船舶专业英语(课文+翻译)

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船舶专业英语翻译

第13课船体结构与型线的关系13.1型线的性质13.2型线要求（画出的）型线定义了没有厚度的数学表面，而不是实际的外板、甲板、舱壁板、肋骨、纵骨等。

对于这些组装在一起的结喉，由型线表示的表面必须清楚地定义，（同时）结构厚度的正常公差也应规定。

为了做好这项工作，当放样工和船舶装配工承担将船舶详细生产图转变实际结构构件时，他们必须很清楚结构与型线间的关系。

型线表示外板、甲板、船底板和支持结构的连接情况，因此，型线定义了外板、甲板、船底板的内表面线以及支持结构的外边线。

在这方面的常规做法已经发展到在本工业领域中的完整标准。

图13.1和13.2说明一些实践应用。

船体和内部结构型线的空间布置由它们与水平参考面和垂直参考面的跳离来表示。

水平参考面由图上的基线表示，垂直参考面有两个，一是位于船舶纵中线的垂直面，另一个是位于船长中点处的横剖面。

水平参考面一般与水平船底外板型线一致（相符）。

13.3型线A、外板焊接外板的内表面通常是平齐的，并在型线上。

这种布置的优点是不需要在外板肋骨与钢板厚度不同的焊缝相交处作折曲连接。

B、双层底内地板的下表面通常是平齐的，并在型线上。

竖向的平板龙骨布置在船体纵中线上，板厚的一半分别在中线两侧。

旁纵骨和侧斜内底边板的内舷面在型线上。

C、甲板板的下表面通常位于甲板型线上，不同如厚度标注在甲板之上。

甲板边板比其他甲板板厚度大，这导致了在甲板边板内像出现突起，正如在船中剖面上看到的，好象会妨碍排水，但实际上由于甲板舷弧和梁拱的存在，这种状况并不出现。

当使用非常规厚度的甲板板时，通常定义特殊的甲板板型线，以适应这些条件（指采用非常规厚度）。

例如，在军船上首尾端可能采用6mm甲板板面船中采用厚板，型线有时在整个甲板上沿着距板上边缘为6mm的下方绘出。

而不管板的厚度。

类似地，甲板上若有一层薄的覆盖物，例如橡胶片，那么在不同厚度的甲板板上面，橡胶片的下面，需要将橡胶片压平至最小厚度，这样，甲板板就可以布置成不同厚度的板的顶端是平齐的，而下边缘在型线上。

船舶英语函电课文翻译

At the time of noting a protest the master should reserve the right to extend it at time and place convenient , because at the time protest is noted the full extent of the loss or damage may not be well ascertained .in foreign ports,protest should be noted before the port authority or a notary public ,or before the consular office representing the country in which the ship is registered.when such action is taken ,it is necessary to bring the log book and several crewmembers as witnesses. in many cases they are essential to the establishment of a claim in the future.在提出声明的时候船长应保留权利以使调查货物灭失和损失的时间和地点比较方便，因为当声明提出时，货物的灭失和损失是不确定的。

在外国港口，声明应该向港口当局或者公证人在或者船舶登记国的领事馆提出，当声明提出后需要带着船舶日志及几个船员作为目击证人。

在许多情况下，他们是在未来提出索赔的基础。

In shipping and marine insurance terminology ,"average"is a word meaning partial loss or damage sustained by a vessel and/or cargo during the couse of a voyage. the word"average"originated from the Italian word avaria ,meaning loss or damage . there are two kind of average and particular average.these terms indicate the character of the loss or damage ,and who bears that loss or damage .the YorkAntwerp Rules,1974 gives a clear and definite of a general average:在航运和海上保险术语中，“平均”一词的意义代表部分灭失或损害持续的时间是在船舶航行或货物的运输过程中。

船舶与海洋工程专业英语.pdf

船舶与海洋工程专业英语.pdfLesson OneThe Naval ArchitectA naval architect asked to design a ship may receive his instructions in a form ranging from such simple requirements as “an oil tanker to carry 100 000 tons deadweight at 15 knots” to a fully detailed 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 mustThe 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 designThe introduction of calculating machines and computers has facilitated the complex calculations required innaval 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 terms1. 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. 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 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. coeff icien t 系数18. nage 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. bre adth 船宽53. resistance 阻力 22. freeboard 干舷 54. prop ulsion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. sta bility 稳性60. shipyard 造船厂 29. shaft horse power 轴马力61. electronic computer 电子计算机30. stre ngth 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 ExpressionsEngineers (SNAME)美国造船师与轮机1 . the Chinese Society ofNaval Architecture 工程师协会and MarineEngineering(CSNAME) 中10.Principle of navalarchitecture 造船原理国造船工程学会11.ship statics (orstatics of naval2 . the Chinese Society ofNavigation 中国航architecture) 造船静力学海学会12.ship dynamics 船舶动力学3 . “Shipbuilding ofChina”中国造船13.ship resistance andpropulsion 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 andpitching 船舶摇摆识15.shipmanoeuvrability 船舶操纵性6 . China StateShipbuilding 16.ship construction 船舶结构Corporation(CSSC) 中国船舶工业总公司17. ship structuralmechanics 船舶结构力学 7. China offshore PlatformEngineering 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 Institutionof Naval Architects 20. shipbuildingtechnology 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 NavalArchitects andMarineNote to the Text1. 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。

哈工程《船舶工程专业英语》翻译(全)

注：红字部分表示翻译可能有问题，有些地方翻译有不足之处，请谢谢大家指出。

第一章船舶设计第一课介绍翻译人员：1.1 定义‘基本设计’是专业术语，它决定船舶主要性能，影响船舶造价和功能。

因此，基本设计包括选择船型尺寸，船体形状，动力设备（数量和类型），初步布置船体机械设备和主要结构。

合适的选择方案能保证达到目标要求，比如良好的耐波性和操纵性，预期航速，续航力，货舱舱容和总载重量。

而且，包括校核使之达到货物装卸能力要求，舱室要求，各项宾馆服务标准，分舱要求，干舷和吨位丈量标准,所有这些都是盈利运输船舶，工业或服务系统用船，所必须考虑的部分因素。

基本设计包括概念设计和初步设计，它决定了船舶主要性能，为价格初步估计做了准备。

在整个设计过程中，基本设计完成后，就要进行合同设计和详细设计。

正如合同设计这名暗示的那样，它为船厂投标和承接合同订单数准备合适的合同计划和规范。

完整的合同计划和规范内容很清晰且足够详细，以避免发生代价高昂的偶发性事件，保护投标方免受模糊不清的描述要求的影响。

详细设计是进一步完善合同方案，它是船厂的责任。

合同方案需要为实际船舶建造准备施工图。

为了能够进行基本设计，每个人都必须了解整个设计流程。

这中的四个步骤用 Ecans 的 1959 年的设计螺旋循环方式图说明了，设计螺旋循环方式是一种含盖从目标需求到详细设计的迭代过程，如图 1.1。

下面将进一步详述这些步骤： a.概念设计。

概念设计是最开始的工作，是讲目标需求转换成造船工程参数。

一般来说，它包含技术可行性研究，来决定目标船舶的基本参数。

例如船厂，船宽，船深，吃水，丰满度，动力能源设备，或一些代用特性，所有这些都是为了满足达到设计航速，航区，货舱舱容和总载重量的要求。

它包括空船重量的初步估计，一般通过特性曲线，公式，或经验确定。

在该阶段，备选设计一般由参数研究法来分析，以确定最经济的设计方案或任何其他必须考虑的决定性因素。

所选择的概念设计用作今后获得建造费用的讨论文件，建造费用决定是否进展下一阶段工作：初步设计。

（完整版）船舶专业英语（课文+翻译）

（完整版）船舶专业英语（课文+翻译）Chapter 1 Ship Design（船舶设计）Lesson 2 Ships Categorized（船舶分类）2.1 Introduction（介绍）The forms a ship can take are innumerable. 一艘船能采用的外形是不可胜数的A vessel might appear to be a sleek seagoing hotel carrying passengers along to some exotic destination; a floating fortress bristling with missile launchers; 。

or an elongated box transporting tanks of crude oil and topped with complex pipe connections. 一艘船可以看做是将乘客一直运送到外国目的地的优美的远航宾馆。

竖立有导弹发射架的水面堡垒及甲板上铺盖有复杂管系的加长罐装原油运输轮None of these descriptions of external appearance, however, does justice to the ship system as a whole and integrated unit所有这些外部特点的描述都不能说明船舶系统是一个总的集合体self-sufficient,seaworthy, and adequately stable in its function as a secure habitat for crew and cargo. ——船员和货物的安全性功能：自给自足，适航，足够稳定。

This is the concept that the naval architect keeps in mind when designing the ship and that provides the basis for subsequent discussions, not only in this chapter but throughout the entire book.这是一个造船工程师设计船舶使必须记住的、能为以后讨论提供根据的观念，不仅涉及本章也贯穿全书。

船舶专业英语

船舶专业英语Bulk carriers are single-deck vessels which transport single-commodity cargoes such asgrain, sugar and ores in bulk. The cargo-carrying section of the ship is divided into holds or tanks which may have any number of arrangements, depending upon the range of cargoes to be carried. Combination carriers are bulk carriers designed for flexibility(灵活性) of operation and able totransport any one of several bulk cargoes on any one voyage, e.g. ore or crude oil or dry bulkcargo.The general-purpose bulk carrier, in which usually the central hold sectiononly is used for cargo. The partitioned(隔开、分割) tanks which surround it areused for ballast purposes either on ballast voyages or, in the case of the saddle(鞍型) tanks, to raise the ship’s center of gravity when a low density cargo is carried. Some of the double-bottom tanks may be used for fuel oil and fresh water. The saddle tanks also serve to shape the upperregion of the cargo hold and trim thecargo. Large hatchways are a feature ofbulk carriers, since they reduce cargo-handling time during loading and unloading.An ore carrier has two longitudinal bulkheads which divide the cargo section into wing tanks port and starboard, andthe center hold which is used for ore. The high double bottom is a feature of orecarriers. On ballast voyages the wingtanks and double bottoms provide ballast capacity. On loaded voyages the ore iscarried in the central hold, and the high double bottom serves to raise the center of gravity of this very dens e cargo. The vessel’s behaviour at sea is thus much improved. Two longitudinal bulkheads are employed to divide the ship into center and wing tanks which are usedfor the carriage of oil cargoes. When ore is carried, only the center tank section is used for cargo. A double bottom is fitted beneath the center tank but is used only for water ballast. The bulkheads and hatches must be oiltight(油密的).舷侧side底部bottom舭部bilge甲板deck舱口盖hatchcoverLarge hatches are features of all bulk carriers, to facilitate rapid simple cargo handling. A large proportion of bulk carriers do not carry cargo-handlingequipment, because they trade betweenspecial terminals(终点) which haveparticular equipment for loading and unloading bulk commodities. The availability of cargo-handling gear doesincrease the flexibility of a vessel and for this reason it is sometimes fitted. Combination carriers handling oil cargoes have their own cargo pumps, pipingsystems, etc., for discharging oil.Deadweight capacities range from small to 150,000 tons depending upon type of cargo, etc.. Speeds are in the range of 12-16 knots.The container ship is, as its name implies, designed for the carriage of containers. A container is a re-usable box of 2,435 mm by 2,435 mm section(截面), with lengths of 6,055 mm, 9,125mmand 12,190 mm. Containers are in use for most general cargoes, and liquid-carrying versions(样式，版本) also exist. In addition, refrigerated models are in use. Block分段 10000TEU1)The cargo-carrying section of the ship is divided into several holds which have hatch openings the full width and length of the hold. 2)The containers are racked(放在) in special frameworksand stacked(堆放) one upon the other within the hold space. 3)Cargo handling therefore consists only of vertical movement of the cargo in the hold. 4)Containers can also be stacked on the hatch covers where a low density cargo is carried.These wing tanks may be utilized for water ballast and can bearranged to counter(驳回;反方向;还击) the heeling(横倾) of theship when discharging containers. A double bottom is also fitted whichadds to the longitudinal strength and provides additional ballast space.Accommodation and machinery spaces are usually located aft toprovide the maximum length of full-bodied ship for containerstowage(储存).Container ship sizes vary considerably with container-carryingcapacities from 100 tons to 2000 tons or more. As specialistcarriers they are designed for rapid transits and are high powered, high speed vessels with speeds up to 30 knots. Some of the larger vessels have triple-screwpropulsion(三螺旋桨动力装置) arrangements.Mobile Drilling PlatformsThe underwater search has been made possible only by vast improvements in offshore technology(近海工程技术). Drillers(钻井平台) first took to the sea with landrigs(陆用钻机) mounted on barges towed to location and anchored(锚泊) or with fixedplatforms accompanied by a tender ship (供应船)(Fig.1).Fig. 1 Offshore fixed drilling platformA wide variety of rig platforms has since evolved, some designed to cope with specific hazards of the sea and others formore general work. All new types stresscharacteristics of mobility and the capability for work in even deeper water.The world’s mobile platform can be divided into four main groupings: self-elevating (jack-up)platforms(自升式), submersibles(坐底),semisubmersibles, and floating drill ships.(a)Fig. 1 Offshore fixed drilling platform(b)Fig.2 Offshore self-elevating drilling platform.(a)----Underwater design (b)-----self-elevating drilling platformFig. 3 Offshore semisubmersible drillingplatformSemisubmersibles (Fig.3) are a version of submersibles. They can work asbottom-supported units or in deep water as floaters. Their keyvirtue is the wide range of water depths in which they can operate, plus the fact that, when working as floaters, their primary buoyancy lies below the action of the waves, thus providing great stability. The “semis” are the most recentof the rig-type platforms.Fig. 4 Floating drill ship. Such ships can drill in depths from 60 to 1000 f (18 to 300m )or moreBy far the most common type of fixedoffshore structure in existence today isthe template(导管架平台), or jacket,structure illustrated in Fig.1. This type of structure consists of a prefabricated steelsubstructure(预制钢制导管架) thatextends from the seafloor to above the water surface and a prefabricated steeldeck located atop the substructure. The deck is supported by pipe piles(柱桩)driven through the legs (柱腿)of thesubstructure into the seafloor. These piles not only provide support for the deck but also fix the structure in place against lateral loadings(侧向载荷) from wind,waves, and currents.The construction and installation of a template structure plays a central role in its design. The substructure is usually prefabricated on its side at a waterside facility and then placed horizontally on a barge and towed to its offshore location. At the installation site, the substructure is thenslid off(滑下去) the barge and uprightedwith the help of a derrick barge(起重船)and allowed to sink vertically to the seafloor. Once thesubstructure is in place,pipe piles are inserted through its legs and driven into theseafloor by means of a piles driver supported on a surface vessel. After the piles are driven to predetermined depths, they are cut off at the top of the substructure and the prefabricated deckstabbed into the piles and connected withfield2.271、句子听写1)油轮的装货段被纵、横舱壁分成了几个独立的液货舱。

(完整版)船舶专业英语(课文+翻译)

Chapter 1 Ship Design（船舶设计）Lesson 2 Ships Categorized（船舶分类）2.1 Introduction（介绍）The forms a ship can take are innumerable. 一艘船能采用的外形是不可胜数的A vessel might appear to be a sleek seagoing hotel carrying passengers along to some exotic destination; a floating fortress bristling with missile launchers; 。

or an elongated box transporting tanks of crude oil and topped with complex pipe connections. 一艘船可以看做是将乘客一直运送到外国目的地的优美的远航宾馆。

船舶专业英语课后翻译

lesson3Marine Diesel船用柴油机intermal combustion engine内燃机combustion chambe r燃烧室principle of its operation工作原理cylinder气缸piston活塞fine spray of fuel细多状燃油crankshaft曲轴propeller推进器cycle循环four-stroke diesel engine四冲程柴油机suction进气compression压缩expansion膨胀exhaust排气t ow-stroke one二冲程柴油机bottom dead下止点exhaus排气residual exhaus gases残留废气top dead centre上止点fuel inject燃油喷射inlet ports进气口working stroke工作冲程reduction gerar box减速齿轮箱alternator交流发电机connecting rod连杆s cavenge por t扫气口lesson5Fixed parts固定件moving parts运动件crank case曲柄箱liner缸套和衬套cylinder cover气缸盖cylinder block气缸体crown活塞体piston rod活塞杆corss head十字头main bearin g主轴承axial thrust轴向推力end-chock bolts端塞螺栓driven shaft从动轴thrust block推力块scavenging air box扫气箱bedplate机座frame机架cooling jacket冷却水套exhaust valve排气阀fuel valve燃油阀starting valve气动阀satety valve安全阀indicator cock示功器旋塞piston skirt活塞裙piston ring活塞环gasket垫圈reciprocating movement往复运动l esson6fuel oil system燃油系统operation and maintenance运行和维护carbon residues残碳fuel oil’s viscosity燃油粘度heavy oil重油residual oil渣油settling tank沉淀柜fuel oil tank燃油柜service tank日用柜fine filter细滤器pressure regulating valve压力调节阀needle valve针阀low tanklevel低油位报警transfer pump输送泵three-way valve三通阀injector pump喷射泵filter过滤器lesson7lubricating oil film润滑油膜moving part运动件mverment condition运动条件oil cooled pistons油冷式活塞resist oxidation抗氧化total loss system总量损耗系统circulating system循环式系统gearing传动装置piston head活塞顶piston ring活塞环liner wall衬套壁reversal of direction of motion运动方向的改变mechanical quill机械注油器crank case曲轴箱bearing轴承piston rod活塞杆auxiliavy equipment辅助设备p ump泵centrifvge离心分离机lesson8fuel jetector valve燃油喷射阀staring air valve起动空气阀mechanical strength机械强度internal passages内部管道heat exchanger热交换器jacket water circulating pump气缸套冷却水循环泵turbo-blower涡轮增压器closed system闭式系统open sysem开式系统head tank压力水柜sea water airculating cooler海水循环式冷却器cavitation effect气蚀效应air bell气囊vent port放气口ventilation pipe透气管branch支路visual flow indicator可视式流量计nozzle carbon喷嘴积碳lubricating oil covler滑油冷却器blind-flange盲板法兰Lesson 9舱底水：bilge 压载水：ballast相互连接：interconnect涨水，进水：inflow在船上，到舷外：overboard水密舱室：watertight compartment 应急舱底水泵：emergency bilge suction 替换物，选择对象：alternative 饮水装置：priming device到某种程度：in some extemt 调节船舶吃水差：turn the vessel切换阀箱：change-over chestLesson 11容积式泵：displatement pump离心泵：centrifugal pump往复泵：reciprocating pump叶片泵：vane pump齿轮泵：gear pump旋转泵：rotary pump离心力：centrifugal fore轴向的：axial涡轮，涡轮机：turbine自吸式：self-priming 啮合齿轮：meshing gears蒸汽喷射器：steam ejector 舵机液压系统：steering gear hydraulic system 人字齿：double helical teech大气压：atmospheric pressure 立式泵：vertical pumpLesson 13甲板机械：deck machinery克令吊：crane 日常检验：rountine checking锚泊设备：anchor arrangement集装箱吊装设备厂：锚链管：chain pipe原动机：generator装卸能力：cargo handling productivity多旋转吊杆系统：multiwinch slewing derrick system 绞车卷筒：winch end 吊杆式起货装置：derrick cargo rig安全负载：safe working loadLesson31．The diesel engine is type of internal combustion engine which ignites the fuel by injecting it into hot ,high pressure air in a combustion chamber柴油机是一种内燃机，它是通过将燃油喷射到具有高温高压气体的燃烧室从而点燃燃油。

船舶工程专业英语(中英)

Chapter 1 Ship Design第一章船舶设计Lesson 1 Introduction第一课引言1.1Definition1.1 定义The term basic design refers to determination of major ship characteristics affecting cost and performance. Thus basic design includes the selection of ship dimensions, hull form, power (amount and type), preliminary arrangement of hull and machinery, and major structure. Proper selections assure the attainment of the mission requirements such as good seakeeping, performance, maneuverability, the desired speed, endurance, cargo capacity, and deadweight. Furthermore, it includes checks and modifications for achievement of required cargo handling capability, quarters, hotel services, subdivision and stability standards, freeboard and tonnage measurement; all while considering the ship as part of a profitable transportation, industrial, or service system.术语“基本设计”是指对影响造价和性能的船舶主要参数的确定。

船舶专业英语

butt weld 对缝焊接
butterfly screw cap 蝶形螺帽
buttock 后体纵剖线
by convention 按照惯例，按约定
C
cable ship 布缆船
cable winch 钢索绞车
CAD(computer-aided design) 计算机辅助设计
captain 船长
captured-air-bubble vehicle 束缚气泡减阻船
cargo cubic 货舱舱容，载货容积
cargo handling 货物装卸
carriage 拖车，拖架
cast steel stem post 铸钢艏柱
contra-rotating propellers 对转桨
controllable-pitch 可控螺距式
corrosion 锈蚀，腐蚀
couple 力矩，力偶
crane 克令吊，起重机
crank 曲柄
crest (of wave) 波峰
bow line 前体纵剖线
bow wave 艏波
bowsprit 艏斜桅
bow-thruster 艏侧推器
box girder 箱桁
bracket floor 框架肋板
brake 制动装置
brake band 制动带
admiralty 海军部
advance coefficient 进速系数
aerostatic 空气静力学的
aft peak bulkhead 艉尖舱壁
aft peak tank 艉尖舱
aileron 副鳍
air cushion vehicle 气垫船

《航海英语》第八章翻译

（2349---2690）2349你船靠泊船首在码头并没有拖轮协助。

哪一根缆绳最有用当你操纵船舶靠泊时？首倒缆2350 你船装载不吸湿的货物自寒冷地区到温暖地区。

你应货舱不通风。

2351你船因为GM高度不足导致倾斜。

为降低G在M之下，你应在G下对称地增加重量。

2352 你船左倾4度且横摇周期短。

船壳内有自由流动灭火留下的水。

船舶首倾且首干舷1英尺。

你应最先采取什么措施？排出首尖舱的水2353 你船装载吸湿的货物自温暖地区开往寒冷地区。

哪一句是正确的？你必须连续且旺盛地通风以防止船体出汗2354你船的机舱在船中部并且货物集中装在船的首尾部。

船舶有拉伸主甲板的中拱。

2355 油船满载，并且你发现尾倾过大。

为调整吃水差，你可以转移燃油到船首部。

2356油船满载，并且你发现有轻微的首倾。

为调整吃水差，你可以转移货油到船尾部。

2357 你船装载危险货物。

在日常检查中，你注意到几个箱子的货物移位并开裂。

你首先应立即将情况报告船长并听候指示。

2358你最好把选港货装在二层舱的防堵舱位，这样无论在上海或大连都能够被轻易卸出。

2359你将在常温下装载散装硫磺。

哪一句是正确的？散装硫磺可以被符合所有适用规则而没有特别允许的船舶装载2360 你装运的货物中有一含有一类爆炸品的包裹。

包裹潮湿，发霉和污黑。

根据规则装运这个包裹你应联系托运人并建议撤回，修理或更换。

2361 你很可能移动重量自上二层舱到底舱。

这样一来，船舶将有更大的稳性高度。

2362 你已靠泊在周围有油船的码头。

什么信号表示船舶正在进行转移易燃或可燃液体货物？视野周围可见到一盏红灯2363 你有一定数量的袋装货物装载在三个甲板下二层舱。

哪一种堆装方式最稳定？分层换向堆码2364你们不能完成二舱的装货，能够吗?在肯定句中，用hardly，scarcely等词表示否定时，反意疑问句用肯定动词反问。

2365 在卸货其间，请求你安排必要的理货员在船上进行理货工作。

船舶工程专业英语

Chapter 1 Ship DesignLesson 1 Introduction1.1DefinitionThe term basic design refers to determination of major ship characteristics affecting cost and performance. Thus basic design includes the selection of ship dimensions, hull form, power (amount and type), preliminary arrangement of hull and machinery, and major structure. Proper selections assure the attainment of the mission requirements such as good seakeeping, performance, maneuverability, the desired speed, endurance, cargo capacity, and deadweight.Furthermore, it includes checks and modifications for achievement of required cargo handling capability, quarters, hotel services, subdivision and stability standards, freeboard and tonnage measurement; all while considering the ship as part of a profitable transportation, industrial, or service system.Basic design encompasses both concept design and preliminary design. It results in the determination of major ship characteristics, permitting the preparation of initial cost estimates. In the overall design process, basic design is followed by contract design and detail design. Contract design, as its name implies, develops plans and specifications suitable for shipyard bidding and contract award. Well prepared contract plans and specifications will be clear and in sufficient detail to avoid costly contingency items and protect bidders from obscure or inadequate description of requirements. Detail design is the shipyard’s responsibility for further developing the contract plans as required to prepare shop drawings used for the actual construction of the vessel.An understanding of the entire design sequence is essential to anyone seeking to develop a basic design. The four steps involved are illustrated in the Design Spiral, Evans (1959) as an iterative process working from mission requirements to a detail design. These steps are amplified further below:a.Concept Design. The very first effort, concept design, translates the missionrequirements into naval architectural and engineering characteristics.Essentially, it embodies technical feasibility studies to determine such fundamental elements of the proposed ship as length, beam, depth, draft, fullness, power, or alternative sets of characteristics, all of which meet the required speed, range, cargo cubic, and deadweight. It includes preliminary light-ship weight estimates usually derived from curves, formulas, or experience. Alternative designs are generally analyzed in parametric studies during this phase to determine the most economical design solution or whatever other controlling parameters are considered determinant. Theselected concept design then is used as a talking paper for obtaining approximate construction costs, which often determine whether or not to initiate the next level of development, the preliminary design.b.Preliminary Design. A ship’s preliminary design further refines the major shipcharacteristics affecting cost and performance. Certain controlling factors such as length, beam, horsepower, and deadweight would not be expected to change upon completion of this phase. Its completion provides a precise definition of a vessel that will meet the mission requirements; this provides the basis for development of contract plans and specifications.c.Contract Design.The contract design stage yields a set of plans andspecifications which form an integral part of the shipbuilding contract document. It encompasses one or more loops around the design spiral, thereby further refining the preliminary design. This stage delineates more precisely such features as hull form based on a faired set of lines, powering based on model testing, seakeeping and maneuvering characteristics, the effect of number of propellers on hull form, structural details, use of different types of steel, spacing and type of frames. Paramount, among the contract design features, is a weight and center of gravity estimate taking into account the location and weight of each major item in the ship. The final general arrangement is also developed during this stage. This fixes the overall volumes and areas of cargo, machinery, stores, fuel oil, fresh water, living and utility spaces and their interrelationship, as well as their relationship to other features such as cargo handling equipment, and machinery components.The accompanying specifications delineate quality standards of hull and outfit and the anticipated performance for each item of machinery and equipment.They describe the tests and trials that shall be performed successfully in order that the vessel will be considered acceptable.d.Detail design. The final stages of ship design is the development of detailedworking plans. These plans are the installation and construction instructions to the ship fitters, welders, outfitters, metal workers, machinery vendors, pipefitters, etc. As such, they are not considered to be a part of the basic design process. One unique element to consider in this stage of design is that up to this point, each phase of the design is passed from one engineering group to another. At this stage the interchange is from engineer to artisan, that is, the engineer’s product at this point is no longer to be interpreted, adjusted, or corrected by any other engineer. This engineering product must unequivocally define the desired end result and be producible and operable.In summary, this chapter considers basic design as that portion of the overall ship design process which commences with concept design and carries preliminary design to the point where there is reasonable assurance that the major features have been determined with sufficient dependability to allow the orderly development of contract plans and specifications. This development will form a basis to obtain shipyard prices within apredetermined price range that will result in an efficient ship with the requisite performance characteristics.1.2General AspectsThe late 1960’s and 1970’s saw a number of major new developments which in one way or another had an impact on the general basic design problem. Among the most significant was the computer. While the computer affects how basic design is performed, other changes have impacted on what constitutes the basic design problem. For example, one revolutionary development was the change form breakbulk to containerized cargos in the liner trades. Other developments in other ship types created similar new considerations. For tankers, size mushroomed; the increasing demand for petroleum and other raw materials by the industrialized nations of the world has necessitated ever larger tankers and bulk carriers to meet the enormous demand at acceptable costs.Man is looking increasingly to the sea for all major resources; offshore drilling for oil and gas has burgeoned from a small industry located mainly in the shallow areas of the Gulf of Mexico to a worldwide colossus moving into deeper water and more severe sea conditions. These developments have caused a revolution in the design of offshore supply boats, high powered towing vessels, pipe laying barges/ships, and countless other specialized craft. Future developments cannot be foretold, but it seems certain that other minerals will be sought from the sea necessitating entire new fleets of vessels designed for tasks not yet known.Thus, the difficulty of basic ship design will vary with the degree of departure from past practice. Some ship operating companies are closely tied to successful previous designs, and they will permit little variation from these baselines in the development of replacement vessel designs. If the prospective mission appears to parallel, existing operations, this may be a sound approach. Consequently, in such situations, basic design may be limited to examination of minor modifications to dimensions, powering, and arrangements.At the other extreme, totally new seagoing missions, such as the ocean transportation of liquefied natural gas (LNG), when first introduced, caused the designer to begin with a blank piece of paper and proceed through rational design with a blank piece of paper and proceed through rational design engineering with crude assumptions subject to frequent and painstaking revision and development.课外阅读Lesson 2 Ships Categorized2.1 IntroductionThe forms a ship can take are innumerable. A vessel might appear to be a sleek seagoing hotel carrying passengers along to some exotic destination; a floating fortress bristling with missile launchers; or an elongated box transporting tanks of crude oil and topped with complex pipe connections. None of these descriptions of external appearance, however, does justice to the ship system as a whole and integrated unit----self-sufficient, seaworthy, and adequately stable in its function as a secure habitat for crew and cargo. This is the concept that the naval architect keeps in mind when designing the ship and that provides the basis for subsequent discussions, not only in this chapter but throughout the entire book.In order to discuss naval architecture, it is helpful to place ships in certain categories. For purpose of this text, ships are classified according to their means of physical support and their designed purposes.2.2 Ships Typed According to Means of Physical SupportThe mode of physical support by which vessels can be categorized assumes that the vessel is operating under designed conditions. Ships are designed to operate above, on, or below the surface of the sea, so the air-sea interface will be used as the reference datum. Because the nature of the physical environment is quite different for the three regions just mentioned, the physical characteristics of ships designed to operate in those regions can be diverse.Aerostatic SupportThere are two categories of vessels that are supported above the surface of the sea on a self-induced cushion of air. These relatively lightweight vehicles are capable of high speeds, since air resistance is considerably less than water resistance, and the absence of contact with small waves combined with flexible seals reduces the effects of wave impact at high speed. Such vessels depend on lift fans to create a cushion of low-pressure air in an underbody chamber. This cushion of air must be sufficient to support the weight of the vehicle above the water surface.The first type of vessel has flexible “skirts” that entirely surround the air cushion and enable the ship to rise completely above the sea surface. This is called an air cushion vehicle (ACV), and in a limited sense it is amphibious.The other type of air-cushion craft has rigid side walls or thin hulls that extend below the surface of the water to reduce the amount of air flow required to maintain the cushion pressure. This type is called a captured-air-bubble vehicle (CAB). It requires less lift-fan power than an ACV, is more directionally stable, and can be propelled by water jets or supercavitating propellers. It is not amphibious, however, and has not yet achieved the popularity of the ACVs, which include passenger ferries,cross-channel automobile ferries, polar-exploration craft, landing craft, and riverine warface vessels.Hydrodynamic SupportThere are also two types of vessels that depend on dynamic support generated by relatively rapid forward motion of specially designed hydrodynamic shapes either on or beneath the surface of the water. A principle of physics states that any moving object that can produce an unsymmetrical flow pattern generates a lift force perpendicular to the direction of motion. Just as an airplane with (airfoil) produces lift when moving through the air, a hydrofoil, located beneath the surface and attached by means of a surface piercing strut, can dynamically support a vessel’s hull above the water.Planning hulls are hull forms characterized by relatively flat bottoms and shallow V-sections (especially forward of amidships) that produce partial to nearly full dynamic support for light displacement vessels and small craft at higher speeds. Planning craft are generally restricted in size and displacement because of the required power-to-weight ratio and the structural stresses associated with traveling at high speed in waves. Most planning craft are also restricted to operations in reasonably clam water, although some “deep V” hull forms are capable of operation in rough water.Hydrostatic SupportFinally, there is the oldest and most reliable type of support, hydrostatic support. All ships, boats, and primitive watercraft up to the twentieth century have depended upon the easily attained buoyant force of water for their operation.This hydrostatic support, commonly recognized as flotation, can be explained by a fundamental physical law that the ancient philosopher-mathematician Archimedes defined in the second century B.C. Archimedes’Principle states that a body immersed in a liquid is buoyed up (or acted upon) by a force equal to the weight of the liquid displaced. This principle applies to all vessels that float (or submerge) in water---salt or fresh. And from this statement the name of the ships in the category are derived; they are generally called displacement hulls.Although this ship type is very familiar, its subcategories warrant special discussion. For example, in some vessels reasonably high speed must be combined with the ability to carry light cargo or to move more comfortably in rough water than a planning hull. High-speed planning-hull characteristics can be modified to produce a semidisplacement hull or semiplaning hull. These compromise craft, of course not as fast as full-planing hulls but faster than conventional displacement hull, must have more power and less weight than the latter. Such types are obviously the result of “tradeoffs.”The example cited above lies between clear-cut physically defined categories----it is not a good example of a variation of a true displacement-type ship. The latter must be recognized primarily as a displacement vessel, and its variations depend primarily on the distribution of buoyant volume----the extent of the depth and breadth of thehull below the water.The most ubiquitous type of displacement ship can be generally classified as the common carrier, a seagoing vessel. It may be employed for passenger service, light cargo-carrying, fishing by trawling or for hundreds of other tasks that do not require exceptional capacity, speed, submergence, or other special performance. It is the most common and easily recognizable type of ship, with moderate displacement, moderate speeds, moderate to large lengths, and moderate capacities. It usually embodies the maximum in cruising range and seaworthiness. It is the “ship for all seasons.” It is the standard to which all other ship classifications in the displacement category may be referred.The closest relative to this standard vessel, which plays a crucial role not only in world commerce but in the survival of the industrial world as well, is the bulk, oil carrier, the tanker, or supertanker. These terminologies are common but unspecific, and in this discussion they are inadequate, for what was called a supertanker several years ago is today not a supertanker. The industry itself has created a far more explicit nomenclature. Based upon the index of 1000000 tons oil cargo capacity, the size categories are LCC (large crude carrier), VLCC (very large crude carrier), and ULCC (ultra large crude carrier). Any tanker greater than 100000 tons but less than 200000 is a LCC, those between 200000 and 400000 are VLCCs, and those over 400000 are ULCCs. The current necessity for these designations becomes clear when we realize that before 1956 there were no tankers larger than 50000 tons, and not until the early sixties were any ships built larger than 100000 tons. In 1968 the first ship over 300000 tons was built. With their bulk and enormous capacity (four football fields can be placed end to end on one of their decks), these ships are designed and built to be profit-makers, enormously long, wide, and deep, carrying thousands of tons of crude oil per voyage at the least cost. Few of these elephantine tankers have more than one propeller shaft of rudder. Their navigation bridges are nearly one quarter of a mile from their bows. Their top service speed is so low that a voyage from an Arabian oil port to a European destination normally takes two months.Such vessels belong to a category of displacement ship that has a great range of buoyant support. They have a very large and disproportionate hull volume below the surface when fully loaded. Indeed, the cargo weight far exceeds the weight of the ship itself. The draft or depth of water required for a fully loaded VLCC runs to 50 or 60 feet and the ULCC may be 80 feet. Such ships belong in the exclusive category of displacement vessels called deep displacement ships.There exists another type of displacement hull with extreme draft. However, it is similarity to the crude-oil carrier of the preceding discussion goes no further than that. This type of vessel is called the SWATH( small waterplane area twin hull). Briefly, this rather rare breed of ship is designed for relatively high speed and stable platform in moderately rough water. Its future is problematical, but the theory of placing the bulk of the displacement well below the surface and extending the support to the above-water platform or deck through the narrow waterline fins or struts is sound. Twin hulls connected by an upper platform provide the necessary operating stability. The most significant class of displacement hull for special application is the submarine, a vessel for completely submerged operation. The nature of the submarine and a description of her various operational attitudes, both static and dynamic, is covered in subsequent chapters. It is only necessary here to emphasize that submerisible vessels are specifically displacement vessels applying the theory of Archimedes’ Principle and all that it implies.Multihull VesselsThere is one other type of hull in common use that has not yet been mentioned, primarily because it fits into none of the categories described but rather can exist comfortably in any. This craft is the so-called multihull vessel----the catamaran and the trimaran. These vessels are most frequently displacement hulls in their larger sizes, such as the SWATH mentioned above, or more conventionally, ocean research vessels requiring stable platforms and protected areas for launching equipment. There are also the twin-hulled CAB vessels mentioned earlier and high-speed planning catamarans. Actually, the multihull ship is an adaptation of any of the basic hull categories to a special application that requires exceptional transverse stability and/ or the interhull working area.2.3 Other CriteriaThere are other criteria that justify the widely varied configurations of ship design. They are the result of trade-offs concerning cost, mission, speed, endurance, payload (cargo or weapons capacity), operating environment (stability, survivability, and port requirements), reliability, appearance, personal comfort and habitability, and political considerations. The relative importance of the various factors is dictated by the purpose of the vessel, which is set by the commercial firm, government, or individual who purchases the vessel. A useful classification based on purpose includes the following categories: merchant and commercial ships, naval vessels, and pleasure craft.Merchant and Commercial ShipsMerchant and commercial ships are generally bought to earn a profit. The previous discussed cargo ships are designed for the minimum (or at least competitive) “required freight rate,”which involves predicting the “life-cycle cost”of the ship, including the acquisition costs, the operating and maintenance costs, and anly salvage value remaining when the ship is sold. A “cashflow analysis”is made to establish what rate of return can be expected on the owner’s investment.New designs of all commercial vessels, including cargo ships, passenger liners, fishing boats, offshore supply vessels, and tugboats, must compete economically with similar vessels available from the many worldwide shipbuilders. Government subsidies protecting the national shipbuilding industry from foreign competition can result in lower costs to the purchase, even when the actual ship construction costs are higher. Thus, political considerations can play an important role in the economics of commercial ship design and construction.Appearance, personal comfort, and reliability are necessary for a luxury passenger liner to attract customers, whereas payload, endurance, and ability to survive a hostile sea environment are important considerations in the design of fishing vessels. Offshore supply vessels are concerned with speed for oil-rig crew transport or emergency services, but slower speeds may be acceptable when payloads such as drill pipe and drilling mud are the principal cargo. Operating environment includes both wind and wave conditions at sea and port and harbor capabilities ashore. Thus, deep-draft vessels may be excluded from certain geographic areas. Special-purpose cargo-handling devices such as the unloading ramps on roll-on/roll-off (Ro/Ro) ships may be necessary for quick turn around both at principal worldwide ports and those of underdeveloped countries. The latter ports impose other cargo-handling restrictions on the ship designer.Naval and Coast Guard VesselsNaval vessels are generally classified as combatants or auxiliaries, although there are special-purpose craft that do not fit easily into either category. For large combatant warships such as aircraft carriers, guided-missile cruisers, destroyers, and nuclear submarines, all of the previously mentioned factors become important---hence the enormous cost of such ships. Their military mission is of prime importance, but carrying out the mission depends on speed, endurance (possibly aided by at-sea replenishment for surface ships), weapons payload, and ability to operate and survive in hostile environments. Reliability under combat conditions, the appearance of military power, crew habitability that influences reenlistments, and the political importance of who becomes the prime contractor and principal weapons-system subcontractors: all these are factors that must be taken into consideration, making the construction and operation of warships very expensive for taxpayers.Naval auxiliaries are more closely related to commercial ships in appearance, but their mission may involve operating with warships, which requires compatibility in terms of speed, endurance, required payload, and the ability to conduct replenishment operations during poor sea conditions. Thus, one can expect the cost of such ships to be greater than that of their commercial counterparts. Oceanographic research vessels, Coast Guard cutters, and ice-breakers all have missions in which endurance, reliability, ability to operate in difficult environment, and habitability is important. Since smaller vessels have limited fuel capacity, there is a trade-off between speed and endurance; hence two types of power plant are frequently used to optimize both speed and endurance. The more exotic craft discussed in the previous sections generally sacrifice payload and endurance for speed.Pleasure CraftPleasure craft, both motor powered and sail powered, come in a wide variety of size and shapes to suit individual requirements and tastes. The economic tradeoffs are based on what the potential buyer can afford or thinks he can afford. Appearance, speed, personal comfort and habitability, and stability are the major criteria fordesigns that satisfy the purpose of the craft, which is the enjoyment of leisure time.Lesson 3 Principal DimensionsBefore studying in detail the various technical branches of naval architecture it is important to define various terms which will be made use of in later chapter. The purpose of this chapter is to explain these terms and to familiarize 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.3.1 Principal DimensionsLengthThere 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 the 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 pintles.。

船舶专业英语段落翻译

1术语“基本设计”是指对影响造价和性能的船舶主要参数的确定。

因此，基本设计包括船舶主尺度、船体线型、动力（数量和种类）的选取，以及船体、机械设备和主要结构的布置。

恰当的选取可保证达到设计任务书的要求，例如良好的耐波性能，操纵性，预期的速度，续航力，舱容和载重量。

进一步讲，基本设计还包括校核和修改，以满足货物装卸能力，居位舱，客房设施，分舱和稳性标准，干舷和吨位测量，所有这些都是将船舶当成运输、工业化或服务系统的一部分。

2船舶的形状是多种多样的，一艘船可能是一个豪华的海上酒店，载着旅客游世界；也可能是一个浮动的堡垒，扬起导弹发射架；也可能是一个长箱，运输原油，甲板上布满了复杂的管线。

这些外部特征的介绍绝不能准确地描述完整的集成的船舶系统——自给自足的，适航的和有足够稳性的，能为船员和货物提供一个安全的处所。

这一概念是造船师再设计船舶时必须牢记再心中的，也是今后讨论的基础，不仅仅是在本案中，而是贯穿整本书。

3在仔细研究造船工程各种分支之前，定义一些术语是重要的，一便后面章节学习中使用。

这一章的目的是解释这些术语，并让读者熟悉他们。

首先，应考虑测量船舶尺寸的尺度，它们就是“主尺度”。

正像任何固体一样，船舶要求三维尺度来定义她的尺度，包括船长、船宽和船深。

这些将依次讨论。

4典型船舶的主要部分极其术语如图4.1所示。

首先，因为上层建筑和甲板室（对船舶性能来说）影响很小，故忽略不计船体当成各个方向都是曲线的中空物体，上层覆盖的是水密甲板。

大多数船只有一个对称面，称为中线面，作为船舶的主要参考面。

船体形状被该平面切开后就是纵剖面或总剖图。

设计水线面是垂直于中线面的平面，去做水平或近于水平的参考面。

它可以也可能不平行于龙骨。

同时垂直中线面和设计水线面的平面称为横剖面，通常它关于中线对称与中线面垂直并与设计水线面平行的称为水线面，它还可能位于水中也可能不是，通常是关于纵中线对称的，水线面不必平行于龙骨。

因此，通过相互垂直平面的剖切，船体曲面形状就很好地展示给我们。

介绍船舶英语作文带翻译

介绍船舶英语作文带翻译下载温馨提示:该文档是我店铺精心编制而成，希望大家下载以后，能够帮助大家解决实际的问题。

文档下载后可定制随意修改，请根据实际需要进行相应的调整和使用，谢谢!并且，本店铺为大家提供各种各样类型的实用资料，如教育随笔、日记赏析、句子摘抄、古诗大全、经典美文、话题作文、工作总结、词语解析、文案摘录、其他资料等等，如想了解不同资料格式和写法，敬请关注!Download tips: This document is carefully compiled by theeditor. I hope that after you download them,they can help yousolve practical problems. The document can be customized andmodified after downloading,please adjust and use it according toactual needs, thank you!In addition, our shop provides you with various types ofpractical materials,such as educational essays, diaryappreciation,sentence excerpts,ancient poems,classic articles,topic composition,work summary,word parsing,copyexcerpts,other materials and so on,want to know different data formats andwriting methods,please pay attention!船舶英语作文：1. Wow, look at that massive ship! It's so impressive how it glides through the water effortlessly.2. I've always been fascinated by the different types of vessels that sail the seas. From cargo ships to cruise liners, each one serves a unique purpose.3. The sheer size of these ships is mind-boggling. Some can carry thousands of passengers and crew members, while others transport massive amounts of goods across the globe.4. It's incredible to think about the technology and engineering that goes into building these ships. The hull design, propulsion systems, and navigation equipment all work together to ensure a smooth and safe journey.5. Did you know that ships have their own language?It's called maritime or nautical terminology. From bow to stern, port to starboard, there are specific terms used to describe different parts of the ship.6. The crew members on board play a crucial role in the operation of the ship. From the captain to the deckhands, each person has a specific job to ensure the ship runs smoothly.7. One of the most exciting aspects of being on a shipis the opportunity to explore different ports of call. From exotic islands to bustling cities, each destination offersa unique experience.8. Safety is paramount on board a ship. There arestrict protocols in place to ensure the well-being of everyone on board. From lifeboat drills to safety briefings, every precaution is taken to prevent accidents.9. The ocean is vast and unpredictable, and ships must be prepared for any weather conditions. Storms, rough seas, and strong winds can pose challenges, but experiencedcaptains and crews know how to navigate through them.10. As the ship sails into the sunset, I can't help but feel a sense of awe and wonder. The open sea represents freedom and adventure, and being on a ship allows you to experience the world in a unique way.船舶英语作文翻译：1. 哇，看那艘巨大的船！它如此令人印象深刻，它如何毫不费力地在水中滑行。

造船专业英语课文全部翻译.

第一课(陈锦航)商船的存在是为了把货物安全、快速、经济地通过水路运输出去。

因为地球的表面的大部分（大约 3/5）为水覆盖，这就使我们有理由相信，商船在未来的很多世纪将继续使用下去。

船及船上的货物和成员能够反映国际生活的很多方面。

国际航行的一些特点，如天气、气候变化，货物装卸设备的布置和国际法规将在下面介绍。

船舶有各种各样的形式，它根据三个主要因素来完成其功能——货物的种类，结构形式和使用的材料，以及营运的区域。

现今，有三种主要类型的运输船型：杂货船、液货船和客船。

杂货船总的讲是作为运输船，同时也有几种特殊的船型用于运输以单元为基础或单元化了的货物。

例如：集装箱船、托盘货船和液装船。

液货船为了适于运输石油、石油产品和液化气等货物有着特殊的结构。

客船包括通常意义上讲的固定航线的客船和渡船。

结构形式将影响货物运输，在某种程度上也影响船的内部特征。

结构的主要形式指为了加强外板而进行的骨架布置形式，有三种结构形式：纵骨架式、横骨架式、混合骨架式。

低碳钢、特种钢、铝和其它材料的运用也影响着船的特征。

杂货船一般是横骨架式或混合骨架式，通常用的材料是低碳钢的型材和板材。

大多数液货船采用纵骨架式或混合骨架式，大型船舶采用高强度钢。

客轮有很大的上层建筑面积，采用轻金属材料和合金如铝来减轻上层建筑的重量。

贸易范围、航行区域，可能遇到的最恶劣的气候，这些在一条船设计时就必须有所考虑。

海船要求有几个液箱，用来装载淡水和燃油。

稳性和纵倾必须满足航行区域的天气要求。

海船的结构强度抵抗波浪冲击的能力必须比内河船大很多。

船在设计中和营运时最重要的是它的安全性，并把它放在首要位置，因此，船必须具有适航性。

这同船的很多方面有联系，如：船在任何天气条件下必须保持一定的漂浮能力，船在破损时必须也保持有一定的漂浮能力，除非受到最严重的破损。

在各种海况下保持稳定。

有关适航性的一些结构和规则将在以后的章节中阐述。

稳性和其它设计在由 W.Muckie 所著的《轮机工程师船体结构》中有详细讲解。