第章船舶结构和驾驶台设备.docx

1、第章船舶结构和驾驶台设备Chapter 1 the Ships Structure and Bridge EquipmentsShips StructureThe foremost part is called the bow and the rearmost part is called stern. When standing in a ship and facing the bow，the left-hand side is called port side and the right-hand side is called the starboard side. All permane

2、nt housing above the main deck is known as superstructure. At the fore end is the forecastle. At the after end is the poop.The main part of a ship is the hull. This is the area between the main decks，the sides and the bottom. It is made up of frames covered with plating. The hull is divided up into

3、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. The hull contains the engine room，cargo space and a number of tanks. In dry car

4、go 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. They are used for fresh water and water ballast. The space between the holds and the bottom of the hull contai

5、ns double bottom tanks. These are used for ballast water and fuel. 第1章 船舶结构和驾驶台设备船舶结构船舶最前部分称为船首，最后部分称为船尾。面向船首站在船上，左手一侧称为左舷，右手一侧称为右舷。主甲板以上的所有永久性结构称为上层建筑。在前端是艏楼。在后部是艉楼。船舶的主要部分是船体。这是主甲板、翼板和船底围成的区域。它是由覆盖有船壳板的肋骨构成的。船体由甲板和舱壁分成许多水密分舱。舱壁是纵横竖直钢质围壁。甲板水平分隔船体。划分货物空间的甲板称为二层甲板。船体包括机舱、货物舱位和一些液体舱。在干货船上，货物舱位被分成货舱，在液

6、货船上货物舱位被分成液货舱。在船体的首端是艏尖舱，尾端是艉尖舱。它们是用于装淡水和压载水的。船体的货舱和船体之间的空间是双层底。它们是用于装压载水和燃料的。(be made up of由构成)(watertight compartment 水密分舱)(the fore-peak tank 艏尖舱)(the after peak tank 艉尖舱)(double bottom tank 双层底舱)The main deck covers the cargo spaces or holds. There are openings cut in the deck，and these openings

7、 are the hatches，one to each hold. Ships use either cranes or derricks to lift the cargo into the hold and discharge it. A derrick is simply a strong boom，made of steel or wood，that can swing from side to side. A wire from a powerful winch runs over a block at the head of the derrick. Its quite a si

8、mple arrangement. A crane is usually a much more complicated and expensive piece of lifting machinery. But a lot of ships are fitted with cranes. The forecastle on a ship is a small extra deck above the main deck，forward of number one hold，right up in the bows. It carries the anchors and their cable

9、s. The windlass is for raising and lowering the anchors. There are the port and starboard cable stoppers on the forecastle. The cable comes up from the cable locker through the spurling pipe，over the gypsy on the windlass，through the stopper and down through the hawse-pipe. Right forward of the fore

10、castle is the jackstaff.The forecastle head is where the chief officer is stationed when the vessel is coming to a berth or a mooring. The second officer is on the poop，ready to look after the stern mooring lines or hawsers. In this way，the two ends of the ship can be secured as precisely and quickl

11、y as possible. There is an ensign staff right aft of the poop.There are two open wings of the bridge. They project out to the full width of the ship on each side，port and starboard. In between is the wheelhouse； thats enclosed for protection from the weather. And above the wheelhouse is the standard

12、 compass platform， one good magnetic compass is put there as far as possible from the ships magnetic field. And thats the compass they call the “standard”.The standard compass is supposed to have quite a lot less deviation error than the main steering compass. But actually we use a gyrocompass nearl

13、y all the time. There are several pairs of mooring bitts and fairlead fitted with rollers along the deck for wires and warps. The roller fairleads can cut down chafe and friction，so the owners are glad to reduce wear and tear，by using roller fairleads all over the place.A traditional general cargo s

14、hip has her engine room and bridge superstructure amidships. She may have three holds forward of the bridge and two holds aft of the bridge. Derricks are supported by masts and samson posts. They are sowed fore and aft when the ship is at sea. There are enough lifeboats，on the port and starboard sid

15、e amidships. A ship is made fast to the quayside by mooring lines. The standard mooring lines consist of headline，forward breast line and forward spring line and stern line，aft breast line and aft spring line. Any of these lines may be doubled. Each line has a large eye spliced in the end. The eye i

16、s placed over a bollard on the quayside. If there is another line already on the bollard，the eye of the second line should be taken up through the eye of the first line before placing it over the bollard. This makes it possible for either line to be let go first.Bridge EquipmentAs soon as possible a

17、fter joining a ship and before taking over the first watch，a watch officer must become familiar with all bridge and associated chart room equipment，its use，operation，capacity，and limitations. Instructions and manuals issued with the equipment must be studied and closely followed. Since models of bri

18、dge equipment vary with the manufacture，there are a variety of different operational procedures.The bridge equipment includes：radar；magnetic compass；gyro compass；the radio direction finder；echo sounder；GPS and DGPS；steering gear and the automatic pilot； GMDSS equipments；VHF etc.1. RadarRadar (Radio

19、Direction And Ranging) is a method to determine distance and direction of objects by sending out a beam of microwave radio energy and detecting the returned reflections. The OOW must keep in mind that radar is more accurate as a ranging device than as a bearing device. Radar is a tremendous advantag

20、e both as a navigation aid and as an anticollision device. It can be used in all conditions of visibility，but is particularly useful in poor visibility and at night. Fixes can be obtained rapidly and anticollision solutions can provide tremendous peace of mind to the OOW. Radar can also be used to l

21、ocate and track squall lines and other heavy weather. In avoiding collisions the importance of visual bearings cannot be overstressed. Visual bearings and radar ranges provide the best early assessment of the possibility of a threat to a vessel. One radar must be on for early detection. A second rad

22、ar should be on at a close range scale. Range scales must be appropriate for the circumstances. When a pilot is embarked it is important for the OOW to ensure that one radar is available for the pilot and the other is available for the master/OOW. The OOW must be aware of the possibility of shadow s

23、ectors due to the ships superstructure. A change of course can unveil these areas for radar detection. No matter how good a radar is，its value as an aid will be entirely dependent upon the person who operate it. The OOW must be fully conversant with the radars capabilities and limitations in order t

24、o understand and interpret the radar picture correctly. It is important to carry out radar practice in clear weather whenever possible in order to obtain the confidence and routine that is necessary for proper use of radar in restricted visibility. Information obtained from the radar must be used so

25、 that early steps can be taken to prevent any risk of collision from arising. The use of radar does not under any circumstance relieve the navigator of the obligation to maneuver in a seamanlike manner according to the provisions of Rules. As radar become more automated，it will be even more importan

26、t for watch officers to keep abreast by continuing education and experience in professional practice. 2. GPS and DGPSA global navigation satellite system is a satellite system that provides ships fitted with suitable receivers with a means of obtaining continuous worldwide position，time and speed in

27、formation. The Global Positioning System (GPS) or Navstar operated by the United States and the Global Navigation Satellite System (GLONASS) operated by the Russian Federation are currently available for civilian use on ships. GPS offers commercial users a global positioning capability with accuracy

28、 of the order of 100 metres. Differential GPS (DGPS) receivers apply corrections to raw GPS signals determined and transmitted by terrestrial monitoring stations. Differential signals can be transmitted to ships via satellites or using HF radio links. Within DGPS coverage，positional accuracy of the

29、order of 10 metres at the receiver antenna is possible.3. Echo Sounder (Fathometer)This instrument produces an underwater sound pulse and measures the elapsed time until return of an echo which is received by a microphone. The depth，in feet，meters，or fathoms，is interpreted according to an equation(

30、depth = speed 1/2 time interval between sound pulse and echo) and then displayed on an indicator. Displays include rotary flashing light，electrical meter，digital readout，or bottom profile. Whatever the display，it is essential that the OOW be certain what unit of measure and range is being used. This

31、 instrument should be used whenever the ship navigate in waters where the depths make it serviceable and where the safe navigation of the ship requires it.Where the ship carries a depth recorder with an alarm，the echo sounder should be used when navigating in narrow waters and in all other circumsta

32、nces where the depth of water makes it a useful aid that may increase the safe navigation of the ship.The echo sounder is not used to its maximum capability aboard the bridges of most merchant vessels. It can be very useful in an approach to port or when making a landfall where there are distinct depth contours，such as the 100-fathom curve，that can give an OOW an excellent line of position (LOP). This LOP can be utilized with a celestial LOP，visual bearing，and/or radar range to provide an excellent fix. In addition，a line of soundings may be used as a aid in determining a vessels positio