船舶与海洋工程专业英语

船舶与海洋工程专业英语复习笔记 English in Ship and Ocean Engineering NA & OE = Naval Architecture and Ocean Engineering NAOCE = Naval Architecture and Ocean and Civil Engineering Unit 1 Ship Types Lecture 1 The Criterion of Translation 1． 船型/翻译 标准 excel标准偏差excel标准偏差函数exl标准差函数国标检验抽样标准表免费下载红头文件格式标准下载 College English Study 本课程的地位、作用和任务 · 船舶与海洋工程专业英语是船舶工程和海洋工程专业的必修课，是大学“英语学习不断线”的最后一门课程。 · 通过该课程的教学，要求学生完成100，000单词的阅读量。 · 掌握或熟悉约1000个专业词汇。 · 达到每小时300单词的英译中速度。 · 具备科技论文的译/写能力。 · 初步具备专业英语的对话能力。 · 为毕业设计的专业阅读和以后从事科学研究及工程实际打下坚实的基础。 Translation To give the meaning of something said or written in another language. Criterion: Let the readers have the same feeling as the natives Fidelity\ Intelligibility\ Elegancy 1． 英译中目标 翻译是将一种语言的意义转换成另一种语言表达出来。 翻译工作有3个标准，即不失原意（“信”），符合语言 规范 编程规范下载gsp规范下载钢格栅规范下载警徽规范下载建设厅规范下载 （“达”），以及注意修辞（“雅”）。将科技文献翻译而言，忠于原文是第一位的，因为只有“信”，菜油可能表达出原意；但是要表达好原意，文章通顺，语言规范是不可缺少的。另外，翻译的目标是供人阅读，因此使译文具有可读性，文采也应是科技文献翻译追求的目标。可见，要想做好科技翻译工作，需具备被一定的专业知识，较强的外语能力和较好的汉语基础。 对于一篇文章、一个句子来说，译文往往具有多样性。翻译质量的好坏取决于译校人员的理解和表达。 对于初学者来说，科技英语翻译应注重“信”、“达”，而后求“雅”，因为“雅”是以专业知识和文学修养为基础的。 2． 翻译 方法 快递客服问题件处理详细方法山木方法pdf计算方法pdf华与华方法下载八字理论方法下载 翻译方法中常提到“直译”、“意译”和“形译”等术语。所谓直译就是根据字面来译。意译就是按含义来译。有些英语词汇如果用直译或意译都不能表达清楚时，可考虑采用音译，即用汉语谐音词表达，如人名、地名和专业术语等。 对于某些特殊的名词术语，也可采用音意混译法。 另外，用字母表示形状或特定含义的词也可以采用形译法。 3． 翻译过程 欲使译文达到出版要求，就要严格遵循翻译的三大过程，即理解、表达和校对。理解就是译者在阅读原文的基础上，对难句进行分析，对不明其义的词汇进行查询，目的是准确理解原文。表达就是译者将自己对原文的理解表达成文，让校对者校对，供出版者出版。由于涉及两种不同的语言，表达中有许多技巧问 题 快递公司问题件快递公司问题件货款处理关于圆的周长面积重点题型关于解方程组的题及答案关于南海问题 可以探讨。表达过程通常包括三稿，即译者边读边译的草稿，送校对者校对用的清稿，以及送交出版单位的定稿。如果草稿较清楚，译校之间又默契，那么前两稿可合用一份初稿。校对一般 包括两步：首先由译者对草稿进行自校，并将译稿誊清；然后将清稿送交资深的人员校对，并将返回的修改稿再次誊清，成为定稿。可见，翻译过程是比较烦琐的。“翻译讲座”的目的就是希望读者通过学习与训练，能顺利地涉足科技文献翻译工作。 专业词汇学习 The Family Tree of Merchant Ships 商船分类 Group 1: Ocean Going Ships 远洋船舶 Subgroup 1: Passenger ships 客船 Passenger liners 客班船 Passenger and cargo ship 客货船 Subgroup 2: Cargo carrying ships (tramp or liner) 货船，不定航线、不定日期船或班船 General cargo ship 杂货船 Multipurpose (general purpose) ship 多用途船 Bulk carries 散装货船, with the special forms: Combination carrier 兼用船； Collier 运煤船 Ore carrier 矿砂船； OBO 矿、散、油船 Timber carrier 运木船 Tankers, divided into: Crude oil carrier 原油船：VLCC 巨型油船； ULCC 超级油船 Chemical tanker 化学品船 = Product carrier 成品油船 Containerships, including: Conventional containership 常规集装箱船 Hatchcoverless containership 无舱盖集装箱船 Liquified gas carrier, including: LPG 液化石油气船； LNG 液化天然气船 Refrigeration cargo ship (reefer) 冷藏船 RoRo ship 滚装船 Barge carrier 载驳船； LASH 载驳船； SEABEE 升降式载驳船 Group 2: Sea and coastal ships, inland waterway ships 近海、沿海和内河船舶 (Cross-channel) ferries (for passengers, cars, or both) 渡船 Passenger ships, with the following forms: Conventional liner 常规客班船 Hydrofoil 水翼艇 Hovercraft (air cushion vehicle: ACV) 腾气艇、气垫船 Cargo vessels, the subdivision is much the same as above. Cargo-passenger ships 货客船 Pleasure boats 游艇 Barges 驳船 Group 3: Subsidiary ships 辅助船舶 Working ships, including: 工程船 Tug 拖轮； Floating crane 浮吊； Dredger 挖泥船 Salvage ship 打捞船； Drilling vessel 钻井船； Pile-driver 打桩船 Pipe line layer 敷管船； cable layer 布缆船； Dike layer 驻堤船 Icebreaker 破冰船； Firefighting ship 消防船；buoy tender 航标船 Research ship 调查船、研究船； Split hopper barge 开体泥驳 Fishing vessel, including: 渔船 Tracvler 拖网渔船； Fish factory ship 鱼品加工船； Seiner 围网渔船 Others Supply ship (water, fuel oil) 供应船 Training ship 训练船 Navy Ships Navy Armament Gun / heavy gun 枪、炮； Depth bomb / charge 深水炸弹 Mine 水雷； Torpedo 鱼雷 Missile 弹道； Armed aircraft 武装飞机 Group 1: War Ships Subgroup 1: Surface combatant ship 水面舰艇 Patrol boat 巡逻艇； Gun boat 炮艇 Torpedo boat 鱼雷艇； Guided missile boat 弹道艇 Submarine hunter 猎潜艇； Frigate 护卫舰 Destroyer 驱逐舰； Cruiser 巡洋舰 Helicopter carrier 直升机母舰； Aircraft carrier 航空母舰 Subgroup 2: Undersea ships 水下舰艇 Submarine, divided into: Conventional powered submarine 常规动力潜艇 Nuclear powered submarine 核潜艇 Group 2: Naval Auxiliary Ships Landing ship (boat) 登陆舰/艇； Minehunter (mine-sweeper) 扫雷艇 Minelayer 布雷舰； Combat stores ship 舰队补给船 Ammunition ship 军火船； Surveying ship 测量船 Commuter boat (traffic boat) 交通艇 课文阅读 Part A The development of ship types over the years has been dictated very largely by the nature of the cargo. The various designs can, to some extent, be divided into general cargo, bulk cargo and passenger vessels. 这么多年来船型的发展在很大程度上受制于货物的性质。在某种程度上，各种式样可以划分为杂货船、散货船和客船。 The general cargo carrier is a flexible design of vessel which will go anywhere and carry anything. Special forms of the general cargo carrier include container ships, roll-on/roll-off ships and barge carriers. Bulk cargo may be liquid, solid, or liquefied gas and particular designs of vessel exist for the carriage of each. 杂货船是一种灵活的船舶式样，它可以去任何地方载任何货物。杂货船的特殊形式包括集装箱船，滚装船和载驳船。散货可以是液态的、固态的或液化气，针对每一种货物运载都存在着特殊形式的船舶。 Passenger-carrying vessels include cruise liners and ferries. Many special types of vessel exist which perform particular functions or are developments of particular aspects of technology. These include multi-hull vessels, hydrofoil and hovercraft. 运载旅客的船舶包括（定期）旅游船和渡船。也存在许多特殊的船型，它们发挥特定的功能或是一些特定领域技术发展的产物。这些包括多体船，水翼艇和气垫船。 These various ship types will now be examined in further detail. 这些各式各样的船型将予以进一步的讨论。 General cargo ships 常规杂货船 The general cargo ships have several large clear open cargo-carrying spaces or holds. One or more separate decks may be present within the holds and are known as “tween decks”. These provide increased flexibility in loading and unloading and permit cargo segregation as well as improved stability. Access to these holds is by openings in the deck known as hatches. 杂货船有几个大而宽敞的载货空间或货舱。舱内可能设一层或更多层分离的甲板，它们被称为“间甲板”。这些间甲板增加了装货与卸货的灵活性，有利于分隔货物以及改善稳性。通向这些货舱的入口是在甲板上设置的开口，它们被成为舱口。 Hatches are made as large as strength considerations permit in order to reduce the amount of horizontal movement of cargo within the ship. Hatch covers are, nowadays, made of steel although older vessels used wood. The hatch covers must be watertight and rest upon coamings around the hatch. The coamings of the upper or weather deck hatches are a reasonable height above the deck to reduce the risk of flooding in heavy seas. 只要强度方面允许，舱口升得尽可能大，以减少货物在船内的水平运动的幅度。当今舱口盖由钢铁制成，虽然在一些较旧的船上使用木质舱口盖。舱口盖必须水密并坐落在围着开口的舱口围板上。上甲板或露天甲板舱口的围板离甲板有一个合理的高度，以减少在大浪中货舱进水的风险。 Some form of cargo handling equipment is always fitted which may take the form of derricks and winches or deck cranes. Deck cranes are fitted to many vessels since they reduce cargo handling times and manpower requirements. Some ships have a special heavy-lift derrick fitted which may serve one or more holds. 某种形式的起货机总装在这种船上，其形式可以是吊杆和绞车或甲板起重机。甲板起重机装在许多船上因为它们能减少货物搬运时间和人力需求。一些船上装有特殊的重型吊杆，可以为一个或几个货舱服务。 A double bottom is fitted along the ship’s length and is divided into various tanks. These tanks may be used for fuel or lubricating oil, fresh water or ballast sea water. Fore and aft peak tanks are also fitted and may be used to carry ballast or to suitably trim the ship. Deep tanks are often fitted and can be used to carry liquid cargoes or water ballast. The water ballast tanks may be filled when the ship is only partially loaded in order to provide a sufficient draught for stability and total propeller immersion. 沿船长方向设置双层底，并将其划分成各种液舱。这些液舱可用作燃油舱或滑油舱，淡水舱或压载海水舱。船上也设置首尾尖舱，可用来装压载水或用来适当地调准纵倾。船上常常设深舱，可用来装载液体货物或压载水。当船舶仅部分装载时，压载水舱可灌水以便为稳性和螺旋桨总浸深提高足够的吃水。 There is usually one hold aft the accommodation and machinery space. This arrangement improves the trim of the vessel when it is partially loaded. The range of size for general cargo ships is currently from 2,000 to 15,000 displacement tones with speeds from 12 to 18 knots. 住舱和机舱之后通常设一个货舱。这种布置在船舶部分装载时能改善船舶的纵倾。杂货船的尺度范围当前为2000至15000排水吨，速度为12至18节。 Refrigerated cargo ships 冷藏船 The refrigerated cargo ship differs from the general cargo ship in that it carries perishable goods. A refrigeration system is therefore necessary to provide low temperature holds for these cargoes. The holds and the various ‘tween decks are insulated to reduce heat transfer. The cargo may be carried frozen or chilled and various holds may be at different temperatures according to the cargo requirements. 冷藏船与杂货船的不同之处在于装载易变质货物。因为必须设制冷系统为这些货物提供低温货舱。货舱和各层间甲板都作绝缘处理以减少热传递。货物可以冷冻或冷藏运载，而且根据货物的要求各个货舱可以调至不同的温度。 This type of vessel is usually faster than a general cargo ship, having speeds up to 22 knots. It is essentially a cargo liner having set schedules and sailing between fixed terminal ports. Up to twelve passengers may be carried on some of these vessels. 这种船通常比杂货船快，具有高达22节的航速。它基本上是一种定期货船，有既定的计划并在固定的港口之间航行。这些船有的可以携带多到12名的旅客。 Container ships 集装箱船 A container is a re-usable box of 2,435 mm by 2,435 mm section, with lengths of either 6,055, 9,125 or 12,190 mm. Container are now used for most general cargoes and liquid-carrying versions also exist. Refrigerated versions are also in use which may have their own independent refrigeration plant or be supplied with cooled air from the ship’s refrigeration system. 集装箱是一只可反复使用的箱子，宽度和高度为2435mmX2435mm，长度6055，9125或12190mm三种。现在集装箱船用于装载大多数杂货，而且也有转载液体的集装箱。冷藏集装箱也在使用，它可以有自己独立的制冷装置或由船舶的制冷系统提供冷气。 The cargo-carrying section of the ship is divided into several holds each of which has a hatch opening the full width and length of the hold. The containers are racked in special frameworks and stacked one upon the other within the hold space. Cargo handling is therefore only the vertical movement of the container by a special quayside crane. Containers may also be stacked on the flush top hatch covers. Special lashing arrangements are used to secure this deck cargo. 船舶的载货区划分成几个货舱，每一货舱的舱口大小与货舱的全宽和全长一样。集装箱放在特殊的框架内，并在货舱空间内一只箱子堆在另一只箱子上。因此货物搬运仅仅是用特殊的岸壁起重机使集装箱作垂向运动。集装箱也可以堆放在顶部平坦的舱口盖上。这种甲板货物用特殊的绑扎装置来固定。 The various cargo holds are separated by a deep web-framed structure to provide the ship with transverse strength. The ship structure outboard of the container holds on either side is a box-like arrangement of wing tanks which provides longitudinal strength to the structure. These wing tanks may be used for water ballast and can be arranged to counter the heeling of the ship when discharging containers. A double bottom is also fitted which adds to the longitudinal strength and provides additional ballast space. 各个货舱用强框架结构隔开，为船舶提供横向强度。集装箱舱外侧船舶两舷的结构为箱形布置的边舱，为结构提供纵向强度。这些边舱可以用来装压载水，并能安排来抵抗船舶卸箱时产生的横斜。船舶也设双层底，它增加了纵向强度并提供额外的压载空间。 The accommodation and machinery spaces are usually located aft to provide the maximum length of full-boded ship for container stowage. Cargo-handling equipment is rarely fitted, since these ships travel between specially equipped terminals to ensure rapid loading and discharge. Container ship sizes vary considerably, with container carrying capacities from 1,000 to 2,500 TEU’s or more. The twenty foot equivalent unit (TEU) represents a 20 ft (6,055 mm) “standard” container. Container ships are much faster than most cargo ships, with speeds up to 30 knots. They operate as liners on set schedules between fixed ports. 居住舱室和机舱通常位于船尾，以提供最大长度的丰满船体用语储藏集装箱。起货设备很少安装，因为这些船舶行驶在特殊装备的终点港间以确保迅速装卸。集装箱船的尺度变化很大，其集装箱装载能力从1000箱到2500箱或更多。二十英尺相当单元（TEU）代表二十英尺（6055mm）“标准”集装箱。集装箱船比大多数船快得多，速度高达30节。它们作为定期航船按既定计划在固定港口间运营。 Roll-on / roll-off ships 滚装船 This vessel was originally designed for wheeled cargo, usually in the form of trailers. The cargo could be rapidly loaded and unloaded by stern or bow ramps and sometimes sideports for smaller vehicles. The loss of public capacity due to undercarriages and clearances has resulted in many roll-on roll-off vessels being also adapted to carry containers. 这种船原先设计用于有轮货物，通常是拖车的形式。这种货物可通过尾或首跳板迅速装卸，有时候小型车辆用舷门。车架下空间和上部间隙损失了装卸容积，因而许多滚装船也设计成适于装载集装箱。 The cargo-carrying section of the ship is a large open deck with a loading ramp usually at the after end. Internal ramps lead from the loading deck to the other ‘tween deck spaces. The cargo may be driven aboard under its own power or loaded by straddle carriers or fork lift trucks. One or more hatches may be provided for containers or general cargo and will be served by one or more deck cranes. Arrangements may be provided on deck for stowing containers. Some roll-on roll-off (Ro-Ro) vessels also have hatch covers to enable loading of lower decks with containers. Where cargo (with or without wheels) is loaded and discharged by cranes the term lift-on lift-off (Lo-Lo) is used. 船舶的装货区域是大而宽敞的甲板，在其尾端通常设置装载坡道。内部坡道由装载甲板通向其他间甲板区域。货物可用自己的动力开上船，也可用跨运车或叉车装上船。为了装运集装箱或杂货，船上可有一个或几个舱口，并配有一台或几台甲板吊车。甲板上也可以布置来堆放集装箱。某些滚装船也时舱口盖，以便在下层甲板上装载集装箱。当货物（有轮或无轮）用起重机装卸时，就用“吊上-吊下”（LO-LO）这一术语。 The ship’s structure outboard of the cargo decks is a box-like arrangement of wing tanks to provide longitudinal strength. A double bottom is also fitted along the complete length. The accommodation is located aft and also the low-height machinery space. Only a narrow machinery casing actually penetrates the loading deck. Sizes range considerably with about 16,000 dwt (28,000 displacement tonne) being quite common. High speeds in the region of 18~22 knots are usual. 货物加班舷侧部分的船体结构是箱形布置的边舱，以提供纵向强度。这种船也在全厂范围内设置双层底。住舱还有低高度的机舱都位于船尾。实际上仅有狭窄的机舱棚穿国装载甲板。尺度变化很大，16000载重吨（28000排水吨）相当普遍。速度通常高达18至22节。 Barge carrier 载驳船 This type of vessel is a variation of the container ship, instead of containers, standard barges are carried into which the cargo has been previously loaded. The barges, once unloaded, are towed away by tugs and return cargo barges are loaded. Minimal or even no port facilities are required and the system is particularly suited to countries with vast inland waterways. Two particular types will be described, the LASH (Lighter Aboard Ship) and the SEABEE. 这种船是集装箱船的派生船型，所装载的不是集装箱，而是标准的驳船，驳船中预先装进了货物。驳船一当卸下就被拖轮带走，回来的驳船已装载。这一运输系统很少或甚至不需要港口设备，它特别适合于有大量内陆水道的国家。这里要介绍两种特殊类型，即载驳船（驳船上船）和升降式载驳船。 The LASH ship carries barges, capable of holding up to 00 tonne of cargo, which are 18.75 m (61.5 ft) long, 9.5m (31ft) beam and 3.96 m (13 ft) deep. About eighty barges are carried stacked in holds much the same as containers with some as deck cargo on top of the hatch covers. The barges are loaded and unloaded using a traveling gantry crane capable of lifting over 500 tonne. Actual loading and discharge takes place between extended “arms” at the after end of the ship. The shi structure around the barges is similar to the container ship. The accommodation is located forward whereas the machinery space is one hold space forward of the stern. LASH ships are large, in the region of 45,000 deadweight tones, with speeds in the region of 18 knots. 载驳船载运驳船，驳船能装400吨货物，它长18.75m(61.5ft)，宽9.5m(31ft)，深3.96m(13ft)。与集装箱很相像，大约8只驳船放在货舱内，一些作为甲板货物放在舱口盖上面。用一台举力超过500吨的移动式门架起重机来装卸驳船。实际装卸作业在船尾的延伸臂间进行。装驳区周围的船体结构与集装箱船相似。住舱位于船首，而机舱在船尾一个货舱之前。载驳船很大，在45000载重吨左右，速度在18节左右。 The SEABEE is somewhat larger than the LASH ship and carries thirty-eight barges. Each barge may be loaded with up to 1,000 tonne of cargo and is 29.72 m long, by 10.67 m beam and 3.81 m depth. The barges are loaded on board by an elevator located at the stern. They are then winched forward along the various decks. 升降式载驳船比载驳船稍微大些，能装载38个驳船；每一驳船可载1000吨货物，它长29.72m，宽10.67m，深3.81m。驳船用位于船尾的一台升降机上船；然后用绞车沿着各层甲板拖向船首。 Deck hatch opening does not exist and the decks are sealed at the after end by large watertight doors. Two ‘tween decks and the weather deck are used to store the barges. The machinery space and various bunker tanks are located beneath these ‘tween decks. 在甲板上不存在舱口，各层甲板在尾端用大型水密门密封。两层间甲板和露天甲板用来存放驳船。机舱和各种燃料舱位于这些间甲板下方。 The machinery space also extends into the box-like structure outboard of the barges on either side of the ship. The accommodation is also located here together with several ballast tanks. A barge winch room is located forward of the barge decks and provides the machinery for horizontal movement of the barges. The SEABEE is physically about the same size as the LASH ship but with a slightly smaller deadweight of 38,000 tonnes. The speed is similarly in the region of 18 knots. 机舱延伸到驳船外侧船舶两舷箱形结构内。住舱也设在此处，还加上几个压载舱。早驳船甲板的前端设置了驳船绞车房，并布置了用于驳船水平运动的机械。升降式载驳船的实体尺度与载驳船大致相同，但载重量略小一些，约38000吨。速度也相似在18节左右。 Despite their being specialist vessels both LASH and SEABEE can be used for other cargoes. Each can be used to carry containers and the SEABEE will also take Ro-Ro cargo. Other variations of barge carriers have been proposed such as the barge carrying catamaran vessel (BACAT). Tug-barge systems have also been considered where the “Ship” is actually a number of linked barges with a separable propulsion unit. 尽管它们是专用船，载驳船和升降式载驳船能用于其他货物。每一种船可用来装载集装箱，而升降式载驳船也能携带滚装货。载驳船的其他派生船型已经被提议，如装载双体船的驳船（简称BACAT）。还考虑了“拖轮-驳船”系统，系统中“船舶”实际上是一些相连接的驳船，配备一个可分离的推进单元。 Oil tankers 油船 The demand for crude oil is constantly increasing. Oil tankers, in particular crude carriers, have significantly increased in size in order to obtain the economies of scale. Designations such as ULCC (Ultra Large Crude Carrier) and VLCC (Very Large Crude Carrier) have been used for these huge vessels. Crude oil tankers with deadweight tonnages in excess half a million have been built although the current trend (1985) is for somewhat smaller (100,000~150,000 dwt) vessels. After the crude oil is refined the various products obtained are transported in product carriers. The refined products carried in these vessels include gas oil, aviation fuel and kerosene. 对原油的需求在不断地增加。油船特别是原油船已显著地增加了尺度以获得规模经济。诸如ULCC（超级油轮）和VLCC（巨型油轮）这样的名称已用于这些巨大的船舶。载重吨位超过五百万的原油船也已制造，尽管当前（1985）的趋势是稍微小一点的船舶（十到十五万载重吨）。原油经过提炼后，得到的各种产品用成品油船来装载。这些船所装的提炼产品包括汽油，航空燃油和煤油。 The cargo carrying section of the oil tanker is divided into individual tanks by longitudinal and transverse bulkheads. The size and location of these cargo tanks is dictated by the International Maritime Organization Convention MARPOL 1973/78. This Convention and its Protocol of 1978 further requires the use of segregated ballast tanks (SBT) and their location such that provide a barrier against accidental oil spillage. An oil tanker when on a ballast voyage must use only its segregated ballast tanks in order to achieve a safe operating condition. 油船载货区域用纵横舱壁分割成各个液舱。这些舱的尺寸和位置由国际海事组织公约MARPOL 1973/78所规定。这一公约及其1978年 协议 离婚协议模板下载合伙人协议 下载渠道分销协议免费下载敬业协议下载授课协议下载 进一步要求采用隔离压载水舱（SBT）和其位置必须能提供一道屏障以抵御油泄漏事故。油船在压载航行时必须只使用它的隔离压载水舱以便获得一种安全的运行状况。 The arrangement of a 105,000 dwt crude oil tanker which satisfies these requirements is as follows. The cargo carrying tanks include the seven centre tanks, four pairs of wing tanks and two slop tanks. The segregated ballast tanks include all double bottom tanks beneath the cargo tanks, two pairs of wing tanks and the force and aft peak tanks. The cargo is discharged by cargo pumps fitted in the aft pump room. Each tank has its own suction arrangement which connects to the pumps, and a network of piping discharges the cargo to the deck from where it is pumped ashore. 一艘满足这些要求的105，000载重吨原油船，其总布置如下。载货的液舱包括七个中央舱、四对边舱和两个污油舱。隔离压载水舱包括货油舱下的全部双层底液舱、两对边舱以及首尾尖舱。货物由设在后泵房的货油泵卸出。每一油舱都有自己的吸油装置，它与油泵相连，一组管路将货油输送到甲板，再从甲板泵送上岸。 Considerable amounts of piping are visible on the deck running from the after pump room to the discharge manifolds positioned at midships, port and starboard. Hose-handling derricks are fitted port and starboard near the manifolds. The accommodation and machinery spaces are located aft and separated from the tank region by a cofferdam. The range of size for crude oil tankers is enormous, beginning at about 20,000 dwt and extending beyond 500,000 dwt. Speeds range from 12 to 16 knots. 在甲板上可以看到大量管路从后泵房走向位于左右舷船中的卸油分配阀箱。软管搬运吊架设在左右舷靠近分配阀箱处。住舱和机舱位于船尾，并用隔离舱与油舱区分开。原油船的尺度范围是巨大的，从二万载重吨直到超过五十万载重吨。速度范围是12至16节。 Product carrier at oil tankers which carry the refined products of crude oil. The cargo tank arrangement is again dictated by MARPOL 73/78. Individual “parcels” of various products may be carried at any one time which resulted in several separate loading and discharging piping systems. The tank surface is usually coated to prevent contamination and enable a high standard of tank cleanliness to be achieved after discharge. The current size range is from about 18,000 up to 75,000 d