船舶压载舱涂层破损面积的评估与计算方法中英
船舶压载舱涂层破损面积的评估与计算方法中英
合拢接缝涂层破损 butt coating damages 分段间合拢或预合拢时，在合拢接缝的两侧（含反面）由于电焊、火工或装配所引起的涂层破损。
Coating damages of double-side butts after pre-erection or erection, caused by weld, fire, or fabrication.
calculated.
Reserved Wet(or seam) 合拢对接缝
100
200 200
200
Temporary Fitting 临时装配码
图1 合拢接缝涂层破损的面积范围示意图 Figure 1 Figure of butts coating damages
ISO 4628-3:2003 色漆和清漆 涂层老化的评定 表面缺陷数量和大小以及均衡变化程度的评定 第3部分：锈蚀等级的评定
ISO 4628-3:2003 Paints and varnishes—Evaluation of degradation of paint coatings--- Designation of intensity, quantity and size of common types of defect---Part 3: Designation of degree of rusting 3 术语和定义
附录A 涂层破损面积百分比估算对照图片
Annex A
Examples of percentage of coating damages area 涂层破损面积百分比估算对照图片见图A.1～图A.4。 Estimate percentage of coating damages area using the visual examples in Fig.A.1, Fig.A.2, Fig.A.3 and Fig.A.4.
附：船舶涂装词汇(中英文对照)及
附：船舶涂装词汇（中英文对照）及其它术语1 图纸（船舶涂装用图纸）PLAN与船体1.1图纸名称（部分）1.1.1总布置图 general arrangement1.1.2分段结构图 block construction1.1.3油漆明细表 painting scheml1.1.4除锈涂装工艺 de-rusting procedure1.1.5隔音隔热绝缘布置图 arrangement of heatand sounding insulation1.1.6甲板敷料布置图 arrangement of deck covering1.1.7外加电流阴极保护系统安装工艺 installation technique for impressed current andcathodic protection system1.1.8船体舷外标志 hull marking plan1.1.9机仓布置图 arrangement of engine room1.1.10水尺及载重线标志 draught and load line mark1.1.11船体密性试验图 hull tightness test plan1.1.12船体建造工艺孔布置图 arrangement of temporary access holes for hull construstion 1.2 图纸词汇（部分）1.2.1中心线 center line 缩写 C.L1.2.2基准线 base line 缩写 B.L1.2.3肋骨符号 frame space N 缩写 F.S.或F，N表示阿拉伯数字1.2.4比例 proprotion1.2.5设计载重水线 designed water line1.2.6水尺 draft mark1.2.7左 port 缩写 P1.2.8右 starboard 缩写 S1.3船舶部位1.3.1 船体外板 hull outside1.3.1.1 船底 bottom1.3.1.2水线 boottop1.3.1.3干舷 topside1.3.1.4舵 rudder1.3.1.5舵杆洞 rudder trunk1.3.1.6锚 anchor1.3.1.7锚链 chain1.3.1.8桨 paddle1.3.1.9螺旋桨 screw propeller1.3.2 露天甲板 weather decks1.3.2.1主甲板 main deck1.3.2.2锚机甲板 anchor deck1.3.2.3起居甲板 accommodation deck1.3.2.4艇甲板 boat deck1.3.2.5驾驶甲板 navigate deck1111.3.2.6罗径甲板 compass deck1.3.2.7甲板室 deckhouse1.3.2.8上层建筑外围壁 superstructure outside well1.3.2.9烟囱 funnel1.3.2.10舷墙 bulwarks1.3.2.11游泳池 swimming pool1.3.3 舾装件 fitting1.3.3.1前桅 foremast1.3.3.2雷达桅 radarmast1.3.3.3吊艇架 boat davit1.3.3.4吊杆 derrick boom1.3.3.5食品吊 provision davit1.3.4 各类仓柜1.3.4.1 压载仓 ballast tanka)双层底压载水仓 double bottom ballast water tank 缩写 D.B.W.T.b)艏尖水仓 forepeak water tank 缩写 F.W.T.c)艉尖水仓 afterpeak water tank 缩写 A.W.T.d)顶边水仓 ballast wing tank 缩写 B.W.T.1.3.4.2 油柜 oil tanka)主机滑油循环仓 main engine lube oil circulation tankb)油类：滑油 lube oil 缩写 L.O.船用柴油 marine diesel oil 缩写 M.D.O.船用柴油 heary fuel oil 缩写 F.O.液压油 hydraulie oil齿轮箱油 gear oilc)仓柜类：贮存柜 storage tank日用柜 day tank沉淀柜 settling tank泄放柜 drain tank溢流仓 overflow tank污油仓 waste oil tank油渣仓 sludge oil tank注：油类和仓柜类可以组合。
航海英语一：船舶修理英语
航海英语一：船舶修理一、修理的种类Repair ListsKinds of Repair 修理的种类V oyage Repair 航次修理Annual Repair 岁修修理Guarantee Repair 保修修理Occasional Repair 临时修理Additional Repair 补充修理、加帐修理三、有关船舶修理的句子Sentences Regarding Ship’s RepairRepair List and Expenses 修理单和费用I’ve come to check with you the items in your repair list.我是来和你核对修理单上的项目的。
We have some additional repair items. Here is the additional repair list.我们有些补充修理项目。
这是补充修理单。
Please make out the additional items within two days of the dry-docking of the ship.请在船舶进坞后两天之内制出补充修理单。
Let’s discuss the items on the repair list one by one.让我们一项一项地讨论修理单上的项目。
If you have any questions about the repair list, you can talk to our chief officer/chief engineer/personnel on duty.如果对修理单你还有什么问题，可以和我们的大副/轮机长/值班室人员谈。
I think it’s better to make some alteration/modification to Item No. xx.我想最好对XX项修理内容做些更动/改变。
航海英语评估
Task 3 情境实训操作手册（参考）第一章公共英语一词汇anchor [[ˈæŋkə ] 锚autopilot 自动舵 [[ˈɔ:təpailət]bitt [bit]系缆柱bunk [bʌŋk] 铺位bottom [ˈbɔtəm]船底（在水线下的船身部分）bilge [bildʒ] 舱底draught [drɑ:ft]吃水keel [ki:l] 龙骨life raft 救生筏lifejacket 救生衣lifeboat 救生艇lifebuoy [laifbɔi] 救生圈bow thruster [ˈθrʌstə] 船首侧推器bulbous bow [ˈbʌlbəs]球鼻型船首clove hitch [ˈkləuvə] [hitʃ]丁香结（一种结绳法）double sheet bend 双编结（一种结绳法）figure of eight 八字结（一种结绳法）bowline 单套结（一种结绳法）hold 货舱saloon [səˈlu:n] 大台cabin [ˈkæbin] 船员住舱messroom [ˈmesru:m]食堂capsize [kæpˈsaiz]倾覆pitch [pitʃ] 船舶前后颠簸sway [swei]摇摆surge [sə:dʒ] 船在浪中起伏chart [tʃɑ:t] 海图compass [ˈkʌmpəs] 罗经bollard [ˈbɔlɑ:d] 系缆桩truck [trʌk] 卡车container [kənˈteinə] 集装箱radar 雷达depth sounder (回声)测深仪VHF set 甚高频接收机flashing light 闪光fixed light 定光group occulting light [ɔˈkʌltiŋ] 联名暗光single occulting light 明暗光（亮的时间等于或长于暗的时间）dock 码头，船坞forecastle deck [ˈfəuksl] 艏楼甲板go aground 搁浅fire extinguisher [ikˈstiŋɡwiʃə]灭火器first aid kit 急救箱air bottle 压缩空气瓶breathing apparatus [ˈbri:ðiŋ] [ˈæpəˈreitəs] 氧气呼吸器CO2 extinguisher二氧化碳灭火器(CO2 是carbon dioxide[ˈkɑ:bən] [daiˈɔksaid]的缩写foam extinguisher [fəum] 泡沫灭火器water fog （消防）水雾dry chemical 干粉general alarm 全船警报fire alarm 火警fog bell 雾钟emergency bell [iˈmə:dʒənsi] 应急钟poop deck [pu:p] 船尾甲板bridge 驾驶台engine room 机舱on fire 起火under attack [əˈtæk]受到攻击flood 进水aground [əˈɡraund]搁浅的gyro compass repeater [ˈdʒaiərə] [ˈkʌmpəs] [riˈpi:tə]陀螺罗经复示器hand flare [flɛə]（救生）手持火焰信号SART(Search and Rescue Transponder) [trænsˈpɔndə]搜索救助应答器EPIRB(Emergency Position Indicating Radio Beacon) [ˈbi:kən]应急无线电示位标engine control room 主机控制室helm [helm] 舵（轮）communication center 通信中心isophase light [ˈaisəfeiz] 等明暗光telescope [ˈteliskəup]望远镜sextant [ˈsekstənt]六分仪leading light 导航叠标灯registered length [ˈredʒistəd] 登记长度overall length=Length Overall(LOA) [ˈəuvərɔ:l] [leŋθ]总长the greatest length 最大长度general cargo vessel 杂货船container ship 集装箱船Ro-Ro ferry 滚装渡轮oil tanker 油轮passenger ship [ˈpæsindʒə]客船bulk carrier [bʌlk] 散装货轮capstan [ˈkæpstən] 绞盘cargo winch [wintʃ] 起货机windlass [ˈwindləs] 起锚机anchor chain 锚链shackle [ˈʃækl] 卸扣chronometer [krəˈnɔmitə]天文钟gyro compass 陀螺罗经protective clothing [prəˈtektiv] [ˈkləuðiŋ]防护服overalls 工装裤工作裤immersion suit [iˈmə:ʃən] 浸水服ahead 向前astern [əsˈtə:n] 向后abeam [əˈbi:m]正横aloft [əˈlɔft] 向上helmet [ˈhelmit]头盔fire station 救火位置muster station [ˈmʌstə] 集合地点embarkation station [ˈembɑ:ˈkeiʃən]登艇位置boat station 救生位置life buoy with light and smoke 带灯和烟雾信号的救生圈lifebuoy with line 带救生索的救生圈lifebuoy with light 带灯的救生圈radar transponder 雷达应答器portable radio [ˈpɔ:təbl] 便携式无线电line throwing appliance [əˈplaiəns]（救生）抛绳设备rescue boat 救助艇survival craft [səˈvaivəl] 救生艇（筏）evacuation slide [iˈvækjuˈeiʃən] 撤离滑梯emergency ladder 应急梯子davit launched liferaft [lɔ:ntʃt] 吊艇柱释放救生筏pilot ladder 引航梯survival craft distress signal [disˈtres] 救生艇遇险信号rocket parachute flares [ˈpærəʃu:t]（遇险）火箭降落伞信号child’s lifejacket儿童救生衣sprinkler system [ˈspriŋklə]自动喷水灭火系统smoke detector [diˈtektə]烟雾探测器powder extinguisher 干粉灭火器二、单句Superintendents [ˈsju:pərinˈtendənt]监督Greece [ɡri:s] 希腊Greek [ɡri:k] 希腊人Canada [ˈkænədə] 加拿大Canadian [kəˈneidjən] 加拿大人Africa [ˈæfrikə] 非洲African [ˈæfrikən] 非洲人America [əˈmerikə] 美国American [əˈmerikən] 美国人Britain [ˈbritən] 英国British [ˈbritiʃ] 英国人date of birth 出生日born 出生的Please read 请说明I want to know 我想知道galley [ˈɡæli] 厨房storeroom 贮藏室next to 紧邻的beside 在----旁边；挨着hospital 医院to the right of the Pilot’s.在引航员房间的右边on the same deck as the Pilot’s.和引航员在同一甲板Between----and-------在-------之间on the right 在右边pump room [pʌmp] 泵房rating’s mess-room [ˈreitiŋ] 船员餐厅take over the watch 接班washing machines 洗衣机laundry [ˈlɔ:ndri] 洗衣房steward [stjuəd] 船上服务员cabin [ˈkæbin]船员房间office’s mess room驾驶员餐厅radio room 无线电室，报房turn right 向右转go up these stairs one level [stɛəz] 上一层楼梯muster station [ˈmʌstə] 集合地点next to the hospital 紧邻医院assemble [əˈsembl] 集合in case of emergency 如果发生紧急情况the major cities in my country 我国的大城市be familiar with [fəˈmiljə] 熟悉ship’s particulars [pəˈtikjuləz] 船舶资料ship’s safety features [ˈfi:tʃəz] 船舶安全装置三、对话seaman’s book and passport [ˈpɑ:spɔ:t]海员证和护照Genoa（热那亚），Italy [ˈdʒenəuə]意大利热那亚Berlin Germany [bə:ˈlin] [ˈdʒə:məni] 德国柏林Immigration office [ˈɪmiˈɡreiʃən] 移民局办公室Immigration officer 移民局官员crew list 船员名单dining room 饭厅galley 厨房in order 状况良好chart room 海图室safety video [ˈvidiəu] 安全录像ISPS: International Ship and Port facility Security Code国际船舶和港口设施保安规则[fəˈsiliti] [siˈkjuəriti]comedy [ˈkɔmidi]喜剧action movies 动作片Rambo movies 好斗的电影fire alarm 火灾报警器on the wall of the laundry 在洗衣间的墙上life jacket 救生衣cupboard [ˈkʌbəd] 碗橱life buoy 救生圈fire extinguisher 灭火器First Aid equipment 急救器材deck railings [ˈreiliŋz] 甲板栏杆corridor [ˈkɔridɔ:] 走廊Rio de Janeiro [ˈri(əu də dʒəˈniərəu] 里约热内卢（巴西港市，州名）Bogota [bɔgətə] 波哥大（哥伦比亚首都）Buenos Aires [ˈbwenəsˈaiəriz]布宜诺斯艾利斯（阿根廷首都）Caracas [kəˈrækəs]加拉加斯（委内瑞拉首都）Lima [ˈli:mə]利马（秘鲁首都）La Paz [lɑ: ˈpæz]拉巴斯（玻利维亚西部城市）calm sea 风平浪静的海面souvenirs [ˈsu:vəniəz]纪念品open market 自由市场ready to order 准备点菜/定货Latte 牛奶（意大利文）cafeteria [ˈkæfiˈtiəriə] 自助餐厅；咖啡馆vegetable 蔬菜cabbage [ˈkæbidʒ] 卷心菜20 men’ consumption [kənˈsʌmpʃən] 20 人用量frozen chicken [ˈfrəuzn] 冻鸡lamb [læm] 羊羔肉loaf [ləuf] 块（面包）jacket 短上衣，夹克port 港口book shop 书店bank 银行restaurant [ˈrestərənt] 餐馆，饭店railway station 火车站shopping mall [mɔ:l]大型购物中心hotel 旅馆cinema [ˈsinəmə] 电影院land (指船舶)靠岸to declare [diˈklɛə] 向海关申报应纳税物品customs hall [ˈkʌstəmz] 海关申报厅pay duty 纳税duty-free allowances [əˈlauənsiz] 海关免税限量visa [ˈvi:zə] 签证hotel clerk [klɑ:k]旅馆服务员set dinner 套餐a la carte [ɑ: lɑ: ˈkɑ:t]照菜单点菜，有别于套餐foreign exchange department 外币兑换部parcel [ˈpɑ:səl]包裹surface mail [ˈsə:fis]水陆路邮寄air mail 航空邮寄rank=position 职位martial status [ˈmɑ:ʃəl] [ˈsteitəs]婚姻状况第三章靠离与锚泊业务一、单句relative north-up (雷达)相对运动北向上显示relative course-up （雷达）相对运动航向向上显示forecastle 船舶首喽post （在指定位置）派设；贴布告bow 船首look out 了望人员port wing 上甲板的左侧let go=cast off 解缆，抛锚stand by=get ready 准备好walk back 倒转绞盘，以便松出锚链ease 送出hawse pipe [hɔ:z] 锚链筒shackle 链节，是锚链长度的基本单位，等于27.5米dredge [dredʒ] 拖（锚）anchor position 锚位foul=cross [faul] (锚)回到锚链筒towing lines 拖缆make fast 挽牢fairleads [ˈfɛəli:d] 导缆孔quarter 船侧后部；尾舷centre lead 中央导缆孔heaving lines [ˈhi:viŋ] 撇缆slack away [slæk] （绳子等）放松，松弛heave away 向外拉on each bow 在船首两舷on each quarter 在船后部两舷dolphins [ˈdɔlfinz] 系缆桩linesmen 系缆工shackles 卸扣pick up 收紧slacks 松弛be made tight 拉紧check (=ease away)使绳缆有控制地慢慢溜出停止slack away 放松pilot ladder 引航员梯（供引航员上下船用的绳梯）leeside 下风舷above water 水面上aft 向船尾；在船尾clear of 离开discharge=outlets 排水孔accommodation ladder [əˈkɔməˈdeiʃən] 舷梯in combination with [ˈkɔmbiˈneiʃən] 与----结合gangway [ˈɡæŋwei] 舷梯hoist [hɔist] 升降机，起重机alongside 在------旁边boarding speed 登船速度embark [imˈbɑ:k] 登船disembark 离船clear 离开；消失；通过，穿过，不接触get away 离开heave to 顶风停航quay [ki:] 码头vacant berth [ˈveikənt] 空闲的泊位searchlight/projector [prəˈdʒektə] 探照灯suspend [səˈspend] 暂停，其反义词是resume恢复discontinue [ˈdiskənˈtinju] 停止，其反义词是continue 继续transfer [trænsˈfə:] 转乘（指引航员从引航艇登上大船）single up 单绑diesel [ˈdi:zəl] 柴油机turbine [ˈtə:bin] 涡轮机be manned 有人操纵的the bridge-engine room controlling system 驾驶台机舱控制系统engine particulars 主机参数in an emergency 在紧急的时候extra power [ˈekstrə] 额外动力variable/controllable pitch propeller [ˈvɛəriəbl] [prəˈpelə]可调螺距螺旋桨fixed pitch propeller 固定螺距螺旋桨right-hand propeller 右旋螺旋桨left-hand propeller 左旋螺旋桨bow thruster 船首侧推器propulsion system [prəˈpʌlʃən] 推进系统turn inward or outward (螺旋桨)内旋或外旋the diameter of the turning circle [daiˈæmitə] 旋回圈的直径the advance and transfer distance 旋回纵距和横距crash-stop 急停车operational 操作中的；能使用的be ready for 准备好可-------blind sectors （荧光屏）扇形阴影scan [skæn] 扫描full sea speed 海上全速automatic pilot 自动舵steering system 操舵系统drought forward [draut] 首吃水drought aft 尾吃水the state of the vessel 船舶状态trim by stern [trim] 尾倾air drought 水面上最大高度ship’s particulars 船舶参数cable leading 锚链方向round the bow 绕过船首up and down （锚链）垂直brought up （锚）抓底heave up 起锚weight 受力fenders [ˈfendəz] 碰垫get alongside 靠码头fore and aft 船首和船尾tension winches [ˈtenʃən] 自动绞缆机winches for mooring lines 系缆绞盘broken spreader [ˈspredə] (引航梯)断裂的伸长踏板Do you read me ? 你能听清吗？Change to Channel 16.转换到16频道。
MSC215_82_PSPC汉语版(仅供参考)
3 根据 SSPC-PA2:2004 来测量。涂装根据 No.2 说明书。 4 参考标准：ISO8501-1：1988/Suppl：1994。在涂装或使用相关产品之前的钢表面准备－表面清洁的视觉评估。
6
特性 .1 .2
要求
相对湿度超过 85%；或 钢板的表面温度高于露点温度少于 3°C。
.5 NDFT 对环氧类涂层为在 90/10 原则下达到 NDFT 320μm，，其他系统根据涂料 （名义 生产商的技术。 总干膜 厚度）3 总干膜厚度最大值依据涂料生产商的详细规范。
应小心避免涂膜过厚。涂装中应定期检查湿膜厚度。
稀释剂应限于使用涂料商推荐的类型和用量。
.2 一次表面处理 .1 喷 射 处 Sa 2 ½级，粗糙度介于 30-75 μm要求的表面清洁度和干燥度;
.5 辅助阴极保护装置，如果有。（如果涂层有辅助的阴极保护，涂层应 与辅助阴极保护系统相兼容）。
涂层生产商应提供成文的、有满意性能记录和技术规格书的产品。生产 商应具有提供适当技术帮助的能力。性能记录、技术规格书和技术帮助 (如有)应在涂层技术文件中记录。
涂层可用于维护目的，类型可以是无机的也可以是有机的； 2.8 NDFT 为名义干膜厚度。90/10 规则意指所有测量点的 90%测量结果应大于或等于 NDFT，
余下 10%测量结果均应不小于 0.9×NDFT； 2.9 底漆 系指车间底漆涂装后在船厂涂装的涂层系统的第一道涂层； 2.10 车间底漆 系指加工前涂在钢板表面的底漆，通常在自动化车间喷涂（在涂层系统第一
根据 MSC82 工作文件及有关记录翻译。 MSC.215(82) 决议
2006 年 12 月 8 日通过 所有类型船舶专用海水压载舱和散货船双舷侧处所
涂层破损统计方法
压载舱评估方法一评估基本流程1，压载舱评估前做好舱室清洁、清水工作；2，确认压载舱区域特别是反面的火工作业全部完成，密性实验全部结束；3，压载舱评估人员各施工队需固定，以便后续舱室评估工作熟练、准确的进行，减少不必要的返工；4，各施工队评估破损人员应配齐基本工具，包括卷尺、水笔、本子、电筒等；5，压载舱评估工作开始前须确保舱室内适宜的工作环境，例如放置通风、除湿机，尤其在炎热的夏天；6，压载舱内评估用马克笔标出各破损点面积大小，序号，评估人员将破损信息记录下来；7，施工队评估人员将整个舱室破损面积信息统计好后，交涂装车间主管填写于EXCEL表格内，车间主管统计好后，交质量部核实，经质量部核实后，报船东、船检检验；8，船东、船检检验通过后，由质量部编写压载舱涂层破损报告。
二具体计算办法1，除合拢缝两侧，有码板、球扁钢或者十字焊缝预留300mm的长度，宽度为两侧各100mm;无码板、球扁钢或者十字焊缝区域预留200mm的长度。
不计入涂层破损面积。
除以上区域以外的涂层破损计入涂层破损面积。
2，所有的生钢板，也就是我们烧焊时，只是做了车间底漆的钢板，全部计入涂层破损面积，注意正反两面的面积累加；3，对于不规则破损区域的面积计算，只需将破损区域近似的改成规则的长方形图案，然后以长乘以宽来计算，如：A×B；4，对于管子穿舱件的面积计算，现场需量出管子破损区域涂层的内径A和外径B，理论的面积是∏/4×(B2-A2),现场为了简化，直接写成B-A，具体面积计算由涂装主管统计时完成；5，所有密性焊缝不计入涂层破损范围内；6，涂层破损的定义：指因火工作业，机械碰伤导致的涂层破坏至母材的地方；现场注意因反面火工作业导致涂层变黄的区域，也要计入涂层破损。
压载舱涂层标准(PSPC)简介
PSPC 实施指南：(特别关注但是仍未清楚的问题） （1 ）预涂的方法 定义：预涂应采用刷涂或辊涂的方法。辊涂只能用于流水孔、老鼠洞等区域(to be used … ,only)。 有二种解释: 预涂可采用(can be)刷涂或辊涂的方法，在流水孔、老鼠洞等区域必须（must be)使用辊涂，不是刷涂。 预涂可采用刷涂或辊涂的方法，辊涂只可以(may only be)使用在流水孔、老鼠洞等区域。
压载舱保护涂层性能标准和实施指南
压载舱保护涂层性能标准和实施指南
2.6 检查和记录：
检查内容 各阶段表面处理 各阶段干膜厚度 包括车间底漆所有涂料的干燥 分段装配和合拢 干膜厚度测量要求 平板区域每5 m2测量一个数据； 2～3米间隔测量一个数据。 建立涂层技术档案（CTF）的概念。 涂层检查人员应具有NACE II、FROSIO III 或主管机关或主管机关认可的组织承认的同等资格的证书。
关于预涂装，明确为：“采用机械或滚涂的方式达到涂层厚度的一半，以满足标准”。
05
钢板锈蚀等级的规定：A和B可接受，C需要专门关注，D级不能用
PSPC 实施指南：
压载舱保护涂层性能标准和实施指南
PSPC 实施指南：
关于二次除锈，明确了：“车间底漆上的污染物应被去除。 当采用扫砂或高压水的方式不能去除所有类型的污染物时，如：局部小区域的污染，将根据涂料商建议的合适的方法去除”。 磨料的循环使用：关注可溶性盐含量 钢板表面清洁后，灰尘等级评定，在有争议时，应用胶带法； 涂层破损：已达到钢基体表面的破损需要St3或Sa2.5级； 关于合拢后的表面处理，明确了：“对接缝”指“合拢焊缝” 关于合拢舱室破损率评估，明确了：直接采用ISO4628-3进行舱室破损评估。
压载舱破损率控制方案
压载舱破损率控制实施方案根据青岛武船《青岛武船“十二五”转模工作暨“外学日韩，内赶大船”对表实施方案及考核方案（修订）》要求，为了尽快完成公司转模工作，特制订压载舱破损率控制控制实施方案一.压载舱涂层破损在船舶建造过程中，因焊接、火工、机械碰撞等原因引起涂层损坏达到钢材的现象。
二.压载舱涂层破损的计算方法压载水舱涂层面积的破损率= 压载水舱涂层破损面积/ 压载水舱涂层总面积* 100%压载舱内的涂层破损分为：合拢对接缝涂层破损；除合拢对接缝涂层破损以外的涂层破损。
1）合拢对接缝涂层破损的面积范围在图1（阴影处）所示范围之内的不需估算。
Reserved Weld 预留焊缝 (≯500mm)2）除合拢对接缝涂层破损以外的涂层破损的检查与破损面积判定工作，由船厂、船东和涂料供应商三方协商。
三.压载舱涂层破损原因分析某船压载舱实际破损面积涂层损坏分类损坏面积占破损总面积的百分比1.精度控制8.25 10.5%2.大接头焊缝区超标区域10.22 13.1%3.改样和开刀13.96 17.9%4.火工矫正区域16.2 20.7%5.舾装件安装 3.6 4.6%6.机械性损伤25.8 33%7.单个超过25M2合计78.03 100%总面积：5202 M2 总损坏面积：78.03总损坏率： 1.5 %三.控制措施1、控制制作分段精度为减少因结构修割造成的涂层破坏，需通过现场监控和特殊工艺方案等措施，严格监控下料、拼板、部件组装、分段组装和焊接等工序，提高分段精度。
2、完整性控制分段完整性直接影响到合拢后的涂层损坏面积，因此加强了对舾装件、管系、附件安装完整性、正确性的控制。
同时，加强设计与技术管理，减少涂后舾装件安装引起的涂层破坏；制定各阶段标准状态表，以管理手段控制工序点。
确保分段的完整性，力争做到壳舾涂一体化3、进砂房前分段状态确认船体结构完整，焊接、火工矫正、焊缝清理、预密性工作全部结束，特别是分舱标记、水线水尺等标记全部按图装配并焊好，机电管系的预舾装工作全部完成等。
IMO规范中英文-关于特涂PSPC
IMO PERFORMANCE STANDARD FOR PROTECTIVE COATING FOR DEDICATED SEA WATER BALLAST TANKS IN ALL TYPES OF SHIPS AND DOUBLE-SIDE SKIN SPACES OF BULK CARRIERS (IMO PSPC)国际海洋组织（IMO）关于所有类型船舶专用海水压载舱和散货船双舷侧处所的保护涂层性能标准（PSPC）（以下简称《涂层性能标准》）IMO PSPC: SCOPE涂层性能标准：适用范围Dedicated sea water ballast tanks in all types of ships of not less than 500 gross tones 不小于500总吨的所有类型船舶专用海水压载舱Double-side skin spaces of bulk carriers of 150 meters in length and upwards 船长不小于150m的散货船双舷侧处所Unclear as to whether FPSOS fall within the standard (Lloyds Register view is probably not) 浮动生产、储油和卸油装置（FPSOS）是否符合标准还不太清楚（英国劳氏船级社认为可能尚不符合）Adoption for Military ships unlikely to be mandatory (USA Navies No, UK MOD Yes) 军用船舶不太可能强制实施该标准（美国海军部不同意，而英国国防部同意）Work on similar standards underway for:类似的标准同样适用于：-Void spaces空舱-Cargo tanks of crude oil and product carriers货船与油轮Targets “useful coating life” of 15 years (Meeting IACS criteria for “good condition):涂层目标使用寿命15年（涂层系统维持“良好”状态的持续时间符合国际船级社协会（IACS）Note: Percentages are of the area under consideration or of the “critical structural area”注意：请考虑面积的百分比率或特定结构面积的百分比率IMO PSPC: CURRENT STATUS涂层性能标准：当前状况Will be adopted at 82nd session of the Maritime Safety Committee (MSC 82) in December 2006 (It is almost certain that no further changes/modifications will be made prior to its introduction)2006年12月海事安全委员会（MSC）第82会议正式通过了《涂层性能标准》（几乎可以肯定的是在该标准出台之前是不会再有任何的变化与修改）Will appear in SOLAS under:《涂层性能标准》部分条款将会出现在《海上人命安全公约》（SOLAS）之中-Chapter II-1: construction –structure, sub diversion and stability, machinery and electrical installations第Ⅱ-Ⅰ章：构造——分舱与稳性、机电设备-Part A-1: structure of shipsA-1部分：船舶结构-Regulation 3-2: “corrosion prevention of dedicated sea water ballast tanks in all types of ships and double-side skin spaces of bulk carri ers”3-2条：所有类型船舶专用海水压载舱和散货船双舷侧处所的防腐蚀IMO PSPC: IMPLEMENTATION DATE涂层性能标准：实施时间New buildings for which building contract is placed on or after 1st July 2008 2008年7月1日及以后签订建造合同的In the absence of a contract the keels of which are laid or which are at a similar stage of construction on or after 1st January 2009无建造合同，则为2009年1月1日以后安放龙骨或处于类似建造阶段的The delivery of which is on or after 1st July 2010在2012年7月1日以后交船的船舶BUT:然而：The International Association of Classification Societies (IACS) have indicated their intention to adopt the standard under their common structural rules (CSR) in January ’07 (CSR only applies to oil tankers and bulk carriers)国际船级社协会（IACS）计划在2007年1月正式通过其《共同结构规范》（CSR），《共同结构规范》仅仅适用于油轮或散装货轮IMO PSPC: SPECIFICATION ISSUES涂层性能标准：规格说明Spec will be 320µ NDFT (nominal dry film thickness) applied in a minimum of 2 coats 名义总干膜厚度（NDFT）320um（至少两度）“90/10” rule will be applied90/10规则Maximum allowable film thickness according to paint manufacturers detailed specification 总干膜厚度最大值依据涂料生产商的详细规范2 stripe coats although the second may be omitted from welded seams only where it can beproven that the NDFT can be met in one焊缝上一度预涂之后，其总干膜厚度足够时，第二度预涂可以省掉Stripe coat must be applied by brush or roller. Roller to be used for scallops, rat holes etc only 必须使用刷子或滚筒进行预涂，滚筒只适用于扇形孔、鼠洞等地方IMO PSPC: SURFACE PREPARATION REQUIREMENTS涂层性能标准：表面处理要求Primary surface preparation (prior to shop primer application)初次表面处理（预涂底漆之前）-Sa2½Sa2.5级-30-75µ surface profile表面处理后的粗糙度均为30－75um-Residual salt levels ≤ 50 mg/m² sodium chloride (ISO 8502-9)水溶性盐含量(相当于氯化钠)≤50mg/m（ISO 8502-9）Steel work preparation to ISO 8501-3 grade P2钢结构处理到ISO 8501-3的P2级-Edges rounded to 2mm radius or subjected to 3 pass grinding边缘的处理要达到半径2mm的圆角或经过三次打磨Secondary surface preparation二次表面处理-Sa2½ on damaged shop primer and welds被破坏的车间底漆和焊缝处达到Sa2.5级-Sa2, removing at least 70% of intact shop primer where the latter has not passed a pre-qualification test如车间底漆未通过涂层合格证明预试验，完整底漆至少要去除70%，达到Sa2级Dust rating灰尘-ISO 8502-3 Density 1 for size class 3, 4 and 5 (0.5mm>)颗粒大小为“3”、“4”或“5”的灰尘分布量为1级，参考标准：ISO 8502-3 -Smaller sizes removed if visible without magnification on the surface to be coated 如不用放大镜，在待涂表面可见的更小颗粒的灰尘应去除Surface preparation after erection合拢后的表面处理-Butt welds St3 or better or Sa2½ where practicable对大接缝为St3，或更好，或可行时为Sa2.5-Small damages up to 2% of total area St3小面积破坏区域不大于总面积的2%时为St3-Contiguous damages over 25m², or over 2% of the total area of the tank, Sa2½ should be applied相邻接的破坏区域的总面积超过25 m2或超过舱室总面积2%, 应为Sa2.5 -Surface profile, residual salt levels and dust rating as at primary and secondary surface preparation stages一、二次表面处理阶段中的表面粗糙度、水溶性盐含量和灰尘IMO PSPC: TECHNICAL SERVICE REQUIREMENTS涂层性能标准：技术服务要求Inspections shall be carried out by “qualified coating inspectors certified to NACE level II, FROSIO level Red or equivalent as verified by the Administration or the recognized organization”涂层检验需由具有NACE II级涂层检验员资格, FROSIO III级检验员资格或主管机关承认的等效资格的涂层检验员检验IMO PSPC: INSPECTION REQUIREMENTS涂层性能标准：检验要求Primary surface preparation (prior to shop primer application)初次表面处理（预涂底漆之前）-Measure and record steel temp, RH, dew point prior to blasting and “at times of sudden cha nges in weather”在喷砂和“天气变化”之前，应测量钢板表面温度、相对湿度和露点，并记录-Check plate surface for soluble salt, oil, grease and other contaminants检查钢板表面，去除溶性盐、油、脂和其它污物-Monitor cleanliness清洁度监控Shop primer thickness车间底漆厚度-If shop primer is compatible with the main coating system, and certified as such, thickness and curing of the zinc silicate must be confirmed to conform with the specified values如果车间底漆与主涂层兼容并得到鉴定认可，那么其硅酸锌车间底漆可和其他的涂层组合使用Block Assembly分段组装-Visual inspection of steel surface treatment, including edge treatment after construction of the block and prior to commencement of secondary surface preparation分段建造完工之后、二次表面处理之前可对钢材表面处理结果进行检验，包括边角的处理-Ensure free from oil, grease or other visual contamination确保除掉油脂或其它可见污物-Visual inspection after blasting/grinding/cleaning喷砂、打磨、清洁之后的检验-Check residual salt levels in at least one location per block prior to application of the first coat of the system第一度油漆之前，每个分段至少检查一处的水溶盐含量-Monitor and record surface temp, RH, dew point during coating application and curing 在喷砂涂层涂装和固化阶段，应监控钢板表面温度、相对湿度和露点，并记录-Check DFT after each coat of paint检查每层涂层的干膜厚度Erection分段合拢-Similar procedure as in block assembly和分段组装的程序一样IMO PSPC: DRY FILM THICKNESS MEASUREMENTS 涂装性能标准：干膜厚度测量IMO PSPC: RESPONSIBILITIES涂装性能标准：责任Inspection of surface preparation and coating processes shall be agreed upon between the ship owner, the shipyard and the coating manufacturer and presented to the Administration or its recognized organization for review. Clear evidence of these inspections shall be reported and be included in the Coating Technical File.表面处理和涂装程序的检验需在船东、船厂和涂料生产商之间达成一致，并提交给主管机关复验。
IMO《船舶压载舱保护涂层性能标准》
IMO《船舶压载舱保护涂层性能标准》船体结构腐蚀，特别是海水压载舱的腐蚀是影响船舶结构安全的重要因素之一。
一些重大船舶事故，追其原因是由于压载舱严重的腐蚀导致结构强度大幅下降而造成的。
因此，这一问题一直受到IMO的关注。
2006年12月8日，IMO第82届海上安全委员会(MSC82)正式通过了《船舶专用海水压载舱和散货船双舷侧处保护涂层性能标准》(PSPC)，该标准将强制适用于2008年7月1日以后签订建造合同的所有500总吨以上新造船。
2006年12月13日， 国际船级社协会(IACS)第54次理事会会议决定，对在2006年12月8日之后签定合同的适用于共同规范(CSR)的船舶（船长90米及以上的散货船和150米及以上的油船）提前实施IMO的涂层性能标准，这意味着比IMO要求的强制实施日期提前了近19个月。
与目前船舶涂装所使用的标准和施工惯例比较，该标准在分段表面处理、结构表面缺陷处理、涂装前表面可溶性盐限制、灰尘等级、涂层厚度与控制、合拢后的表面处理、涂层检查人员的资质、涂层的合格预试验和验证、车间底漆要求和涂装技术文档（C T F）等十个关键方面的技术要求有明显提高。
因此，该标准的实施将对船舶建造的周期和成本产生重要影响。
一、IMO《涂层性能标准》草案简介1、首先应该注意的是该《 涂层性能标准》已经引入SOLAS公约第II-1/3-2条中，而成为国际公约框架内的强制性要求。
根据SOLAS公约的通过、接受和生效程序，引入《涂层性能标准》的SOLAS公约第II-1/3-2条修正案将于2008年7月1日正式生效。
由于IMO决定新的第II-1/3-2修正案将采用“签订建造合同日期”作为涂层标准的适用日期，故标准将强制适用于：1.2008年7月1日及以后签订建造合同的;或2.无建造合同，则为2009年1月1日以后安放龙骨或处于类似建造阶段;或3.在2012年7月1日以后交船的船舶。
另外，标准还覆盖了船体钢结构保护涂层的要求。
《船舶压载舱保护涂层性能标准》PSPC(PERFORMANCE STANDARD FOR PROTECTIVE COATINGS)
对 环 氧 类 涂 层 为 在 ９ ／０原 则 下 达 到 ＮＤＦ （ 义 总 干 膜 厚 度 ） ０１ Ｔ 名
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船舶标准化工程师
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PSPC压载舱涂层保护标准
PSPC压载舱涂层保护标准压载舱涂层保护标准（PSPC）PSPC的英文全称是performance standard of protective coatings2006年12月8日，国际海事组织正式通过《所有类型船舶专用海水压载舱和散货船双舷侧处所保护涂层性能标准（PSPC）》，标准的出台无疑一石激起千层浪，有媒体这样描述“现在，一场真正的危机正在降临。
尤其对大量中小船厂来说，将不啻是一次生死大考”。
“面对压载舱涂层保护新标准，谁能最快适应，谁将占得先机。
中国造船界如果决策不力，动作迟缓，有可能再次拉大与世界造船强国的差距。
”这是媒体及有关造船专家的呼声！一、标准适用范围和时间该标准将强制适用于不小于500总吨的所有国际航行船舶上布置的专用海水压载舱和150米及以上的散货船的双舷侧处。
具体实施时间要求为：对在2006年12月8日之后签订合同的船长90米以上的散货船和150米以上的油船提前实施该标准。
强制适用于2008年7月1日以后签定建造合同的所有国际航行船舶；或无建造合同，在2009年1月1日或以后安放龙骨或处于类似建造阶段的船舶；或于2012年7月1日或以后交船的船舶。
二、标准的技术要求1、涂层应具有15年的使用寿命（4.1涂层性能标准）。
2、“大合拢接头焊缝和涂层损坏总面积小于2%时可以采用人工打磨的方式处理，超过2%则必须采用真空喷砂处理（4.4涂层基本要求）”。
3、“水溶性盐限制要求含量控制在≤50 mg/m2 NaCI（4.4涂层基本要求）”。
4、颗粒大小为“3”、“4” or “5”的灰尘分布量为1级（4.4涂层基本要求）。
5、粗糙度要求:全面或局部喷射处理，Sa 2 ?级，粗糙度介于30-75 mm。
在下列情况下不应进行喷砂：1相对湿度超过85%；或2钢板的表面温度高于露点温度少于3°C。
在表面处理结束时，在进行底漆涂装前，应依据涂料商的建议检查钢板表面的清洁度和粗糙度。
船舶与海上技术 保护涂层和检查方法 第5部分：涂层破损的评估方法-最新国标
船舶与海上技术保护涂层和检查方法第5部分：涂层破损的评估方法1 范围本文件规定了船舶压载舱涂层破损的术语和定义、检查方法及涂层破损区域面积的评估与计算方法等。
本文件适用于满足IMO/MSC.215(82)等要求的船舶专用海水压载舱和散货船双舷侧处所涂装时涂层的破损面积评估与计算。
其它船舶舱室涂装时涂层的破损面积评估与计算亦可参照执行。
2 规范性引用文件下列文件中的条款通过本文件的引用而成为本文件的条款。
凡是注日期的引用文件，其随后所有的修改单（不包括勘误的内容）或修订版均不适用于本文件，然而，鼓励根据本文件达成协议的各方研究是否可使用这些文件的最新版本。
凡是不注日期的引用文件，其最新版本适用于本文件。
IEC和ISO各成员国均保存有现行有效的国际标准登记册。
GB/T 34430.1－2017 船舶与海上技术保护涂层和检查方法第1部分：专用海水压载舱（ISO 16145-1:2012，IDT）IACS UI SC223 MSC.215（82）决议通过的SOLAS公约第II-1/3-2条中《所有类型船舶专用海水压载舱和散货船双舷侧处所保护涂层性能标准（PSPC）》的应用[For Application of SOLAS Regulation II-1/3-2 Performance Standard for Protective Coatings (PSPC) for Dedicated Seawater Ballast Tanks in All Types of Ships and Double-side Skin Spaces of Bulk Carriers, adopted by Resolution MSC.215(82)]IMO/MSC.215(82) 所有类型船舶专用海水压载舱和散货船双舷侧处所保护涂层性能标准（Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers）IMO/MSC.288(87) 原油船货油舱保护涂层性能标准（Performance standard for protective coatings for cargo oil tanks of crude oil tankers）3 术语和定义下列术语和定义适用于本文件。
压载舱涂层标准(PSPC)简介
压载舱保护涂层性能标准和实施指南 压载舱保护涂层性能标准和实施指南
• 涂层检查项目（钢材预处理） 涂层检查项目（钢材预处理）
–在喷砂开始前和天气发生突变时，应测量钢板表面 在喷砂开始前和天气发生突变时， 在喷砂开始前和天气发生突变时 温度、相对湿度和露点，并记录。 温度、相对湿度和露点，并记录。 –应测量钢板表面的可溶性盐分并检查油、油脂和其 应测量钢板表面的可溶性盐分并检查油、 应测量钢板表面的可溶性盐分并检查油 他污染物。 他污染物。 –车间底漆涂装过程中应监控钢板表面的清洁度。应 车间底漆涂装过程中应监控钢板表面的清洁度。 车间底漆涂装过程中应监控钢板表面的清洁度 确认车间底漆的材料满足表1 2.3的要求 的要求。 确认车间底漆的材料满足表1中2.3的要求。 –如证明硅酸锌车间底漆与主涂层体系相兼容，则应 如证明硅酸锌车间底漆与主涂层体系相兼容， 如证明硅酸锌车间底漆与主涂层体系相兼容 确认车间底漆厚度和固化情况与规定值一致。 确认车间底漆厚度和固化情况与规定值一致。 –如果工艺稳定，部分项目可以每月测量一次 如果工艺稳定， 如果工艺稳定
压载舱保护涂层性能标准和实施指南 压载舱保护涂层性能标准和实施指南
2.2 涂层系统的设计： 涂层系统的设计：
如果涂层有辅助的阴极保护， 如果涂层有辅助的阴极保护，涂层应与辅助阴极保护 系统相兼容。 系统相兼容。 在阳光曝晒甲板下面或在加热舱室周围的舱壁上应用 的涂料应具有耐反复加热和／或冷却而不变脆的性能。 的涂料应具有耐反复加热和／或冷却而不变脆的性能。 最小干膜厚度规定为环氧类涂层NDFT 320µ 最小干膜厚度规定为环氧类涂层NDFT 320µm，采用 90/10原则 既所有测量点的90% 原则， 90%测量结果应大于或等 90/10原则，既所有测量点的90%测量结果应大于或等 NDFT，余下10%测量结果均应不小于0.9 NDFT。 10%测量结果均应不小于0.9× 于NDFT，余下10%测量结果均应不小于0.9×NDFT。
船舶损坏检验常用英语
船舶损坏检验常用英语参考资料损坏检验中的一些常用英语THE WORDS & SENTENCESUSED INFOUND & RECOMMENDATION (SUPPLEMENT)Ⅰ. FOUNDFOUND后面一般接动词过去分词，也可以接形容词或名词。
found aged 发现老化a little bit inclined 有些倾斜abnormal 不正常bent 弯曲burnt 烧坏beyond repair 已无法修理black out (n.) (灯光)熄灭blocked 堵塞broden 破裂breakdown (n.) (主机)停车carbonized 炭化coked 结焦charred 结炭chapped 裂开choked 堵塞clogged (常指管子的堵塞)堵塞collapsed 塌陷corroded 腐蚀cracked 裂开damaged 损坏deformed 变形destroyed 毁坏dirty 肮脏dented 凹陷dropped 脱落excessive wear 过度磨损earthen 接地fallen out 脱落fractured 破裂frosted 结霜grooved 划成沟greasy 油污hardened 硬化inclined 倾斜inaccurate 不准ineffective 失效jammed 卡住knocking 敲击leaky, leaking 泄露loose 松,不紧melted 熔化misaligned 不对中misfire 点不着火noisy 噪声overheated 过热out of function 失去作用out of order 不正常out of operation 动作不灵oval 呈椭圆形pit 麻点ridged 凸起scored 划伤seized 咬住scuffed 拉痕squeezed 挤压short circuited 短路scaled 积垢sticking 咬住surging (增压器)喘振twisted 扭曲vibration 震动worn磨损wiped 磨掉Ⅱ. RECOMMENDED表达方式:To be + (修理动作的动词过去分词)To be assembled 组装disassembled 拆卸closed, sealed 盖合,封闭connected 连接covered 盖上dismounted 拆开disengaged (见engaged) 脱开disconnected 拆开drawn out 拉出engaged (齿轮等)啮合fixed 固定installed 安装lifted out 提出T o be loosened, untightened 松开opened up 打开pulled out 拉出packed 组合,集合removed 移开replaced 更换returned, sent, transported 送回rolled out, turned out 转出shifted 移动take 取,拿tightened 上紧unbolted, unscrewed 卸螺栓、螺丝withdrawn 退出、抽出(尾轴) 清洁 (cleaning) 动作To be blown 吹清cleaned 清洁chemically cleaned 化学清洗coated, painted 涂,包,覆盖drained 把(沉淀物)放掉filled 充注flushed 冲洗repainted 重新上涂料washed 洗检测 (checking, measuring) 动作To be adjusted 校正Aligned 对中,找平Checked 检查,校对detected for (leakage) 查(漏) examined 仔细检查inspected 检查measured 测量To be overhauled 大检修rectified 校正regulated 调整reset 重新设定修理 (Repairing) 动作To be cropped 切割、剪切dipped, immersed 浸,泡dried, baked 烘,烤drilled 钻孔euipped 装备filed 锉finished 表面光洁fitted 装设forged 锻造ground 研磨lathed 车床加工machined (用机床)加工To be made 制造metalled 敷上金属moulded 模制patched 复补planed 刨平polished 磨光,擦光remetalled 重新敷上金属remedied 修补renewed 换新rewound 重新绕scraped 括slotted 开槽soldered 焊tapped 攻螺纹tapered 使成圆锥tempered 回火,软火welded 焊接THE DESCRIPTION OF DAMAGEI. General descriptions1. To be in good condition 情况良好2. To be in fair condition 情况尚可3. To be in poor condition 情况欠佳4. To be in bad condition 情况不良5. To be in neglected condition 缺乏保养6. To be not properly serviced 未经正常保养7. To be not properly cleaned 未经正常清洁8. To be not properly protected 未经正常保护9. To be not properly insulated 未经正常隔热(或绝缘)10. To be not properly adjusted 未经正常校正11. To be defective 有缺陷的12. To be damaged 损坏13. To be damaged beyond repair 损坏后无法修理免于修理14. To be free of repairTo be exempted from repair15. To be faired (in failure) 失效无效16. To be without effectTo be in vainTo be proved no avail17. To be out of order (in trouble) 故障18. To be out of action 停止工作(不是指故障)19. To be in disorder 零乱不能工作20. To be inoperativeTo be unworkable21. In case of out of operation 在不工作情况下22. To be out of function 不能工作，失去作用23. To be unserviceable (useless) 不能使用(指必须换新)24. To be failed to start (could not be started) 不能启动25. To be fitted incorrectly 按装不正确(指小型的设备)26. To be installed incorrectly 按装不正确(指大型的设备) 积聚危险可燃气体27. To be accumulated of dangerousinflammable vapors(损坏)状况是长期存在的28. It was obvious that this state had existed of aconsiderable time29. To be under full loading condition 在满载情况下30. To be under light loading condition 在轻载情况下在减载情况下(减载15％) 31. To be under partial loading condition (Notmore than 85% of full load)32. To be in non-homogeneous condition 在不均匀装载情况下II. Deficiencies未装1. To be not fittedTo be not provided2. To be not available 未备有3. To be missing 遗失4. To be incomplete 不齐全5. To be deficient 不足，缺少6. To be insufficient 不足7. To be neglected 遗漏8. To be omitted 遗漏，省去9. To be removed 称开，拆走10. To be washed overboard 冲走11. To be dropped 跌落12. To be fitted with wrong ...... 错用(尺寸，材料，仪器)III. Tightness, Stains & Loss, etc.1. Leaking 漏2. Infiltrating (seeping) 渗漏3. Weeping 泪滴4. Sweating 汗滴5. Not watertight 不水密6. Loss of watertightness 失去水密性7. Loss of airtightness 失去气密性8. Loss of oiltightness 失去油密性9. Escaping of cool 逃冷10. Loss of lub. oil pressure 滑油压力降低11. Loss of water pressure 水压力降低12. Oil polluted 油污13. Oil soaked 油浸14. Water soaked 水浸15. Water stained 水渍16. Oil stained 油渍17. Rust in patches 锈斑18. Verdigris in patches 钢绿斑19. Water marks 水渍IV. Dent, crack, score, break, etc.1. To be scuffed 拉毛(活塞裙部,仅从反光上可观察到)2. To be chafed 擦痕3. To be scored 拉痕(较chafe深)4. To be scratched 抓痕(硬拉过的痕)5. To be scraped 刮痕(长期运行刮的痕)6. To be seized and scuffed 咬毛(偏心轮)7. To be grooved 槽痕（比pitting深）8. To be scared 结疤Old scar 老疤Fresh scar 新疤9. To be scaled 结垢10. To be ridged 起线，台肩（凸起雷治痕）11. To be cracked 裂缝Hair crack 发裂Surface crack 表面裂缝Through crack 穿透裂缝Non-through crack 未穿透裂缝向上放射的裂缝Oblique crack radiated above thehorizontal12. To be slitted 长裂13. To be rumped 摺痕14. To be notched 缺口15. To be chapped 龟裂16. To be fractured 折裂17. To be broken 破裂、破碎To be broken off 破掉（破裂后跌落）18. To be holed 洞穿19. To be holed & flooded 洞穿浸水20. To be opened 开口21. To be bent 弯曲22. To be canted 倾斜23. To be buckled 皱折(指隔堵)To be buckled between frames 瘦马型弯曲24. To be warped 翔起25. To be indented (dented) 凹陷(指船壳板在两肋位间的凹陷)26. To be set in 凹陷(指船壳板较大面积的凹陷)27. To be waved 波曲(船底受波浪或装载引起)28. To be curled 卷曲(指绳索)29. To be bulged 凸出，鼓起30. To be collapsed 倾陷，倾倒31. To be ruptured 毁损32. To be torn off 撕破33. Wear & tear 自然耗损34. To be pierced 刺破35. To be peeled 剥落(指油漆)To be blistered 起泡(指油漆)To be porous 多孔(指油漆)36. To be burst 爆破(指高压管路)37. To be blown off 吹脱38. To be distorted 扭曲、歪扭39. To be smashed 击碎40. To be laminated 分层41. Engine break-down 因故障机器突然停车42. Latent defect 潜在缺陷43. To be punctured 电击穿V. Corrosion, seizing, choking, etc.1. To be corroded 腐蚀2. To be wasted 耗蚀3. To be deteriorated 蚀薄4. To be thinned 变薄5. To be pitted 麻点6. To be eroded 侵蚀7. To be rusted 生锈8. To be rotted 腐烂(指木,橡皮)9. To be decayed 腐烂(指电缆等)10. To be perished 腐烂(指橡胶,电缆等)11. To be aged 老化12. To be seized 咬住To be seized by rust 锈死13. To be stuck 咬住(粘)14. To be rust-jammed 锈轧15. To be fouled 缠绕(无规则的卷)To be winded 缠绕(有规则的卷)16. To be clogged 堵塞(指管子)17. To be blocked 阻塞18. To be gagged 闭塞(指阀)19. To be blanked 封没20. To be plugged 闷塞21. To be choked 卡住、阻塞VI. Wear, loose, clearance, etc.1. To be detached 脱开，分开2. To be loosened 松动3. To be slacked 疏松4. To be worn 磨损To be worn out evenly 均匀磨损To be worn out unevenly 不均匀磨损To be worn on one side 单边磨损To be worn out symmetrically 对称磨损5. To be sprung 扭歪(铆钉)6. Clearance to be exceeded 间隙过大Backlash to be exceeded 齿隙过大Vibration to be exceeded 振动过大Noise level to be exceeded 噪音过大7. To loose engagement 啮合太松8. To loose connection 接头松动9. Tooth: 齿To be worn out 齿磨损To be chopped off 齿崩缺To be fractured 齿折断10. Knocking: 敲击Knocking cylinder 敲缸Knocking valve gear 伐件敲击Knocking bearing 轴承敲击11. Bearing metal : 轴承合金To be detached 轴承脱壳To be cracked 轴承开裂To be wiped轴承铺铅To be melted 轴承熔化12. To be out of roundness 失圆13. To be out of alignment 中心线不直14. To be off centering 偏心15. To be deflected 偏钭16. To be twisted 扭曲、扭转VII. Burning, heating, etc.1. Sparking 火花2. Arcking(arcing) 电弧3. Commutator: 整流器To be scored 拉痕To be burnt' 烧坏To be worn 磨耗To be uneven 不平To be sparked 火花To be blackened 发黑To be roughed 粗糙4. To be scorched 烤焦5. To be charred 结炭6. To be overheated 过热7. To be broken down 击穿8. To be short-circuited 短路9. Setting incorrect 整定值不正确10. Tripping incorrect 脱扣不正常11. Brush set incorreectly 炭刷安装不正确11. Battery : 电池To be completely discharged 完全放光(电)To be undercharged 未充满To be overcharged 充电过量THE USE OF VERBSINRECOMMENDATIONS & REQUIREMENTSI. Remove, crop, etc.1. To be removed 拆下2. To be removed & replaced 拆装3. To be removed, faired & replaced 拆装拷平4. To be cropped & renewed 割换(管子,板,栏杆)5. To be partly renewed 部份换新6. To be partly cropped & renewed 部份割换7. To be cut off 割除8. To be faired 拷平9. To be heated & faired in place 就地红火校正10. To be straightened 拷直，校直11. To be dismantled 拆卸(某一部件)12. To be disassembled拆散(解体)13. To be withdrawn 取下、抽出（尾轴）14. To be stripped 拆除(某一部件)15. To be unshipped 拆下16. To be disconnected 断开(线,管接头)17. To be lifted 抬升,举起18. To be jacked 顶起,(用千斤顶顶起)19. To be replaced by (with) 换用20. To be patched 复补II. Fit, scrape, grind, etc.1. To be fitted & scraped 拂刮2. To be fitted & ground 拂磨3. To be scraped & ground 刮磨4. To be made to fit 拂合(装配好)5. To be filed 锉平6. To be gouged 铲平(裂缝)7. To be chipped铲平8. To be run to fit 啮合(运动磨合)9. To be ground round 磨圆10. To be ground smooth 磨光11. To be bored round 镗圆12. To be planed smooth 刨光13. To be polished 抛光14. To be machined 光车15. To be skimmed 光一刀(表面)16. To be finished machined 精加工17. To be rough machined 粗加工III. Re-metal, adjust, check, etc.1. To be remetalled 重浇白合金2. To be re-babbitted 重浇白合金(专指巴氏合金)3. To be pulled out 拉出4. To be drawn out 抽出5. To be taken off 取出6. To be set 调整7. To be adjusted 校正，调整To be adjusted of alignment 校正中心线To be adjusted true 校正中心线To be adjusted for clearance 校正间隙To be adjusted for centering 校中To be adjusted for deflection 调整甩档8. To be checked 检查To be checked for roundness 检查圆度To be checked for insulation resistance 检查绝缘电阻To be checked for alignment 检查中心线To be checked for clearance 检查间隙9. To be desiccated 除垢10. To be wire-scrubbed 用钢丝刷(除锈)11. To be chipped & scraped 拷铲(油漆12. To be logged (hourly) 记录（小时）IV. Weld rived, wind, etc.1. To be repaired by welding 电焊修理2. To be repaired by metalock 波浪键修理3. To be welded 焊补,焊接4. To be gas welded 气焊5. To be flaming welded 火焊6. To be plug welded 塞焊7. To be butt welded 对接焊8. To be lap welded 搭接焊9. To be fillet welded 填角焊10. To be tack welded 定位焊11. To be spot welded 点焊12. To be built by welds 堆焊13. To be welded on 焊上14. To be chiselled out & rewelded 铲去重焊15. To be bevelled 坡口16. To be gouged out 坡槽17. To be riveted 铆接18. To be rewound 重绕19. To be re-varnished 重浸绝缘漆20. To be brazed 铜焊V. Heating1. To be heated 红火，加热2. To be preheated 预热3. To be heat-treated 热处理4. To be annealed 退火5. To be normalised 正火6. To be tempered 回火7. To be quenched 淬火8. To be surface hardened 表面淬硬THE USE OF VERBS IN TESTS1. To be hydraulically tested 液压试验(对管子部分的水压试验)2. To be tested by water head 压头试验3 To be tested by water pressure 水压试验(对舱室及机械部分)4. To be tested by air pressure 气压试验5. To be tested for tightness 密性试验6. To be tested for leakage 试漏7. To be hose tested 冲水试验8. To be flood tested 灌水试验9. To be tested by soapy water 肥皂水试验10. To be kerosene tested 煤油试验11. To be tested for penetration 渗透试验超声波试验12. To be subjected to ultrasonicdetectionX光照相13. To be subjected to radiographicexamination磁粉探伤14. To be subjected to magnetic powderdetection金相组织检查15. To be subjected to metallographic structure examination测爆16. To be subjected to inflammable gas detection17. To be high voltage tested 高压试验(电)18. To be break-load tested 破断试验19. To be proof-load tested 负荷试验20. To be static-load tested 静负荷试验21. To be load-transferring tested 转移负荷试验22. To be dynamic-load tested 动负荷试验23. To be full working load tested 全工作负荷试验24. To be blue oil tested 试兰油(轴瓦,平面)25. To be drill tested 钻孔试验26. To be subjected to cooling down test 打冷试验27. To be subjected to refrigeration test制冷试验吹通试验28. To be subjected to blowing through test29. To be subjected to dock trial 码头试验30. To be subjected to sea trial 航行试验31. To be subjected to mooring trial 系泊试验32. To be drop tested (percussive tested) 投落试验敲击试验33. To be hammer tested (acoustic tested)34. To be impact tested 冲击试验35. To be bend tested 弯曲试验36. To be cold bend tested冷弯试验37. To be strain-aging tested 形变时效试验38. To be tensile tested 拉伸试验39. To be hardness tested 硬度试验40. To be flattening tested 打平试验41. To be expand tested 扩口试验42. To be dump tested 墩粗试验43. To be sulphur print tested 硫印试验44. To be subjected to chemical analysis 化学分析45. To be subjected to mechanical test 机械性能试验46. Elongation 伸长率47. Yield point 屈服点48. Reduction of cross-sectional area 断面收缩率。
货舱侧壁板损伤标准
货舱侧壁板损伤标准英文回答：Cargo hold sidewall panel damage standards vary depending on the specific aircraft and airline regulations. However, there are some common criteria that are generally used to assess the severity of damage.Firstly, any visible cracks or punctures in the sidewall panel are considered unacceptable and require immediate repair or replacement. These can compromise the structural integrity of the cargo hold and pose a safety risk.Secondly, dents or deformations on the sidewall panel are assessed based on their size and depth. Small dentsthat do not affect the panel's integrity may be acceptable, but larger or deeper dents may require repair or replacement.Furthermore, any signs of corrosion on the sidewall panel are deemed unacceptable. Corrosion can weaken the panel and make it more susceptible to failure, so it is important to address any signs of corrosion promptly.In addition to these visual inspections, non-destructive testing methods such as ultrasonic testing or eddy current testing may be used to detect hidden damage or defects in the sidewall panel. These methods can provide more detailed information about the extent of the damageand help determine the appropriate course of action.It is worth noting that the specific standards and criteria for sidewall panel damage may vary betweendifferent aircraft manufacturers, airlines, and regulatory authorities. Therefore, it is essential for maintenance personnel to be familiar with the applicable guidelines and regulations for their specific aircraft.中文回答：货舱侧壁板损伤标准因具体飞机和航空公司的规定而异。
破损评估标准
船舶压载舱涂层破损面积的评估与计算方法
1 范围
本标准规定了船舶压载舱涂层破损的分类、定义及相关涂层破损区域面积的评估与计 算方法等。
表 2 2 级涂层破损面积计算统计表
工程编号
压载舱编号
压载舱总面积
序
6
位置
面积
序号
7
8
9
10
11
12
位置
面积
序号
13
14
15
16
17
18
位置
面积
破损总面积
整舱 2 级破损计算值（%）=破损总面积÷压载舱总面积×100%
涂层破损总面积百分比=1 级涂层破损面积百分比+2 级涂层破损面积百分比
3
b
5.4 涂层破损面积的统计
5.4.1 1 级涂层破损面积的统计按表 1 规定。
表 1 1 级涂层破损面积百分比估算统计表
工程编号
压载舱编号
位置
1 级破损估算值 （%）
整舱 1 级破损估算值 （%）（算术平均值）
注：每一处评估区域面积近似相等。
5.4.2 2 级涂层破损面积的统计按表 2 规定。
1
接缝(预留焊缝一般单边不超过 300mm)涉及区域为两侧一般各不大于 100mm。合拢对接 缝涂层破损示意图见图 1 阴影处所示。
100mm
100mm 预留焊缝
200mm
300mm 200mm
合拢对接缝
图1 合拢对接缝涂层破损示意图
船舶英语外文翻译--船舶危险状态下的纵向强度计算
外文翻译Longitudinal strength of ships with accidentaldamagesGe Wang*, Yongjun Chen, Hanqing Zhang, Hua PengThis paper presents an investigation of the longitudinal strength of ships with damages due to grounding or collision accidents. Analytical equations are derived for the residual hull girder strength and verified with direct calculations of sample commercial ships for a broad spectrum of accidents. Hull girder ultimate strengths of these sample vessels under sagging and hogging conditions are also calculated, based on which correlation equations are proposed. To evaluate a grounded ship, using the section modulus to the deck would be optimistic, while using the section modulus to the bottom would be conservative. On the contrary, to evaluate a collided ship, using the section modulus to the deck would be conservative, while using the section modulus to the bottom would be optimistic. The derived analytical formulae are then applied to a fleet of 67 commercial ships, including 21 double hull tankers, 18 bulk carriers, 22 single hull tankers and six container carriers. The mean values, standard deviations and coefficients of variation for the coefficients in these new analytical formulae are obtained. The ship length exhibits little influence on these coefficients because they are close to the mean values although ship length spans from 150 to 400 m. The ship type shows some influence on the residual strength. Uniform equations are proposed for commercial ships which do not depend on a ship’s principal dim ensions. These formulae provide very handy tools for predicting the residual strength in seconds, without performing step-by-step detailed calculations, an obvious advantage in cases of emergency or salvage operation. r 2002 Elsevier Science Ltd. All rights reserved.Keywords: Residual strength; Hull girder ultimate strength; Section modulus; Damage; Collision;Grounding1. IntroductionTraditionally, ships have been designed to resist all loads expected to arise in their seagoing environment. The objecti ve in structural design has been to maintain a ship’s structural integrity for normal operating conditions. A combination of the most severe loads is usually selected as the nominal design load.Protection of a ship and the cargo it carries from damages incurred by accidents, though an essential issue in the design of watercraft, has been focused on subdividing a ship into compartments. National and international standards (Load Line,MARPOL, SOLAS, Classification Societies’ Rules) have established requi rements or watertight bulkheads and subdivision. Structural strength in collision, grounding or internal accidents (such as an explosion) has attracted very little attention.Public sensation increases each time there is a major loss of ships, cargo and life atsea, or when there is oil pollution from damaged ships. This motivates the development of design procedures and related analysis methods for accidental loads, in particular, the loads due to ship collision or grounding accidents.A ship may collapse after an accident because of inadequate longitudinal strength.However, the consequences of an accident on a ship’s strength are seldom investigated.Although there are some papers published on the residual strength of damaged ship hulls [1,2], this field still remains unexplored.This paper reports on an investigation of the longitudinal strength of damaged ship hulls for a broad spectrum of collision and grounding accidents. Both the hull girder section modulus and hull girder ultimate strength are calculated. We aim to obtain simple relations to assess residual hull girder strength, which may be used ashandy and reliable tools to help make timely decisions in the event of an emergency.Theoretical analyses are presented and analytical formulae are derived. Typical designs of 67 commercial ships, including 21 double hull tankers, 18 bulk carriers, 22 single hull tankers and six container carriers, which have lost portions of bottom shell plating and side shell plating, are analyzed to obtain such simple equations for predicting residual strength of damaged ships.2. Assumptions and analytical methods2.1. Section modulus of hull girdersIt has been a proven practice to use simple beam theory to analyze the global bending of hull girders. Many experiments have confirmed that the bending behavior of ships agrees quite well with the beam theory.The hull girder section modulus indicates the bending strength of the primary hull structures. The calculation of a midship section modulus is a very important step in basic ship design. Structural members that are continuous in the longitudinal direction are included in the calculation of the section modulus. Only members that are effective in both tension and compression are assumed to act as part of the hull girder. The section modulus to the deck or to the bottom is obtained by dividing the moment of inertia by the distance from the neutral axis to the molded deck line at the side or to the base line, respectively.2.2. Ultimate strength of hull girderThe hull girder section modulus is an indicator of initial buckling or initial yielding, which is usually not the state at which the ship achieves its ‘‘true’’ maximum bending capacity. Plates and longitudinals may experience elastic buckling, plastic buckling, post buckling, yielding, and/or fracture in the process of approaching hull girder ultimate strength.The so-called ultimate strength of hull girder corresponds to the maximum bending capacity beyond which the ship will break its back due to extensive yielding and buckling.The continuous improvement of knowledge regarding the behavior of hull girders and structural members has led to the development of various methods.ISSC 2000 Special Task Committee VI.2 [4] reviews the state-of-the-art technology for predicting hull girder ultimate strength. The committee conducted extensive benchmark calculations and assessed the uncertainties involved in these approaches.Among all groups of approaches (closed-form formulae, simplified analytical methods and nonlinear FEM simulations), the simplified analytical methods are favored by most analysts. These approaches save modeling time; they generally account for fabrication imperfections and provide reliable results. Extensive related studies have placed simplified methods as the first choice when one tries to calculate ultimate hull girder strength. A program of this kind, ALPS/ISUM[3], is used in this investigation.2.3. Extent of damages2.3. Extent of damagesEvery accident is different. The resulting damage also varies. Accidents require many parameters to describe the damage a ship sustains after an accident. A comprehensive description can easily fill a couple of pages or more, even though not all of the data is necessary for calculating hull girder strength. For simplicity, this paper uses definitions that are convenient for calculation but retain the main characteristics of accidental damages.For a grounding, it is assumed that the bottom shell and the attached bottom longitudinals are lost. No girders are assumed to be damaged after a grounding. This study investigates a broader range of bottom loss, up to 80% of ship breadth, to simulate minor to severe grounding damages.For a collision, it is assumed that the side shell and the attached longitudinals are lost. The damage starts from the deck at the side and extends downward. The deck stringer plate and longitudinal bulkhead that attach to the damaged side are assumed to be intact after an accident. A broad range of side shell loss, ranging from 5% to about 40% of ship depth, is considered.The assumptions mentioned above help to simplify the definition of damages. Only one parameter is used to describe the damage. Introduction of additional parameters is avoided. The focus is on shell plating, the first barrier from water flooding. Structures attached to the damaged shell are not considered with the assumption that they may be approximated by ‘‘smearing’’ as equivalent thickness of shell.There exist other assumptions with regard to damage extents. In the ABS Guide for assessing hull-girder residual strength [5], a grounding damage includes bottom girders attached to the damaged bottom shell to a certain depth; collision damage includes deck stringer plate and slope bulkhead plating attached to the damaged side shell plating for a specified extent. Paik et al. [1] defined collision and grounding damages according to this ABS Guide. For sensitivity studies, they analyzed 0.8 to 1.2 times the specified damage extents described in the ABS Guide. Wang et al. [2] analyzed a broad range of bottom damage, spanning from minor to substantial damage. Wang et al. also investigated cases where there is damage in bottom girders in additional to damage to the bottom shell.2.4. Presentation of resultsTwo means are used to indicate the longitudinal bending strength of a ship hull: hull girder section modulus and ultimate hull girder strength. Section modulii to thedeck and bottom, and ultimate bending strengths of hull girder under sagging and hogging are calculated and presented in dimensionless format; all are compared with their values at intact condition.Bottom damage is expressed as a percentage of the ship’s breadth. Side damage extent is expressed as a percentage of the ship’s depth.The investigation is focused on midship sections of typical commercial ships. Sections beyond midship are not analyzed in this paper but the same analysis may be performed on those sections readily.3. Simple equations for the residual section modulusFig. 1 is a sketch of a transverse section, which characterizes the geometry of a ship and ignores many details. This transverse section may be a double hull tanker, a bulk carrier, a container carrier, a single hull tanker or any other type of ship. The shaded area is the assumed damage caused by either collision or grounding accident.For an intact hull, the cross-sectional area, height of neutral axis above the base line, distance of the deck at the side to the neutral axis, moment of inertia and section modulus are A; z0; z1; I and eSMT0; respectively. The section modulii to the deck and the bottom, eSMdkT0 andeSMbtmT0; have been used by the industry to indicate the hull girder strength.ΔA is the cross-sectional area of the lost structure. Its center is c from the neutral axis of the intact hull. The c is positive when the center of the damaged area ΔA isabove the neutral axis. The shift of neutral axis Δz0 isWhereThe neutral axis moves away from the lost area. The moment of inertia of thedamaged hull becomesSubstituting Eq. (1) into Eq. (2) givesThe section modulus to a location of distance z from the neutral axis when z is abovethe neutral axis becomesSubstituting Eq. (1) into Eq. (3) and replacing eSMT0 with I=z into the aboveequation givesAn expansion of this equation by neglecting higher order terms of r gives theexpression for dimensionless section modulus for z above the neutral axisThrough a similar process, the following equation is derived for z below the neutralaxis:Eqs. (1)–(8) are applicable to general cases where there is an area loss in a transverse section.中文翻译:船舶危险状态下的纵向强度计算---Ge Wang*, Yongjun Chen, Hanqing Zhang, Hua Peng摘要此文将提到关于船舶在搁浅和碰撞两种危险状况下的调查报告。
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修改单（不包含勘误的内容）或修订版均不适用于本标准，然而，鼓励根据本标准达成协议的各方研究 是否可使用这些文件的最新版本。凡是不注日期的引用文件，其最新版本适用于本标准。
4.5 除 4.2 规定的合拢接缝涂层破损以外的涂层破损面积的确定，一般通过参照图片来估算其百分比。 附录 A 给出了涂层破损面积在 0.05％～2％之间的 4 张参照图片，这些图片是按 ISO 4628-3:2003 规定 的图片确定的。
Assessment and calculation of defective areas of coating for ballast tanks of ships, excluding butts coating damages, shall be carried out refering to illustrations. Annex A shows 4 illustrations showing percentage of coating damages between 0.05％ and 2％ according to ISO 4628-3:2003.
The following referenced documents are indispensable for the application of these documents. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.
with the difference of damaged method:
A) Butts coating damages
B) Non-butts coating damages 4.2 合拢接缝涂层破损的面积在图 1（阴影处）所示范围之内的不需估算，由图示直接给出。
The figure of butts coating damages sees the shadow of figure 1. The butts coating damages needn’t to be
船舶压载舱涂层破损面积的评估与计算方法
Assessment and calculating method for damaged coatings area for marine ballast tanks
1 范围 Scope 本标准规定了船舶压载舱涂层破损的术语和定义、检查方法及涂层破损区域面积的评估与计算方法
calculated.
Reserved Weld 预留焊缝
单位为毫米
100
200 Butt(or seam) 合拢对接缝
100
200 200
200
Temporary Fitting 临时装配码
图1 合拢接缝涂层破损的面积范围示意图 Figure 1 Figure of butts coating damages
The phenomenon of coating damages goes to the steel which is caused by weld, fire, machinery crash and so on. 3.2
合拢接缝 butt （erection joint） 分段间的对接缝和角接缝。
3
4.3 通常在分段阶段，由于未进行水密性试验，水密舱壁液舱边界的角接焊缝（简称水密焊缝）不涂 覆涂层，在这种情况下，水密焊缝应视为合龙接缝，其表面处理方式同 4.2 规定的合拢接缝涂层破损处 理一致。
In general, there are no coat applied fillet weld (Abbr. Tightness weld) due to tightness tesing not be done at block stage. In this situation, the tightness weld shall be categorized as erection joint(“butt”). And the surface preparation grades is same as butt coating damage of 4.2. 4.4 除 4.2 规定的合拢接缝涂层破损以外的涂层破损的检查与破损面积的判定工作，应经船厂、船东 和涂料供应商三方协商，由具有美国腐蚀工程师协会(NACE)检查员 2 级及以上、挪威涂装检查专家专业 委员会(FROSIO)检查员 III 级资格、中国涂层检查员资格认证委员会(CCMCIC)检查员 2 级及以上或经主 管机关认可的同等资格的涂层检查人员完成。
本标准适用于满足国际海事组织（IMO）制定的《所有类型船舶专用海水压载舱和散货船双舷侧处所 保护涂层性能标准》（英文缩写为PSPC）要求的船舶专用海水压载舱和散货船双舷侧处所涂装时涂层的 破损面积评估与计算。其它船舶舱室涂装时涂层的破损面积评估与计算亦可参照执行。
This guidance notes are prepared to apply the dedicated seawater ballast tanks of new ships and double-side skin spaces of bulk carriers required by IMO “Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers”. Also uses for reference to assessment and calculation method of defective areas of coating of other tanks.
附录A 涂层破损面积百分比估算对照图片
Annex A
Examples of percentage of coating damages area 涂层破损面积百分比估算对照图片见图A.1～图A.4。 Estimate percentage of coating damages area using the visual examples in Fig.A.1, Fig.A.2, Fig.A.3 and Fig.A.4.
Example A.4 Coating damages 2%
附录B 涂层破损面积近似计算方法
Annex B
Similar calculating method of coating damages area
B.1 单个破损涂层面积可由近似图形面积计算得出。例如：图B.1 给出的单个破损涂层面积s≈a×b。
Assessment and calculation of defective areas of coating for ballast tanks of ships, excluding butts coating damages as 4.2 mentioned, shall be carried out by qualified coating inspectors certified to NACE Coating Inspector Level 2, FROSIO Inspector Level Ⅲ, CCMCIC Inspector Level 2 or equivalent as verified by the Administration.
4 涂层破损的检查与破损面积的评估与计算
Assessment and calculation method of defective areas of coating for ballast tanks of ships
4.1 船舶压载舱内的涂层破损分为合拢接缝涂层破损和非合拢接缝涂层破损两种。 Coating damages of ballast tanks of ships can be divided into two sorts in accordance
Terms and definitions 下列术语和定义适用于本标准。 For the purpose of this Standard, the following definitions apply: 3.1
涂层破损 coating damage 在船舶建造过程中，因焊接、火工、机械碰撞等原因引起涂层损坏抵达钢材的现象。
B.1 Each coating damages area can be calculated from similar figure area, such as Figure B.1 showing the
each coating damages area s≈a×b.
b
实际破损涂层 coating damages in truth
4.6 当船厂、船东和涂料供应商三方对涂层破损面积百分比照片判定存有异议时，可参照附录 B 计算 涂层破损面积。
Provided the Buyer’s inspector, Builder’s inspector and Paint manufacturer’s inspector can not get an agreement on a certain inspection result, calculate the coating damaged area refering to Annex B.
ISO 4628-3:2003 色漆和清漆 涂层老化的评定 表面缺陷数量和大小以及均衡变化程度的评定 第3部分：锈蚀等级的评定