1、.页眉.页脚Unit 21 Ship Structure and Equipment Ship Structure船舶结构与设备船舶结构1. TYPICAL BULK CARRIER STUCTURAL CONFIGURATION The most widely recognised structural arrangement identified with bulk carriers is a single deck ship with a double bottom, hopper tanks, single skin transverse framed sideshell, topsi
2、de tanks and deck hatchways .最广泛认可与散货船结构安排确定是一个双层底，底边舱，单层横框sideshell，顶边舱和甲板舱口单甲板船Bulk carrier design does not alter significantly with size; fundamentally, a bulk carrier of 30,000 tonnes deadweight usually has the same structural configuration as that of a ship of 80,000 tonnes deadweight .散货船的设计不会
3、因大小不会改变显著，载重 3 万吨与载重 8 万吨有有相同的结构配置。In general, the plating comprising structural items such as the side shell, bottom shell, strength deck, transverse bulkheads, inner bottom and topside and tank sloping plating provides local boundaries of the structure and carries static and dynamic pressure loads
4、 exerted by, for example, the cargo, bunkers, ballast and the sea.This plating is supported by secondary stiffening members such as frames or longitudinals. 一般而言,电镀包括结构的项目，如侧壳，底壳，强力甲板，横舱壁，内底和顶面和镀槽坡组成结构项目提供了结构局部边界，进行静态和动态压力，例如,通过货物、燃料、压载水舱和大海这电镀的部分支持等中等尺寸的框或壳。These secondary members transfer the load
5、s to primary structural members such as the double bottom floors and girders or the transverse web frames in topside and hopper tanks, etc .这些二次要部分转移负荷的主要结构构件，如梁双层底或地板和顶边和底边舱的横向肋骨等。The transverse bulkhead structures, including its upper and lower stools, together with the cross deck and the double b
6、ottom structures are the main structural members which provide the transverse strength of the ship to prevent the hull section from distorting.横向舱壁结构,包括它的上部和下部一起交叉连同过甲板上双底结构的主要结构成员提供抗弯强度防止船的船体段扭曲In addition, if ingress of water into any one hold has occurred, the transverse watertight bulkheads prev
7、ent progressive flooding of other holds.另外,如果进水到任何一个水平已发生,横向水密舱壁防止大量进水是有效的。2. DESIGN LIMITATIONS 2.1 General All ships are designed with limitations imposed upon their operability to ensure that the structural integrity is maintained.所有的船的设计通过限制可操作性,以确保维持结构完整性。Therefore, exceeding these limitations
8、may result in overstress- ing of the ships .页眉.页脚structure which may lead to catastrophic failure. 因此，超过这些限制可能导致过载，可能导致灾难性的失败。The ships approved loading manual 手册 provides a description of 说明the operational 业务loading conditions upon 根据条件which the design of 设计the hull structure 结构has been based.The l
9、oading instrument provides a means to readily calculate the still water shear forces and bending moments, in any load or ballast condition, and assess these values against the design limits.装载仪器提供了一种易于计算静水剪力和弯矩在任何负载或压载的条件下，针对设计和评估限制这些值。A ships structure is designed to withstand the static and dynami
10、c loads likely to be experienced by the ship throughout its service life. 船的结构设计能够承受的静态和动态载荷可能受到其整个使用船舶经验寿命The loads acting on the hull structure when a ship is floating in still (calm) water are static loads. 载荷对船体结构时，一船是浮在静止水是静态负载。These loads are imposed by the: 这些荷载施加的有：1) Actual weight of the sh
11、ips structure, outfitting, equipment and machinery .实际重量船的结构、装备、设备和机器。2) Cargo load ( weight ) .装载货物（重量）。3) Bunker and other consumable loads ( weight ) .Bunker 其它消耗负荷（重量）4) Ballast load ( weight ) .镇流器负荷(重量)5) Hydrostatic pressure ( sea water pressure acting on the hull ) . 静水压(海水压力作用于船体)Dynamic lo
12、ads are those additional loads exerted on the ships hull structure through the action of the waves and the effects of the resultant ship motions (i. e. acceleration force, slamming（拍击运动）and sloshing loads). 动态载荷对这些额外的负荷在船的船体结构,通过波的作用结果的影响船舶运动加速度力（即加速力，拍击运动晃动负荷）Sloshing loads may be induced on the sh
13、ips internal structure through the movement of the fluids in tanks/holds whilst slamming of the bottom shell structure forward may occur due to emergence of the fore end of the ship from the sea in heavy weather. 晃动负荷可能诱发船上的内部结构 tanks/holds，通过对流体运动的，而壳结构的底部拍击运动可能会出现由于对来自海上的船只在恶劣天气出现前结束。Cargo over-lo
14、ading in individual hold spaces will increase the static stress levels in .页眉.页脚the ships structure and reduce the strength capability of the structure to sustain the dynamic loads exerted in adverse sea conditions. 货物过个别持有空间负荷将增加船舶的结构静应力水平，降低了结构强度的能力，以维持在恶劣海况下产生的动态负载。2.2 Hull Girder Shear Forces an
15、d Bending Moments 船体梁剪力和弯矩All bulk carriers classed with IACS Member Societies are assigned permissible still water shear forces (SWSF) and SWBM limits assigned to each ship, namely: 与国际船级社协会会员所有散装社团归类仍然允许运营商分配水（SWSF）剪切力和SWBM 限制分配给每个船，即：1) Seagoing (at sea) SWSF and SWBM limits. 远洋（海上）SWSF 和 SWBM 限制
16、。2) Harbour (in port) SWSF and SWBM limits . 港（港口）SWSF 和 SWBM 限制The seagoing SWSF and SWBM limits are not to be exceeded when the ship puts to sea or during any part of a seagoing voyage. SWBM 的海上 SWSF 和限制不得超过当出港或在海上航行的任何一个部分。In harbour, where the ship is in sheltered water and is subjected to reduc
17、ed dynamic loads, the hull girder is permitted to carry a higher level of stress imposed by the static loads. 在港口,那里船停靠在庇护水和受到降低动态荷载作用下,允许船体梁携带一个更高层次的压力所产生的静态负荷 The harbour SWSF and SWBM limits are not to be exceeded during any stage of harbour cargo operations. 海港 SWSF 和SWBM 不超过任何阶段港口货物操作的限制。When a
18、 ship is floating in still water, the ships lightweight ( the weight of the ships structure and its machinery) and deadweight (all other weights, such as the weight of the bunkers, ballast, provisions and cargo) are supported by the global buoyancy up-thrust acting on the exterior of the hull.Along
19、the ships length there will be local differences in the vertical forces of buoyancy and the ships weight. These unbalanced net vertical forces acting along the length of the ship will cause the girder to shear and to bend, inducing a vertical SWSF and SWBM at each section of the hull. 当一艘船漂浮在静止的水, 这
20、艘船的轻量级(重量的船的结构及其机械 )和净(其他所有重量、如掩体的重量、压舱物、规定和货物)的支持 up-thrust 全球浮力的外观上表演的船体沿着船的长度将会有地区差异问题在垂直的力量的浮力和船的重量。这些不平衡的净垂向力的长度代理在船将使较大剪力和弯曲、诱导垂直 SWSF和 SWBM 的各部分在船体。At sea, the ship is subjected to cyclical shearing and bending actions induced by continuously changing wave pressures acting on the hull.These c
21、yclical shearing and bending actions give rise to an additional component of dynamic, wave induced, shear force and bending moment in the hull girder.在海上，船是受到周期性的剪切和不断变化的波浪压力的影响.周期性剪切和弯曲作用的动态，波浪引起的额外组件，剪切力和船体弯矩致弯曲行为梁。At any one time, the hull girder is subjected to a combination of still water and w
22、ave .页眉.页脚induced shear forces and bending moments. 在任何一个时间，船体梁是受到了静水和海浪的合力引起的剪力和弯矩。 The stresses in the hull section caused by these shearing forces and bending moments are carried by continuous longitudinal structural members. 在这些的应力剪切力和弯矩引起的连续纵向构件进行船体部分。These structural members are the strength d
23、eck, sideshell 舷侧外板 and bottom shell plating 双层底板 and longitudinals,纵骨 inner bottom plating and longitudinals, doublebottom girders and topside 水上舷侧 and hopper tank plating and longitudinals, which are generally defined as the hull girder 大梁 .2. 3 Local Strength of Transverse Bulkhead, Double Bottom
24、 and Cross Deck Structure 局部横向舱壁强度，双层底结构与跨桥面To enhance safety and flexibility, some bulk carriers are provided with local loading criteria which define the maximum allowable cargo weight in each cargo hold, and each pair of adjacent cargo holds (i.e. block hold loading condition), for various ship d
25、raught conditions. 提高安全性和灵活性，提供了一些散装货轮装载的准则，与当地的定义在每个货舱最大允许货物的重量，每相邻的货物对持有（即块用装条件），为各船吃水条件。The local loading criteria 标准 is normally provided in tabular 表格 and diagrammatic from.Over-loading will induce greater stresses in the double bottom, transverse bulkheads, hatch coamings,舱口围板坐 hatch corners,
26、main frames and associated brackets of individual cargo holds. 个别货舱The double bottom, cross deck and transverse bulkhead structures are designed for specific cargo loads and sailing draught conditions. 双层底，跨横舱壁甲板和结构设计的特定货物装载和航行条件草案。 These structural configurations are sensitive to the net vertical l
27、oad acting on the ships double bottom. 这些结构上的配置是灵敏的净垂直载荷对船舶双层底作用。The net vertical load is the difference between the vertical downward weight of the cargo and water ballast in the double bottom and the hopper ballast tanks in way of the cargo hold and the upward buoyancy force which is dependent on
28、the ships draught. 净垂直负荷之间的垂直向下的重量，在货物和双层底压载水和货舱中向上的浮力和力量，是对船舶吃水依赖性料斗压载水舱的差异。The important trend to note from the local loading diagram is that there is a reduction in the cargo carrying capacity of a hold with a reduction in the mean draught. 最重要的趋势，注意从本地加载图，有一个在减少携带的货物，在平均吃水的持有量减少。To exceed these
29、limits will impose high stresses in the ships structure in way of the over-loaded cargo hold. 超过这些限制将在船舶在过载货舱方式结构增大过载。 There are two sets of local loading criteria depending upon the cargo load distribution namely, individual hold loading or two adjacent hold loading. 有两套本地负载标准根据货物载荷分配即单个持有装载或两个相邻载入
30、。 The allowable cargo loads for each hold or combined cargo loads in two adjacent holds are usually provided in association with empty double bottom and hopper wing ballast tanks directly in way of the cargo hold. 每个持有或合并货物配载货物在两个相邻的允许负载通常持有空提供双层底压载舱和漏斗翼协会直接在货舱的方式。 When water ballast is carried in t
31、he double bottom and hopper wing tanks, the maximum allowable cargo weight should be obtained by deducting the weight of water ballast being carried in the tanks in way of the cargo hold. 当压舱水在双层底和边舱，允.页眉.页脚许货物重量应该得到扣除压舱水的重量的货舱的方式。 The maximum cargo loads given in the Local Loading Criteria should b
32、e considered in association with the mean draught in way of the cargo hold(s). 最大货物在装车负荷标准协会在货物保持（S ）的方式平均吃水 In the case of a single cargo hold, the ship draught at the mid-length of the hold should be used. For two adjacent cargo holds, the average of the draught in the mid-length of each cargo hol
33、d should be used. 在一个单一的货舱的情况下，在中长的举行船吃水应使用。对于两个相邻的货舱，对在中的每个货舱长度平均草案应使用。3. General arrangement 总布置The main part of a ship is the hull. This is the area between the main decks, the sides and bottom. It is made up of frames covered with plating 船舶的主要部分是船体。这是在主甲板，两侧和底部区域。它是由电镀覆盖框架构成。The hull is divided
34、 up into a number of watertight compartments by decks and bulkheads. Bulkheads are vertical steel walls going across the ship and along. Decks divide the hull horizontally. Those dividing up cargo spaces are known as tween decks. 在船体分成许多隔间 ,甲板及舱壁。舱壁是垂直的钢墙，将纵穿整个船沿。甲板船体横向划分。这些划分的货舱甲板被称为补间。The hull con
35、tains the engine room, cargo space and a number of tanks. In dry cargo ships the cargo space is divided into holds, in liquid cargo ships it is divided into tanks. At the fore end of the hull are the fore peak tanks and at the after end the after peak tanks. 船体包含机舱，货舱空间和贮水舱。在干货船上，货舱空间划分为底层舱，在液体货物的船舶
36、，它被划分为贮水舱。船体前是首尖舱，船体后的是尾尖舱。They are used for fresh water and water ballast .The space between the holds and the bottom of the hull contains double bottom tanks. These are used for ballast water and fuel.Fig.1 is the basic arrangement of a solid bulk carrier, and Fig.2 is the layout of the arrange 它们
37、用于存贮淡水和压载水。底层舱和船体底部之间包含双层底舱。这些都是用于贮存压载水的，fuel.Fig.1 是一个坚实的散货船基本布置，图 2 是布局安排.The bulk carrier, long recognized as the workhorse of the world merchant fleet, has over the years had its design refined and optimized on the basis of previous successful experience. This provided what many considered to be
38、 a relatively uncomplicated and safe structural configuration. 散货船、长期被认为世界商船队的主力，多年来一直在它的设计精致和以往成功经验的基础上进行了优化。很多人都认为是一个相对复杂而且安全的结构配置Recently, and regrettably with loss of human lives, a series of tragic ship loses has focused the attention of the marine industry and the public on the performance and
39、 inherent safety of this ship type. 最近,遗憾的是,一系列的悲惨的船舶主要集中注意船舶工业和公众的性能和内在安全性这艘船的类型Extensive research and development, principally by the major classification societies, has highlighted the possible causes of the bulk carrier losses and brought about necessary changes to the design and scantlings for
40、new ships. 由各大船级社广泛进行的研究和发展，突出造成散货船损失的可能原因以及必要的修改设计和构件.页眉.页脚尺寸带来的新船。For existing ships, improvements to safety are anticipated through the reinforcement of the aft transverse watertight bulkhead, and the double bottom structure in way of the foremost cargo hold 对于现有船舶，在安全方面的改进，预计通过加固横向水密舱壁尾部，最重要的双货舱
41、底部结构的方式, the introduction of a more rigorous survey regime and greater attention to operating procedures, particularly during cargo loading and discharge, in order to avoid over stressing of the structure or mechanical damage. 建立更加严格的调查制度，更加重视引进作业程序，特别是在货物装卸过程中，为了避免过度的结构或机械损伤。Shipbuilders are now aw
42、are of the in-service problems with this ship type and, through the application of improved classification rules and more sophisticated hull stress and fatigue analysis techniques, are able to initiate new and improved designs造船方正在了解此类型的船舶提供服务的种种问题，并通过改进的分类规则和更先进的船体应力和疲劳分析技术的应用，都能够发起新的和改进设计。There is
43、 also an onus on the Shipowner/Operator to provide for the highest standards of operation during the ships service life. 也有一个注入及操作船东提供最高标准的操作过程中船的使用寿命。 Techniques and tools are being developed to assist the ships staff and to provide them with an increased awareness of ship loadings, the magnitude o
44、f hull stresses in operation an improved knowledge of the condition of the hull structure. 技术和工具的开发为协助船舶的人员提供了一个提高认识的船舶装载他们，应力行动，对船体结构状况的了解。技术和工具正被开发来帮助船舶员工，为他们提供船舶加强载荷的意识、船运行船体强度、一种改进船体应力条件的船体结构知识。The International Maritime Organization (IMO), which expressed its concerns about the continued safety
45、 of bulk carriers, set up a Correspondence Group on “ Safety of Ships Carrying Solid Bulk Cargoes ”. 国际海事组织(IMO),表达了其关注散货船的持续安全,并建立对应小组装载船“安全载运固体散装货物”The Correspondence Group was given wide terms of reference and its report was considered at the 65th session of the Maritime Safety Committee (MSC) in
46、 May 1995, 该通讯组得到了广泛的职权范围，调查报道被认为是在 65 届海事安全委员会(MSC)1995 年 5 月。.The Correspondence Group continued its work and reported its findings to the 66th Session of the MSC. 通信组继续开展工作，并向 66 届海事安全委员会报告其调查结果Thereafter the subject was developed by the MSC at subsequent meetings culminating in a SOLAS Conferenc
47、e in November 1997 at which a new SOLAS Chapter XII, Additional Safety Measures for Bulk Carriers, was adopted 此后，在1997 年 11 月，这个主题被海安在一个海上人命安全公约会议发展，在这一个新的海上人命安全公约第十二章，附加散装货船安全的措施，并且在会议上获得通过。As a consequence of an United Kingdom initiative, the IMO is currently considering the possibility of the ap
48、plication of Formal Safety Assessment techniques to the development of ship safety statutory regulations. 作为一个英国倡议的结果，海事组织目前正在考虑安全评估技术的应用在船舶安全的法定规章发展的可能性.页眉.页脚It must be the aim 目标 of all those within the industry 行业 to strive for improved 改善 safety for this ship type, assisted 协助 where appropriate
49、through of clear 明确、透彻 and practical 实际 legislation.立法 Bulk carriers designed, built, maintained and operated well are capable of long, safe, trouble-free and profitable service over the intended ship life . 设计、建造散货船,维护和操作的能力是长期安全、无故障和有利可图的目的服务船的生活The carriage of cargoes in bulk first emerged as a major and rapidly expanding sector in the shipping industry following the Second World War 散货物运输首次成为航运业主要的并且迅速扩张的部门在第二次世界大战. Important industries involved in the manufacture of steel, aluminium and fertilizers looked to foreign suppliers for raw materials 重要的行业涉及生产钢铁、铝材和肥料， 、 、 、 、
