船舶设计英文翻译解析

商船类型

杂贷船

杂货船的船内空间沿纵向被横舱壁分隔成一系列舱容大致相等的货舱，其舱壁间距为40～70英尺。垂线间长约为500英尺的船舶一般分成七个货舱。垂直方向上，最上层连续甲板(主甲板或强力甲板)以下的舱壁用一、二层甲扳分隔开。内底和最下层甲扳之间的空间称为货舱，其空间高度限制在18英尺以内，为的是使货物压损减少到最小程度。每层甲板间(称为甲板间舱)高度通常为9~10英尺。

大多数杂货船，除了有上述的双层底舱以外，还设有深舱，用作存放燃油、压截水或如胶乳、椰子油或食用油这一类液体货物。

货物是通过每一个货舱上方甲板的矩形大开口(舱口)来进行装卸的。一般采用机动的舱口盖来关闭舱口．甲板间舱的舱口盖结构应该足够牢固，以便使它能够承受压在其上面的货物。顶舱盖应该水密。甲板间舱的空间一般适宜于装卸件杂货物或用贷盘托运的货物。通常载货舱在每一层甲板上设有一个舱口，其宽度为船宽的35~50％，长度为舱长的50~60％。为了加快货物装卸速度，舱口布置的倾向是越来越宽或横向有多个并排舱口，而且舱口也变得更长。横向采用并排多只舱口布置(例如，三只舱口并排)，可以提高位于甲板下面的集装箱的装卸效率。

码头和船舶之间件杂货物的装卸通常是通过安装在船舶甲板上的吊货杆来进行的。吊杆的起落靠从桅杆或吊杆柱通到吊杆顶端的可调节索具来进行控制，而另一根绳索从绞车到每一吊杆的顶端绕过滑轮在吊货钩处终止。起货可以用一根吊杆(通常用来吊10吨以上的重贷)；快速装卸时，可采用一对联台吊杆，一吊杆端在舱口的上方，另一吊杆端在码头上方。这种货物装卸怍业称为双杆联台操作，一般用于10吨以下的货物。大多数安装有吊杆的件杂货船在每一舱口端都设有一对吊杆以加速货物装卸。通常把货物一起堆在一只大网袋里，网袋出空后又返回进行下一次装卸。尺寸几乎相同的包装货物可堆在货盘上，而后整个货盘被吊殉船上。吊起的货物通过舱口降下，然后从同袋里或货盘上卸货，每一组货物的理货工人一件件分别贮存好。贮在货舱两侧的货物除非它们仍在货盘上用铲车搬运，否则需由人工搬运。现在铲车的使用正在变得很普遍。当装卸货港口不能提供铲车时，可由船上备带。船上人工卸货的货运量基本上决定了船舶在港口周转的时间以及港口的费用。因而也就决定了整个运输系统的经济效果。

大多数杂货船备有一套具有30~100吨起吊能力的重型吊杆设备，以对付偶然遇到的重件贷。大量新增加着的杂货船正在配备上能旋转的甲板起重机，来代替桅杆、吊杆和绞车。

集装箱船

在以货物高速装卸为主的商业航运线上，集装箱船正在取代常规杂货船。集装箱是风雨密韵箱子(一般为金属)，它能承受堆压载荷和海上运动引起的力。集装箱具有标准尺寸，装载时最大重量可达30吨左右，标准集装箱的采用使船舶装载及海陆运输变得方便，且易子计算租借费用。

大型集装箱船可在半天左右时间内把货物全部装卸完毕，而装卸相同货物的件杂货船则需几天时间。通常，除了海关检查外。运货人把货物装进集装箱后一直送到收货人以前这整个过程中，箱子一般是不打开的。集装箱在船舶和陆上目的地之间来回运输是靠公路拖车(最通用的工具)、火车车皮或驳船来进行的，所以它们也是这个运输系统构一部分。对于一定的有效载货容积而言，集装箱船比传统的贷船要大且建造费用更昂贵，但装卸货物的费用以及船舶在码头上停留的时间却减少了很多。

虽然在某些集装箱船上，装卸货物是水平移动的，集装箱是装在垂直的格栅里，且沿垂直方向从船舱中移进移出。

滚装船

广义地说，凡是设计成采用轮子滚动来装卸货物的船舶都可以认为是属于滚装船的范筹。这种船包括拖车运输船，海上火车渡船(装载火车车箱或整辆火车)，汽车、卡车及拖车渡船，军用车辆运输船，装运货盘的船(其贷盘用铲车在码头和船舶之间往返进行装卸)等等。下面对这类船舶作一简单描述。虽然它能装卸几种型塑的滚动车辆，但主要是用来运输拖车。

滚装船的舱容比例相对于它的贷物量来说是很高的，它们特别适合于短途运输和需要频繁装卸的运输。滚装船所需要的借泊时间比集装箱船还短，但建造费用更高。

因为满载的滚装船也不能使船舶吃水根深，‘所以有富裕的干舷，因而允许在水线以上开设舷门，并借助于跳板来装卸滚动贷物。通常这类船有一个方尾(很象汽艇的方型尾)，方尾上开有门，可使车辆通过尾部跳板以装卸滚轮式车辆。滚装船具有多层甲板，滚轮货物的装卸通过升降机或倾斜跳饭从承裁甲税装运到其他甲板。内部升降机和跳板两者却占据了船上大量的空间。由于需要有畅通甲板(不应该用横舱壁隔断)和供停放车辆用的甲板间，因而使滚装船形成了一种独特的结构布置。

驳船

这类船舶标志着在向货物集装箱化和减少港泊时间方面迈出了大步。货物先装在驳船或港驳上，载满后每一驳船重达1000吨，然后将驳船装到甲板下面和上面，它们的装卸采用龙门吊或升降平台。

就装载统货而论，这些船舶要算是最快的、最大的以及造价最高的一类船舶。但就它们的尺度而言，这些船舶的有效载货容积小于通常的杂货船。然而它们的

装卸很迅速且能节省很多工时。

因为港驳可以在水上航行，而且能象一般驳船那样操作，所以这些大船可较好地服务于不发达港口。

由于载驳船采用了可以迅速拆装固定驳子的轻便装置，所以它可以部分或者全部改运各种标准集装箱。

散货船

大部分海洋运输是靠散货船完成的。散装干贷包括的产品有t矿砂、煤、石庆石、谷物、水泥、矾土、石膏和砂糖。大多数远洋散装干货船利用岸上设备装卸货物。航行在美国大湖里的很多散装干货船具有用来装卸货物的船上设备(自卸货机)，运载这类货物且配备有自卸装置的远洋船舶的数量正在不断增加。

最大量的液体散装贷物是石油产品。但其他散装液货，例如各种化工产品、植物油、糖浆、乳胶、液化气体、熔态硫，甚至包括酒和果汁的远洋运输的重要性也日趋增加。实际上几乎所有散装液货船都有卸货泵。即使是混合型散货船，它们可以同时或交替装载散装干货和散装液货，也有卸液贷用的船用泵。

实际上，几乎所有的散装货船都把机舱、船员居住舱、驾驶宣布置在船尾。大湖自卸散贷船是一个例外，它把船员居住舱和桥楼布置在首部。

散货船正朝着更大尺度前方向发展，但速度仍保持在中等水平(远洋货船的速度一般为l6~18节或30~30公里／时，大湖船的船速稍低一些)。

远洋矿砂船的特点是双屡底较高而舱容小，这是因为矿砂的密度大。船上货物堆得高将减少稳性，但能防止十分急速的横摇。

棍合型远洋散装货船由于货物种类多样性而可以低价运输。它能够适台于不同航线、运载各类不同的散装货物。这类船舶可装载类似石油产品、煤、谷物及矿砂等散装货物。散装货船的双层底较低。其货舱客积相对于船舶本身的尺度显得比较大。

不论从数量上还是从吨位上讲，油船都具有独特性能，且是一种非常重要的液体散装货船。油船几乎毫无例外地全都运载石油产品。大型油船差不多都用来运输原油，只有少量的油船专门用来运输化工产品，还有一些油船准备改装为装载谷物之用。

具有与船体外壳相分离的独立型、矩形、圆筒形或球形液货舱的液体散装货船用来运输熔态硫和例如无水氨和天然气这类液化气体。天然气(LNG)也可装在具有薄膜液舱的液化气船上运输，这种液舱结构在壳板上敷有能承载的绝热层，且装了一金属薄层。运输熔态硫和液化气体对液货舱的绝热和结构强度都有着特殊的要求，需采用高级的、昂贵的优质结构材料。

客贷船

在客货船这类船舶中。旅客生活设施的安置应保证具有最大程度的舒适性。

一般说，客货船多服务于对旅游业有吸引力并需要装运特殊的而且高运费率货物的港口之间。由于旅客服务的需要，这类船比差不多同样大小的、专门运输货物的货船需要配备更多的船员。

旅客的生活设施包括有：1—4铺位的客舱，每个房间有浴盆和厕所。少数房间可以相互连通成套间，它包括一个卧室、更衣室，甚至有一个专用的室外阳台。供旅客使用的公共场所包括餐厅、休息室、酒吧间、牌戏和娱乐室、图书室、小卖部和游泳池。

载客超过12名的船舶必须遵守国际海上入命安全公约(SOLAS)的有关条例。这些条例牵涉到下列有关船舶特性的项目，(1)减少由船体损坏而引起的船舶沉没或倾覆的危险性；(2)防止船上火灾的发生和蔓延；(3)增加应急时弃船的可能性和安全性。

有趣的是存在不同于传统的杂货船的例子。因为件杂货船的货物装卸几乎完全用船上的桅杆和吊杆设备进行，而该船设置了门式起重机以装卸集装箱、车辆和大型货盘。集装箱一般可以堆放在配备有集装箱格栅的货舱里或甲板上。大型货盘和车辆可用一个称为装卸机的横向装置，通过舷门来装卸，滚轮式的车辆也可以通过这些舷门滚进滚出。利用货物升降机可把货物送到下层甲板或从那里进出。另外，装卸象香蕉之类的货物还可用垂直输送机。在典型剖面图上所示的水平输送机先从货物升降机上自动接受货物(大多数装在货盘上)，然后，靠手工控制的电瓶货盘装卸机对货物进行堆垛。前货舱内的货物靠一台5吨级双杆操作的起货吊杆装卸，再靠一货物升降机转运到较低层去。

专业文献翻译（原文）

Merchant Ship Types

Break-bulk cargo ships

The inboard space in break-bulk cargo ships undivided longitudinally by transverse bulkheads, spaced 40--70 :ft apart, into a series of cargo compartments of approximately equal volume; generally seven for a ship of about 500 ft Lpp. Vertically, the bulkheads are divided by one or two decks below the uppermost, continuous deck (main or strength deck) The space between the inner bottom and the lowest deck. called the hold, is limited to a height of about 18 ft (5.5m) to minimize damage to cargo through crushing. Usually the height of each space between decks (termed tween deck space) is 9--10ft (2.7--3.0m).

In addition to the previously mentioned double-bottom tanks, most break-bulk cargo ships have deep tanks used for fuel oil water ballast, or liquid cargoes such as latex, coconut all, or edible oils.

The cargo is handled through large rectangular deck openings (hatches) over each cargo space. Mechanically operated hatch covers, are used to close the openings. The hatch covers in the tween decks are strong enough to support cargo stowed on them. The topside hatch covers are watertight. The tween deck space is generally suitable for break-bulk of pallet cargo. Generally, cargo holds have had one hatch per deck, with a width of 35--50% the ship's breadth and a length of 50--60% the hold length, The trend is toward wider hatches or multiple hatches abreast and often longer hatches, to increase cargo handling speed.A multiple hatch arrangement (triple hatch, for instance) is efficiently need for a partial load of containers stowed under deck.

Break-bulk cargo handling between pier and ship is done usually by means of cargo booms installed on board The booms are raised or lowered by adjustable wire rigging led from the mast or king post to the boom ends. A wire rope leads over sheaves from a winch to the outer end of each boom and terminates in a cargo hook. Cargo can be hoisted using one boom (customarily for very heavy loads of cargo, l0 tons or over)or for faster handling, by a pair of married booms, with one boom end over the hatch and the other over the pier. This cargo handling operation, called buttoning, is customary for loads up to 10 tons. Most break-bulk cargo ships fitted with booms have a pair of booms at each hatch end to expedite cargo handling. The cargo is often piled together in a large net which is emptied and returned for the next load. Packaged cargo of nearly uniform dimensions may be stacked on pallets which are hoisted aboard individually. The sling load is landed through the hatch opening.

The pallets or nets are then unloaded, and each item is individually stowed by the hold gang. Any cargo stowed in the wings of the hold is manhandled unless it is on pallets and handled by a forklift truck. The use of forklift trucks is becoming common practice, and a number of these trucks may he carried on board if they are not available at cargo terminals. The amount of cargo which is man handled onboard determines largely the ship turnaround and port expenses, and, hence, the profitability of the transportation system.

Most break-bulk cargo ships have provisions for a heavy lift boom of 30-100 metric ton capacity for occasional units of heavy cargo.

An increasing number of break-bulk cargo skips are being fitted with revolving deck cargo cranes instead of masts, booms and winches.

Container ships

Container ships are replacing the conventional break-bulk cargo ship in trade routes where rapid cargo handling is essential, Containers are weather-proof boxes (usually metal) strengthened to withstand stacking and motion at sea. Containers are of standard size, the largest ones weighing up to about 30 metric tons when loaded. The use of standard containers facilitates ship-board stowage, land or waterway transportation, and rental or lease.

A large container ship may be loaded or unloaded completely in about half a day, compared to several days for the same amount of cargo in break-bulk cargo ship. Generally, the shipper places the cargo in the container and, except for custom inspection, it is delivered unopened to the consignee; Highway trailers (most commonly), railroad cars, or barges transport containers to and from their land destination and are .therefore a part of the same transportation system. For a given payload cargo capacity, container ships are larger and more costly to build than the traditional cargo ship. but both the Cargo handling cost and the idle ship time in port are reduced considerably.

Although in some ships containers arc moved horizontally for loading and unloading, containers are stowed in vertical cells and moved vertically in and out of the vessel.

Roll-on/Roll-off ships

With a broad interpretations all ships that are designed to handle cargo by rolling it on wheels can be considered under this headings. This would include trailer ships; sea trains(carrying railroad cars or entire trains): auto, truck, and trailer ferries; military vehicle carriers; ships carrying pallets handled by forklift trucks from and to

shore; and so on. The following is a description of a ship of this type; which is intended primarily to operate as a trailer ship, although it may handle several types of wheeled vehicles.

Roll-on/roll-off ships require a high proportion of cubic capacity relative to the amount of cargo and are particularly suited to services with short runs and frequent loading and unloading. They need ever, shorter port time than container ships but their building cost is higher.

Because fully loaded roll-on~roll-off ships cannot carry enough cargo to immerse them deeply, their large,freeboard allows the fitting of side ports above the waterline for the handing of cargo on wheels by means of ramps. Usually. ships of this type have a transom stern (a square-shaped stern like that of a motorboat) fitted with doors for handling wheeled vehicles on an aft ramp. Roll-on/roll-off ships have several decks, and the cargo is handled on wheels from the loading deck.to other decks by elevators or sloping ramps. Both internal elevators .and ramps occupy substantial volume in the skip. The need for clear decks, without interruption by transverse bulkheads. and tween decks for vehicle parking results in a unique structural arrangement.

Barge-carrying ships

This type of ship represents a hold step in the trend toward cargo containerization and port time reductions. Cargo is carried in barges or lighters, each weighing up to 1000 metric tons when loaded. The lighters are carried below and above deck and handled ,by gantry cranes or elevator platforms.

These are among the fastest, largest, and most expensive ships for the carriage of general cargo. For their size, their payload capacity is less than that of the conventional break-bulk cargo ship. However, they can be loaded and unloaded much faster and with a considerable saving in man-hours.

Because the lighters can be waterborne and operated as regular barges, these large ships can serve undeveloped ports advantageously.

Using potable fixtures that can be erected quickly, barge-carrying ships can be adapted for the transport of varying amounts of standard containers in addition to or in place of lighters.

Bulk cargo ships

A large proportion of ocean transportation is effected by bulk cargo ships.

Dry bulk cargo includes products such as iron ore, coal. limestone, grain, cement, bauxite gypsum, and sugar. Most oceangoing dry bulk carriers are loaded and

unloaded using shore side installations, Many dry bulk carriers operating in the Great Lakes have shipboard equipment for the handling of cargo (self-unloaders), and an increasing number of oceangoing ships carrying this type of cargo are being fitted with self-unloading gear.

By far the largest amount of liquid bulk cargo consists of petroleum products, but ocean transportation of other bulk liquid products is increasing in importance; for example, various chemicals, vegetable oils, molasses, latex, liquefied gases, molten sulfur, and even wine arid fruit juices. Practically all liquid bulk carriers have pumps for unloading the cargo. Even combination bulk carriers, which may carry simultaneously or alternatively dry and liquid bulk cargo, usually have ship board pumps for unloading liquids.

Practically all bulk carriers have the machinery compartment, crew accommodation, and conning stations located aft. An exception is the Great Lakes self-unloader with crew accommodations and bridge forward.

The tendency in bulk carriers is toward larger ships, with speeds remaining about constant at moderate level (16~18 knots or 30~33 km/h for ocean-going ships, lower for Great Lakes vessels).

The oceangoing ore carrier is characterized by a high double bottom and small volume of cargo hold because of the high density of the ore. Storing the cargo high in the ship decreases stability and prevents excessively quick rolling.

The oceangoing combination bulk carrier permits low-cost transportation because of its flexibility. It is able to carry many types of bulk cargoes over a variety of sea lanes. This type of ship carries bulk cargoes, such as petroleum product, coal, grain, and ore. The double bottom in bulk carriers is shallow and the volume of cargo holds is large compared to the size of the ship.

The tanker is the characteristic, and by far the most important, liquid bulk carrier both in numbers and tonnage. Tankers carry petroleum products only exclusively, The very large tankers are used almost entirely for the transport of crude oil, A few tankers are built especially for the transportation of chemical products, and others are prepared for alternative loads of grain.

Bulk liquid carriers, with standing, rectangular, cylindrical, or spherical cargo tanks separated from the hull, are used for the transportation of molten sulfur and liquefied gases, such as anhydrous ammonia and. natural gas. Liquefied natural gas (LNG) is also carried in ships with membrane tanks, i.e.. where a thin metallic linear is fitted into a tank composed of ship structural and load-bearing insulation. The

transportation of molten sulfur and liquefied gases requires special consideration regarding insulation and high structural soundness of cargo tanks including the use

of .high-grade, costly materials for their construction.

Passenger-cargo ships

The accommodations for passengers in this type of ship are located to assure maximum comfort. Generally a passenger-cargo ship serves ports that have an appeal for the tourist trade and where rather special, high freight-rate cargo is handled. Because of the service needs of passengers, a ship of this type requires a much larger crew than a merchant ship of comparable size engaged exclusively in the carriage of cargo.

The living accommodations for passengers consist of staterooms with 1--4 berths, each room with bath and toilet. A few rooms may be connected and suites may include a living room, dressing room, and even a private outdoor veranda. Public rooms for passenger use may include dining room, lounge, cocktail room. card and game room, library, shops, and swimming pool,

Ships carrying more than 12 passengers must comply with the SOLAS regulations. These regulations deal with ship characteristics related to items such as the following: (1) lessening the risk of foundering or capsizing due to hull damage, (2) preventing the start and spread of fires aboard, and (3) increasing the possibility and safety of abandoning ship in emergencies.

There is an interesting example of a departure from the traditional break-hulk cargo ship in which cargo is handled almost exclusively by means of a ship board installation of masts and booms. This ship is provided with gantry cranes to handle containers, vehicles, and large pallets. The containers may be stored in cargo holds equipped with container cells or on deck. Large-size pallets and vehicles may be handled through side ports by means of an athwart-ship gear called a sporter. Wheeled vehicles can also be rolled on and off the ship through the side ports. Cargo may be carried to and from lower decks by cargo elevators, and, in addition, there are vertical conveyors for handling cargo such as bananas. The horizontal conveyors shown in the typical section receive cargo automatically, mostly on pallets, from the cargo elevators. This cargo is then stowed by manually controlled; battery-operated pallet loaders. Cargo for the forward hold is handled by a 5-ton burtoning cargo gear and transferred to lower levels by a cargo elevator.