架桥石梯级改建工程施工质量监理

架桥石梯级为现有连江十一座航运梯级中最下游的一个梯级，建成于20世纪70年代。运转近30年的启闭设备及闸阀门等陈旧残陋不堪，勉强带病工作，而且拦河坝上游有一溶洞，通过拦河坝坝底与下游贯穿，漏水严重，极大危害了拦河坝建筑物的安全。该梯级改建的主要项目有拦河坝溶洞处理、人字门改建、输水阀门改建、提升门改建、启闭设备更换及工作室改建……     

中远4000 DWT级散装沥青船改建技术

阐述了中远4000DWT级散装沥青船改建的设计特点和关键工程技术，论述船舶及设备选型、改建工艺和质量控制、以及改建周期和实施时机等改建中应注意的技术问题，分析了改建技术发展的动态，并对新改建沥青船设计提出一些观点和建议。     

关于油船改建为矿砂船／或散货船适用规范的规定

2007年12月25日，中国船级社下发“关于油船改建为矿砂船／或散货船适用规范的规定”的通函，全文如下：由于油船强制淘汰进程的日益深入，近期航运市场出现了大量油船改建为矿砂船或散货船的需求。为明确此类船舶改建的技术要求，特制定本通函，请各有关单位遵照执行。     

小型货船的插接平行舯体改建法

提出用插接平行舯体法来改建一些小型货船以期达到增加载货吨，提高经济效益的目的，以某艘拖轮改建为货轮的例子说明改建船的尺度范围、强度条件、平行舯体长度的选择方法。     

大型集装箱桥吊运输船改建可行性分析

本文介绍了由两艘巴拿马型货船 改建为两艘大型集装箱桥吊运输船的改建设计，并对其进行了综合评估，提出了适于改造成此类船舶的船型方案     

内河改建船舶现状与检验发证

分析大量的船主为适应内河运输市场的需要，擅自改建船舶，导致出现改建后的船舶存在诸如整体布置、结构强度、防火等不合要求的现象，提出规范对这部分船舶管理的意见。     

3000吨级海驳的改建工艺

内河驳船改建成海驳，牵涉到结构加强和特殊的使用要求，提出了相应的改建工艺。     

长江航道进行大规模航标建设

据悉，去年长江航道局实施的长江南浏段航标工程和三峡库区航标建设工程为船舶定线制的顺利实施奠定了基础。今年该局再次启动长江干线江苏南京至四川宜宾段航标建设工程。日前，长江武汉航道局辖区新建成的20多座大型塔式岸标正式启用，原来的柱型岸标改建成砖混结构或玻璃钢结构的大型岸标改建为砖混结构或玻璃钢结构的大型塔型岸标，宜昌、重庆、     

“雪龙”号改建工程管理模式的探讨

上海船厂船舶有限公司对“雪龙”号极地科学考察船进行了改建升级，在改建项目的具体实施过程中，创新了单船管理的模式，将单船管理小组负责制的单船生产管理提升为项目管理组形式的管理制度，有效的促进了“雪龙”号的生产管理，使最终改建工程圆满实现。文章就此展开单船管理模式的探讨，以期挖掘单船生产管理的潜力，提升修船管理的实力。     

双体集装箱船的改建设计

本文介绍了将闲置的双体客轮改建为双体集装箱船过程中,在改建设计时所遇到的技术难题及解决的方法,改建后双体集装箱船各方面性能良好。     

数字化技术在造船业中的应用

"十五"、"十一五"期间,江南造船集团在船舶的"数字化设计、数字化建造、数字化管理"[1]三个能力的建设方面取得了长足的进步,目前,已经确立了以船舶三维模型为核心,基于信息标准化共享平台,实现主体业务数据流全面整合贯通的明确目标。以全新船厂建设为契机并通过有效和全方位的内外协作,建立覆盖造船完整生命周期、具有现代化造船模式特征的自主装配式数字化造船系统。     

某新型滚装船综合监控报警系统设计分析

大连造船厂为瑞典STENA公司承造的STENA-Runner滚装船是具有世界先进水平的现代化船舶,其突出的性能之一是船上采用了先进的综合监控报警系统,该系统为该船具备一人操控全船的能力奠定了基础.本文着重分析了该系统能够成功装船的设计思路,希望能够为相关人员所借鉴.     

Prediction of ship steering capabilities with a fully nonlinear ship motion model. Part 1: Maneuvering in calm water

This paper introduces a new method for the prediction of ship maneuvering capabilities. The new method is added to a nonlinear six-degrees-of-freedom ship motion model named the digital, self-consistent ship experimental laboratory (DiSSEL). Based on the first principles of physics, when the ship is steered, the additional surge and sway forces and the yaw moment from the deflected rudder are computed. The rudder forces and moments are computed using rudder parameters such as the rudder area and the local flow velocity at the rudder, which includes contributions from the ship velocity and the propeller slipstream. The rudder forces and moments are added to the forces and moments on the hull, which are used to predict the motion of the ship in DiSSEL. The resulting motions of the ship influence the inflow into the rudder and thereby influence the force and moment on the rudder at each time step. The roll moment and resulting heel angle on the ship as it maneuvers are also predicted. Calm water turning circle predictions are presented and correlated with model test data for NSWCCD model 5514, a pre-contract DDG-51 hull form. Good correlations are shown for both the turning circle track and the heel angle of the model during the turn. The prediction for a ship maneuvering in incident waves will be presented in Part 2. DiSSEL can be applied for any arbitrary hull geometry. No empirical parameterization is used, except for the influence of the propeller slipstream on the rudder, which is included using a flow acceleration factor.     

Change in list of a ship due to vertical shifting of a weight

When a ship gets an original list, and a weight is to be vertically shifted (or is to be suspended by a ship’s gear), two approaches for calculating the change in list of the ship have been developed as follows: the first one—for the case when the biggest list of a ship is not more than 5–6°, and the second one—when the biggest list of a ship is not more than 10–12°. These equations have been represented in dimensionless form and reviewed for different specific shapes of a ship’s sides: circle, tumblehome, and wall-sided ones. For wall-sided ships, in order to simplify the procedure of calculating the change in list, a graphical approach and corresponding nomogram has been proposed and designed. The developed method and equations can be also used for calculating the change in list of a ship when heavy-lift cargo is just suspended by the ship’s own gear during heavy-lift operations.     

On the global ship hull bending energy in ship collisions

During ship collisions part of the kinetic energy of the involved vessels immediately prior to contact is absorbed as energy dissipated by crushing of the hull structures, by friction and by elastic energy. The purpose of this report is to present an estimate of the elastic energy that can be stored in elastic hull vibrations during a ship collision.When a ship side is strengthened in order to improve the crashworthiness it has been argued in the scientific literature that a non-trivial part of the energy released for structural deformation during the collision can be absorbed as elastic energy in global ship hull vibrations, such that with strong ship sides less energy has to be spent in crushing of the striking ship bow and/or the struck ship side.In normal ship–ship collision analyses both the striking and struck ship are usually considered as rigid bodies where structural crushing is confined to the impact location and where local and global bending vibration modes are neglected. That is, the structural deformation problem is considered quasi-static. In this paper a simple uniform free–free beam model is presented for estimating the energy transported into the global bending vibrations of the struck ship hull during ship–ship collisions. The striking ship is still considered as a rigid body. The local interaction between the two ships is modeled by a linear load–deflection relation.The analysis results for a simplified model of a struck coaster and of a large tanker show that the elastic energy absorbed by the struck ship normally is small and varies from 1 to 6% of the energy released for crushing. The energy stored as elastic global hull girder vibrations depends on the ship mass, the local stiffness of the side structure, and of the position of contact. The results also show that in case of highly strengthened ship sides the maximum global bending strains during collisions can lead to hull failure.     

单片机在船舶电罗经复示器中的应用

介绍利用单片机优点和步进电机特性设计指针式电罗经复示器,介绍系统组成原理和硬件,软件特点以及步进电机系统的驱动方式,系统可较好地满足舰船航向复示的要求。     

Towards a short time “feature-based costing” for ship design

Cost is perhaps the most influential factor in the outcome of a product or service within many of today’s industries. Cost assessment during the early stage of ship design is crucial. It influences the go, no-go decision concerning a new development. Cost assessment occurs at various stages of ship design development. Economic evaluation as early as possible, in the design phase, is therefore vital to find the best pricefunction compromise for the ship projects. The authors have developed a feature-based costing model for cost effectiveness measurements intended to be used by ship designers for the real time control of cost process. The outcome is that corrective actions can be taken by management in a rather short time to actually improve or overcome predicted unfavourable performance.     

CFD simulation of 3-dimensional motion of a ship in waves: application to an advancing ship in regular heading waves

A new computational fluid dynamics simulation method has been developed for the unsteady motion of a ship advancing in waves. The objective is to evaluate the added resistance and predict the performance of a ship in waves. In this study, a finite volume method, in the framework of a boundary-fitted grid system, is employed. The motion of the ship is solved with six degrees of freedom by using the hydrodynamic forces and moments obtained from the solution of the simulation method. The marker–density–function method is employed to calculate the nonlinear free surface. This method is applied to the coupled motion problem of heaving and pitching. Received for publication on Nov. 15, 1999; accepted on Nov. 18, 1999     

首艘尖头蜗尾船型的研究

本文阐述了监督73~*艇的船型研究要点,文中给出了该艇船模快速性、操纵性试验主要结果以及实船试航结果。     

The design and commissioning of a fully elastic model of a uniform container ship

Experimental hydroelasticity has not followed the rapid evolution of its computational counterpart. Hydroelastic codes have changed significantly in the past few decades, moving to more detailed modelling of both the structure and the fluid domain. Physical models of ships are, even today, manufactured with a very simplified structural arrangement, usually consisting of a hollow rectangular cross section. Appropriate depiction of the internal structural details ensures that properties relevant to antisymmetric vibration are scaled accurately from the real ship to the model. Attempts to create continuous, ship-like structures had limited success, as manufacturing constraints did not allow for much internal structural detail to be included. In this investigation, the first continuous model of a ship with a detailed internal arrangement resembling a container ship is designed, produced using 3D printing and tested in waves. It is demonstrated that the global responses of the hull in regular head waves agree well with theory and past literature, confirming that such a model can represent the behaviour of a ship. Furthermore, it is found that the model is capable of capturing local responses of the structure, something that would be impossible with “traditional” hydroelastic ship models. Finally, the capability of the model to be used to investigate antisymmetric vibrations is confirmed. The methodology developed here opens a whole new world of possibilities for experiments with models that are tailored to the focus of the investigation at hand. Moreover, it offers a powerful tool for the validation of modern state-of-the-art hydroelastic codes. Ultimately, it creates the next step in the investigation of dynamic responses of ship structures, which contribute significantly to accumulating damage of the hull. Better understanding of these responses will allow designers to avoid over-engineering and use of big safety factors to account for uncertainties in their predictions.