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1 主要维度


1.1 常规


1.2 产品规格


1.3 比例


1.4 体积和重量


2 形状系数


2.1 水平面系数


2.2 船中截面系数


2.3 格挡系数


2.4 棱柱系数


3 线计划


4 图纸

4.1 General arrangement plan

8/[


4.2 船中部分

4.3 Shell expansion

4.4 Other plans

5 Important data on various ships


5.1 杂货船


5.2 冷藏容器


5.3 沿海贸易班轮


5.4 渡轮


5.5 沥青油轮


5.6 化学品罐车

SHIP KNOWLEDGE

A MOD ER N ENC Y CLO P EDIA

1. Principal Dimensions

1.1 General


测量条约

Shipwise

The Shape OF A Ship

PAGE 8 1

PAGE 22 2

All aspects concerning the measurements of seagoing vessels are arranged in the certificate of registry act of 1982. Part of the certificate of registry act is the International treaty on the measurement of ships, as set up by the IMO- conference in 1969. The treaty applies to seagoing vessels with a minimum length of 24 metres and came into force in July1994.


船型


第 44 页3


造船


第 68 页4


船上的部队


第 82 页5


法律法规


第 104 页6


各种建筑


部分第 126 页7


成交安排


第 160页 8


装载 GEAR


第 174 页9


锚和系泊装置


页码 19610


发动机舱


页码 21611


推进器和舵机


第 244 页12


电气装置


页码 26613


维护和对接


第 280 页14


安全


页码 30215


稳定性


页码 32216


第 2 章 问题访问WWW.多克马尔。COM 公司


Ship Knowledge,现代百科全书


垂直


垂直于另一条线或平面的线 (例如水线)。在船上有:


前垂直 (FPP 或 FP)


这条线穿过水线和茎前部的交点


船尾垂直(APP 或 AP)


这条线通常与舵杆的中心线(围绕其旋转的假想线)对齐。


负载线


躺在水中的船的水线。对于不同的情况,有不同的负载线,例如:


轻水线


一艘只运载其常规库存的船的吃水线


深水管线


海水中最大负荷吃水的水线。


水线


船商在船舶设计中计算的夏季标记处的载重线


施工用水管线 (CWL)


用于确定建造船舶的各种组件尺寸的水线


甲板线


船舷固定甲板覆盖的顶部延伸线


模制尺寸


两点之间的距离,在内镀层(或外框)测量


基线


龙骨顶部。


普利姆索尔马克


Plimsoll 标志或干舷标志由一个直径为 1 英尺的圆圈组成,该圆圈通过一条水平线绘制,上边缘是圆心。该水平表示夏季最低干舷盐水条件。 圆圈旁边是一些水平线,表示如上所述的最小干舷。夏季自由舷:S.其他条件: 热带:T, 冬季: W, 新鲜(水):F, 热带新鲜: TF,对于小型船只,小于 100 米: 冬季北大西洋: WNA。全部由一条垂直线连接。为了方便检查标记的位置,在标记上方绘制了一条参考线:甲板线。通常在天气甲板的水平上,但如果天气甲板不是干舷甲板(例如 Ro-Ro),在该甲板的水平上。 当距离不切实际地大,或者连接甲板壳板被磨圆时(油轮、散货船),参考线位于较低的水平。Mark 和 Deckline 将永久标记在左舷和右舷的中间长度上。


吃水标记、Plimsoll Line 和 Plimsoll Mark 是永久性标记。通常这意味着它们被雕刻在船体上。

24

Explanation of the picture at the right:

S

= Summer ( for water with a density of 1.025 t/m³)

W Winter( ditto)

T Tropics ( ditto)

WNA Winter North

Atlantic ( ditto)

TF Tropical Fresh water

F Fresh water

When a ship carries a deck cargo of timber, and certain demands are met, this ship is allowed to have more draught ( less freeboard). This is because of the reserve buoyancy caused by the deck cargo. To indicate this, the ship has a special Plimsoll’ s mark for when it is carrying a deck cargo of timber, the so-called timber mark.

1.2 Dimensions

Length between perpendiculars ( Lpp) Distance between the Fore and the Aft Perpendicular.

Length over all ( Loa)

The horizontal distance from stem to stern.

Length on the water line ( Lwl)

Horizontal distance between the moulded sides of stem and stern when the ship is on her summer mark.

Breadth(B)

The greatest moulded breadth, measured from side to side outside the frames, but inside the shell plating.

Breadth over all

The maximum breadth of the ship as measured from the outer hull on starboard to the outer hull on port side.

Draught at the stem ( Tfwd)

Vertical distance between the water line and the underside of the keel, as measured on the fore perpendicular.

Draught at the stern ( Ta)

The vertical distance between the water line and the underside of the keel as measured from the aft perpendicular.

Trim

The difference between the draught at the stem and the draught at the stern.


船舶知识,现代百科全书25


羽绒并修剪头部。


如果吃水在茎处比在船尾处大。


向下并由船尾修剪。


如果船尾的吃水比船干的吃水大。


在平坦的龙骨上,修剪得当。


船尾的吃水等于阀杆的吃水。


深度


基线与上部连续压型板之间的垂直距离。深度是在船舷的一半 Lpp 处测量的。


干舷


吃水线与侧面(在甲板线处)的甲板顶部之间的距离。夏季干舷一词是指从 Plimsoll 标记的 S 线顶部到甲板线顶部的距离。


空气通风


吃水线与船舶最高点之间的垂直距离。气流是从夏季标记开始测量的。如果船舶吃水较少,则可以压载直到达到夏季吃水,从而获得其最小空气吃水。


纯粹


这是船甲板从船中部向船头和船尾向上上升。纯粹的船和船尾船只提供了额外的储备浮力


弯度


给出 athwart-ships 的天气甲板曲率。曲率有助于确保足够的排水。


地板上升


对于某些类型的船只(如拖船和渔船)来说是独一无二的。这是地板下边缘从龙骨向上上升到舱底。


舱底转弯


给出船舱底的转弯。


1.3 比例


上面讨论的一些尺寸的比率可用于获取有关船舶阻力、稳定性和可操纵性的信息。一些广泛使用的关系是:


长杆/蓝


长度和宽度的比率可能会因船只的类型而有很大差异。常见值:


客船6-8


货机5-7


拖船3-5


较大的 L/B 值有利于速度,但不利于机动性。


长证/分


长/深比。 L/D 的自定义值在10 到 15 之间变化。这种关系在干舷和纵向强度的确定中起着作用。


B/T (T= 吃水)


宽度/吃水比在 2.3 和 4.5 之间变化。 相对于吃水的宽度越大(B/T 值越大),初始稳定性就越高。


船舶知识,现代百科全书 26

The breadth / depth-ratio; varies between 1.3 and 2. If this value becomes larger, it will have an unfavourable effect on the stability ( because the deck will be flooded when the vessel has an inclination) and on the strength.

( mostly containers) can be placed on deck. It is typical for small container ships to use this strategy. As a consequence of this, dangerous situations can occur because the loss of reserve buoyancy can result in a loss of stability and more“water on deck”.

The NT may not be less than 30% of the GT.

Displacement ( in m³)

The displacement equals the volume of the part of the ship below the water line including the shell plating, propeller and rudder.

1.4 Volumes and weights

Nett Tonnage Underwater body ( in m³)

General

The dimensions of a ship can be expressed by using termsm which describe the characteristics of the ship. Each term has a specific abbreviation. The type of ship determines the term to be used. For instance, the size of a container vessel is expressed in the number of containers it can transport; a roll-on roll-off carrier's size is given by the total deck-area in square metres and a passenger ship in the number of people it can carry. At the IMO- conference in 1969 the new units “Gross Tonnage” and “Nett Tonnage” were introduced, to establish a world-wide standard in calculating the size of a ship. In many countries the Gross Tonnage is used to determine port dues and pilotage, or to determine the number of people in the crew.

Register ton

To determine the volume of a space the register ton is used. One register ton equals 100 cft, or 2.83 m³.

Gross Tonnage

The gross tonnage is calculated using a formula that takes into account the ship’ s volume in cubic metre below the main deck and the enclosed spaces above the main deck.

This volume is then multiplied by a constant, which results in a dimen- sionless number ( this means no values of T or m³ should be placed after the number). All distances used in the calculation are moulded dimensions.

In order to minimize the daily expenses of a ship, the ship owner will keep the GT as low as possible. One way of doing this is by keeping the depth small, so more cargo

The Nett Tonnage is also a dimensionless number that describes the volume of the cargo space. The NT can be calculated from the GT by subtracting the volume of space occupied by:

- crew

The underwater body of a ship equals the displacement minus the contri- bution of the shell, propeller and rudder. Or: the calculated volume of the part of the hull which is sub- merged in the water, on the outside of the frames without extensions.

- navigation equipment

- propulsion equipment

- workshops

Ship Knowledge, a modern encyclopedia

27


位移 Δ( in t)


位移是船舶位移的水体积的重量。


也可以说:位移等于飞船的总质量。

Displacement (t) = waterdisplacement (m³) * density of water (t/m³)

Light displacement ( in t)

This is the weight of the hull including the regular inventory. The regular inventory includes: anchors, life-saving appliances, lubricating oil, paint, etc.

Dead weight ( in t)

This is the weight a ship can load until the maximum allowable submersion is reached. This is a constant, which is unique for every ship.

Dead weight (t) = maximum weight Δ(t) - light displacement (t)

Dead weight (t) = maximum weight Δ(t) - actual weight Δ(t)

Cargo, carrying or dead weight capacity ( in t)

This is the total weight of cargo a ship can carry. The cargo capacity ( in t) is not a fixed number, it depends on the ship's maximum allowable submersion, which will include the capacity ( in t) of fuel, provisions and drinking water. For a long voyage there has to be room for extra fuel, which reduces the cargo capacity. If, on the other hand, the ship refuels ( bunkers) halfway, the cargo capacity is larger upon departure. The choices for the amount of fuel on board and the location for refuelling depend on many factors, but in the end the master has final responsibility for the choices made.

Cargo capacity (t) = dead weight (t) - ballast, fuel, provisions (t).

The cargo capacity largely determines the amount of money a ship generates.

2. Form coefficients

Form coefficients give clues about the characteristics of the vessel’ s shape from the water line down into the water. This makes it possible to get an impression of the shape of the underwater body of a ship without extensive use of any data. However, the form coefficients do not contain any information on the dimensions of the ship, they are non-dimensional numbers.

2.1 Waterplane-coefficient Cw.

The waterplane-coefficient gives the ratio of the area of the water line A and the rectangular plane spanned by Lpp and Bmld. A large waterplane-coefficient in combination with a small block-coefficient ( or coef- ficient of fineness) is favourable for the stability in both athwart and fore and aft direction.

Waterplane-coefficient(Cw)=AwLppxBmld


船舶卸货散货


船舶知识,现代百科全书 28

2.2 Midship section coefficient, Cm.

The midship-coefficient gives the ratio of the area of the midship section ( Am) and the area spanned by Bmld and T.

Midship-coefficient(Cm)=AmBmldxT

2.3 Block coefficient, coefficient of fineness, Cb.

The block coefficient gives the ratio of the volume of the underwater body and the rectangular beam spanned by Lpp, Bmld and T. A vessel with a small block coefficient is referred to as‘slim’. In general, fast ships have a small block coefficient.

Customary values for the block coefficient of several types of vessels:

Tanker 0.80-0.90

Freighter 0.70-0.80

Container vessel 0.60-0.75

Reefer 0.55-0.70

Frigate 0.50-0.55

V

Block coefficient ( Cb) = Lpp x Bmld x T

A ship with a small block-coefficient and a large midship section coefficient

Graphical representation of the block coefficient.

A ship with a large block-coefficient and a large midship section and prismatic coefficient.

Prismatic coefficient( Cp)= VLppxAm

2.4 Prismatic coefficient, Cp.

The prismatic coefficient gives the ratio of the volume of the underwater body and the block formed by the area of the midship section ( Am) and Lpp. The Cp is important for the resistance and hence for the necessary power of propulsion ( if the Cp decreases, the necessary propulsion power also becomes smaller).

The maximum value of all these coefficients is reached in case of a rectangular beam, and equals 1. The minimal value is theoretically 0.


棱柱系数的图形表示。


船舶知识,现代百科全书 29

3. Lines and offsets ( Lines plan)

When the principal dimensions, displacement and line-coefficients are known, one has an impressive amount of design information, but not yet a clear image of the exact geometrical shape of the ship. This can be obtained by the use of a lines plan.

The shape of a ship can vary in height, length and breadth of the ship’ s hull. In order to represent this complex shape on paper, cross- sections of the hull are combined with three sets of parallel planes, each one perpendicular to the others.

water lines

Water lines.

Horizontal cross-sections of the hull are called water lines. One of these is the water lines/ design draught. This is the water line used in the design of the ship when it is hypothetically loaded. When the water lines are projected and drawn into one particular view, the result is called a water line model.

The waterlines

Ordinates. Evenly spaced vertical cross-sections in athwart direction are called ordinates. Usually the ship is divided into 20 ordinates, from the centre of the rudder stock ( ordinate 0) to the intersection of the water line and the mould-side of the stem ( ordinate 20). The boundaries of these distances are numbered 1 to 20, called the ordinate numbers. A projection of all ordinates into one view is called a body plan.

The ordinates

Buttocks

Vertical cross-sections in fore and aft direction are called buttock lines. These cross-sections are parallel to the plane of symmetry of the ship. When the buttocks are projected and drawn into one particular view, the result is called a sheer plan.

Buttock lines


对角线

The diagonals are cross-sections of fore and aft planes that intersect with the water lines and verticals at a certain angle. On the longitudinal plan they show up as straight lines. The curvature of the water lines and buttocks are compared to each other and modified until they are consistent. When this procedure is executed, the results can be checked using the diagonals. The most common diagonal is called the bilge diagonal.

The diagonals

Ship Knowledge, a modern encyclopedia

30

Nowadays the lines plans are being made with the aid of computer- programs that have the possibility to transform the shape of the vessel automatically when modifications in the ship's design require this. When the linesplan is ready, the programs may be used to calculate, among other things, the volume and stability of the ship.

As shown in the lines plan below, both the water lines and the buttocks are drawn in one half of the ship. In the body plan, the frames aft of the midships are drawn on the left side and the fore frames are drawn on the right. The linesplan is drawn on the inside of the skin plating.

The lines plans shown here are of vessels that have underwater bodies

that differ quite dramatically. The reader can tell from these plans that a ship will be slimmer with smaller coefficients, when the water lines, ordinates and l buttocks are more

closely spaced. For instance, a rectangular forecastle has only one water line, one ordinate and one buttock, the coefficients are 1.

A B C D E F G H

8

7| 7

6 6


总长:219,345 [米]

Length over and :212,000 [m]

Moulded breadth :32.240 [m]

5 Draft :12.240 [m] 5

Displacement :59279 [t]

Cb :0.691 [-]

Cp :0.707 [-]

Cm :0.978[-]

LCB :-0,343 [% Lpp]

Xb :102,561 [m]

4| KMtransverse : 14.430 [m]

4

3 3


2|阿拉伯数字

1 Linesplan

Trawler harm Printed: 29-8-2002

A B C D E F G

Last modification: 29-8-200210:59:39 Scale: Fitted


一艘全长 203.5 米的集装箱船的线路图


船舶知识,现代百科全书 31

Lpp =35.000m

Cb =0.565

Volume=896m³

Bmld=10.080m

Cm = 0.908

LCB =2.90 %

Tmld =4.500 m

Cp =0.622

KM =5.13 m


游艇

Lpp = 23.500 m

Cb =0.157

Volume = 92 m³

Bmld = 6.250 m

Cm =0.305

LCB =-3.16 %

Tmld =4.000 m

Cp =0.515

KM = 6.06 m

0.000 5.000 10.000 15.000 20.000 25.000


海岸警卫队船,水下形状有些特殊。

Lpp = 73.200 m

Cb =0.637

Volume =4196 m³

Bmld = 18.000 m

Cm =0.933

LCB = - 0.75 %

Tmld =5.000 m

Cp =0.683

KM = 8.67 m


船舶知识,现代百科全书 32


重型货船,多用途。

Lpp = 134.000 m

Cb = 0.710

Volume=18644m³

Bmld = 28.000 m

Cm = 0.992

LCB = - 2.24 %

20.000 20.000

15.000 15.000

Tmld =7.000 m

Cp =0.715

10.000 10.000

5.000 5.000

KM = 14.46 m

0.000

0.000

Frigate


Lpp = 96.000 米

Cb =0.452


容积 = 1620 m³


Bmld = 11.500 米


厘米= 0.752

LCB =-2.30%

Tmld =3.250m

Cp =0.601

KM = 6.17 m Frigate


附图中使用的缩写:

Lpp = length between perpen- diculars

Cm LCB

= midship section coefficient

Bmld = breadth moulded Cp = prismatic coefficient

Tmld = draught moulded

Volume = volume of the under-

Cb water body, as measured KM

block coefficient or coefficient of fineness

on the water lines, to the

= point of application of the= resultant of all upward forces; longitudinal centre of buoyancy(m).

= Height of meta-centre above the keel (m).


框架外 (m³)。


船舶知识,现代百科全书 33


4. 图纸

Of the many drawings, only the most important ones are mentioned here. In general, the following demands are made:

The general arrangement plan, safety plan, docking plan and capacity plan have to be submitted to the Shipping Inspectorate for approval.

The general arrangement plan, midship section drawing, shell expansion and construction plan ( or sheer plan or working drawing) have to be submitted to the classification bureau for approval.

4.1 General arrangement plan

The general plan roughly depicts the division and arrangement of the ship. The following views are displayed:

-a (SB) side-view of the ship.

- the plan views of the most important decks.

- sometimes cross-sections, or a front and back view are included.

The views and cross-sections mentioned above, display among other things:

- the division into the different compartments ( for example: tanks, engine room, holds)

- location of bulkheads.

- location and arrangement of the superstructures.

- parts of the equipment ( for example: winches, loading gear, bow thruster, lifeboat).

Next to these, some basic data are included in the drawing like: principal dimensions, volumes of the holds, tonnage, dead weight, engine power, speed and class.

Fig: General arrangement plan of a multi-purpose vessel that carries mainly paper, timber products and containers.


总体布置图示例

Ship Knowledge, a modern encyclopedia

34

SHEET:

Ship Knowledge, a modern encyclopedia

35


4.2 船中部分

This cross-section shows one or more athwart cross-sections of the ship. In case of a freighter it is always a cross-section of the hold closest to the midship. Some of the data shows includes:

- principal dimensions

-engine power and speed

- data on classification

-equipment numbers

- maximum longitudinal bending moment.


Web 框架


框架间距 700 毫米


每 2 帧 Web

2


这里显示了同一艘多用途船的船中部部分。


船舶知识,现代百科全书 36


船尾的外壳镀层,P. S.


容器馈线的 Shell 扩展。


4.3 Shell 扩展


为了了解壳板的不同板的成分及其细节(例如船体开口),绘制了壳展开。这张图可以有两种形式。在一个版本中,显示了壳体的真实运动长度;因此,前后方向显示的长度不是壳体的真实长度。这导致了这艘船的形象似乎有些扭曲。另一个版本(如下所示)显示了这艘船的 3D 样视图。


4.4 其他计划


施工计划


这张图描绘了船前和船尾横截面中部 (CL) 和最重要甲板的平面图。有时,图纸还包括水密和其他重要的舱壁。它指示


它们的位置和结构杆件的尺寸(包括板的厚度)。


安全计划


安全计划是一个总体布置计划,上面显示了所有安全装置(例如救生艇、救生筏、逃生路线、灭火器)。


对接计划


停靠计划是总体计划的简化版本。它指示在停靠时船舶应由龙骨块支撑的位置。此外,底部和其他罐塞还显示了可以填充罐的液体类型


容量计划


这也是总体规划的简化版本。所有气瓶和货舱分别标有它们的体积和重心。


这与稳定性和“重量轻”的细节一起构成了进行稳定性计算的基础 通常,此图与载重秤一起使用,该秤提供有关吃水与例如淡水和盐水中位移之间的关系的信息。


5. 各种船舶的重要数据


船东有兴趣尽可能地推广他们的船舶,尤其是他们的船舶可以运输的货物类型。或者换一种说法:他们如何赚钱。下一页的表格包含许多船舶的数据,这些船舶在可以运载的货物类型方面差异很大。缩写和其他信息进行了解释,除非它们已在文本中解释过。


船舶知识,现代百科全书 37

CLASS

S-TYPE


劳埃德 + 100 A1 +LMC UMS LA NAV1(1)


用于重型货物的加固(2)


Ice Class 芬兰语/瑞典语

1A


主要维度

(3)


总长度


168.14 米


模制宽度


25.20/25.30 米


以 SID 表示的货舱高度


14.30 米


下部货舱高度 (TWD)


3 高度 3.30、7.00 或 10.25 米


补间甲板高度为 TWD


3 种高度 9.90、6.20 或 2.95 m


设计草稿


10.00 米


最大夏季选秀


10.65 米

GT


ABT 16,800(4)

NT

abt 6,900


DEADWEIGHT 全部告诉


设计草图


约 18,900/18,275 吨 ( 不含 TWD) (5)


Max Summer Draft (最大夏季选秀)


约 21,150/20,525 公吨( 不含 TWD)

CAPACITY


谷物 = 捆


货舱 014,000 立方英尺400 立方米

(6)


货舱 1179,000 立方英尺5,050 立方米


货舱 2/3662,000 立方英尺18,750 立方米


总计855,000 立方英尺24,200 立方米


如果 TW Een Deck 在货舱中安装了 63,000 立方英尺/1,780 立方米


占地面积


背心


合计 1,625( No 0: 50 m², No 1: 340 m², No 2/3: 1,235 m²)

(7)


补间甲板


总计 1,840 m²( 1 号:425 m²,2/3 号:1,415 m²)


Weather Deck (天气甲板)


合计 2,800 m²( No 0: 50 m², No 1: 425 m², No 2: 685 m², No 3: 650 m²)


AIR CHANGE(基空货舱)


每小时 20 次(8)


容器起收

(9)



单位


478 标准箱


甲板


单位


632 标准箱



单位


1,110 标准箱


最大尺寸


高度可达 9 英尺 6 英寸,宽度可达 2,500 毫米


数量有限的替代尺寸,例如长度 45 英尺


为 reefer connect 提供电源。


高达 800/900 kW

SIDEPORTS


5 个侧移器,每个 16 吨 SWL,每小时 500 吨容量(10)

HATCHES


Weather Deck (天气甲板)


否 0:6.50x 7.50 mno 1:25.60x 17.80/15.20m(11)


编号 2: 38.40 x 17.80m 编号 3:25.60x 20.40m


钢, 端部折叠式


补间甲板


从 1:25.60x17.80/15.20/10.10m 起 2:38.40 x 17.80m


横梁下:4.20x 17.80 m 无 3:25.60x 20.40m


由 18 个钢浮筒组成;


1 个 6.37 x 17.72 米2 个 6.37 x 10.02 米


1 米的 6.37 x 15.12 米5 米的 6.37 x 17.72 米


2 个 3.17 x 17.72 米4 个 6.37 x 20.32 米


2 个 1.50 米 x 20.32 米1 个 4.20 米 17.72 米


隔板/隔层


可拆卸浮筒,在 TEU 间隔下最多 14 个隔间


最大负载

(12)


Weather deck ha tch 盖板


1.75 t/m² 天气载荷,2.00 t/m² 有效载荷


补间甲板 ha tch 封面


1 号货舱: 7.5 吨/平方米, 2 号货舱: 5.5 吨/平方米, 3 号货舱: 5.0 吨/平方米


背心


20.0 吨/平方米


甲板起重机 可组合

(13)


吨/范围


3 个120 mt SWL/14m 和 50 mt SWL/30m


位置


2 x PS(后部和中部)和 1 x SB(向前)


主机


瓦锡兰 16,400 马力/12,060千瓦 艏推进器 1,155 马力/850千瓦(14)


速度


压载


ABT 20.0 节


设计草图


AB T 19.6 节


最大满载


ABT 19.2 节


每天的燃料消耗量


约 45 公吨 IFO 380 cSt


海上无 MDO,除机动外


料斗容量

(15)


中间燃料油


1,700 立方米


船用柴油


180立方米


镇流器容量


7,200 立方米(16)


船舶知识,现代百科全书 38


5.1 杂货船


上图说明


劳氏船级社名称(1)


+100A1 根据该级规则建造并受其监督。


+LMC= 劳埃德机械级。所有机械均按照此分类的规格制造。


UMS= 无人机械空间。机舱不必永久有人值守。


LA= 电梯设备。货物起落架已被批准为分类。


NAV1= 允许进行单个网桥监视控制,尽管 SOLAS 规则仅在有利的情况下允许这样做。


该船已加固以运载重型货物。(2)


1A= 芬兰/瑞典冰级。


货舱高度为 SID 单层货舱高度(无补间甲板)(3)


下层甲板高度为 TWD层货舱高度为补间甲板


补间甲板中的高度 TWD=间甲板中的高度 (tweendecker)。

(4)


自重 = 设计吃水时的自重。约 18900/18275 公吨(5)


(不包括/包括补间甲板)。


容量 = 谷物 = 捆。由于货舱是箱形的,因此散装货物的总 m³ 等于 ((6)


普通货物的总 m³。


Cbft= 立方英尺。


如果所有补间甲板都安装在货舱中,货舱的容量将减少 63000 立方英尺或 1780 立方米。


占地面积 = 油箱顶部、补间甲板和天气甲板的整体和每个货舱的甲板面积。(7)

(8)


集装箱进货量 = 可装载的 20 英尺长的集装箱数量。(9)


最大高度和宽度。

(10)

Maximum load

(11)

Minimum strength of the hatches ( also according to class) as determined by the (12) loadline convention. The criteria are based on the maximum height of a water column on the hatch, which is 1.8 metres.


甲板起重机 ( 可组合) = 甲板起重机可以组合 ( 双胞胎)。(13)


如果这三台起重机伸出 120 米,它们可以举起重达 14 吨。如果它们伸出 30 米,它们可以举起高达 50 吨的重量。


起重机的位置:2 个在左舷,1 个在右舷(前)。

Main engine =

45mt IFO 380cST=45 tons intermediate fuel oil 380 centistoke ( Centistoke (14) is a measurement for the viscosity).


MDO= 船用柴油

(15)


船舶知识,现代百科全书 39


5.2 冷藏容器

GT/NT: 11.382/6.408

Loa: 155 m

Beam: (3) 24m

Summer draught: 10,1m

Holds/ Hatches/

Compartments: (4) 4/4/15

Ventilation/ Air changes: (5) Vertical /90

Different temps: (6) 8/2 per hold

Cranes: 2 x40t

Pallet cranes: 2 x8t

Container capacity: (7) 294 TEU plus 60 FEU

or 207 FEU

Reefer plugs: (8) 185

Speed banana laden: (9) abt.21.5 knots


旗帜: 巴拿马 消耗量 ( 冷藏厂):(10) 约 49 公吨 IFO 380 RMG 35

H.3. E. Y. Aux:(11) abt. 6 MT IFO 380 RMG 35

Call sign:

9167801 Tank capacity: (12) 1.800 MT IFO 380 RMG 35

Lloyds No: (1) 150 MT MDO DMA

Built: 2000

12.902 mt Additional Features: Bowthruster DWT: (2)


“科摩罗河”规格说明


(1) Lloyd's Number 也是船舶的 IMO 注册号,即使在所有权变更后,这个号码仍保留在船舶上。


(2) 自重


(3) 广度


(4) 货舱、舱口和隔间的数量。大多数货舱都有三个补间甲板,导致一个货舱分为 4 个隔间。


(5) 通风是垂直的。整个货舱容量每小时可补充 90 次。


(6) 可以独立于其他隔室调节温度的隔离隔间数量;每个隔舱 2 个。


(7) 该船可运输 294 个 TEU + 60 个 FEU 或 207 个 FEU。


(8) 船舶可为 185 个集装箱供电。


(9) 如果船舶满载香蕉,最高速度为 21.5 节。


(10) 每日燃料消耗量(包括制冷设备)约为 49 吨中间燃料油 380(旧符号)或残余机 G35,粘度为 35 cst(100°C 时)。G 给出粘度的质量


(11) 辅助装置的日油耗为 6 吨。


(12) 油箱容量为 1800 吨 RMG 和 180 吨 DMA(馏分油船用燃料,A 为瓦斯油)。

Opened hold of the“Comoros Stream”


船舶知识,现代百科全书 40


5.3 沿海贸易班轮

Ventilation:

Dimensions of holds (m) length/ breadth/ depth Hold 1:

electrical, 6 airchanges p/h

62,40 x 10,24 x 6,75

Dimensions (m) of hatches Hatch 1:

62,40 x 10,24

Tank capacity

Fuel: 217 cbm

Ballast: 1307 cbm


旗帜 : Dutch Fresh water24 cbm


建造时间:1998/1999


类型:盒装 / sid 发动机设备


DWT: (1)2964 en 主机: 瓦锡兰 8L20


D. W. C. C 夏季: (2)2800 mt 产量:1320 bhp


GT/NT:2056/1168 消耗量:约 10.5 节


L. O. A.:88.95m 约 5.500 升 MGO


船帆高度:12.50米

Draught laden: (3) 04.34 m

Air draught:(4) 09.30 m

Classification: (5) B. V. 1 3/3 E cargo-

ship deepsea-BRG

Trading area: unrestricted waters

incl. river Rhine

Container intake ( total): 108 teus

Cubic capacity GR /BA: 151.000 cbft

Movable bulkhead: 2

Tanktop strength: 15 mt/m²

Hatch strength: 1m t/m²

Explanation on the specifications of the“Hansa Bremen”

(1) Dead weight

(2) Dead weight Cargo Capacity at Summer draught.

(3) Maximum draught


(4) 夏季吃水时空气吃水,如果(装载的)船舶不在夏季吃水,可以使用额外的压载物。


(5) 必维国际检验集团,该船舶满足入级局对此类船舶的规则和要求。


5.4 渡轮

Explanation on the specifications of the“Blue Star 2”

Length o. a.: 172.90m

Length b. p.: 160.58m

Breadth moulded: 25.70m

Depth maindeck: 9.40m

Depth upperdeck: 15.10m

Design draught: 6.35m

Total power at MCR:(1) 44,480kW

Trial speed at design draught: 28 ₧

Passenger capacity: 1.600

No of passenger cabins: 160

Dead weight: 4.500T

Trailer lane length: (2) 1.780m

Car lane length: (3) 450m


(1) 主机的功率。MCR = 最大连续额定值。


(2) 可用的最大拖车总长度。


(3) 可用的最大总轿厢长度。


船舶知识,现代百科全书 41


5.5 沥青油轮

Present flag: Dutch

Port of registry: Rotterdam

Ship type: LPG (1) Carrier S. P. (2) 9.3 bar -48C 2PG (3)

IMO number: 9031985

Dead weight ( summer draft): 3566 tons

Cargo tank volume: 3200 m³

Main engine: Deutz SBV 9M 628 1690 kW at 900 r. p. m.

Aux. engines: Deutz/MWM TBD (4) 234V83x331 kW

Type of fuel: MDO

Total cabins: 10

Required minimum crew: 10


关于“Corel Actinia”规格的说明


(1) 液化石油气


(2) 安全压力


(3) 分类符号


(4) 涡轮柴油

After lengthening Anthony Veder's gas carrier"Coral Actinia"with 24.05 m enough space was provided to install a second cargo tank, increasing cargo capacity with 1000 m³ to 3200 m³.


5.6 化学品罐车

Imo Type II, Marpol - Annex I & II (1)

Built: 2000

Dwt m. tons: 6430 mt

GT: 4670

NT: 1679

Speed: 15.5 knots

L. o. a. 118.00 m

Breadth: 17.00 m

Draft: 6.45 m

Cargo cap. 98.5 %: 6871 cbm

Type steel: (2) duplex stainless steel

Ice class: 1A

Exterior heating of cargo tanks up to 80 °C

2 sloptanks cap. 206 cbm total (3)


“荷兰海蓝宝石”规格说明


(1) MARPOL 要求,附件 l:石油产品,附件 ll:液体化学品。


(2) 水箱由双相不锈钢制成。


(3) 污水箱是收集水箱洗涤水的水箱。


船舶知识,现代百科全书 42


1 现代航运的历史


1.1 19 世纪和 20 世纪上半叶


1.2 第二次世界大战后。


2 船舶类型分类


2.1 用于运输货物和乘客的船舶。


2.2 其他船舶。


3 简要讨论几种类型的船舶。


3.1 多用途飞船


3.2 集装箱船


3.3 重型货船


3.4 冷藏船


3.5 油轮


3.6 散货船


3.7 滚降


3.8 游轮


3.9 运牛船


3.10 游艇


3.11 渔船


3.12 拖船


3.13 破冰船


3.14 挖泥船


3.15 电缆敷设船


3.16 海军舰艇


4 “海事”海上


4.1 介绍


4.2 早期发展


4.3 “离岸”的定义


4.4 离岸活动的阶段


4.5 海上机组简介

SHIP KNOWLEDGE

A MO D ER N ENC Y CLO P EDIA

1. History of modern shipping

1.1 The development of regular service liners during the 19th

and the first half of the 20th century.

Shipwise

PAGE 8 1

The period from 1800 until the Second World War saw the rise of the regular

service liners. This was the result of the transport of cargo and passengers

between Europe and the colonies in the East and the West, and the increasing

The Shape OF A Ship

PAGE 22 2

Ship'S Types

PAGE 44 3

The Building of a Ship

PAGE 68 4

Forces on a ship

PAGE 82 5

Laws and regulations

PAGE 104 6

Construction of the Various

Sections PAGE 126 7

Closing arrangements

PAGE 160 8

Loading GEAR

PAGE 174 9

Anchor and mooring GEAR

PAGE 196 10

Engine room

PAGE 21611

Propulsion and Steering Gear

PAGE 244 12

number of emigrants leaving for North America.

Shipbuilding changed slowly but steadily to facilitate the new demands using new technologies.

The main developments were:

- Wood as main construction material was replaced by iron and later by steel.

- Sailing ships were replaced by steam ships and later by motor ships

- New types of ships like tankers and reefers were developed.

- A gradual improvement in speed, size and safety.

In general, the big and versatile trade vessels of this period were still in use even as late as the 1970s. Transportation of passengers, general cargo, oil, refrigerated cargo, heavy boxed parcels, animals and bulk with one and the same ship was very

common. Even today’ s“multi purpose” ships do not achieve this level of versatility.

1.2 After World War II.

After some initial hesitation, the period after the Second World War showed a continuous increase in world trade and thus in sea trade. This increase in global commerce, only interrupted by short periods of relapse, lasts even to this day. In the beginning this resulted in more and more ships, subsequently they became faster and bigger. A lot of smaller ships were then taken out of service. The modernization of shipbuilding and navigation led to the loss of many jobs in the sector. After the 1970's more and more universal ships were replaced by specialized vessels that can carry only one type of cargo. This process had already started on a much smaller scale since 1900. These new vessels are:

-Oil tankers

-Bitumen tankers

-Chemical tankers

-Container ships

Electrical Installations

PAGE 26613

Maintenance and docking

PAGE 28014

Safety

-Heavy-cargo ships

-Cattle ships

-Reefers

PAGE 30215

STABILITY

PAGE 32216

CHAPTER 3 QUESTIONS VISIT WWW. DOKMAR. COM

Ship Knowledge, a modern encyclopedia

46

Passenger liners have been superseded almost entirely by aeroplanes, because of the large distances involved. However, after 1990 the number of passenger ships that specialize in luxury cruises have increased enormously.

2 Classification of ships in types.

In this overview types of vessels are categorized. It is by no means a complete overview. Some vessels can be placed in more than one category.

2.2 Other ships.

Fishing vessels:

Trawlers

Other types of fishing vessels

Vessels providing services for shipping:

Seagoing tugs

Harbour tugs

Icebreakers

Pilot vessels

Coast guard vessels

Research vessels

Salvage:

3 Brief discussion on several types of ships.

The discussion of the vessels below includes a general description, dimen- sions and other characteristics. For instance, important features for a container vessel are the maximum number of containers it can carry and the deadweight. For a passenger liner, the deadweight is not important, but the number of passengers is. A tug boat has to possess a high bollard pull, whereas that is not important for a dredger.

2.1 Ships for the transport of cargo and passengers

Bale and unit cargo:

Container vessels

Heavy-cargo vessels

Multipurpose vessels

Cattle ships

Refrigerated cargo:

LPG/LNG carriers

Conventional refrigerated ships

Fishing vessels

Bulk cargo:

Crude carriers

Product tankers

Chemical tankers

Bulk carriers

Tugs

Shear legs

Diving vessels

Barges

Construction and infrastructure:

Dredgers

Cable layers

Shear legs

Navy:

Aircraft carriers

Cruisers

Destroyers

Frigates

Submarines

Mine sweepers

Offshore:

Seismic survey vessels

Drilling rigs / Jack-ups

A navy supply vessel. Comparable to a cargo ship/ tanker

Drilling ships

Roll-on/ Roll-off:

Semi-submersible drilling units

RoRo freighters

Car and passenger ferries

Floating ( Production) Storage and

Recreation:

Offloading vessels

Shuttle tankers

Cruise ships

Supply vessels

Sailing/ motor yachts

Construction vessels

offshore industry.

A FPSO tanker

Ship Knowledge, a modern encyclopedia

47


3.1 多用途船舶。


多用途意味着这些船舶可以运输多种类型的货物。这些船只使用舱口盖作为舱壁,并在货舱中使用补间甲板。这些舱口盖可以放置在不同的高度和位置。通常,舱口和舱口围板的尺寸与货舱相同,这使得装卸更容易。 货舱使用各种系统用舱口密封。木材或集装箱等货物可以放在舱口顶部。通常,舷墙会加高以支撑集装箱。


可能的货物


-器皿


- 普通货物


- 谷物等干散货


-木


-汽车


- 重物(项目货物)


特性


- 自重 (t)


- 保压容量(m³、ft³)


- 容器数量及其尺寸


- 最大甲板负载 (t/m²)


- 最大车轮载荷 (t)


- 货物起重能力


多用途容器可细分为:


- 带货物装置的船舶(每台起重机的起重能力高达 120 吨)


- 不带载货装置的船舶


- 沿海贸易班轮


多用途船也可以在船的侧面配备一个或多个坡道 然后,叉车可以通过这些坡道开始装卸。这更快,对天气的依赖性更小


一个。配有载货装置。


带有货物装置的多用途船比没有货物装置的同类船只更重。因此,它们的承载能力较低。由于起重机的高度,一些船只无法从桥下通过 这种船的优点是她可以在没有起重机的港口和工业区工作


多用途船 “Schippersgracht” 拥有自己的货物装置和装载坡道


b.不带载货装置的船舶。


没有货物装备的船舶依赖于港口中装载装置的存在,因此其就业能力受到限制。


c. 沿海贸易班轮


为了从海上航行到内河航道,沿海贸易班轮的吃水很小;通常不超过 3.60 米,大约 6.5 米的小吃水,与其他相同尺寸的船舶相比,压载舱容量大。与内河船舶一样,沿海贸易班轮(也称为海河船)通常具有液压


多用途船, 无货物装置, 带舱口支架


探长 - 89.25 m 宽度 - 1 3.40m


GT-2780DWT-3793吨


可调节的驾驶室。当船必须通过桥下时,驾驶室可以降低。桅杆也必须能够降低。


沿海贸易班轮


Loa-106m 宽度 - 11.40 m


深度 - 最大 5.6 米 T-3.5 米


GT-2077DWT-2580 吨


最大标准箱 - 182


其他特性。


- 加载时的吃水


- 加载时的垂直间隙


- 未加载时的吃水


- 未加载时的垂直间隙。


- 压载舱容量


3.2 集装箱船


自 1960 年代以来,集装箱运输持续增长。 使用集装箱的具体优势是货物可以直接从一个客户运输到另一个客户,而不仅仅是从一个港口运输到另一个港口。水路运输只是运输链中的一个环节。


集装箱船的容量已从 1500 TEU(1966 年)增长到大约 8000 TEU(2002 年)。


容器的大小各不相同。ISO 标准区分了 TEU 和 FEU,它们的高度可能不同。


TEU = 20 英尺等效单位。这些容器的标称长度为:


20'= 20 *0.305 = 6.10 米。


实际长度短了 1.5 英尺(38 毫米),容器之间留出了一些空间


FEU = 40 英尺等效单位。 这些容器的标称长度为:


40'=40 *0.305 = 12.20 米。


可能的货物


-器皿


特性


- TEU 或 FEU 的最大数量


- 气象甲板以下的 TEU 或 FEU 数量及其高度。


- 容器层数。


- 存在货物装置


- 开船或闭船。


集装箱船主要有两种类型


a. 高达 8,400 TEU 的大型洲际集装箱船(1999 年)


b. 集装箱支线机,起价为 200TEU。


船舶知识,现代百科全书 48

a.( Intercontinental) container ships Container vessels are divided into generations ( see the table below). The big container ships can only go to the largest ports because of the ship's size and the transfer capacity of the port.

Large container vessels usually do not have their own loading gear. After 1991 ships without hatches were built, also called cellular vessels. Because there are no hatches it means that water can pour into the holds ( tropical rains, seawater). Therefore special provisions have to be made for the bilge pumping systems.

Advantages of cellular vessels:

Nedlloyd America, an open cellular container ship L = 266 metres,B = 32 metres, 3,568 TEU

- more efficient cargo handling, which reduces the lay time and harbour fees.

- guide rails, to keep the containers in position instead of lashings.

- no hatch covers to be carried

- high freeboard and strong construction due to the guide rails

Disadvantages:

- the high freeboard has an adverse effect on the GT measurement of the vessel

- the price is high because of the amount of steel used and the intricate engineering

Analogous to big tankers and bulk carriers, container vessels can also be classified on the basis of the passage that is just suitable.

These designations are:

- Panamax ships. Ships with a width less than 32.25 metres. They have the maximum width with which they can still pass the locks in the Panama Canal.

- Post panamax ships. These ships are too large to pass through the Panama Canal. Since 1988 container vessels with widths exceeding 32.5 metres have been constructed.

- Suezmax ships have a draught of less 19 metres, which allows them to

use the Suez Canal. The Suez Canal is currently being deepened.

b. Container feeders

Container feeders are small or medium-sized ships starting at 200TEU that specialize in transporting cargo from small ports to large ports and vice versa, or for use in services which are not profitable for the larger container vessels. The feeders may be equipped with cargo gear. Often, multi purpose ships are employed as container feeders.

Container feeder



时期


导航区域


器皿


船只

1


1966 年之前


附近的本地服务


美国海岸


澳大利亚


ISO 之前。L * b * h =

35'*17'*24*


主要


改装舰船,带有


自己的货运装备。

2


1966 年之后


Short International (国际短裤)


services, 美国,


欧洲、澳大利亚、


日本等。


ISO 标准。长 = 20'


或 40 英尺。B=8'。H= 8' 或

8'6"


集装箱船


700-1500 标准箱

3


1971 年之后


隆国际


和洲际


服务业


高立方体


器皿。H=9' 且

9'6".


高速集装箱


大于

2000 TEU.

4


1984 年之后


在全球范围内,


还有中国、印度和


非洲国家。


偏差


ISO 标准。例如。


长=45'


集装箱船


大于 3000


标准箱 (TEU)


船舶知识,现代百科全书49


3.3 重型货船


重型货船可分为:


- 半潜式重型起重船


- 常规重型运输船


- 船坞船(半潜式)


它们的结构和稳定性使它们能够携带非常大和重的物体。半潜式船舶可以将其主甲板降低到吃水线以下,以提升大型漂浮物体,如钻机(漂浮在上/下)。


半潜式船舶装载钻机。


半潜式船,下部船体为浮式生产装置(半潜式)。


传统船舶通常配有装载装置,这并不一定意味着船舶能够提升重物,但是当没有重物时,船舶可以用作多用途船舶。


可能的货物


- 沉重或笨重的物体


- 工厂的成套零部件


-钻机


- 多用途/普通货物


特性


-承载能力


- 最大甲板负载


- 货舱和甲板的尺寸


- 每台起重机的起重能力和甲板上的最大高度。


重型货船,也适合作为多用途船


3.4 冷藏船(冷藏船)


现代冷藏船越来越多地用集装箱而不是托盘运送货物 冷藏集装箱有一个内置的制冷系统,可以插入船舶的电网。空气用于去除多余的热量,因此容器的通风非常重要。冷藏集装箱也可以用普通集装箱船运输。


冷藏船 “Santa Lucia”,带货物装置。


当水果被运输时,不仅要控制温度,还要控制容器中的空气成分以控制水果的成熟过程。 越来越多的冷藏船将普通货物作为退货


货物,例如汽车和卡车。 与多用途船相比,冷藏船具有:


- 较小的围板


- 更多补间甲板


- 装载装置的起重能力有限,约为 40 吨。


可能的货物


- 水果、蔬菜(冷却、冷藏)


- 肉、鱼(冷冻)


- 普通货物


- 集装箱在甲板上,有时在货舱里


特性


-承载能力


-吨位


- 温度范围


- 不同温度下的冷却和冷冻能力


- 货舱内的大气控制范围/每小时换气次数


- 高航行速度


3.5 油轮


- 油罐车


油轮是用于运输液化气的船舶。一般来说,有两种液化气体:


- 液化石油气 (LPG)


- 液化天然气 (LNG)


液化石油气主要由丙烷和丁烷组成,在大气压下的凝固点分别为 - 42°C 和 -0.5°C。液化天然气是甲烷和乙烷的混合物。在正常大气压下,前者的冰点为 -161°C,后者在 -88°C 结冰。 其他类似的液化气体也可以由这些油轮运输。液化石油气和类似化合物可以在中等压力和温度下保持液态,但通常需要更高的压力和更低的温度才能使气体保持液态。 水箱必须具有良好的隔热效果,原因如下:


- 泄漏到水箱中的热量会使部分液体蒸发。如果因此,液位下降而自由液体表面增加,则可能导致液体晃动到油箱内部,从而损坏油箱壁。


船舶知识,现代百科全书 50

The large crude oil tankers are subdivided into the following classes:

- Ultra Large Crude Carrier (ULCC)>300,000 dwt

- Very Large Crude Carrier (VLCC)200,000-300,000 dwt

LPG tanker

- Suez max ( old max Suez draught) ca. 120,000-160,000 dwt

- At the low temperatures inside the tank the steel loses its toughness and strength. Therefore it is very impor- tant that the liquid does not come into contact with the steel. This is exactly the reason why the tank walls are not strong enough to resist strong sloshing of the liquid.

-AFRA max, ca.70,000-100,000 dwt

The large draught of the larger tankers restricts the sailing routes and limits the number of ports that can be called for loading or discharge of cargo.

Gas tankers are often steam turbine ships, the boil-off of the cargo can be used as fuel for the boilers. ( boil-off is gas evaporated from the cargo in order to maintain a low temperature)

Possible cargo

-LNG

-LPG

- Similar liquefied gases.

Characteristics

- Tank capacity (m³)

- Minimum allowed tank wall temperature

Crude oil tanker.

- Maximum ullage in the tanks GRT: 156306-LOA: 328m

bottom lines. Three or four longitudinal pipelines with branches to each tank. At the end of each branch a valve is installed. The bottom lines are in aft direction connected to the pumps in the pump room, a vertical space between the cargo tanks and the engine room. To discharge cargo, the ship’ s pumps in the pump room draw the oil from the cargo tanks, and press it upwards to the decklines, from aft to the mani- fold midships. Via a hose the oil is pumped ashore to the receiving facility where the cargo ends up in a shore tank. Needless to say that numerous valves isolate pumps, tanks, and the separate pipelines from each other. Loading and discharging takes some 24 to 36 hours per operation.

Apart from the cargo pipeline system there are various other cargo related pipeline systems on deck and in the tanks:

- Inert gas system to fill up the empty space created while discharging with inert gas.(a gas with no oxygen) in order to prevent explosions. Oil will not burn as long as the percentage of oxygen stays below 5%. Inert gas is also used to slow down corrosion of ballast tanks when they are not treated with paint. This still occurs on some older tankers. During the loading inert gas is discharged into the atmosphere.- Tank wash system used to remove deposits from the inside tank wall

before repairs, docking or reloading.

- Time needed for loading and dis- charging

-Crude oil tankers

Crude oil tankers are used to carry the crude oil from a loading port near an oil field or from the end of a pipeline to a refinery. In general, these vessels are very large. The carrying capacity of these crude oil tankers has risen to as much as 500.000 tons. In contrast to product tankers, crude oil tankers have a limited number of tanks, usually approximately 15 tanks plus two slop tanks.

Breadth: 57m-T: 20.20m( max 21.6)

Deadweight ( summer): 291,613 tons

Crude oil tankers receive their cargoes through pipes from shore facilities or from a single mooring buoy, via a hose or via a flexible pipeline arm mounted on the jetty. The hose or hoses is/ are temporarily connected to transverse pipes on deck, at mid length, the so-called manifold. The oil is pumped on board by shore pumps. From the transverse lines, the oil goes to droplines, vertically down into the ship, to the

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51

-A system for the temperature control of sloptanks. Usually crude is not heated during the voyage.

- The ballast system is completely separated from the cargo system.

When a large ship like a crude-oil tanker is damaged by collision or grounding, vast amounts of oil can leak into the ocean. Therefore, regulations now require that such vessels have a double hull.

Possible cargo

- Crude oil

Characteristics

- Carrying capacity ( tons)

- Tank volume (m³)

- Discharging speed (m³/h)

- Maximum laden draught (m)

- Product tankers

“Product” refers to the products of refineries and the petrochemical industries instead of crude-oil. Product tankers have a large number of tanks with a total carrying capacity of approximately 50,000 tons. The piping systems on a product tanker are different from the systems in crude oil tankers. Normally every tank has its own filling and discharge line to the manifold and its own cargo pump.

Product Tanker in Panama Canal

This ensures that in case of leakage from one of the tanks, the crew and environment t are not subjected to danger.

To prevent mixing of incompatible cargoes, a cofferdam separates tanks with different contents. A cofferdam is a small empty space fitted with a sounding apparatus, a bilge connec- tion and ventilation.

The size of chemical tankers varies between 2500 and 23,000 GT. The number of tanks in transverse direction varies between 3 for tankers up to 6000 tons and 6 for larger tankers.

Chemical Tanker

3.6 Bulk carriers

Bulk carriers are ships especially designed to carry loose cargo in bulk. There are three types of bulk carriers:

a. Handy size, 30,000 tons dead weight, often with own cargo gear. Cargo: precious ore, sand, scrap, clay, grain and forest products

Possible cargo

-Acids

b. Panamax, 80,000 tons dead. weight, no cargo gear.

- Bases Cargo: grain and ore

-Alcohol

- Edible oils

c. Capesize, 160,000 tons dead weight, no cargo gear. Cargo: coal, ore.

Possible cargo

- Oil products like gasoline, kerosene, naphtha, diesel oil, lubricating oil, bitumen

- Vegetable oil

- Wine

- Drinking water

Characteristics

- Carrying capacity (t)

- Chlorinated alkanes

- Amines

- Monomers

- Petrochemical products

Characteristics

- Carrying capacity

- Number of tanks

- Tank coating / Stainless steel

Bulk carriers are usually discharged by grabs or by suction pipes. Pouring the cargo through a shooter or via a conveyor belt does the loading. Bulk carriers have large upper and lower ballast tanks to give the empty vessel enough draught and a better beha- viour whilst in transit.


- 总容积和每个储罐的容积 (m³)

- State of tank wall surfaces

3.5 Chemical tankers

There are very strict requirements and regulations for chemical tankers because of the toxicity and flammability of the typical chemical cargo. All cargo tanks are separated from:

- the shell by a ballast tank

- the engine room bulkhead by a cofferdam

- the forepeak bulkhead by a cofferdam.

Bulkcarrier

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52

An ore carrier being discharged by a lighter.

Small Ro-Ro freighter with vehicles in the holds and on the main deck

Possible cargo

- Trucks

- passengers

- cars

- trains


- 拖车(带集装箱)

Ships transporting ore have a special design. Ore is very heavy, ( stowage factor is approximately 0.5 m³/t) and thus ships only need small holds to be loaded completely. To prevent a too large stability the holds must not be situated too low or too close to the sides of the ship. Some bulkcarriers can also function as a tanker. This combination carrier is called an Ore Bulk Oil (OBO) carrier.

Possible cargo

ramps in the side or stern which also function as a driveway. Because the ramps may not be deformed too much, RoRos are equipped with an antiheeling system which automatically distributes water between two op- posing ballast tanks. To prevent the cargo from moving in bad weather, the vehicles a are fastened using a lashing system. During loading and discharging additional ventilation is required to get rid of the exhaust fumes.

-Coal

- Ore

- grain and other agricultural products

- fertiliser

- cement

- light minerals

Characteristics Ro-Ro carrier

- Carrying capacity (t)

- Cargo volume (m³) - Ro-Ro car and passenger ferries

Characteristics

- number of cars or trucks

- lane length

- height between decks

- number of passengers

- carrying capacity

3.8 Cruise ships

Except in some archipelagos areas, as the Philippines and Indonesia, the traditional passenger liners have disappeared. International and inter- continental transport of passengers is now almost completely done by aircraft. The modern cruise ships are used for making luxurious holiday trips to distant countries and ports. On board there is a whole range of facilities for relaxation like swimming pools, cinemas, bars, casinos, theatres etc.

3.7 Roll on Roll off

-Ro-Ro carriers

To facilitate the transport of mobile cargo, Ro-Ro vessels have continuous decks, spanning the entire length of the ship. As a result of this the vessel loses its stability rapidly if water enters the decks after a collision or a burst side door. In connection with this, the safety regulations for these vessels have been sharpened in the last few years (2003) by the requirement of division doors.

The tweendecks of these ships are often adjustable in height. Loading and discharging proceeds via the

Almost all ferries transport both passengers and vehicles, whether they are navigating inland waterways or the oceans and seas. The vessels usually shuttle between two ports on a very tight schedule. The passengers drive their own cars on board via a ramp, which is either part of the ship, placed on the quay, or a combination of these two. Ferries have the same type of decks as the Ro-Ro carriers, and therefore they face the same problems when water floods the decks.

Possible cargo

- passengers

Characteristics

- maximum number of passengers

- number of cabins according to size, luxury and location on the ship.

Without exception, these vessels are equipped with very good air conditioners. Stability fins limit the rolling to 2°, ultimately 4º. Even modern cruise ships with sails have no noticeable list when sailing. The number of persons on board can be as high as 4000; the crew is half or two third that number.


船舶知识,现代百科全书 53

Navigating through unknown territories on a luxury ship

The building of large luxurious motor and sailing yachts is very similar to the building of commercial ships, but with more emphasis on the finish and appearance.

Large yachts with a length of 25 metres and over are also called Mega- yachts.

Possible cargo

- none or some passengers

Characteristics

- dimensions

- total sail area and nature of the rigging

- motor power


- 客舱数量和铺位数量


-豪华


- 适航性


3.11 渔船


-拖网 渔船


拖网渔船是在水中拖网的渔船。在远洋渔业中,渔网悬挂在水面和海床之间。在底层渔业中,网被拖过海床,这


适航帆船,长度 15 米


机动游艇,长度 19 米

54


3.9 运牛船


运牛船将绵羊等牲畜从澳大利亚运送到远东,将奶牛从西北欧运送到地中海。 马厩被设置成马厩。装有饲料的筒仓位于主甲板或下甲板。绵羊通常是自动喂养的,而奶牛是半自动喂养的:饲料从筒仓机械地移动到甲板上,然后通过手推车分配给动物。传送带和升降机网络将粪便倾倒到船外。需要合适的空调:每小时至少需要 45 次换气。要实现低稳定性的牛船是非常细长船。这可以防止动物在船发生滚动时折断腿。前船的细长形状也防止了过多的俯仰。


可能的货物


- 牲畜,如牛、绵羊、山羊、骆驼、马等。


特性


- 总甲板面积 (m2)


- 稳定的系统


- 地板系统


- 粪污系统


3.10 游艇


游艇可以分为机动游艇和带有辅助电机的帆船游艇。这些容器由以下人员购买并用于:


- 私人在闲暇时使用;这些游艇的长度为10 至 20 米。


- 将游艇用作其(临时)住所的富人,用于休闲或代表目的;


- 将游艇用于代表性目的的公司;这些游艇的长度约为 15 米或更长。


- 购买游艇用于比赛的个人或公司


- 用于租赁的大型游艇;这些游艇的长度约为 15 米。

Cattle Ship


Ship Knowledge,现代百科全书


需要额外的动力,特别是如果渔网配备了令人不安的链条来搅动海底 这些渔船的建造和设备在很大程度上取决于捕鱼方法和目标鱼类的种类。最重要的拖网渔船类型是快艇和船尾拖网渔船。


可能的货物


- 冷却的鱼(在碎冰中)


- 冷冻鱼或贝类


特性


- 发动机功率


- 鱼架体积


- 运输温度


- 冷冻能力


- 鱼类加工方法


- 冷藏和冷冻的方法


- 鱼绞盘和网鼓


- 可能的钓鱼方法


拖网渔船从事拖网捕鱼。 钓鱼时的速度约为 3 节,不钓鱼时的速度为 12 节。网的长度可以在 60 到 80 米之间,线路可以在 300 到 600 米之间。


- 其他渔船


非拖网渔船的范围可以从部署网的简单船只到可以布置数公里长的网,等待鱼游入网中的渔船。典型的例子有:围网渔船、金枪鱼快船、捕蟹船等。


可能的货物


- 冷冻鱼或甲壳类动物


- 冷却的鱼(在碎冰中)


特性


- 船只的性质


- 采用的捕鱼方法


- 发动机功率


- 制冷能力


- 鱼架体积


- 鱼类的加工和储存方法


3.12 拖船


- 远洋拖船


所有拖船的一个共同特点是它们的低尾甲板。这保证了牵引绳有一定的移动自由度。牵引线中力的作用点必须位于靠近船中部的位置,使力对机动性没有影响。


牵引绞盘非常重要因为它必须能够将螺旋桨的总力传递到牵引线。


远洋拖船用于:


-打捞


-拖带


- 海上工业中的锚处理


- 环境服务


- 发动机故障


部分完工的船舶、浮沉船、码头、钻机和其他必须搬迁的大型漂浮物都可以由拖船拖曳。 自从引入半潜式重型起重运输船以来,长距离牵引作为一种运输方式的次数较少。沿海国家经常使用远洋拖船来避免迫在眉睫的环境灾难。


- 护航拖船


护航拖船用于护送(大型)船只沿危险通道。它们是近年来发生多起严重(油轮)事故后开发的。护航拖船在狭窄沿海水域作业,是小型坚固的远洋拖船,可以在自身推进力不足时大型船只推离或拉离危险区域。护航拖船需要

Escort Tug


高度可操作,因此通常具有方位推进器。


- 港口拖船


港口拖船用于港口、内河航道和沿海地区:


- 协助和拖曳船舶进出港口


- 在拖曳大件物体时协助远洋拖船


- 在港口或沿海地区进行打捞或协助打捞


- 扑灭火灾和环境灾害。


- 保持港口无冰


特性


- 已安装电源


- 系柱拉力:这是零速度时的牵引力


- 打捞泵容量


- 消防设备


- 对抗污染的方法

The“Texelbank” is assisting a VLCC


船舶知识,现代百科全书 55

The same cargo vessel in ice

3.13 Icebreakers

Icebreakers are similar to tugboats; they are often fully equipped for towing and salvaging.

Their main function is to cut a channel through an ice-sheet at sea, in a port, a river or other inland water- ways. Obviously these ships have to be able to resist floating ice. The fore ship is especially reinforced and the material used must have a very high impact value. The shell must be free of protrusions because floating ice will rip these off immediately.

wear resistance of the steel in the shell and the propeller is subject to high requirements. Ice is usually broken by sailing the sloping bow on the ice, until the weight of the fore- ship breaks the ice. Some icebreakers have nuclear propulsion.

Characteristics

- engine power

- bollard pull

- shape of the fore-ship, this is impor- tant for the method of icebreaking.

- total mass of the ship, this is important for the ability to penetrate the ice.

There is hardly a paint strong enough to resist the forces involved in icebreaking. For the same reason the

Trailer hopper suction dredger,

icebreaker is clearing a passageway for a freighter

length =167 meter,

breadth =31 meter,

3.14 Dredgers

- Trailing hopper suction dredger

Trailing hopper suction dredgers are used to maintain or deepen channels and fairways and for construction of artificial islands. These vessels are usually equipped with two adjustable suction pipes, which drag over the bottom to dredge. Dredging pumps in the holds or in the suction pipes pump a mixture of water and material from the sea floor into the holds. Till now (2003) they are able to dredge to a depth of 155 m. The holds are called hoppers. The solid material precipi- tates in the hopper; the excess water flows overboard. In order to dredge in adverse weather, the suction pipes are suspended from special cranes, which operate with heave compensation. This ensures that the suction nozzles stay in contact with the seabed.

When the vessel is at its ( plimsoll) mark, it will navigate to the dis- charging site. The discharging can be done with pressure, using the dred- ging pumps and the pressure lines at the bow. When the vessel navigates towards the direct vicinity of the dumping location, the discharging can also be done using the spray nozzle, located on the fore end. This is called rainbowing. In both cases the solid precipitate is mixed with water so that pumps can be used. When the ship reaches the exact dumping location, the cargo is discharged through the bottom flaps. The load is then dumped instantaneously. To facilitate this way of discharging, some small hopper suction dredgers are constructed as

Rainbowing


承载能力 = 30000 吨

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56

two hinged port and starboard halves, which separate when the load is discharged. These vessels are called split rail suction dredgers

Possible cargo

- sand

- gravel

- stratum or clayish soil

-( port) mud

Characteristics

- pump capacity

- depth range

- hold volume ( the largest is 13,000 m³)

- carrying capacity

split rail dredger

- Cutter suction dredgers

For tougher types of soils, the kind that cannot be simply sucked up, cutter suction dredgers are used. These vessels rake the seabed with a rotating cutter and are often used in the development of new ports and new waterways. Cutter suction dredgers can be equipped with their own means of propulsion, but this is not always the case. Spud poles are used to temporarily fix the vessels. The dredgers then move in a swinging motion to deepen the bottom. The loosened soils are washed away through a dredging pump and a floating discharge pipeline to the soil destination. The soil can also be pumped into a barge that can

Cutter suction dredger, moving around a spud pole

A cable ship

transport the material over larger distances. Cutter suction dredgers are never equipped with a hopper.

bination with DP and DT ( dynamic positioning and tracking).

Possible cargo

Characteristics - new cables

- torque and cutter power - old cables

- pump power - repair equipment

- presence of propulsion

- presence of transverse propellers Characteristics

- length and maximum depth of suction head

- carrying capacity (t)

- engine power

- details of DP/DT installation

3.15 Cable laying ships.

a. Cable laying ships

Cable laying ships are vessels, which can lay one or more cables on the sea floor. If the distance exceeds the length of one cable, multiple cables have to be joined together on board of the ship. These vessels are fully equipped for this task. The ships also have the ability to repair broken cables. Crucial in the cable laying process is that the positions of the cables on the sea floor correspond to their positions on the map. Furthermore, during the joining of the cables, the vessel must be able to keep its position. For these reasons, cable ships are always equipped with multiple adjustable, and often also azimuthing, propellers in com-

3.16 Navy vessels

-Aircraft carriers

Aircraft carriers are medium-size to large vessels suitable for aircraft and helicopters to land on and take off from.

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57


- CTOL(常规起飞和降落)航空母舰通常需要射器,由蒸汽动力驱动,以使飞机起飞,并需要一个带有制动电缆的倾斜甲板来恢复着陆飞机。


- STOVL(短距离起飞和垂直着陆)航空母舰比 CTOL 小。他们使用一种滑跳在起飞过程中获得更大的升力,并且没有CTOL 所具有的辅助设备。


-巡洋舰


巡洋舰的排水量大多超过 10,000 吨,并且有足够的武器可以自行操作。任务是监视、封锁、保护车队和支持大型舰队


巡洋舰


-驱逐舰


驱逐舰比巡洋舰小但也适合独立操作。这些是多功能战舰,旨在与潜艇和水面舰艇作战,并为护航队护航。


-护卫舰


护卫舰是用途广泛的战舰。 它们适用于防空、反潜战和水面战。它们有各种各样的传感器、通信设备和大量的声纳。船上有几种不同的武器系统,它们由指挥室控制,可以跟随和


全自动攻击目标。 护卫舰通常配备直升机降落平台。这些船长约 130 米,船员 150 人。这些船舶是轻型、高度机动的船舶,具有较大的推进功率(燃气轮机),分布在两个机舱中。以 30 节的速度,它们可以在 1.5 船长内完全停止。


护卫舰


-巡洋舰


护卫舰的排水量为 700 至 2000 吨,装备精良。 它们最有能力在区域行动中发挥作用,很少用于远程行动。


克尔维特


-潜艇


潜艇很难被发现,因此在世界各地的海军中非常受欢迎


类型包括:


- 弹道导弹核潜艇 (SSBN),配备弹道导弹的大型潜艇(120-170 米)。这些船只是超级大国战略核威慑力量的一部分。如有必要,它们可以在水面以下停留数月


潜艇


-核动力攻击潜艇。(社会安全号码) 70 至 150 米之间的大型潜艇,配备


- 鱼雷,针对水面舰艇和潜艇


- 针对水面舰艇水下对地导弹 (USM)针对陆基目标的巡航导弹


- 通用柴油-电力


潜艇 (SSK-SSC) 配备鱼雷和 USM 的中小型潜艇 推进力由螺旋桨提供,螺旋桨从大型电池(蓄电池)获得动力。为了用柴油发电机为电池充电,SSK/SSC 必须定期浮潜(潜望镜深度的潜艇)。


-快速攻击艇 (FAC)


FAC 的排水量小于 700 吨,速度为 25 节或更高,专为在距海岸 100 英里范围内进行快速打即跑战术而设计。


- 近海巡逻船 (OPV)


排水量约为700 吨,可在专属经济区 (EEZ) 水域长时间巡逻 通常,OPV 是轻装的,并配备了直升机甲板,以增强他们的巡逻能力。


- 水雷对策船 (MCMV)


MCMV 是任何旨在定位和摧毁水雷的船只。


主要类型有:


-猎雷者 (MHS)。这些船只配备了多种类型的水雷探测声纳。他们通常有一个遥控潜水器 (ROV) 来调查声纳


船舶知识,现代百科全书58


联系并交付地雷销毁费用。


- 舰队扫雷船 (MSF)。这种类型的船舶能够拖曳装置,通过声、磁或压力点火除锚定底部水雷


矿山猎人


- 两栖舰艇。


旨在将两栖部队运送到沿海作战区域的船只。登船的登陆艇或直升机将用于部队的下船。两栖舰艇的种类很多。


-登陆艇。


登陆艇比两栖艇小,旨在驶向海滩,并允许车辆、部队和设备通过船头的坡道离开船只。 它们不能在恶劣的条件下操作,通常用两栖舰运输到操作区域


支持容器。


飞船如:


- 情报收集船 (AGI)。一艘旨在收集有关其他国家其他船只和沿海设施信息的船只


-补给注油器 (AOR)。这艘船可以运送水、物资、燃料和弹药,并可以在海上供应这些货物。


- 水文测量船 (AGS)。 用于测量海底以制作航海图的船只。


- 海洋科考船 (AGOR).这艘船收集有关海洋的物理和生物质量的信息


- 救援和打捞船 (ARS)。 可与远洋拖船相媲美,配备消防设备。


Ship Knowledge,现代百科全书


两艘水文测量船


4. “海事”海上


4.1 介绍


随着我们的世界人口不断增长,能源消耗应用程序的使用不断增长,这使得我们越来越依赖“能源”。因此,现在石油和天然气仍然是我们最重要的能源来源。


在石油和天然气领域,

原油被称为“石油”。

石油是一种


希腊语 PETRA 和拉丁语

单词 OLEUM,“石油”,字面意思

意思是“岩油”。原油

实际上来自岩石(油是

被困在岩层中,并且

不同层次的岩石)。大部分

石油和天然气位于 SO-

称为砂岩和石灰岩

层。据科学家称,石油

气体来自

植物和(微小的)动物

在海中生死,数以百万计

几年前。随着时间的推移,大型

沉积物量覆盖

有机材料。增加的

这些覆盖沉积物的重量

导致了巨大的压力和

埋藏的有机材料上的热量

并转化了这个有机

材料经过数百万年的演变

石油和天然气。与此过程并行,

周围有机物

形成沉积岩,例如

沙子和石灰石。


4.2 早期发展


在 1800 年初,鲸油被用于照明和润滑目的。1850 年左右这种油变得非常稀缺和昂贵,因为美国水域的鲸鱼几乎被猎杀至灭绝。因此,人们急于寻找替代方案。


大约在这些时候,在宾夕法尼亚州泰特斯维尔附近发现了一口油井,石油自发地来到陆地表面。它确实从岩石中泄漏出来,这激发了一个名叫 Drake 上校的人回收这种 “岩油” 并将其作为鲸油的廉价替代品出售。 仅通过从沟渠中收集来适当回收石油效果不佳。经过几年的反复试验,这最终导致了 1859 年的早期钻探技术从其起源点收集石油,最初在 21 米的深度


1897 年,随后在海滩上成功进行了广泛的钻探,并在南卡罗来纳州海岸线的海洋中延伸至约90 米,这是海上活动的第一步!


整整 50 年后的 1947 年 11 月 4 日,在墨西哥湾的陆地视线之外发现了第一种真正的海上石油,该海域位于离岸 9 海里,水深仅6 米。从那时起,在过去的50 年里,进步是革命性的。目前,海上石油和天然气开发正在 40 多个国家进行,距离海岸数百公里,水深不断增加


4.3 “离岸”的定义


石油和天然气工业中的“海上”一词是指公海中的工业活动,从石油和天然气的搜索(勘探)开始到生产(开采)并将它们运输到岸上。


The Offshore 是实际设计、建造和运营海上结构以允许执行海上活动的行业的一部分。

59


4.4 离岸活动的阶段


下表简要列出了海上和使用的船舶/单位的主要活动,以促进“石油和天然气”的可用性。


项目


活动


运行中的船舶/装置

a


寻找石油


地震测量


地震测量船

b


找到它


勘探


1. 自升式钻机,见注 l


2. 钻井船(船形)见注 1


3. 半潜式钻井装置

c


建设生产设施


施工和安装


生产平台/单元


1. 起重船


2. 近海驳船


3. 重型起重运输车

d


开发领域


driling 并完成


生产井和


实现生产互联互通


Wells 与生产设施


1. 自升式钻机


2. 半潜式钻井装置


3. 铺管驳船或铺管


船只

e


将碳氢化合物输送到


表面和加工


表面


生产


减压和分离


在石油、天然气和水馏分中


1. 固定平台


2. 张紧腿平台


3. FPSO(浮式生产)


储卸船)


4. FSO( 浮动存储和


卸货船)


5. 生产自升式或半潜艇


6. 海底安装


7. 其他,见注 2

f


将“产品”带到岸边


运输


1. 穿梭油轮


2. 管道,铺设在海底


铺管船,见注 3

g


支持


供应和服务


维护和维修


手表保持


1. 供应商、船员船、锚


处理器


2. 潜水和多用途支持


船只


3. 备用和追逐船


笔记:


1. 要使用的容器/装置类型取决于水深。由于自升式钻机的支腿长度有限,这些钻机的钻探作业仅限于最大 120 至150 米的水深;然而,由于其稳定的工作平台,客户通常更喜欢使用。在自升式钻井平台的操作限制范围内和之上,可以使用半潜式钻机。


根据到岸基的距离和预期的海况条件,船形钻井船是一个不错的选择。


2. 在过去几年中,将碳氢化合物带到地表的技术正在迅速发展,


产生各种不同类型的生产设施,例如:


- SALM ( 自锚固腿系泊系统 )


- SALS ( 自锚定腿系统 )


- Spar (一个非常大的水疗浮标,带有生产和储存设施)


- SPM ( 单点系泊系统 )


- 卫星平台(无人)


3. 在加长水深的海床上铺设管道的技术得到了极大的改进,因此越来越多的真正的“高科技”管道铺设装置出现并成功运行。为了允许在公海安装管道,应用了以下铺管船


- S 型铺管船(浅水和深水)


- J 型铺管船(深水)。


- 卷盘铺管船(小直径)


技术方面


在设计和制造过程中,普通船舶的所有技术方面都适用如强度、稳定性、流体动力学特性、干舷、安全性等,此外,海上应用的具体技术要求也得到了补充。


认证方面


根据适用的具体任务,船级社和国家当局实施了额外的规则、法规和要求,作为认证和安全工作条件的基础。 另见第 6 章。


船舶知识,现代百科全书 60

b.2 Drilling ship

A ship-shaped drilling ship is used for drilling exploration and production wells in medium to deep water ( from 150 to 3000 metres water depth).

A modern drill ship can obtain an average speed of 14 knots in transit with a high drilling equipment storage capacity. The vessel is ideal for drilling consecutive wells in different parts of the world.

To maintain position during drilling operations the ships are either anchor moored in an anchor pattern or rely on dynamic positioning(DP), depending on the water depth.

Drill ship 1. Drilling derrick

2. Drill floor

3. Riser and pipe storage

4. Supply handling board crane

5. Accommodation/ helideck/ lifeboat stations

b.3 Semi-submersible drilling unit

A semi-submersible drilling unit is used for drilling the exploration and production wells in 150 - 2,500 m water depth.

Anchored units can operate in max.1500 m water depth. Dynamically positioned vessels can operate independent of water depth ( up to around the year 2000 drilling was performed in max. 2,300 m water depth).

An important advantage of the semi- submersible type in comparison with the ship-shaped type drilling vessel is the better motion behaviour of the unit in harsh environments which can give an extended working window


干船坞中的半潜式钻井装置

1. Drilling derrick

2. Deck

3. Columns

4. Blisters

5. Cross brace

6. Diagonal brace

7. Anchor racks

8. Anchor winches ( on corner edges)

9. Lifeboat station

10. M. O. B. Boat

11. Deck cranes

12. Floater

13. Sponson ( addional buoyancy)

A dynamically positioned (D. P.) vessel uses its propellers, rudders, tunnel thrusters and/ or azimuthing thrusters to stay on position. A control system continuously determines the required thrust vector based on information from a position reference system, like radio or hydro-acoustic beacons or (D) GPS.


船舶知识,现代百科全书 62

c.1/f.2 Crane vessels

These are semi-submersible barges or vessels, equipped with one or two heavy-duty offshore cranes. The largest crane vessels are the Semi- Submersible Crane Vessels (SSCV). The maximum hoisting capacity is today (2003) 7,000 tonnes per crane. The vessels are used for transpor- tation and installation of large modules ( weighing up to 12,000 tonnes) of fixed offshore platforms.

The base of the platform ( called jacket) is either launched from a barge or lifted onto the sea-bed by the crane vessel prior to installation of the topside modules. After installation of the jacket it is firmly connected to the seabed by steel piles, that are driven down by large hydraulic hammers suspended from the offshore cranes.

More recently the crane vessels are also used for the removal of offshore platforms when the oil/ gas reservoirs are depleted. Some crane vessels also have pipelaying facilities.

Dual purpose semi-submersible crane vessel for heavy lifting/ installation and (J-lay) pipe laying

1. J-lay tower

2. 3,000 tonnes crane

3. 4,000 tonnes crane


4. 起重机 A 型架


5. 摇臂

Crane vessel installing fixed platforms

6. Storage barge

7. Supply vessel/ tugboat

8. Accommodation/ helideck/ life- boat stations

9. Pipe storage rack

Module:

On top of a jacket, various items are to be fitted and interconnected. These parts are pre-fabricated as far as practicable, and as squarely as possible, so that, when placed on top of the jacket, and after fixing them permanently to the structure of the jacket, only connections between these items have to be made. These pre- fabricated structures, often box- shaped are called MODULES. The weight of each module is limited by the weight the available offshore crane unit can handle.


船舶知识,现代百科全书 63

e.1 Fixed Production Platforms.

Fixed Production Platforms are prefabricated onshore, transported on barges to their final production locations at sea and subsequently they are installed and completed to facilitate the actual oil / gas produc- tion. The platform can be subdivided into the following main components:

- steel jacket or concrete substructure

- deck

- modules

- drilling derrick

- helideck

- flareboom

Most platforms stand in water depths varying from approx. 20 m to 150 m. The highest jacket ever built was for a water depth of 412 m.

Fixed production platform

1. internal turret ( riser connections of flowlines coming from the seabed

e.2 Tension Leg Platform (TLP)

The Tension Leg Platform is used for drilling and production purposes. The unit resembles a semi submersible drilling unit and is attached to the sea floor with tensioned steel cables. The buoyancy of the platform applies tension to the cables. The advantage of the TLP is the economical aspect in comparison with the fixed platforms, specifically for deeper water. In case the production in a particular field goes down, this platform can be re- used in other locations.

2. flare boom

TLP on location connected to the oilwell(s), giving its oil to the temporarily moored shuttle tankers. Water depth 350 metres

3. topsides

4. accommodation/ helideck/ lifeboat stations

5. offloading hose

6. shuttle tanker

e.3 FPSO ( Floating Production

Storage and Offloading vessel)

An FPSO is a floating unit, which is installed on or in close vicinity of an oil or gas field for receiving, treatment, storage and offloading of oil and/ or gas to a shuttle tanker. It is connected directly with the oil/ gas reservoir below.

FPSO with shuttle tanker behind


船舶知识,现代百科全书 64

Note: an FSO ( Floa- ting Storage and Offloading vessel) has in principle the same function with the exception of the “treatment” ( no pro- cess installation on board) and is connec- ted to a production facility.

Schematic view of the process and storage on board an FPSO with an external turret

f.1. Shuttle tankers

In the absence of a pipeline from the production facility to the shore terminal a shuttle tanker is needed to take over the oil cargo from the FPSO or FSO on location for transportation to the shore terminal.

Photo of shuttle tanker:

1. Bow loading station incl. temporary mooring arrangement to FPSO

2. Cargo lines

3. Helideck

4. Accommodation

5. Tanks below deck.

f.2 Pipelaying barges/ semisubs / vessels For the installation of subsea oil and gas pipelines anchor moored or dynamically positioned flat bottom barges, semi-submersibles or ship- shaped vessels are used. Many of these pipelaying barges have a heavy- duty crane for installation work. Pipes are supplied to the pipelaying vessel by pipe-supply carriers. Cranes on the pipelaying vessel unload the carrier and hoist the joints into temporary pipe-storage racks. On the main deck a complete pipe joining and coating factory is provided. After welding the pipe joints, non-destructive testing (NDT) is executed prior to transpor- ting the joined pipes horizontally over the firing line to the pipe stinger ( used in shallow and deep water, max 1600m). The stinger extends out-board over the stern of the pipelaying barge and functions as an articulated

S-lay pipelaying vessel with crane barge alongside


船舶知识,现代百科全书 65

outrigger that allows for the lowering of the pipe line onto the seabed. This process is controlled by means of pipe tensioners ( varying in capacity from 40 - 250 tons.) For deep water ( over 1000 m water depth) installation of subsea pipelines a J-lay tower is used. This J-lay tower is upended and allows welding, coating, NDT and lowering in a vertical manner. The shape of the pipe when lowered onto the seabed resembles a hockey stick ( hence the designation J-lay).

g.1a Platform Supply Vessel (PSV)

Used for the supply of fuel, drilling mud, fresh water, ( drilling) equip- ment and pipes to or from offshore platforms or other vessels (e. g. supply of pipes to pipelaying vessels). During supply operations often DP is used to stay on position ( joy-stick controlled). Other functions besides supply are fire fighting and towing of floating units. For towing operations PSVs have a high bollard pull. Often a PSV can also perform anchor handling operations, see description of AHTS below. Suppliers are characterised by a superstructure and deckhouse at the foreship and a long flat aft deck. They have no heli-deck and no cranes. The offshore platform or vessel uses its own cranes to lift cargo from the PSV deck.

The difference with an AHT is that a PSV has a long aft deck and below- deck storage tanks.

g.1b Crew boat

Used for crew changes in benign waters. In other areas (e. g. North Sea) helicopters are used.

Combined Reel-Lay and J-Lay pipelaying vessel

1. J-lay tower/ Reeling ramp 4. Board crane 400 ton capacity

2. Storage reels for flexibles / rigid reeled pipe line

5. Accommodation/ helideck/ lifeboat station

3. Piperack for rigid pipe sections


平台供应船


船舶知识,现代百科全书 66


平台供应船

g.1c Anchor Handling Tug(AHT)

An anchor handling tug is used to set and retrieve anchors of moored offshore units and for towing these units. The AHT often looks similar to a PSV, but has a shorter aft deck and an open stern with a stern roll to be able to pull anchors on the deck. If the anchor handler can also function as a supplier it is called an Anchor Handling Tug Supplier (AHTS).

( see illustration chapter 1, section 9)

g.2a Diving Support Vessel (DSV)

Diving support vessels are used to support divers doing inspection, construction or repair work on subsea structures. To facilitate the diving operations DSVs have diving bell(s) and decompression chambers for the divers. A moonpool is used to lower divers or subsea tools.

Such a subsea tool is the Remotely Operated Vehicle (ROV), a self- propelled underwater robot for inspection or construction and repair work. Usually the ROV is connected by an umbilical to the support vessel.

DSVs are anchor moored or dynamically positioned. When working with divers, very strict requirements to the anchor mooring or DP system apply, as a drift-off of the DSV could bring the divers in danger. Therefore DSVs have to comply with the highest DP standards (DP class 3).

g.2b Multipurpose Support Vessel (MSV)A multipurpose support vessel is somewhat similar to a diving support vessel, but has no facilities for divers. Without diving operations, the DP requirements are less stringent. MSVs can be used for a large variety of tasks like:

-survey work (e. g. seabed, pipeline, subsea structure);

-( subsea) construction, installation and maintenance or repair work;

-trenching of cables or pipelines;-installation of flexibles;

-well intervention and workover services.

shaped or of the semi-submersible type. Often an MSV also has facilities for divers and can work as a DSV.

g.3 Standby vessels and chase vessels Standby vessels stay in the neigh- bourhood of platforms or offshore operations to perform rescue opera- tions in case of emergencies. Chase vessels are used to chase ships away from platforms, offshore operations or seismic survey vessels and for supply operations. Of course these tasks can be combined in one ship. Often converted fishing vessels are used for this.

MSVs typically have a relatively large accommodation, a heli-deck, a flat work-deck aft, ( heave- compensated) crane(s) and/ or an A- frame aft and moonpool(s) for controlled lowering of ROVs or other equipment. The vessel can be ship-

Ship Knowledge, a modern encyclopedia

67

SHIP KNOWLEDGE

A M O D ER N E NC Y CLO P EDIA

1 Preliminary work

Prior to the actual construction of the ship, the shipping company, financer and


未来的所有者已经完成了谈判的轨迹,并且

Shipwise

PAGE 8 1

considerations. Unlike a car, a cargo ship is not ready for delivery in a wide

range of models, but it has to be constructed following the demands of the

shipping company. However, it is becoming increasingly popular to classify

The Shape OF A Ship

PAGE 22 2

Ship's Types

PAGE 44 3

The BUILDING OF A Ship

PAGE 68 4

Forces on a Ship

PAGE 82 5

Laws and regulations

PAGE 104 6

Construction of the various

Sections PAGE 126 7

ships into categories where their designs are then standardised. This makes

mass-production possible.

The advantages of a standardised ship are:

1.1 The application for specification

- the clients know what they can expect

- the design has already proven itself and, if necessary, it has been improved.

- The price of construction is exactly known

The shipping company first makes up an application for specification. This is a list of demands which the ship has to fulfil. It specifies:

- the desired carrying capacity and tonnage

- The almost complete absence of the design-period shortens the delivery period

- desired speed and top speed

- types of cargo the ship must be able to transport

- Because the costs of designing the ship are spread over multiple ships, the overall costs are lower.

- Layout of the holds with fixed or movable bulkheads and tween- decks

- System of hatches or an open hold

Closing arrangements

PAGE 160 8

LOADING GEAR

PAGE 174 9

Anchor and Mooring Gear

PAGE 196 10

Engine room

PAGE 216 11

Propulsion and Steering gear

PAGE 24412

Electrical Installations

PAGE 266 13

The disadvantages of a standardised ship are:

- the design may not be entirely suitable for the demands of the shipping company

- the involvement of the shipping company is limited to only details

In spite of the disadvantages, shipyards have introduced good and versatile standardised ships in recent years. Some shipping companies are now ordering whole series of these with sometimes only a few modifi- cations to the design. However, each modification will cost extra.

- Necessity, strength and kind of cargo gear

- Preferred suppliers of the engines, auxiliaries, navigation equipment, cargo gear etc.

Part of the navigation equipment

Maintenance and docking

PAGE 280 14

Safety

PAGE 302 15

Stability

PAGE 322 16

CHAPTER 4 QUESTIONS VISIT WWW. DOKMAR. COM

Pontoon hatches used as tween deck in a multi purpose ship

- Number of crew and passengers to determine the number of cabins

- Luxury and dimensions of the cabins and general accommodation

- Range to determine the size of the fuel tanks and storage compart- ments

- Limitations to the size of the ship in respect to the routes it will navigate ( bridges, locks, waterdepth etc.) and composition of the crew

- Special demands like reinforcement against ice or ramps in the side of the ship

Ship Knowledge, a modern encyclopedia

70

0.0.0 Classification, rules and certificates

The vessel including its hull, machinery and equipment to be built under the special survey of Lioyd's Register of Shipping and to be classed and registered as +100 A1+LMC, UMS, IWS, PCWBT, SCM, LA, NAV I, Iceciass 1A ' Strengthened for heavy cargoes' Timber deck Cargoes. Container cargoes in hold and on upperdeck', strengthened for regular discharge by grabs.

The vessel to be registered under the flag of the Netherlands.

The following maritime Rules and Regulations, those coming into effect as of the date of execution of the contract to be complied with, including rules and regulations known at the day of execution of the contract, coming into force and being applicable to the vessel before actual delivery:

---- Rules and regulation of Classification Society

International convention for the safety of life at sea, 1992 and latest amendments

offer consists of an estimate of the costs and a preliminary sketch, which, in turn, consists of an outline specification and a general arrangement plan. The outline specification is a brief technical description and the general arrangement plan is a side view of the ship, which depicts the arrangement of all spaces in the vessel. A list of deviations often accompanies the outline specification. This shows how the preliminary sketch differs from the application for specification and gives the reasons for the deviations. On the basis of the offers, a shipping company will continue negotiations with 2 or 3 shipyards.

International convention on load lines, 1966

Regulations for the Measurement of Vessei ( London, 1969)

Convention on the International Regulations for preventing collisions at sea, 1972

Convention on the International Regulations for preventing poliutions at sea 1973,1978 ( Annex l, IV, V) and latest amendments

Acts of International Telecommunication and Radio Conference (GMDSS Area III)

Suez Canal navigation rule

Panama Canal navigation rule

USCG rules for foreign flag ship visiting US harbour (+ USDPH)

Maritime rules of the Netherlands (NSI), including NSI Noise Regulations

Regulations of Unattended Machinery Space by NSI

Rule of Australian Waterside Worker's Federation (AWWF), Australian Navigation and Pilot Rule

A preliminary sketch is made in the project department of the shipyard. This requires a lot of calculations, especially if the design is entirely new. The demands on computer programming and personnel are quite heavy and if the shipyard is too small to carry out such an amount of calculating work they will co-operate with other shipyards, or subcontract the work. A computer-programme is used in the following ( first in the preliminary sketch and later on in the final design):


Solas 1981 第 54 条,用于危险货物运输 DHI(部分适用)

St. Lawrence Seaway and Great Lakes requirements

Yardnumber 671 Date :20-12-99

One typical page as taken from the“specifications” indicating the applicable Classification and the different National Authorities.

- the design of the lines plan and the shape of the superstructures, maximum deckload etc.

- hydrostatic calculations, both for the loaded ship and for all kinds of emergencies like leakage, running aground, docking and how well all of these calculations satisfy the demands laid down by the law. These calculations also give the stability and the longitudinal strength.


- 流体动力学计算,从中得出阻力曲线。船舶在海上的行为及其在不同装载条件下的机动性。


- 螺旋桨的必要尺寸


- 检查大纲规范是否满足所有法律要求,见图


- 如果已经签订了货运合同,则为最终完成日期


- 所需的认证和注册


然后,航运公司将此需求清单提交给几家造船厂。然后,造船厂将让航运公司知道他们是否对这项任务感兴趣。这将取决于:


- 造船厂的技术能力


- 可用时间内的材料和人力量


- 造船厂想建造这种类型的船吗?


- 预期价格水平


- 预期竞争


在探索性谈判之后,航运公司设定了一个时间段,造船厂可以在没有参与的情况下提交报价。这意味着航运公司不必为报价付费,而造船厂也不知道哪家会得到任务。


有时,航运公司已经某个造船厂有偏好,然后利用报价来比较不同的价格。


1.2 初步草图


无参与的要约是 1 造船厂对规格申请的回应。这


船舶知识,现代百科全书 71


油轮/天然气/化学品船的总体布置图


船舶知识,现代百科全书 72

PRINCIPAL PARTICULARS

Length o. a. 139.95M

Length p. p. 134.70M

Rule lenght Bur. Ver. 132.31 M

Breadth moulded 21.00 M

Depth moulded 10.60M

Draft summer freeboard CA. 8.06 M

Design Draft 6.90 M

Deadweight (6.90mtr) appr. 11700 ton

Deadweight (8.06 mtr) appr. 14800 ton

Draft scantling 8.10 M

Total engine output 5400kW

Service speed 14 Kn

Gross tonnage approx. 8550 GT

CAPACITIES

Cargotanks 100% appr. 16000 m3

Slobtank appr. 380 m3

Washwater / ballast tank appr. 247 m3

Ballast water appr. 6014m3

Potable water appr. 99 m3

HFO appr. 725m3

Gasoil appr. 114m3

CLASS:BUREAU VERITAS

CLASS 1

+ OIL TANKER/CHEMICAL TANKER

IMO II, Unrestricted Navigation

( association with a list of defined chemical cargoes, sailing under French flag)

* AUT-PORT

+ AUT-UMS

+ MACH

+ BOILERS

+ Hull

ESP,SYS-NEQ-1,IG, AVM-APS, MANOVR.

WIJZ.: M Added venthatch for PPR 26-02-02 AAH

WIJZ.: L Update crossview 05-02-02 AAH

WIJZ.: K Ballasttank 1 devided in 2 21-01-02 JvdH

WIJZ.: J General update 16-01-02 GK

WIJZ.: I General update 30-11-01 V

WIJZ.: H General update aftship 24-10-01 GK

WIJZ.: G Ventilation channels E. R. 18-07-01 Kostabo

WIJZ.: F Forecastel deck and gen. update 02/07/01 GD

WIJZ.: E Manifold crane moved 27/06/01 GD

WIJZ.: D Corrigated bulkhead fr.50 25/06/01 GD

WIJZ.: C General update 25/06/01 GD

WIJZ.: B deckframes, postition bullkheads, pos. domes 22/06/01 GD

WIJZ.: A MAK humo's 18/05/01 GD

26 Rue de CAMPILLEAU 33520 BRUGES (FRANCE)

Tel: (33)56 16 15 14 / Fax: (33) 56 57 64 74 / Telex: 560828 Petro

GEKEURD aantal bladen blad n.SCHAAL 200 GETEKEND31-03-01 GDGD

1 1 MAATEENHEID mm GEZIEN

General Arrangement A0

BOUWNUMMER 814

Niestern Sander bv TEKENINGNUMMER1000

MEMBER OF Postbus 108 Telefoon 0596-617979

9930AC DELFZUL Fax 0596-617159 AUTEURSRECHTEN VOORBEHOUDEN

INTERNATIONAL Email:Niesan@Castel.nl CAD-TEKENING,GEEN HANDMATIGE WUZIGINGEN


船舶知识,现代百科全书73


1.3 招标


在研究了所有优惠之后,

运输公司将进行

特定

设计。这导致了初步的

施工估算或施工估算

Minary Building Plan,该文件

可能高达 200 页。这

然后发送初步建筑计划

向两三个造船厂索取报价。

此过程称为招标,并且

参与其中称为“到

tender”。有时欧盟要求

an“公开招标”,其中其他

造船厂,如果它们来自欧盟,

可以参与。


有时可能需要几个月的时间才能

造船厂计算准确

价格,但他们仍然这样做

没有收到任何钱;还有

没有义务。最后,订单将

授予其中一家造船厂。在

这种选择,不仅仅是价格被采取

考虑,但也考虑其他

诸如

造船厂 ( 在预算内工作 和

时间),如果造船厂有

建造了一艘用于航运的船只

公司之前。


1.4 施工估算


经过通常持续一年的准备工作,相关方签署最终的建筑合同。建造合同规定了造船厂、航运公司以及通常还有金融家之间的所有法律地位和商业条件 现在建筑合同已经签署,各方都有义务,从首付款开始,到完工交货和最后一笔付款结束。


在合约中将有一个

允许调整

价格(如果进行任何更改)

在某个阶段对原始设计

在建筑合同期间。对于任何

其改动或组件

价格未知,价格将

estimated 并包含在任何其他

估计。付款将是

根据

根据

合同。建筑合同的一部分

是构造的估计值,其中


详细描述了这艘船,并有一个完整的总体布置计划。造船厂为未来的船舶分配一个船厂编号,该编号在所有图纸和文件中都有说明。此时,施工时间的时钟开始滴答作响


2. 设计和施工


根据合同约定,建造时间包括设计阶段和建造阶段。建造时间在 6 到 24 个月之间。建造小组由航运公司和造船厂组成,他们都任命了人员,这些人是每个人在他或她自己的专业领域,负责整个建造过程,直到交付。


2.1 设计部(工程部)


设计部门通常被称为绘图室,尽管现在找不到一个绘图桌。这艘船在施工图(或纯粹的计划或工作计划)和平面图中进行了详细的设计。详细介绍了所有机械、液压、气动和电气系统的方案,并绘制了住宿条件。


某些基本图纸必须提交给船舶注册的船级社 即使船公司的人在建筑组中,一些图纸仍然需要船公司管理层的批准。此外,整个设计必须符合船级社的(法律)要求,船级社会定期派遣检查员到造船厂,以确保符合最初批准的图纸。 有些造船厂有一个小型设计部门。他们将把设计外包给独立的海洋工程办公室,或者与其他造船厂合作。将所有细节整理成一套完整且经过批准的图纸需要数万甚至数十万小时。 这是昂贵的;根据经验,到


估计总建筑价格的 10%。


在许多国家,各个造船厂之间存在着良好的合作,标准化已经引领了


以更好地匹配产品和计算机程序。这使得造船厂越来越容易彼此制造零件。


2.2 专业知识


对于某些困难的设计领域,会与专业的研究和工程公司接洽。这些公司将为以下行业提供工作机会:


- 优化船舶的形状


- 噪声和振动的计算


- 螺旋桨、导管和方向舵的优化


对形状的研究是通过计算机计算和其中一个模型水箱中的模型测试结果来完成的。例如,阻力曲线是通过测量不同吃水和速度下所需的推进功率来获得的 除此之外,还研究了涌浪对速度、必要推进功率、通航性、滚动和俯仰行为以及机动性的影响。对于非常大的船舶,研究了在严重涌浪的情况下船舶中出现的极端力和惯性矩


船舶形状的优化是一项非常费力的任务,测量和计算是齐头并的。


船舶知识,现代百科全书 74


优化 前的波型

Cruiseliner during seakeeping and manoeuvring tests at MARIN

In the figure above the wave patterns of a ship at a certain velocity before and after optimisation are depicted. The optimisation procedure has reduced the wave resistance because the ship makes fewer waves after optimisation. The bulb stem has already reduced this resistance because the wave produced by the bulb stem counteracts the bow wave. However, this is only one effect that

is accounted for in the optimisation process, there are many other effects that can further minimize wave resistance.

2.3 Planning

The planning department makes the drawings of the design department ready for production puposes; the right drawings at the right workplace. Furthermore, all the steel parts are given a code.

With the aid of a computer- programme, a draughtsman or draughtswoman nests the steel plates. This means that the steel plates present at the shipyard(s) are chosen in such a way that, after cutting into shape, there is a minimal amount of waste. The computer also controls the cutting torch, a plasma cutter in a water-bath. Because of this the excess heat is drained quickly. As a result minimal distortions will occur and there is a good control of the exact dimensions of the plates. The cutting machine can also engrave the code number of a part into the steel.


船舶知识,现代百科全书 75


9Lpipədoịəkɔuə uuəpou v'ə8pəlmouỵ ExampleS


船舶的面板和部分


船舶知识,现代百科全书 77

2.4 The production

A ship is constructed in various stages, which can sometimes overlap:

- pre-treatment

-building by panel

- building by section

- building of hull and deckhouse

- painting

- launching

- fitting out and subsequently completion

- trials at the shipyard

- sea trial

Automation of the steel construction has led to more efficiency. Further- more, the designers will design the sections in such a way that as much welding as possible can be done by welding robots. Building by section enables parts of the double bottom, the foreship and the aft ship to be welded whilst lying upside down in the workplace. This way of welding produces a uniform quality of the welds within less production time. Because access to the different sections is much more restricted when they are joined together, the sections are completed as far as possible prior to the joining. This means that piping systems, tanks, filters and other small auxiliaries are all placed in the section before the joining of all the sections.

Another view in an assembly shop

this. Nowadays, laying the keel means that the first bottom segment is placed in the assembly hall. Subsequently, the other sections of the ship are then built to or on this. At this stage, the production is well underway.

The building of a ship used to begin with the placing of the keel followed by the keeplate. The rest of the construction was then connected to

Modern shipyards do the actual building in large indoor assembly halls where they use pre-painted steel plates. After welding the plates, the joints are immediately painted.

Several factors determine where the ship will be finished. The finishing is either done in the assembly hall or at the fitting out dock. In some cases the deckhouse can not physically fit into the assembly shop. And if the launching of the vessel is going to be an end-launch, the vessel should have the minimal amount of weight on board. The launching is always an exciting moment because at the moment the ship is launched, there is no way of stopping it.

The first bottom segment is placed.


船舶知识,现代百科全书78


侧面启动


在末端发射时,船舶的速度如此之快,以至于需要付出很多努力才能将船舶停在水中。在侧下水时,船舶可以靠在码头上反弹,尤其是在水位较高时。这艘船的速度并不快,而是产生了非常高的波浪。 下水后,最后的润色,如桅杆、舱口,有时是发动机、烟囱、通风井、起重机等,都会在舾装码头添加到船上。最后,布置好小木屋和其他空间,并将库存带上船。


当船舶电线准备好后,它连接到岸电以获得电压。在此之后,所有发动机、发电机和辅助设备都投入使用,然后船舶就可以开始独立于海岸运行。船舶在造船厂完工后,所有最终测试都将在造船厂进行,但只能


在公海的海上试航中进行了测试。 造船厂的最终测试涉及电气系统、发动机、发电机、泵、技术设备、救生设备和轻量化/稳定性测试。公海的最终测试主要涉及机械在工作条件下的最终测试、燃料消耗、船舶速度、方向舵测试和锚测试。


原则上,所有这些测试都将船东代表、船级检验员和国家当局代表(如适用)在场的情况下进行


接下来是第一次技术性试航,有时可能需要长达 2 天的时间。这是该船第一次离开海岸,完全自力更生。这艘船作为一个整体及其所有部件都经过了广泛的测试,所有结果都被仔细记录下来。船级和航运检查局也在场,看看是否满足了所有法律要求。


一般来说,这些试验通常是成功的,但总会有一些小的缺陷,可以在试验期间或之后进行修改。当船舶使用时,船舶在公海中的确切行为将变得清晰; 但是,空船的速度和燃料消耗可以在海上试航期间测量。


2.5 物流


越来越多的造船厂宣传更短的交货期,越来越多的航运公司规定了这一点。为了促进这一趋势,许多造船厂与其他造船厂签订合同来建造船舶的部件。船体是在更便宜的国家建造的,船体是在当地安装和完成的,这也是很常见的。但即使没有这些措施,所有半成品部件也必须为下一阶段的施工做好准备。此外,所有购买的零件必须及时准备好,但不能太早,因为存储成本和利息损失。保持施工过程的可管理性要求


主机(70 吨)被带上


船舶在舾装码头时 ,安装一个完整的甲板室


技术、物流和财务方面,应随时对项目进行适当的整体规划。这样的管理系统集成并控制来自准备、设计、采购、库存、生产、管理和项目管理的数据。


船舶知识,现代百科全书79


3 交货


3.1 海上试航



航运

公司和

认证机构最终将

接受船舶 受 正面

海上试验的结果和问题

相关证书。在

这次短暂的航行是

sign-sign-s,船厂的

flag 将被 的 flag 交换

运输公司和

Financier 支付最后一期。

因为有 12 个月的

保证上船、发货

公司通常需要一家银行

来自造船厂的保证。这是

当造船厂可以


不遵守或拒绝遵守保证。在船舶使用寿命的第一个月造船厂的担保工程师在船上是很正常的。


3.2 保修期


保修条件是建造合同不可或缺的一部分,因为就像任何其他产品一样,船舶也有保修期。一般来说,这个时期是船舶交付后 12 个月 造船厂几乎总是采用供应不同船舶部件的公司的保修条件和期限。如果船舶在保修期内需要维修,船舶的位置和维修工作的紧急程度将决定谁来维修船舶以及在哪里进行维修。


如果船舶无法在造船厂或由造船厂维修,例如,因为船舶在另一个国家,则允许航运公司让第三方修理船舶,但前提是修理船舶的费用不超过


Shipyard 会问。如果航运公司和维修之间达成协议,此条件可保护造船厂免受超额账单的影响。


部件和设备的维修几乎完全由当地服务经销商完成,尤其是当零件是众所周知的制动器时。 这总是在与造船厂或供应商协商后完成的。除非绝对必要的维修,否则机组人员在保修期内禁止进行维修。 如果是这种情况,必须先联系船厂进行咨询。


有时,供应商的产品有两个保修期。 第一个阶段涵盖工厂交货后的几个月,第二个阶段涵盖产品投入运行后的几个月。 原因是,交付到造船厂和部件投入运行之间有时会有很长的时间


船舶知识,现代百科全书 80

SHIP KNOWLEDGE

1 General

A MODERN ENCYCLOPEDIA

Shipwise

PAGE 8 1

There are many forces acting on a ship. How they act is largely determined by the purpose the ship was built for. Forces on a tugboat will be different from the forces acting on a container ship. The types of forces that occur in waves are the same for every ship but the magnitudes and points of action depend on the shape of the ship below the waterline.

The Shape OF A Ship

PAGE 22 2

Ship's Types

PAGE 44 3

The building of A ship

PAGE 68 4

Forces on a ship

PAGE 82 5

Laws and regulations

PAGE 104 6

Construction of the various

Sections PAGE 126 7

The pattern of forces on a ship is very complicated and largely depends on the following parameters:

the weight of the empty ship

the weight of the cargo, fuel, ballast, provisions, etc.

ice

hydrostatic* pressure on the hull applied by the water

hydrodynamic* forces resulting from the movement of the ship in the waves

vibrations caused by engines, propeller, pitching

- incident forces caused by docking, collisions

2 Longitudinal strength

Closing Arrangements

PAGE 160 8

Loading GEAR

PAGE 174 9

Anchor And mooring GEAR

PAGE 196 10

These and other forces cause the ship to be deflected. When the force stops acting, the ship will regain its original shape. Every ship is different and some have more or less of this flexibility. I If, however, the forces exceed a certain limit, the defor- mation can be permanent.

2.1 Shearing forces

When a ship is in calm water, the total upward force will equal the total weight of the ship. Locally this equilibrium will not be realised because the ship is not a rectangular homogeneous object. The local


发动机舱

PAGE 216 11

* Static and dynamic

Propulsion and Steering Gear

PAGE 244 12

Electrical Installations

The concepts static and dynamic are widely used in this and other chapters. Static means that the work done on an object is absorbed immediately. Dynamic means that the work done on an object is absorbed gradually.

PAGE 266 13

Examples of static:

Maintenance and Docking

PAGE 280 14

- A s wing with a child is slowly pushed forwards from rest. This is a static movement because the force exerted on the swing is absorbed instantaneously.

Safety

PAGE 302 15

- A crane on a ship is loading a ship with cargo. As the cargo runner is stiffened, the ship lists slowly. This is a static movement because the ship absorbs the force that lifts the weight instantaneously.

Stability

PAGE 322 16

CHAPTER 5 QUESTIONS VISIT WWW. DOKMAR. COM

Examples of dynamic

The same swing is pushed forwards suddenly. The weight of the swing cannot absorb this sudden burst of force and gets out of control. This is a dynamic motion.

The same crane has lifted the weight several metres. The weight suddenly snaps and falls on the quay. This causes the ship to list violently to the other side. The ship is unable to absorb the sudden change in weight and, as a result, acquires a dynamic motion.

Ship Knowledge, a modern encyclopedia

84

The longitudinal forces occur because:

upward pressure. In the drawing on the right a part of the aft ship is depicted along with the shearing force near a bulkhead. The shearing force at the bulkhead is 400-200=200 tons. The downward force causes a hogging moment of 400t x 6m. The upward force causes a sagging moment of 200t x 3m. The bending moment at the bulkhead is: 2400tm-600tm = 1800tm hogging.

differences between upward pressure and the local weight give rise to shearing forces that lead to longitudinal tensions. The shearing force is the force that wants to shift the ( athwart-ship) plane from one part of the ship to another. The submerged part of the ship clearly shows the difference in volume between the midships, the fore - and the aft ship; this is the reason for the difference in

a. the weights in the ship are not homogeneous in the fore and aft direction

b. the upward pressure differs because of the shape of the underwater body

The submerged part of this ship clearly shows the difference in volume between the midships section and the aft ship. This explains the difference in upward pressure.

200 tons shearing force at this bulkhead


黑色向量表示向上的压力和船的重量。


红色向量给出每个部分的结果。


这就是单独的隔间浮动的方式。虚线表示他们的实际吃水。

1


黑色矢量给出了不同隔室之间的合力剪切力。


红色向量给出每个部分的结果。


船舶知识,现代百科全书 85

2.2 Explaining bending moments

Below is an explanation of how bending moments and shearing forces are continuously changing. As an example a rectangular vessel is used which is divided into three compart- ments (A, B and C). In figures 1, 2 and 3 both outer compartments are filled with cargo. In figures 4 and 5 the inner compartment (B) is filled with cargo. In figures 2 and 5 the vessel is on a wavetop and in figures 3 and 6 the vessel is in a trough. The upward pressures keep changing because the wave pattern is also changing. The downward forces however stay the same. The up and downward forces per compartment are depicted as vectors.


这艘船部分处于低谷中。在这种情况下,前船将经历一个大下沉时刻,而后船将经历一个很大的占用时刻。


船舶知识,现代百科全书 86

The mean resultant per compartment is given as a vector on the line below.

The load curve gives the difference of the up - and downward forces per metre at each point on the baseline. The sum of the areas above the baseline and the areas below the baseline should be equal.

The shearing force curve gives a sum of the shearing forces on the right part produced by the left side, going from left to right. If the direction of the force is changing ( from upward to downward or vice versa), the shearing force curve will change from rising to falling or vice versa. The shearing force curve has an extreme value at the points where the direction of the force is changing. Converting the load curve to a shear force curve is

called summing. The sum of the areas above the baseline has to equal the sum of the areas below the baseline.

The shearing forces are expressed in tons.

The bending moment is determined by summing the shearing forces going from left to right.

The bending moment is expressed in tonmetre ( tm). If the shearing force curve changes from rising to falling or vice versa, the bending moment will bend at the bending point from "hollow" to "round" or vice versa. When the shearing force curve crosses the baseline, the bending moment line will change from rising to falling or vice versa. The ship will

take the shape of the bending moment line if this has only one extreme ( maximum) value.

The situation in figures 1 and 2 is called a hogging condition and the situation in figures 3, 4, 5 and 6 is called a sagging condition. Around the half height of the vessel there is a "neutral zone". Here there are hardly any tension or compression stresses. However, especially at the ends of the vessel, heavy horizontal shearing stress can occur.


船舶知识,现代百科全书 87


2.3 纵向加固


前面显示,最大的

应力发生在外纤维中:在

剪切板, 舱底板, 上部

侧舱壁的横板和

底部条纹。这是

应用最厚的镀层。这

上图显示了一个视图

明显强调了

鞋面之间的板厚

侧舱壁的 Strake 和

侧面隔板就在它下面。在这个

船(集装箱支线)上部

侧舱壁的横条 大约是

厚度是连续

侧舱壁。该

板厚变化(从 22 mm 开始)

到 9 mm)称为锥度。


2.4 加载程序


当船员进入时

船上所有物品的重量

加载到加载程序中,

计算机可以计算稳定性,

剪切力和弯曲模

ments.该程序将

当前情况与要求

本会的职责和规定

分类局和适当的

当局。以下页面

包含许多示例

在计算机开启时加载情况

板子描绘了这些。情况

被大大夸大了

清晰。总负载

节目,只有少数(缩短)

页面。


情况 1


只有船头和船尾的货舱被装载,这导致了一个很大的消耗时刻。该图显示弯矩达到航行条件的极限。因此,这是一个危险的情况。 在港口加载 ( un) 期间,该弯矩仍然是允许的。平面和港口的最大允许弯矩之间的差异来自海上波浪引起的额外弯矩


情况 2


货物均匀分布在整艘船上,产生适度的剪切力和弯矩。 因为部分货物被放置在主甲板上,所以初始稳定性 (GM0) 为负。这意味着当飞船没有列表时,重心 (G) 在偏心 (M) 上方。当船舶开始倾斜时,由于吃水线的加宽,M 将向上移动,直到达到 G。如果 G 和 M 之间的差异越来越大,船最终会倾覆。


情况 3


仅加载船中部的货舱。因此,飞船经历了一个很大的下垂时刻。 最大弯矩 1/2L(框架 108)的航海条件可接受的弯矩高出 2%。在港口,这仍然是允许的。另请参见表格“强度摘要”和弯矩图。


以上图片说明:


1. 上横条侧隔板(22 mm)


2. 主甲板或舷梯 (14 mm)


3. 纵向或侧面隔板(9 mm)


4. 甲板梁(HP 型材)


5. 甲板梁(扁钢)


6. 纵向框架(HP 型材)


7. 人孔周围带有板加强器的腹板框架


8. 壳体内侧带纵梁。


9. 侧舱壁上的纵梁。


船舶知识,现代百科全书 88

Global stress level ( equivalent stress) for a hogging condition


两个计算机模拟,显示了弯曲条件下的拉应力和压应力。


船舶知识,现代百科全书 89


情况 1

M/V BENGUELA STREAM

Callsign: PENR


船舶知识,现代百科全书 90


剪力和弯矩结果


距离 浮力 轻型隔间BreakBulk Bays 强度


来自美联社。 from OX Wght Moment Wght Moment Wght Moment Wght Moment SFBM 系列


mmt tmt tmt tm t tmt tm


-3.60172.851000 000 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0


7.80061.450-53-3403 40126598270177270000 06173012


34.625 34.625-1912-86886 179897873507280872841077446219448113929862


51.20018.050-4038-142256 291412568372133685909278954621944896846982


74.300-5.050-7335-163783 38911328651440380919092789546219448-633 51319


90.025-20.775-9304-138955 47881224531739343799092789569315618-1176 36962


110.860-41.610-11017-87478 539610248722771692313291291410464026-968 8584


133.900-64.650-11764-49577 5934742042669-2502 1826-11267 1302-8487-34 186


146.501-77.251-11910-39430 6089633922694-4208 1826-11267 1302-8487 015


强度总结自重总结


剪切力 弯矩 重量LCGTCGVCGS. Corr.( pcs.)


Frame From% 的 permiss。允许的百分比。tmm mm m (英语)


不。APt Seag. 哈布。 tm Seag。 哈布。20' 集装箱0000( 0)


3926.000119947411997829 2540' 集装箱 1302-6.52-0.22 17.08( 62)

51 34.625 1139 44 39 29862 45 38 CONTAINERS 1302 -6.52 -0.22 17.08

57 38.600 1076 42 36 34253 53 43 ( 62)

BREAKBULK 1826 -6.17 0.00 8.12 ( 6)

61 42.010 1037 40 35 37843 59 47


7551.2009683732469828060船员和物资1033.690.0013.810.00

81 55.400 693 27 23 50492 90 65 HEAVY FUEL 894 -33.49 -0.00 2.61 0.07

92 63.100 163 7 6 53762 100 72 DIESEL OIL 107 38.03 -0.00 0.93 0.01

FRESH WATER 202 65.01 0.02 8.98 0.00108 74.300 -633 25 22 51319 96 69

WATER BALLAST 1296 2.47 -0.03 1.25 0.00

120 83.100 -962 37 32 44247 83 59 MISCELLANEOUS 91 54.54 0.15 5.92 0.00


12586.200-1041 4035411517856载重量 5822-4.12-0.05 7.710.08

130 90.025 -1176 44 38 36962 71 50 DEADLOAD 0 0 0 0 0.00

142 98.100 -1639 63 54 25828 53 38 LIGHTWEIGHT 6089 10.41 0.00 8.28 0.00

DISPLACEMENT 11910 3.31 -0.03 8.00 0.08

150 103.850 -1414 52 45 16964 48 32 DW RESERVE 11284

160 110.860 -968 36 31 8584 26 18


票价:171118.400-527 19163304118


188130.300-62 2235922


最大 :-163963545395672


位置(男):98.1098.198.165.4965.565.5


托架:2C2C2C5A-4B 5A-4B 5A-4B


流体静力学和稳定性


吃水深度 AP7.55mGM solid1.37mKMT9.37m


吃水 M.7.00m 校正0.08mLCB1.94m


吃水深度 FP6.45mGM fluid1.29mLCF2.92m


修剪1.10mGM req.0.15m 浸入21t/ cm


气流28.99m 鞋跟-1.1°SBTrimMom138 tm/ cm


道具。比率82% Rollp。15.0(上面的 trim 值 = 0)


船舶知识,现代百科全书 91


情况 2


Ship Knowledge, a modern encyčlopedia 92


剪力和弯矩结果


距离


浮力



车厢


BreakBulk (散装)


海湾


强度

fr0m Ap.


来自 OX


什么


时刻


什么


时刻


什么


时刻


什么


时刻


什么


时刻

SF

BM

m

m

t

tm

t

tm

t

tm

t

tm

t

tm

t

tm

-3.601

72.851

0

0

0

0

0

0

0

0

0

0

0

0

7.800

61.450

-470

-31165

401

26598

220

14265

0

0

0

0

150

488

34.625

34.625

-3747

-182130

1798

97873

361

20887

842

31981

462

19448

-284

-2098

51.200

18.050

-6737

-260427

2914

125683

613

27147

2633

81197

882

31066

306

-854

74.300

-5.050

-10983

-288729

3891

132865

1333

31553

4103

90039

1540

33779

-117

-1081

90.025

-20.775

-13402

-258328

4788

122453

1631

27841

5197

75390

2037

27744

251

318

110.860

-41.610

-15406

-198358

5396

102487

1742

25332

5773

60624

2390

16152

-105

1882

133.900

-64.650

-16197

-158411

5934

74204

1747

25023

5853

56719

2646

3640

-17

91-

146.501

-77.251

-16340

-148428

6089

63392

1752

24681

5853

56719

2646

3640

-0

-27


强度总结自重总结


剪切力 弯矩 重量LCGTCGVCGS. Corr.( pcs.)


Frame From% 的 permiss。允许的百分比。
1 m m m m

no. AP t Seag. Harb. tm Seag. Harb. 20' CONTAINERS 0 0 0 0 ( 0)

39 26.000 -216 9 8 707 1 1 40'CONTAINERS 2646 1.38 -0.23 17.41 ( 126)


5134.625-284 12 10-2098 集装箱 26461.38-0.23 17.41126)


5738.600-160-3060 散装货58539.690.0210.3115)


6142.010 32-3289
6 4


7551.20030612 10-854船员和物资 10-36.380.0015.900.00

81 55.400 -0 0 HEAVY FUEL 139 24.85 0.00 0.88 0.02

0 -342 1 0 DIESEL OIL 91 38.27 0.00 0.24 0.00


9263.100-39-550 淡水20265.010.028.980.00


10874.300-117-1081 压载水器12962.47-0.03 1.250.00


12083.100127-1087 其他1354.540.155.920.00

125 86.200 195 8 7 -581 1 1 DEADWEIGHT 10251 8.30 -0.05 10.80 0.02

DEADLOAD 0 0 0 0.00

130 90.025 251 0 8 318 1 0 LIGHTWEIGHT 6089 10.41 0.00 8.28 0.00


14298.1001392356排量163409.08-0.03 9.860.02


150103.850-63 2559DW 储备7339


160110.860-105 1882
6 4


票价:171118.400-114 1103
4 3


票价 188130.300-33 181
1 1


最大 :30612 10-3294
7 5


位置 (m) :51.2034.651.241.58103.8103.8


托架:5C7A-6B5C6B-6A 2C-2B 2C-2B


流体静力学和稳定性


吃水 AP11.07mGM solid-0.14mKMT9.72m


吃水 M.8.64m 校正0.02mLCB2.71m


吃水深度 FP6.20mGM fluid-0.16mLCF6.88m


修剪4.87mGM req.0.15m 浸入24t/ cm


吃风25.8510.6°PS修剪 妈妈192 tm/ cm


道具。比率143% Rollp。40.1(上面的 trim 值 = 0)


船舶知识,现代百科全书 93


情况 3

CDECK

TANKTOP


船舶知识,现代百科全书 94


剪力和弯矩结果


距离 浮力 轻型隔间BreakBulk Bays 强度


来自美联社。 from OX Wght Moment Wght Moment Wght Moment Wght Moment SFBM 系列


mmt tmt tmt tm t tmt tm


-3.60172.851000 000 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0


7.80061.450-144-9411 401265982201426500004762217


34.62534.625-2661-123187 1798978733051860200 0 0-55812621


74.300-5.050-9763-223138 3891132865 112523786380021874658 2713-290-43362


90.025-20.775-12518-188139 47881224531521188106519-13967 1155-3322 1466-33716


110.860-41.610-15155-108364 53961024871684150137500-37139 1260-5704 685-5188


133.900-64.650-16367-47067 5934742041689147047500-37139 1260-5704 15-5


146.501-77.251-16538-35252 6089633921689147047500-37139 1260-5704-0-12


强度总结自重总结


剪切力 弯矩 重量LCGTCGVCGS. Corr.( pcs.)

Frame From % of permiss. % of permiss. t m m m m

no. AP t Seag. Harb. tm Seag. Harb. 20' CONTAINERS 0 0 0 0 ( 0)

39 26.000 462 18 16 13049 19 17 40' CONTAINERS 1260 -4.53 -0.25 17.57 ( 60)

51 34.625 -558 24 20 12621 19 16

57 38.600 -999 42 35 9506 15 12 CONTAINERS 1260 -4.53 -0.25 17.57 ( 60)


6142.010-1351 5747549497件杂货7500-4.95 0.007.578)

75 51.200 -2202 86 74 -11053 23 15 CREW AND STORES 8 -16.95 0.00 16.61 0.00

81 55.400 -2183 84 74 -20602 45 29 HEAVY FUEL 248 -7.48 0.00 3.22 0.01

92 63.100 -1377 56 49 -34330 80 49 DIESEL OIL 11 38.27 0.00 0.24 0.00


10874.300-290 11 10-4336210263淡水20265.010.028.980.00


12083.10074529 25-414849860压载水1129.-1.61-0.03 1.290.00


12586.200108442 36-386419256 其他 9154.540.155.920.00


13090.025146657 49-337168149载重量10449-2.69-0.03 8.010.02


14298.100164169 56-198025132静载 0 0 0 00.00


150103.850117447 39-116094424 轻量级 608910.410.008.280.00


160110.86068527 23-51882012排量165372.13-0.02 8.110.02


171118.40030112 10-1547 6 4 DW 储备6656


票价 188130.300271 1-771 0


最大 :-220286 74-4363410363


位置(米):51.2051.251.276.6176.676.6


托架:5C5C5C4B-4A 4B-4A 4B-4A


流体静力学和稳定性


吃水深度 AP8.74mGM solid1.76mKMT9.87m


吃水 M.9.07m 校正0.02mLCB2.99m


吃水深度 FP9.41mGM 流体1.74mLCF7.36m


修剪-0.66mGM req.0.15m 浸入25t/ cm


吃风27.62m 鞋跟-0.7°SB修剪妈妈206 tm/ cm


道具。比率103% Rollp。12.3(上面的 trim 值 = 0)

Heel GZ Floodangle, Thf 51.2° IMO

Deck Subm. 21.0° Actual Limit


0.15mGM 流体1.74 分钟0.15


10°0.31m Cb0.59GZ 301.075 分钟0.200


WindForce0.051t/m^2GZ 最大值1.162

15° 0.49 m Wind Lever Iw1 0.056 m GZ max. at 38.8° Min. 25°

20° 0.70 m Area 30 0.275 Min. 0.055 mRad

25° 0.93 Cargo WindArea 252 m^2 Area 40 0.474 Min. 0.090 mRad

m Total WindArea A 1610 m^2 Area 40+30 0.199 Min. 0.030 mRad


30°1.08m 区域 A0.097mRad

Area B 0.598 mRad

40° 1.16 m Area B/A 6.143 Min. 1.0 mRad


50°1.06m 刺范围51.2° 最小


60°0.82m 风跟 Th0最大 1.8° 16°


70°0.49


集装箱 COG50%

95

3 Torsion of the hull

Torsion occurs when there is an asymmetry in the mass-distribution over the horizontal plane. For example, if there is a weight of 100 tons on the starboard side of the fore- ship which is compensated by an equivalent weight on the port side of the aft ship, there will be torsion ( or torque). If both weights are 10 metres from the centreline, the torsion will be 100t x 10m = 1000tm. In adverse weather, especially when the waves come in at an angle, the torsion can increase as a consequence of the asymmetric distribution of the up- ward pressure exerted by the water on the submerged part of the hull. Torsion causes a ship to be subject to extra stresses and deformations. This can result in hatches leaking or badly sealing. Especially“open ships”, i. e. ships with large deck openings, tend to be torsionally weak and are sensitive to this. A good example are container ships and modern box hold general cargo ships.

4 Local stresses

4.1 Panting stresses 4.2 Pitching loads

These occur mostly in the fore-ship during pitching. The constantly changing water pressure increases the stress in the skin and the frames. Panting stress is not a result of hydrostatic pressure, but more a result of hydrodynamic pressure. To reduce the panting stress effect, panting beams in transverse direction and stringers against the ship's shell are added to the forepeak and aft peak structure.

Pitching loads occurs in the flat bottom of the foreship as a result of ( heavy) pitching of the ship. The pitching stresses are reduced by increasing the bottom-plating thick- ness, by the addition of extra side keelsons and closer spacing of the frames and floors on every frame.

4.3 Diagonal loads

These occur when the ship is asymmetrically laden and during rolling of the ship in waves. The effect of the diagonal loads is reduced by the addition of frame brackets, deck beam brackets, cross frames and transverse bulkheads.

Forces on the foreship if the ship is on a wave top ( left) and in a trough( right).

Diagonal loads due to rolling in waves

4.4 Vibration loads

These can be caused by:

- vibrations of the engine

forces on the aft ship caused by the rotations of the propeller.

4.5 Docking loads

These result from vertical upward forces where the keel blocks are placed and vertical downward forces between the keel blocks and the side blocks.


气喘劳损造成的损坏。整个前峰水箱被撕掉。


船舶尺寸 100.000 吨 自重

Ship Knowledge, a modern encyclopedia

96


5 一波又一波的船


这些由计算机模拟制作的数字夸张地显示了一艘小型集装箱船在大浪中是如何扭曲的。


船舶在槽中,下垂 波浪以一定角度从左舷进入,扭转


船舶知识,现代百科全书 97

6 Stiffening

6.1 Purpose of stiffeners

To prevent the planes ( plate fields) of a ship from distorting under influence of the shearing loads, bending moments and local loads, they have to be stiffened. Examples of planes are the shell, decks, bulkheads and tank top. Compared to the dimensions of the ship, the plating is not very thick ( about 10 - 20 mm). Once the stiffeners are in place, they also contribute to the reinforcement of the plane by reducing the tensions in it and by preventing local buckling. This enables the stiffened planes to be thinner than the planes, which are not strengthened.

An example of this are the frames on the inside of the skin, most of which are of the type“Holland Profile”(HP). The drawings show the impor- tance of stiffening.

Compressing forces on a plate result in plate buckling.

Forces on a plate with an HP-frame or angle bar at the place of bending. The placing of an HP-frame or angle bar instead of a single strip will reduce the risk of bending.

If all the frames run parallel ( in either athwart or fore and aft direction) it is possible that the frames can bend perpendicular to the frame direction. To prevent this, a stiffening is placed perpendicular to the frame direction. Such a stiffening is called a stringer for transverse frames and a webframe for longitudinal frames. Bulkheads are also constructed using this system. In the case of decks, deck beams and deck girders form the stiffening.

Similar stiffenings have different names for different planes.

Parallel frames on a plate subjected to bending moment

The same situation only now with a stringer placed perpendicular to the frame direction

Compression forces on a stiffened plate. Buckling requires extra force.

Planes:

Stiffening:

Support:

shell

( vertical) frames

stringers ( horizontal)

web frames

bulkheads

horizontal stiffening

vertical stiffening

stringers( horizontal)

web girders

decks

deck frames

deck girders

flat bottom

bottom frames ( fore

and aft)

bottom frames

( transverse)

floors

keelsons

tank top

upper frames ( fore

and aft)

upper frames

( transverse)

floors

keelsons

Ship Knowledge, a modern encyclopedia

98

1

2

6

3


1. 框架


2. 冰架


3. Web 框架


4. 甲板框架


5. 甲板横梁


6. 中心龙骨

7. Side keelson

Cross-section of a container ship near the engine room.( transverse frames)


船舶知识,现代百科全书 99


6.2 纵向框架系统和横向框架系统。

usually built according to a transverse stiffening system.

We have seen in this chapter that longitudinal loads are present on all ships and that they play a larger role if the ship is longer and/ or narrower. This is why ships with a length of more than 70 metres are usually constructed according to a longi- tudinal stiffening system. This means that the frames and the deck beams run in the fore and aft direction. Ship shorter than 70 metres ( for example fishing boats and tugboats) are

Lloyd's Register does not require a calculation for longitudinal strength if the ship is shorter than 65m.

On the next pages we see two different kinds of ships. First a double- hull tanker built with the longitudinal framing system, secondly a tug boat built with transverse frames.


两张使用纵向系统建造的现代双壳油轮的图纸


船舶知识,现代百科全书 100


电镀 电镀加强 电镀 板加强筋 保持


1. 壳8.侧面纵向13 拉杆梁或横杆20.翼式压载舱

2. Longitudinal bulkhead ( of the inner hull)

9. Bottom frame/ Longitudinal

14. Stringer 21. Double bottom

15. Stringer deck 22. Cargo tank

3. Transverse bulkhead 16. Watertight floor

10. Inner bottom longitudinal

4. Longitudinal bulkhead 17. Full floor


5. 下料斗11.隔板加强筋18.防水侧龙骨


6. 背心12.带支架的加劲肋19.Web 框架


7. 底部


船舶知识,现代百科全书101


1 驾驶室前窗


2 轮舱后窗


3 左舷漏斗


4 右舷漏斗


5 桅杆


6 甲板室顶部 ( 木筏/救生船的位置)


7 前甲板


8 正向 bitts


9导缆器的前舷墙


10 位置弓护舷


11 侧系柱向前


12 舱底龙骨


13 拖曳


14 侧壳横向框架


15 甲板支架


16 舱底支架


17 ' 横向全地板


18 纵梁


19 船尾挡泥板


20 艉轴滚轮, 用于锚搬运


21 Bulwa rk 顶轨,舷缘


22 推进器喷嘴


23 便便甲板,工作甲板。


24 摩擦条


25 甲板梁


26 横向舱壁


27 定位牵引绞车


28 舵机室


29 船尾侧护柱


30 纵向隔板( 尾轴通道)


31 舱底板

21

29

23

30

25

28

26

20

31

19

22


Ship Knowledge, a modeñn encyclopedia 102


船舶知识,现代百科全书103