Lesson th Merchant ship Types The inboard space in break bulk cargo ships is divided longitudinally by transverse bulkheads paced 40-70 ft apart, into a series of cargo compartments of approximately equal volume generally seven for a ship of about 500 ft Lap. Vertically, the bulkheads are divided by one or two decks below the uppermost, continuous deck( main or strength deck ) The space between the inner bottom and the lowest deck, called the hold, is limited to a height of about 18 ft (5.5m)to minimize damage to cargo through crushing. Usually the height of each space between decks termed between deck space)is 9-10ft(2.7-3.0m) In addition to the previously mentioned double-bottom tanks, the most break-bulk cargo ships have deep tanks used for fuel oil, water ballast, or liquid cargoes such as latex, coconut oil, or The cargo is handled through large rectangular deck openings(hatches) over each cargo space Mechanically operated hatch covers are used to close the openings. The hatch covers in the tween decks are strong enough to support cargo stowed on them. The topside hatch covers are watertight The tween deck space is generally suitable for break-bulk or palletized cargo holds have had one hatch per deck, with of 35-50% the ship's breath and a length of 50-60% the hold length. The trend is toward widen hatches or multiple hatches abreast and often longer hatches, to increase cargo handling speed. A multiple hatch arrangement(triple hatch, for instance)is efficiently used for a partial load of containers stowed under deck. Break-bulk cargo handling between pier and ship is done usually by means of cargo booms installed on board The booms are raised or lowered by adjustable wire rigging led from the mast or king post to the boom ends. a wire rope leads over sheaves from a winch to the outer end of each boom and terminates in a cargo hook. Cargo can be hoisted using one boom(customarily fo very heavy loads of cargo, 10 tons or over )or for faster handl ing, by a pair of married booms, with one boom end over the hatch and the other over the pier. This cargo handling operation, called oning, is customary for loads up to 10 tons. Most break-bulk cargo ships fitted with booms a pair of booms at each hatch end to expedite cargo handling. The cargo is often piled together in a large net which is emptied and returned for the next load Packaged cargo of nearly uniform dimensions may be stacked on pallets which are hoisted aboard individually. The sling load is landed through the hatch opening. The pallets or nets are then unloaded, and each item is individually stowed by the hold gang. Any cargo stowed in the wings of the hold is manhandled unless it is on pallets and handled by a forklift truck. The use of forklift trucks is becoming common practice, and a number of these trucks may be carried on board if they are not available at cargo terminals. The amount of cargo which is manhandled onboard determines largely the ship turnaround and port expenses, and, the profitability of the transportation system Most break-bulk cargo ships have provisions for a heavy lift boom of 30-100-metric ton capacity for occasional units of heavy cargo q An increasing number of break-bulk cargo ships are being fitted with revolving deck cargo ines instead of masts, booms and winches Container ships Container ships are replacing the conventional break-bulk cargo ship in trade routes where rapid cargo handling is essential. Containers are weatherproof boxes (usually metal) strengthened
Lesson Three Merchant ship Types Break-bulk cargo ships The inboard space in break bulk cargo ships is divided longitudinally by transverse bulkheads, spaced 40-70 ft apart, into a series of cargo compartments of approximately equal volume, generally seven for a ship of about 500 ft Lap. Vertically, the bulkheads are divided by one or two decks below the uppermost, continuous deck (main or strength deck). The space between the inner bottom and the lowest deck, called the hold, is limited to a height of about 18 ft (5.5m) to minimize damage to cargo through crushing. Usually the height of each space between decks termed between deck space) is 9- 10ft (2.7-3.0m). In addition to the previously mentioned double-bottom tanks, the most break-bulk cargo ships have deep tanks used for fuel oil, water ballast, or liquid cargoes such as latex, coconut oil, or edible oils. The cargo is handled through large rectangular deck openings (hatches) over each cargo space. Mechanically operated hatch covers are used to close the openings. The hatch covers in the tween decks are strong enough to support cargo stowed on them. The topside hatch covers are watertight. The tween deck space is generally suitable for break-bulk or palletized cargo holds have had one hatch per deck, with of 35-50% the ship’s breath and a length of 50-60% the hold length. The trend is toward widen hatches or multiple hatches abreast and often longer hatches, to increase cargo handling speed. A multiple hatch arrangement (triple hatch, for instance) is efficiently used for a partial load of containers stowed under deck. Break-bulk cargo handling between pier and ship is done usually by means of cargo booms installed on board. The booms are raised or lowered by adjustable wire rigging led from the mast or king post to the boom ends. A wire rope leads over sheaves from a winch to the outer end of each boom and terminates in a cargo hook. Cargo can be hoisted using one boom(customarily for very heavy loads of cargo, 10 tons or over) or for faster handling, by a pair of married booms, with one boom end over the hatch and the other over the pier. This cargo handling operation, called burtoning, is customary for loads up to 10 tons. Most break-bulk cargo ships fitted with booms have a pair of booms at each hatch end to expedite cargo handling. The cargo is often piled together in a large net which is emptied and returned for the next load. Packaged cargo of nearly uniform dimensions may be stacked on pallets which are hoisted aboard individually. The sling load is landed through the hatch opening. The pallets or nets are then unloaded, and each item is individually stowed by the hold gang. Any cargo stowed in the wings of the hold is manhandled unless it is on pallets and handled by a forklift truck. The use of forklift trucks is becoming common practice, and a number of these trucks may be carried on board if they are not available at cargo terminals. The amount of cargo which is manhandled onboard determines largely the ship turnaround and port expenses, and, the profitability of the transportation system. Most break-bulk cargo ships have provisions for a heavy lift boom of 30-100-metric ton capacity for occasional units of heavy cargo. An increasing number of break-bulk cargo ships are being fitted with revolving deck cargo cranes instead of masts, booms and winches. Container ships Container ships are replacing the conventional break-bulk cargo ship in trade routes where rapid cargo handling is essential. Containers are weatherproof boxes (usually metal) strengthened
withstand stacking and motion at sea. Containers are of standard size, the largest ones weighing up to about 30 metric tons when loaded. The use of standard containers facilitates ship-board stowage land or waterway transportation, and rental or lease A large container ship may be loaded or unloaded completely in about half a day, compared to veral days for the same amount of cargo in break-bulk cargo ship. Generally, the shipper places the cargo in the container and, except for custom inspection, it is delivered unopened to the consignee. Highway trailers(most commonly), railroad cars, or barges transport containers to and from their land destination and are therefore apart of the same transportation system. For a given payload cargo capacity, container ships are larger and more costly to build than the traditional cargo ship, but both the cargo handling cost and the idle ship time in port are reduced cons Although in some ships containers are moved horizontally for loading and unloading, the predominant arrangement is that illustrated in Fig. I where containers are stowed in vertical cells and moved vertically in and out of the vessel Roll-on/Roll-off ships With a broad interpretation all ships that are designed to handle cargo by rolling it on wheels can be considered under this heading. This would include trailer ships; sea trains( carrying railroad cars or entire carriers: ships carrying pallets handled by forklift trucks from and to shore; and so on, the following is a description of a ship of this type, which is intended primarily to operate as a trailer ship, although it may handle several types of wheeled vehicles Roll-on/ Roll-off ships require a high proportion of cubic capacity relative to the amount of cargo and are particularly suited to services with short runs and frequent loading and unloading They need even shorter port time than container ships but their building cost is higher Because fully loaded toll-on/roll-off ships can not carry enough cargo to immerse them deeply their large freeboard allows the fitting of side ports above the waterline for handling of cargo on heels by means of ramps. Usually, ships of this type have a transom stern(a square-shaped stern like that of a motorboat) fitted with doors for handling wheeled vehicles on an aft ramp Roll-on/Roll-off ships have several decks, and the cargo is handled on wheels from the loading deck to other decks by elevators or sloping ramps. Both internal elevators and ramps occupy substantial volume in the ship. The need for clear decks, without interruption by transverse bulkheads, and tween decks for vehicle parking results in a unique structural arrangement Barge-carrying This type of ship represents a hold step in the trend toward cargo containerization and port time ductions. Cargo is carried in barges or lighters each weighing up to 1000 metric tons when loaded. The lighters are carried below and above deck and handled by gantry cranes or elevator platforms These are among the fastest, largest, and costest ships for the carriage of general cargo. For their size, their payload capacity is less than that of the conventional break-bulk cargo ship. However they can be loaded and unloaded much faster and with a considerable saving in man-hours Because the lighters can be waterborne and operated as regular barges, these large ships can erve undeveloped ports advantageously Using portable fixtures that can be erected quickly, barge-carrying ships can be adapted for the transport of varying amounts of standard containers in addition to or in plane of lighters Bulk cargo ships
withstand stacking and motion at sea. Containers are of standard size, the largest ones weighing up to about 30 metric tons when loaded. The use of standard containers facilitates ship-board stowage, land or waterway transportation, and rental or lease. A large container ship may be loaded or unloaded completely in about half a day, compared to several days for the same amount of cargo in break-bulk cargo ship. Generally, the shipper places the cargo in the container and，except for custom inspection, it is delivered unopened to the consignee. Highway trailers (most commonly), railroad cars, or barges transport containers to and from their land destination and are therefore apart of the same transportation system. For a given payload cargo capacity, container ships are larger and more costly to build than the traditional cargo ship, but both the cargo handling cost and the idle ship time in port are reduced considerably. Although in some ships containers are moved horizontally for loading and unloading, the predominant arrangement is that illustrated in Fig.1 where containers are stowed in vertical cells and moved vertically in and out of the vessel. Roll-on/Roll-off ships With a broad interpretation all ships that are designed to handle cargo by rolling it on wheels can be considered under this heading. This would include trailer ships; sea trains(carrying railroad cars or entire carriers: ships carrying pallets handled by forklift trucks from and to shore; and so on, the following is a description of a ship of this type, which is intended primarily to operate as a trailer ship, although it may handle several types of wheeled vehicles. Roll-on/Roll-off ships require a high proportion of cubic capacity relative to the amount of cargo and are particularly suited to services with short runs and frequent loading and unloading. They need even shorter port time than container ships but their building cost is higher. Because fully loaded toll-on/roll-off ships can not carry enough cargo to immerse them deeply, their large freeboard allows the fitting of side ports above the waterline for handling of cargo on wheels by means of ramps. Usually, ships of this type have a transom stern (a square-shaped stern like that of a motorboat) fitted with doors for handling wheeled vehicles on an aft ramp. Roll-on/Roll-off ships have several decks, and the cargo is handled on wheels from the loading deck to other decks by elevators or sloping ramps. Both internal elevators and ramps occupy substantial volume in the ship. The need for clear decks, without interruption by transverse bulkheads, and tween decks for vehicle parking results in a unique structural arrangement. Barge-carrying ships This type of ship represents a hold step in the trend toward cargo containerization and port time reductions. Cargo is carried in barges or lighters each weighing up to 1000 metric tons when loaded. The lighters are carried below and above deck and handled by gantry cranes or elevator platforms. These are among the fastest, largest, and costest ships for the carriage of general cargo. For their size, their payload capacity is less than that of the conventional break-bulk cargo ship. However, they can be loaded and unloaded much faster and with a considerable saving in man-hours. Because the lighters can be waterborne and operated as regular barges, these large ships can serve undeveloped ports advantageously. Using portable fixtures that can be erected quickly, barge-carrying ships can be adapted for the transport of varying amounts of standard containers in addition to or in plane of lighters. Bulk cargo ships
A large proportion of ocean transportation is effected by bulk cargo shi Dry bulk cargo includes products such as iron ore, coal, limestone, grain, cement, bauxite gypsum, and sugar. Most oceangoing dry bulk carriers are loaded and unloaded using shore side installations. Many dry bulk carriers operating in the great Lakes have shipboard equipment for the handling of cargo(self-unloaders), and an increasing number of oceangoing ships carrying this type of By far the largest amount of liquid bulk cargo consists of petroleum products, but ocean transportation of other bulk liquid products is increasing in importance; for example, various hemicals, vegetable oils, molasses, latex, liquefied gases, molten sulfur, and even wine and fruit juices. Practically all liquid bulk carriers have pumps for unloading the cargo, usually have ship Practically all bulk carriers have the machinery compartment crew accommodations, and anning stations located aft. An exception is the Great Lakes self-unloader with crew accommodations and bridge forward The tendency in bulk carriers is toward larger ships, with speeds remaining about constant at moderate level (16-18 knots or 30-33 km/h for oceangoing ships, lower for Great Lakes vessels) The oceangoing ore carrier is characterized by a high double bottom and small volume of car hold because of the high density of the ore. Storing the cargo high in the ship decreases stability and prevents excessively quick rolling oceangoing combination bulk carrier permits ost transportation because of its flexibility. It is able to carry many types of bulk cargoes over a variety of sea lanes. This type of ship carries bulk cargoes, such as petroleum product, coal, grain, and ore. The double bottom in bulk carriers is shallow and the volume of cargo holds is large compared to the size of the ship The tanker is the characteristic, and by far the most important, liquid bulk carrier both in large tankers are used almost entirely for the transport of crude oil. A few tankers are built especially for the transportation of chemical products, and others are prepared for alter native loads of grain Bulk liquid carriers, with standing, rectangular, cylindrical, or spherical car go tanks separated from the hull, are used for the transportation of molten sulfur and liquefied gases, such as anhydrous ammonia and natural gas. Liquefied natural gas (LNG) is also carried in ships with membrane tanks, 1. e, where a thin metallic linear is fitted into a tank composed of ship structural and load-bearing insulation. The transportation of molten surfur and liquefied gases requires special consideration regarding insulation and high structural soundness of cargo tanks, including the use of high grade, costly materials for their construction From "McGraw-Hill Encyclopedia of Science and Technology", Vol 8. 1982) P The accommodations for passengers in this type of ship are located to assure maximum comfort. Generally a passenger-cargo ship serves ports that have an appeal for the tourist trade and where rather special, high freight-rate cargo is handled. Because of the service needs of passengers, a ship of this type requires a much larger crew than a merchant ship of comparable size engaged exclusively in the carriage of cargo The living accommodations for passengers consist of staterooms with 1- 4 berths, each room with bath and toilet. a few rooms m connected and suites may include a living room dressing room, and even a private outdoor veranda. Public rooms for passenger use may include
A large proportion of ocean transportation is effected by bulk cargo ships. Dry bulk cargo includes products such as iron ore, coal, limestone, grain, cement, bauxite gypsum, and sugar. Most oceangoing dry bulk carriers are loaded and unloaded using shore side installations. Many dry bulk carriers operating in the Great Lakes have shipboard equipment for the handling of cargo (self-unloaders), and an increasing number of oceangoing ships carrying this type of cargo are being fitted with self-unloading gear. By far the largest amount of liquid bulk cargo consists of petroleum products, but ocean transportation of other bulk liquid products is increasing in importance; for example, various chemicals, vegetable oils, molasses, latex, liquefied gases, molten sulfur, and even wine and fruit juices. Practically all liquid bulk carriers have pumps for unloading the cargo, usually have ship board pumps for unloading liquids. Practically all bulk carriers have the machinery compartment, crew accommodations, and conning stations located aft. An exception is the Great Lakes self-unloader with crew accommodations and bridge forward. The tendency in bulk carriers is toward larger ships, with speeds remaining about constant at moderate level (16-18 knots or 30-33 km/h for oceangoing ships, lower for Great Lakes vessels). The oceangoing ore carrier is characterized by a high double bottom and small volume of cargo hold because of the high density of the ore. Storing the cargo high in the ship decreases stability and prevents excessively quick rolling. The oceangoing combination bulk carrier permits low-cost transportation because of its flexibility. It is able to carry many types of bulk cargoes over a variety of sea lanes. This type of ship carries bulk cargoes, such as petroleum product, coal, grain, and ore. The double bottom in bulk carriers is shallow and the volume of cargo holds is large compared to the size of the ship. The tanker is the characteristic, and by far the most important, liquid bulk carrier both in numbers and tonnage. Tankers carry petroleum products almost exclusively. The very large tankers are used almost entirely for the transport of crude oil. Afew tankers are built especially for the transportation of chemical products, and others are prepared for alter native loads of grain. Bulk liquid carriers, with standing, rectangular, cylindrical, or spherical cargo tanks separated from the hull, are used for the transportation of molten sulfur and liquefied gases, such as anhydrous ammonia and natural gas. Liquefied natural gas (LNG) is also carried in ships with membrane tanks, i.e., where a thin metallic linear is fitted into a tank composed of ship structural and load-bearing insulation. The transportation of molten surfur and liquefied gases requires special consideration regarding insulation and high structural soundness of cargo tanks, including the use of high grade, costly materials for their construction. (From “McGraw-Hill Encyclopedia of Science and Technology”, Vol. 8. 1982). Passenger-cargo ships The accommodations for passengers in this type of ship are located to assure maximum comfort. Generally a passenger-cargo ship serves ports that have an appeal for the tourist trade and where rather special, high freight-rate cargo is handled. Because of the service needs of passengers, a ship of this type requires a much larger crew than a merchant ship of comparable size engaged exclusively in the carriage of cargo. The living accommodations for passengers consist of staterooms with 1-4 berths, each room with bath and toilet. A few rooms may be connected and suites may include a living room, dressing room, and even a private outdoor veranda. Public rooms for passenger use may include
dining room, lounge, cocktail room, card and game room, library, shops, and swimming pool Ships carrying more than 12 passengers must comply with the SOLas regulations. These egulations deal with ship characteristics related to items such as the following: (1)lessening the risk of foundering or capsizing due to hull damage,(2) preventing the start and spread of fires board, and(3)increasing the possibility and safety of abandoning ship in emergencies The ship in Fig. 2 is an interesting example of a departure from the traditional break-bulk cargo ship in which cargo is handled almost exclusively by means of a ship board installation of masts and booms. This ship is provided with gantry cranes to handle containers, vehicles, and large pallets. The containers may be stored in cargo holds equipped with container cells or on deck Large-size pallets and vehicles may be handled through side ports by means of an athwart-ship gear called a sporter. Wheeled vehicles can also be rolled on and off the ship through the side ports. Cargo may be carried to and from lower decks by cargo elevators, and, in addition, there are vertical conveyors for handling cargo such as bananas. The horizontal conveyors shown in the typical section receive cargo automatically, mostly on pallets, from the cargo elevators. This cargo is then stowed by manually controlled, battery operated pallet loaders. Cargo for the forward hold is handled by a 5-ton burtoning cargo gear and transferred to lower levels by a cargo elevator From"McGraw Hill Encyclopedia of Science and Technology", VoL. 12, 1977) Technical terms 1. break< bulk cargo ship件杂货船 24. cargo boom吊货杆 2. inboard船内 25. Wire rigging钢索索具 3. compartment舱室 26. king post吊杆柱,起重柱 4. transverse bul khead横舱壁 27. wire rope钢丝绳 5. main deck主甲板 28. sheave滑轮 6. strength deck强力甲板 29. winch绞车 7. inner bottom内底 30. cargo hook吊货钩 8. hold(cargo hold)货舱 31. married booms联合吊杆 9. tween deck space甲板间舱 32. burtoning双杆操作 10. double bottom双层底 33. cargo handling货物装卸 1l. deep tank深舱 34. packaged cargo包装货 12. water ballast水压载 35.palt货盘 13. latex胶乳 ng load悬吊荷重 14. coconut oil椰子油 37. hold gang货舱理货组 15. edible oil食用油 38. wings货舱两侧 17. hatch舱口 39. forklift truck铲车 8. hatch cover舱口盖 40. terminal码头,终端 19. palletized cargo货盘运货 41. turnaround周转期 20. multiple hatch多舱口 42. profitability利益 21. abreast并排 43. container ship集装箱船 22. container集装箱 44. trade route贸易航线 23.pier码头 45. weather proof风雨密
dining room, lounge, cocktail room, card and game room, library, shops, and swimming pool. Ships carrying more than 12 passengers must comply with the SOLAS regulations. These regulations deal with ship characteristics related to items such as the following: (1) lessening the risk of foundering or capsizing due to hull damage, (2) preventing the start and spread of fires aboard, and (3) increasing the possibility and safety of abandoning ship in emergencies. The ship in Fig. 2 is an interesting example of a departure from the traditional break-bulk cargo ship in which cargo is handled almost exclusively by means of a ship board installation of masts and booms. This ship is provided with gantry cranes to handle containers, vehicles, and large pallets. The containers may be stored in cargo holds equipped with container cells or on deck. Large-size pallets and vehicles may be handled through side ports by means of an athwart-ship gear called a siporter. Wheeled vehicles can also be rolled on and off the ship through the side ports. Cargo may be carried to and from lower decks by cargo elevators, and, in addition, there are vertical conveyors for handling cargo such as bananas. The horizontal conveyors shown in the typical section receive cargo automatically, mostly on pallets, from the cargo elevators. This cargo is then stowed by manually controlled, battery operated pallet loaders. Cargo for the forward hold is handled by a 5-ton burtoning cargo gear and transferred to lower levels by a cargo elevator. (From “McGraw – Hill Encyclopedia of Science and Technology”, Vol. 12, 1977) Technical Terms 1. break-bulk cargo ship 件杂货船 2. inboard 船内 3. compartment 舱室 4. transverse bulkhead 横舱壁 5. main deck 主甲板 6. strength deck 强力甲板 7. inner bottom 内底 8. hold(cargo hold ) 货舱 9. tween deck space 甲板间舱 10. double bottom 双层底 11. deep tank 深舱 12. water ballast 水压载 13. latex 胶乳 14. coconut oil 椰子油 15. edible oil 食用油 17. hatch 舱口 18. hatch cover 舱口盖 19. palletized cargo 货盘运货 20. multiple hatch 多舱口 21. abreast 并排 22. container 集装箱 23. pier 码头 24. cargo boom 吊货杆 25. wire rigging 钢索索具 26. king post 吊杆柱，起重柱 27. wire rope 钢丝绳 28. sheave 滑轮 29. winch 绞车 30. cargo hook 吊货钩 31. married booms 联合吊杆 32. burtoning 双杆操作 33. cargo handling 货物装卸 34. packaged cargo 包装货 35. pallet 货盘 36. sling load 悬吊荷重 37. hold gang 货舱理货组 38. wings 货舱两侧 39. forklift truck 铲车 40. terminal 码头，终端 41. turnaround 周转期 42. profitability 利益 43. container ship 集装箱船 44. trade route 贸易航线 45. weather proof 风雨密
46. stacking堆压 84. molten sulfur熔态硫 47. stowage装载,贮藏 85. conning station驾驶室 48. waterway水路 86. ore hold矿砂舱 49. rental出租(费 50. lease租借 88. engine room机舱 51. shipper货运主 89. liquid bulk carrier液体散货船 52. custom海关 90. com bination bulk carrier混装散货船 53. consignee收货人 91. ocean- going ore carrIer远洋矿砂船 4. highway trailer公路拖车 92.lane航道(线) 55. payload净载重量,有效载荷 93. tanker油船 56.cll格栅,电池,元件 94. crude oil原油 57. roll-on/rol- off ship滚装船 95. anhydrous ammonia无水氨 58 heading标题,航向 96. natural gas天然气 59. trailer ships拖车运输船 97. passenger-cargo ship客货船 60. sea trains ferry海上火车渡船 98 tourist旅游者 61. truck卡车 99. freight-rate运费率 62. trailer拖车 100. carriage装(载)运,车辆 63. military vehicle carriers军用车辆运输101. stateroom客舱 船 102. suite套间 64. cubic capacity舱容 103. living room卧室 5.ramp跳板,坡道 104. veranda阳台 66. transom stern方尾 105 lounge休息室 67. motor boat机动艇,汽艇 106. cocktail room酒吧间 68. clear deck畅通甲板 107. card and game room牌戏娱乐室 69. parking停车(场) 108. foundering沉没 70. barge-carrying ship载驳船 109. capsIzing倾覆 71. lighter港驳船 110. abandoning弃船 72. barge驳船 11 emergency应急 73. portable fixture轻便固定装置 112. installation装置,运载工具 4. bulk cargo ship/ bulk carrier散装货船 113. vehicle车辆,运载工具 75. dry bulk cargo散装干货 114. gantry crane门式起重机 76. limestone石灰石 115. container cell集装箱格栅 77. bauxite矾土 l16. sporter横向装卸机 78. gypsum石膏 117. rolled on and off滚进滚出 79. Great lakes(美国)大湖 l18 side port舷门 80. petroleum石油 119. cargo elevator运货升降机 1. chemicals化学制(产)品 120. conveyor输送机 糖浆 83. liquefied gas液化气体
46. stacking 堆压 47. stowage 装载，贮藏 48. waterway 水路 49. rental 出租（费） 50. lease 租借 51. shipper 货运主 52. custom 海关 53. consignee 收货人 54. highway trailer 公路拖车 55. payload 净载重量，有效载荷 56. cell 格栅，电池，元件 57. roll-on/roll-off ship 滚装船 58. heading 标题，航向 59. trailer ships 拖车运输船 60. sea trains ferry 海上火车渡船 61. truck 卡车 62. trailer 拖车 63. military vehicle carriers 军用车辆运输 船 64. cubic capacity 舱容 65. ramp 跳板，坡道 66. transom stern 方尾 67. motor boat 机动艇，汽艇 68. clear deck 畅通甲板 69. parking 停车（场） 70. barge-carrying ship 载驳船 71. lighter 港驳船 72. barge 驳船 73. portable fixture 轻便固定装置 74. bulk cargo ship/bulk carrier 散装货船 75. dry bulk cargo 散装干货 76. limestone 石灰石 77. bauxite 矾土 78. gypsum 石膏 79. Great Lakes （美国）大湖 80. petroleum 石油 81. chemicals 化学制（产）品 82. molasses 糖浆 83. liquefied gas 液化气体 84. molten sulfur 熔态硫 85. conning station 驾驶室 86. ore hold 矿砂舱 87. 空 88. engine room 机舱 89. liquid bulk carrier 液体散货船 90. combination bulk carrier 混装散货船 91. ocean-going ore carrier 远洋矿砂船 92. lane 航道（线） 93. tanker 油船 94. crude oil 原油 95. anhydrous ammonia 无水氨 96. natural gas 天然气 97. passenger-cargo ship 客货船 98. tourist 旅游者 99. freight-rate 运费率 100. carriage 装（载）运，车辆 101. stateroom 客舱 102. suite 套间 103. living room 卧室 104. veranda 阳台 105. lounge 休息室 106. cocktail room 酒吧间 107. card and game room 牌戏娱乐室 108. foundering 沉没 109. capsizing 倾覆 110. abandoning 弃船 111. emergency 应急 112. installation 装置，运载工具 113. vehicle 车辆，运载工具 114. gantry crane 门式起重机 115. container cell 集装箱格栅 116. siporter 横向装卸机 117. rolled on and off 滚进滚出 118. side port 舷门 119. cargo elevator 运货升降机 120. conveyor 输送机
Additional Terms and Expressions 1. transport ship运输船 eine netter围网渔船 2. general cargo ship杂货船 14. harbour boat港务船 3. liquid cargo ship液货船 15. supply ship供应船 4. refrigerated ship冷藏船 16. pleasure yacht游艇 5. working ship工程船 17. hydrofoil craft水翼艇 6. ocean development ship海洋开发船 18.air- cushion vehicle气垫船 7. dredger挖泥船 hovercraft全垫升气垫船 8. floating crane/ derrick boat起重船 19. catamaran双体船 9. salvage vessel救捞船 20. concrete ship水泥船 10. submersible潜水器 21. fiberglass reinforced plastic boat玻璃钢 11.ice- breaker破冰船 12. fisheries vessel渔业船 13. trawler拖网渔船 Notes to the tex 1. unless连接词,作“如果不”,“除非”解释,例如: An object remain at rest or moves in a straight line unless a force acts upon it 物体如无外力作用,它将继续保持静止或作直线运动 In this book the word is used in its original sense unless(it is)otherwise sated 本书内,这个词按其意采用,除非另有说明 2.“ to and from名词”或“ from and to+名词”后面的名词委前面两个介词公用,可译作“来 回于(名词)之间”。 3 with a broad interpretation具有广泛的意思 under this heading属于这个范畴 4 barge和 lighter一般都可以译作驳船,但 barge往往指货物经过较长距离运输到达某一目 的地,故译作“驳船”,而 lighter旨在港口或近距离内起到装卸货物的联络作用,故译作“驳 5 in additional to or in place of lighters是 in addition to lighters or in place of lighters的省略形 式,翻译成中文时,不一定能省略。 6.“ by far+形容词(或副词)的最高级或比较及”具有“远远,非常,最…,或…得多”的 意思。例 by far the fastest最快的 by far faster than a远比A快(比A快得多) By far the most common type of fixed offshore structure in existence today is the template, or jacket, structure illustrated in Fig 1.1 现今最普遍采用的固定平台型式是图1.1所示的导管架平台 7 the Solas regulations系指国际海上人命安全公约规则,几乎所有海运国家都要遵守这些 规则。其中的“ SOLAS”为“ International Convention for the Safety Of Life At Sea”的缩写
Additional Terms and Expressions 1. transport ship 运输船 2. general cargo ship 杂货船 3. liquid cargo ship 液货船 4. refrigerated ship 冷藏船 5. working ship 工程船 6. ocean development ship 海洋开发船 7. dredger 挖泥船 8. floating crane/derrick boat 起重船 9. salvage vessel 救捞船 10. submersible 潜水器 11. ice-breaker 破冰船 12. fisheries vessel 渔业船 13. trawler 拖网渔船 seine netter 围网渔船 14. harbour boat 港务船 15. supply ship 供应船 16. pleasure yacht 游艇 17. hydrofoil craft 水翼艇 18. air-cushion vehicle 气垫船 hovercraft 全垫升气垫船 19. catamaran 双体船 20. concrete ship 水泥船 21. fiberglass reinforced plastic boat 玻璃钢 艇 Notes to the Text 1. unless 连接词，作“如果不”，“除非”解释，例如： An object remain at rest or moves in a straight line unless a force acts upon it. 一个物体如无外力作用，它将继续保持静止或作直线运动。 In this book the word is used in its original sense unless (it is) otherwise sated. 本书内，这个词按其意采用，除非另有说明。 2.“to and from 名词”或“from and to +名词” 后面的名词委前面两个介词公用，可译作“来 回于（名词）之间”。 3.with a broad interpretation 具有广泛的意思 under this heading 属于这个范畴 4.barge 和 lighter 一般都可以译作驳船，但 barge 往往指货物经过较长距离运输到达某一目 的地，故译作“驳船”，而 lighter 旨在港口或近距离内起到装卸货物的联络作用，故译作“驳 船”。 5.in additional to or in place of lighters 是 in addition to lighters or in place of lighters 的省略形 式，翻译成中文时，不一定能省略。 6.“by far +形容词（或副词）的最高级或比较及”具有“远远，非常，最…，或…得多”的 意思。例： by far the fastest 最快的 by far faster than A 远比 A 快（比 A 快得多） By far the most common type of fixed offshore structure in existence today is the template, or jacket, structure illustrated in Fig 1.1. 现今最普遍采用的固定平台型式是图 1.1 所示的导管架平台。 7.the SOLAS regulations 系指国际海上人命安全公约规则，几乎所有海运国家都要遵守这些 规则。其中的“SOLAS”为“International Convention for the Safety Of Life At Sea”的缩写
