse power 轴马力
61. electronic computer 电子计算机
30. stre ngt
h 强度 62. owner 船主，物主 31. ser
vice 航区、服务
63. encyclop(a)edia 百科全书
Additional Terms and Expressions
Engineers (SNAME)
美国造船师与轮机
1 . the Chinese Society of
Naval Architecture 工程师协会
and Marine
Engineering
(CSNAME) 中10.
Principle of naval
architecture 造船原
理
国造船工程学会11.
ship statics (or
statics of naval
2 . the Chinese Society of
Navigation 中国航
architecture) 造船
静力学
海学会12.
ship dynamics 船舶
动力学
3 . “Shipbuilding of
China”中国造船13.
ship resistance and
propulsion 船舶阻
力
4 . Ship Engineering 船
舶工程和推进
5 . “Naval安定
Merchant Ships” 舰
船知14.
ship rolling and
pitching 船舶摇摆识15.
ship
manoeuvrability 船
舶操纵性
6 . China State
Shipbuilding 16.
ship construction 船
舶结构
Corporation
(CSSC) 中国船舶工业总公司
17. ship structural
mechanics 船舶结构
力学 7. China offshore Platform
Engineering 18. ship strength and structural design 船舶
Corporation
(COPECO) 中国海洋
石油 强度和结构设计
平台工程公司 19. ship design 船舶设
计 8. Royal Institution
of Naval Architects 20. shipbuilding
technology 造船工艺
(RINA) 英国皇家造船工程师学会
21. marine (or ocean)
engineering 海洋工
程 9. Society of Naval
Architects and
Marine
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. Electroniccomputers 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 (L BP) 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 L OA 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 L WL.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 .
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 u sed 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.。