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毕业论文（设计）外文文献翻译

系 部： 船舶工程 专 业： 船舶与海洋工程 学 号： 0742813323 姓 名： 祁海军 指导教师： 刘可峰

江 苏 科 技 大 学 南 徐 学

二零一一年六月一日

院

57000 DWT散货船技术规格书

检查，试验和试航 10.总则

在船级社验船师、船东和承造方代表参与下，试验和试航按照船级社要求和承造方一般标准惯例进行。

承造方递交试验和试航安排表给船东认可。 11.建造和安装试验

所有船体结构和安装的试验要按照船级社规范和有关当局要求，以及承造方标准和CSQS进行。 11.1船体结构检查

根据规范的要求，对所有船体结构进行检查，对液舱、舱壁、上层建筑、甲板

和潮湿地方的密性进行检查。

根据规范的要求，液舱密性检查时用水或空气。

按规范要求用X光片或超声波检测焊缝交叉点、船底版、舭列板、主甲板和舷顶列板的对接处。额外10%的X光片检查由船东代表指定。

用磁粉探测或相当设备检查船尾构架铸钢件和舵。 11.2 分段检查

在分段工作完成后进行分段检查。即使舾装件全部或部分安装到分段上，在不拆除这些舾装件的情况下进行检查，除非这些舾装件妨碍检查的进行。即使舾装工作没有完成，可进行液舱、机舱等内部检查。但是任何与船体加强和密性相关工作在上述检查前没有完成，在舾装工作完成后，按照船东和承造方互相协商同意的“检查和试验项目表”，对这些部分进行最后检查。 11.3 车间试验

主机、辅机、甲板机械、电机等，按照规范要求和/或设备商标准进行车间试验。

11.4 装置和设备

船上的装置和设备试验按照船级社和/或有关当局的要求和承造方标准程序进行。试验程序应得到船东认可。结构、设备、机械和电气装置在装上船后进行试验，以证明这些装置合适的工艺，恰当的工作，活动部分相互磨合，可满足功能要求和符合规范和

规则的要求。 11.5管系试验

在管系系统完成后，进行工作情况试验。按照船级社要求和造船惯例，进行管系系统压力试验。

12. 空船重量测量和倾斜试验

当船基本完工，除去一些微小的工作，承造方在码头进行倾斜测试。斜试验程

序应提交船东认可。倾斜试验应在平静的水域和无强风下进行。

空船重量测量根据读船的吃水，测量水的比重，以及检查多余和不足重量，在

船东代表或船东任命的人员到场的情况下进行。

吃水标志在船首，船尾，船中两侧标记。

从静水力曲线计算船的排水量。所有计算和修正按照国际标准。

如果船上有多余的重量，或在空船重量测量的时候，任何属于空船的物品没有

安装在船上，应在计算时予以调整。

为了确定“空船重量”和“载重量”，承造方进行空船重量和载重量的计量，

船级社和船东代表进行审核。

倾斜试验应在船东代表或船东任命的人员和船级社验船师到场的情况下进行。

根据倾斜试验结果，计算出空船条件下船的重心位置。

只需对系列船的首制船进行倾斜试验。

13. 系泊试验

行。

系泊试车后，应检测主机曲轴和测量曲轴偏差。核查所有顶部/底部主要轴承，在船基本完工后和出海试航前进行系泊试验。系泊试验程序按照承造方标准进

所有记录递交给船东代表。 14. 航行试验

当船基本完成，即系泊试验结束，瑕疵修补完成，所有设备和舾装和油漆工作

完成，承造方可进行试航。

除特别要求，在试航时主机使用180 cSt/50的重油。

船厂支付用于试车和试验燃油、柴油和滑油以及管系中的滑油的所有费用。在试航前，进行机械和系统的码头试验。应在试航前，提交详细试航程序给船东认可。

试航报告应提交给船东。 在压载条件下进行试航，并完成： a) 耐久试验

耐久测试为25%MCR0.5小时，50%MCR0.5小时，75%MCR0.5小时，90%MCR1小时，100%MCR3小时，110% MCR0.5小时，期间包括UMS试验耐久试验中进行重油油耗测量。主机和必要的副机维持在一般航行的条件下。在这期间，进行H.F.O.转换M.D.O.的试验。进行泵和辅机切换试验。 b) 航速试验

测量50% MCR, 75% MCR, 90% MCR 和 MCR主机工况的航速，以功率或主机转速先达到确定主机工况。用DGPS测量试航速度。每个主机功率点由一正一反两个连续的航次组成，两个连续的航次航速的平均值为该功率点的航速。按照承造方标准，将试航结果修正到平静水域条件（无风，无浪）和深水。用扭力仪测试轴功率和主机转速。 (c) 全速下回转试验 (d) Z形试验

(e) 应急停船，全速下的正车和倒车试验 (f) 回转试验 (g) 航向稳定性试验 (h) 舵机试验 (i) 抛锚试验主机 (j) 主机启动试验 (k) 主机最小转速试验 (l) 机舱火警报警试验 (m) 轴系扭转振动测量 (n) 造水机试验 (o) 副锅炉安全阀设定 (p) 其他标准试验 15. 振动和噪声测量

船在平静和深水条件下直线航行，主机发出常用功率，承造方进行局部振动测量。振动极限值必须满足ISO6954要求。居住区和工作区噪音等级要符合IMO A468 (XII) –“船上噪音级别规则1981”规则。在正常空调和通风运行下进行噪音测试。船在平静

和深水条件下直线航行，主机发出常用功率，测试机舱、集控室、驾驶室、居住舱室、厨房、配餐间的噪音。如果噪音超标，在交船前进行改进。仅在首制船上进行振动和噪音测量。

16. 自动化和遥控试验

根据船级社的要求进行自动化和遥控试验。 17. 检查

试航后，按照船东认可的承造方标准进行主机活动部分的拆缸检查，并重新恢复到工作状态。进行主机拆缸检查应与主机车间试验一致。 20总述

201材料船体钢种的选用应按船级社要求。钢材使用经船级社认可的低碳钢和高强度钢，钢质包括铸钢和锻钢件均需满足船级社要求。

船级社未特别要求的结构材料应符合中国国家标准，船舶行业标准和船厂的惯例。 用于船体结构的钢材应为经过船级社认可且为标准质量的低碳钢和高强度钢（屈服应力为315N/mm2和355 N/mm2），并且包括铸钢和锻钢在内的钢件应按照船级社的要求进行试验。 202 构件尺寸

所有船体结构件的尺寸应基于结构吃水进行计算并经过船级社认可。货舱结构件的尺寸应满足IACS对新造双层船壳散货船的要求。对于船级社未作规定的船材尺度应满足船厂的惯例。通常不需要船级社图纸认可之外的船体结构特别加强，将被认为额外工作作为船东付费。除非规格书中提及，否则对于船东要求的超过规范要求的额外厚度或构件尺度，在对价格和载重吨进行调整的情况下船厂应予以接受，并且这些工作不影响船厂的施工计划。 203工艺

所有工作应按照船厂的建造惯例并在船级社监造人员检查的情况下进行建造施工。应尽可能少地开临时出入孔并且禁止在舷顶列板和甲板边板上开孔。 204焊接

船体应为全焊接结构。焊接应按照船厂的惯例并经过船级社认可。对于主船体、露天的上层建筑或潮湿区域应采取双面连续角焊缝焊接，对于上层建筑中的内部结构如普

通横梁、构架和加强材应采取间断焊。应割除用于分段合拢的压马、眼板和夹板并打磨光滑，切割后须电焊修补。对那些可见部分用于分段合拢的临时填充应整洁地将其去除，损坏的母材应通过焊接和打磨进行修复。为了确定焊的合格性，对于重要构件应按照规范要求拍适当数量的X光片X光片的数量和位置将按照船级社的规范要求检验。 205切口、扇形孔和孔

按照船厂惯例在必要处应 提供切口、扇形孔、透气孔和排水孔，如认可图所示。通常，原则上只要是需要和可行并不影响结构强度的情况下，在非水密构件上可根据船厂惯例开足够大的通孔和减轻孔。在压载舱和油舱中尤其应注意确保好的泄放性能，从而使泵能够有效地运行。在横向构件上应提供适当的排放孔和透气孔I。艏尖舱中平台（水平位置）上的减轻孔应为格栅型。 206结构试验和密性试验

结构试验和密性试验在验船师监督下按照船级社的要求根据船厂惯例进行。

21 设计载荷 210 总述

通常所有结构根据船级社规定的标准设计载重进行设计。 211货舱双层底

对1号，3号，5号舱的每个货舱舱顶装载载荷为25t/m2，对于2号，4号舱的舱顶装载载荷为20t/m2。对于重货，舱顶的加强也满足，用抓斗卸20吨货的要求。钢卷装载为2个1600毫米25吨的钢卷，每个钢卷不超过5层。 212 甲板载荷

不装载甲板货物。

22主船体 220总述

船舯部分船体的构件尺度、结构和材料如舯剖面图所示。主船体梁由上甲板，双底部和斜底上翼舱组成，并为纵骨架式，通常以下部位为横骨架式：

*货舱结构侧面 *机舱的双底和舷侧 *船的艏艉端

*货物舱口之间的上甲板

221船壳板

船壳板的厚度将被船级社认可，并根据船级社的要求，船壳板从船中部分向两端成锥度逐渐递减。根据船级社的要求，艏部底部板要加强以抗浪抨击。锚应被堆放在“蛙眼”形结构中以确保在抛锚时与球鼻艏间有一定间隙。在靠近船壳板的尾板边缘应焊接有半圆钢。在船外板上应标记好推轮顶推点的标记，顶推部位的结构应被加强，在船壳板上有6个顶推点，3舱和4舱之间各有1个，1舱2舱之间与4舱5舱之间各有2个。在锚链筒和海水箱开口四周的区域下端应采用嵌入式厚板进行增加厚度和加强，在外板上的开口将有很好的转圆并嵌入式加厚板进行加强。应提供用于螺旋桨和舵叶的起吊眼板。 222 双层底结构

货舱和机舱下面应建造成双层底。货舱区船底结构以及斜边舱应采用纵骨架式，艏尖舱和艉尖舱以及机舱区采用横向或纵向构架系统，对于横向和纵向骨架系统过渡区的构件应加以注意。货舱的双层底是由中间为平面型内底，和两侧是与水平成约450 角的斜边舱组成。在货舱区双层底肋板每间隔3个肋位设置。双层底包括舱底斜舱用来做压载水舱详见总布置图。在每个货舱的尾端舱设置2个污水阱，污水阱上将提供有凿孔的盖板。污水阱应被分隔成2个部分，一部分为沉淀部分，另一部分为吸口部分。在润滑油舱四周设置隔离舱。在双层底舱应布置有适当数量的流水孔从而确保便于流水。在2号和5号货舱之间的双层底内设置管弄。在前部和机舱内可以进入管弄。机舱的入口安装水密舱口盖。在货舱内将提供人孔。在管弄区的底部结构为了进坞应设置有足够的中龙骨墩。 223航侧结构

外板舷侧结构

在机舱区域强肋骨间距通常设置不超过5个肋距。

在外板舷侧部分，在每个肋位设置主要肋骨，主要肋骨连接到顶边舱和底边舱结构。 顶边舱

顶边舱将被布置在货舱的肩部，除顶边舱用作压载水舱和燃油舱。顶边舱的斜舱壁应具有与水平成约30°角斜度。顶边舱中的结构应为带非水密横向构件的纵向构件系统，并且纵向构件应连续地穿过水密舱壁。 224甲板结构

上甲板通过直接焊接与船壳板连接。上甲板的设计负载应符合规范的要求。上甲板应为在货舱开口外侧为纵向骨架式和开口内侧为横向骨架式的强甲板，且上甲板安装有舱口纵桁、.纵向防挠材和间距不超过6个肋位的横向构件。上甲板的其它部分应为横向骨架式。在货舱舱口角隅处加厚嵌补板将被使用，并按照规范要求，为了避免应力集中，舱口角隅处应处理成椭圆形。在开孔和在机器设备，装置的底部应适当加强。 225横舱壁和支柱 横舱壁

横舱壁根据总布置图布置。所有横向水密舷壁延伸到上甲板。货舱中的横舱壁应为水密且垂直的波纹形舱壁，并且舱壁带有上、下底墩，第1货舱和机舱前端的舱壁应为带有扶强材的平板型结构第3 号货舱横舱壁按货舱兼作重压载状态下风暴压载舱壁双重作用来设计，同样带有上下底凳的槽形舱壁。主船体中其它舱壁应为带垂直扶强材和适当数量水平桁或垂直腹板的平板型。 支柱

在机舱区域内布置适当的支柱和梁。在必要的情况下，上层建筑甲板或甲板室墙壁下方应提供足够数量的支柱用于承受集中负载 226艏柱、艉框架和挂舵臂

球鼻艏和艏柱采用焊接钢结构，前部边缘圆滑与船体型线光顺连接并与船体外板和平板龙骨相焊接。艉框架和挂舵臂应为由钢板和可焊接的铸钢焊接制作而成。艉柱铸钢件检验将用用超音或磁力探测。在铸钢件与厚板焊接区域将需要预热。 227 尖舱

艏尖舱和艉尖舱应采用侧横梁、舷侧纵桁或非水密的开口式平台进行加强，并且用作压载水舱。尖舱中平台上的减轻孔（水平位置）应为格栅型。艏尖舱和艏部区域应按照IACS UR S25所要求的正常压载条件下承受波动和砰击的情况进行加强。用与外板相同厚度做成圆柱型的钢板舵杆筒，末端部分焊接舵机平台和舵承上。2个用于收藏，水密的锚链舱将根据总图布置。

23甲板室结构 231甲板室

甲板室有5层，驾驶室的前壁向前倾斜。两桥翼向船侧延伸。上层建筑的甲板结构和甲板室为纵向或横向骨架式。上层建筑的外围壁为垂直的并带有适当扶强材的平面型

围壁。为了减少振动，甲板室将做成钢质围壁所有甲板将布置有效的落水孔，落水管将尽可能布置成直的。

24船体其他结构部件 241基座 (a)机器区域

主机下的桁材应尽可能地向艏、艉延伸。主机的基座应为全焊接结构且为机舱双层底结构的一部分，基座构件的尺寸应符合主机生产商的推荐。发电机组和锅炉的基座应具有足够强度和刚度。 (b)甲板设备

假如有必要在甲板机械处将提供适当的加强。 242 舱口围

货舱舱口围的顶部应安装有水平加强的面板和60x30mm的半圆钢耐磨杆，由T型支柱加以支撑并且在中部布置有连续的水平桁来增加舱口围的稳性。货舱舱口角上适当位置设置楼梯。每个舱上：前/后，为舱口操作员提供4个站立平台。 243 锚链舱

在艏尖舱和水手长储藏室布置有2只圆形锚链舱，并且具有足够容量以存放锚链。锚链筒底端与松散堆放的锚链间应至少有1500mm的间隙。在距锚链舱底部约0.8m的位置应布置有适当大小的可拆型钢格栅，并且对其进行足够地支撑以承受锚链的重量，应提供进入格栅下方的入口以去除泥等。在每只锚链舱的围壁上应布置有600 x 1000 mm水密小舱盖。锚链的终端应通过快速释放装置固定在锚链舱侧壁上。在底部安装600MM的多孔板。 244 舭龙骨

在该船舯部两侧应安装有长度约为1/3两柱间长的舭龙骨。舭龙骨为平板，外缘有加强扁钢，如中横剖面图所示焊接在舭部外板的垫板上。舭龙骨高度大约450mm ，末端逐渐削斜。舭龙骨为非连续的，在分段接缝处间断，并在两端缓慢过渡到外板。 245海水门

应布置有1只高位海底门和1只低位海底门，海底门净开口的面积应至少为主管吸口面积的2倍，应急消防泵应提供独立的海底门。海底门应由钢板焊接成，并且其上布置

有透气管、蒸汽管或压缩空气管。在高位海底门底部的船壳板和上部应分别布置有泄放孔和透气孔，海底门的开口应具有一定形状以免船壳板应力集中，并安装有加厚的嵌入补板。每只海底门应安装有由镀锌钢板焊接成的铰链式滤板，并且采用不锈钢螺栓和螺母进行连接。 246 舷墙

高1.05米，顶部带有用于加强的板式扶手的钢质舷墙设置在延伸的艏楼甲板上根据总图。驾驶室翼桥前端为1.35米高的挡风钢质舷墙。舷墙上导缆孔的开口应圆滑并且焊接有半圆钢。 247 烟囱

矩形烟囱应为焊接式结构，带有垂直扶强材和水平加强肋，并且安装有关闭式顶板和足够数量的眼板。在烟囱后侧应安装有用于机舱通风的百叶窗。烟囱结构应被加强以便支撑排气管等，在其外部应提供用于油漆阶段的眼板和扶手。公司的徽标应为钢板制成的全焊接式结构。

57000 DWT BULK CARRIER SPECIFICATION INSPECTIONS, TESTS AND TRIALS 10.General

Tests and trials to be carried out in accordance with the requirement of the classification society andaccording to the Builder's usual standard practice in the presence of the surveyor of the ClassificationSociety and the Owner's and the Builder's representatives.

The Builder to submit the schedule of test and trial for the Owner's approval. 11. Tests of construction and installation

All tests for hull structure and installations to be conducted in accordance with the requirements of theClassification Society Rules and Regulatory Bodies concerned and the standard of the Builder andCSQS. 11.1 Inspection of hull structure

All steel structures to be inspected and tightness to be tested for tanks, bulkheads, superstructures,decks and other wet spaces as required by the Rules.

Tanks to be tested hydrostatically or by air as required by the Rules.

X-ray photographs or ultrasonic to be taken mainly from cross-points of seams and butts of blockassemblies of bottom shell, bilge strake, main deck and sheer strake as required by the Rule.Additional 10% X-ray photographs to be also checked by the Owner’s supervisor.

Castings of stern frame and rudder to be tested by magnaflux or equivalent. 11.2 Block inspection

The block inspection to be carried out after completion of hull block steel works. Even if fittings arefitted wholly or partially to the hull blocks, the inspection for the hull blocks to be carried out withoutdismantling such fittings unless the block inspection is obstructed by such fittings. The internal inspection for hull construction works of tanks, engine room, etc. to be carried out even ifoutfitting works in such spaces have not been finished yet but any works in connection with strengthand tightness of the hull construction to be completed before the said inspection, in which case, aftercompletion of the outfitting works, final inspection of such parts to be made in accordance with the“Item of inspection and testing“ mutually agreed

between the Owner and the Builder. 11.3 Shop tests

Shop tests for main engine, auxiliary machinery, deck machinery, motors etc. to be performed inaccordance with the Rule requirements and/or the standard of the makers. 11.4 Installation and equipment

Installation and equipment to be tested on board the vessel accordance with the requirements ofthe Classification Society and/or Regulatory Bodies and the standard protocol of the Builder. Test protocol to be approved by the Owner.The structure, fittings, machinery and electrical installations to be tested after installation on board todemonstrate satisfactory workmanship, proper working, alignment of moving parts, suitability for thepurpose intended and in compliance with rules and regulations. 11.5 Piping tests

Working tests to be carried out after completion of the piping system. Pressure tests of piping systemsto be conducted as per requirement of the Classification Society and normalshipbuilding practice.

12. Light ship weight measurement and Inclining test

When the vessel is substantially completed except minor items of work, inclining test of the vessel tobe carried out by the Builder near the pier. The inclining test scheme to be submitted to the Owner forapproval. The inclining test to be conducted in calm water without strong current and strong winds.

The light ship weight measurement to be carried out by reading the draught of the vessel, by measuring specific gravity of water and by an investigation of weights to be added or to be deducted in the presence of the Owner’s representatives or the person authorized by the Owner.

The draught of the vessel to be measured at both sides of stem, stern and midship draught marks.

Displacement of the vessel to be measured from the hydrostatic curves. All measurements and correction to be made as per international standard.

If any superfluous weight is on board the vessel or any item belonging to the light ship

weight is not on board the vessel at the time of the light ship weight measurement, such a weight to be adjusted later.

The calculation of the light ship weight and deadweight to be made by the Builder and verified by the Owner’s and Classification representatives in order to determine “light ship weight“ and “deadweight“.

The inclining test to be carried out in the presence of the Owner’s representatives or the person authorized by the Owner and the Classification Society’s surveyor, and then the position of the centre of gravity of the vessel in lightship condition to be determined by the calculation based on the results of the inclining experiment.

The inclining test to be done for first ship of the series only. 13. Mooring trials

Mooring tests to be conducted after vessel is substantially complete and prior to the sea trial. Procedure for mooring test of the vessel to be as per Builder’s standard.

After the mooring trial of main engine the crankcase shall be inspected and crankshaft deflection measured. All main bearing top/bottom clearance shall be checked and all records to be submitted to Owner’s representative. 14. Trials and tests at sea

When the vessel is substantially completed, i.e. mooring trial finished, defects

remedied, all equipment and outfitting in sailing condition and painting work almost completed, sea trial to be performed by the Builder.

Main engine to use heavy fuel oil abt. 180 cSt/50 during sea trial except otherwise

specified.

All H.F.O., D.O., L.O. for commissioning and testing and L.O. in system to be paid

by yard. Prior to sea trial quay trials to be carried out for all machinery and systems. Detailed scheme for sea trials to be submitted to the Owner for approval prior to sea trials.

Reports of sea trial to be submitted to the Owner.

Sea trial at the ballast condition to be carried out as follows. a) Endurance trial

Endurance test duration to be 0.5 hours at 25% MCR, 0.5 hours at 50% MCR, 0.5 hours at 75% MCR, 1 hour at 90% MCR, 3 hours at MCR and 0.5 hours at 110% MCR or the

output corresponding to the allowable shaft revolution of the engine, whichever is reached firstly, including the UMS trial.

The endurance test to include measurement of fuel consumption using heavy fuel oil. The propulsive machineries and necessary auxiliaries to be kept at normal operational conditions at sea.

The demonstration of changing H.F.O. to M.D.O. to be carried out during this period. Pumps and auxiliary to be changed over during trials. b) Progressive speed trial

Progressive speed trial to be performed at 50% MCR, 75% MCR, 90% MCR and

100% MCR or the output corresponding to the allowable shaft revolution of the engine, whichever is reached firstly.

The trial speed to be measured by DGPS. Each speed trial to consist of two

consecutive runs, along and against the tide over the same course and the speed to be obtained as the mean speed of the consecutive runs at each condition.

Result of speed trial shall be corrected to the calm water condition ( no wind, no wave ) and deep sea according to Builder’s standard.

Shaft power and RPM to be measured by torsion meter. (c) Turning test at full speed (d) Zigzag test

(e) Emergency stop, ahead and astern test at full speed (f) Williamson turning test Williamson (g) Course keeping test (h) Steering gear test (i) Anchoring test (j) Main engine starting test (k) Main engine minimum revolution test (l) Engine room fire alarm test (m) Torsional vibration measurement of shafting (n) Fresh water generator capacity test (o) Aux. boiler safety valve setting test

(p) Other normal tests

15. Vibration and noise measurement

The vibration level in living quarters of the vessel to be measured by local vibration equipment by the Builder when the vessel is running straight ahead steadily at normal output of main engine on calm and deep open sea trial condition.

Limitation values to be in accordance with ISO 6954 requirements . Noise level in accommodation and working spaces shall be in accordance with the IMO Regulation A468 (XII) – “Code on Noise Levels on Board Ship, 1981”. The test of noise level shall be carried out with the normal running of air conditioning and ventilation.

Noise level to be measured by the Builder at the suitable point in the machinery space, engine control room, wheelhouse, private cabin, galley, pantry when the vessel is running ahead steadily at normal output of main engine in the sea trial.

In case of excessive noise corrective action to be taken prior delivery of vessel. Vibration and noise measurement to be carried out for the first vessel only. 16. Automation and remote control test Automation and remote control test to be carried out according to test method for automatic system which to be in accordance with the requirement of Classification Society. 17. Overhauling

After sea trial, working parts of main engine to be opened for the Owner's inspection in accordance with the standard of the Builder and approved by Owner and refitted to working condition.

M/E overhaul to be the same as that made for M/E overhaul after shop tests. 20 GENERAL 201 Material

Steel of the hull construction to be of mild steel or high-tensile steel approved by the Classification Society, and steel including casting and forging to be of qualities as to comply with the requirements and tests of the Classification Society.

Steel material not specified by the Classification Society to be in compliance with Chinese Industrial Standard or the Builder's practice.

Steels for hull construction to be of normal quality mild steel and high strength steel (yield stress 315 N/mm2 {32 kgf/mm2} and 355 N/mm2 {36 kgf/mm2}) approved by the Classification Society, and steel including casting and forging to be of qualities as complying with the requirement and test of the Classification Society. 202 Scantling

Scantling of all hull structural members to be calculated based on scantling draft and to be approved by Classification Society.

Scantling of cargo hold structure members to be in compliance with IACS unified requirements for new building bulk carriers.

Scantlings not specified by the Classification Society to be in compliance with Builder's practice.

Special strengthening of the hull structure more than the drawings approved by the Classification Society is generally not to be provided, or to be considered as the extra work on the Owner's account. If extra thickness or over scantling which are above Rule requirement except specially mentioned in the Specification are required by the Owner, they shall be accepted by the Builder subject to price and deadweight adjustment, so far as the works do not disturb the Builder’s working schedule. 203 Workmanship

All works for the hull construction to be carried out in accordance with the Builder's practice and under the survey of the Classification Society.

Temporary access and ventilation openings to be provided as few as possible and to be not open on shear strake and stringer strake, subject to the approval of the Classification Society. 204 Welding The hull to be of all welded construction. Welding to be carried out as per Builder's practice which is in accordance with the requirements of the Classification Society.

All welding for the main hull and superstructure exposed to weather or wet space to be of double continuous fillet. Intermittent welding to be used for internal structure in superstructure for ordinary beams, frames and stiffeners in dry space. Dogs, eye plates and

clamps etc. used for the erection to be cut and ground smooth. Any under cut found in way to be built up with welding. Where exposed to view, the temporary filling used for erection to be neatly removed, damages to the base material to be repaired by welding and grinding. The X-ray photographs inspection to be carried out for the junctures of seam and butt of bottom shell and the upper deck in the presence of the Classification surveyors. Extent and location of X-ray photographs inspection to be in accordance with the Classification rules. 205 Slots, scallops and holes Slots, scallops, air holes and drain holes to be provided where necessary in accordance with the Builder's practice. In general, non-tight structural members to be provided with adequate access/lightening holes in accordance with the Builder's practice, provided such a hole is necessary or practicable and not detrimental to the structural strength of members.

efficient pump operation. Suitable drain holes and air holes to be provided on transverse structural In ballast and oil tanks particular care to be given to provide good drainage in order to get good members. Lightening holes at platform (in horizontal position) in peak tanks to be of grating type.

206 Structural and tightness test Structural and tightness tests to be carried out in accordance with the Builder's

practice which is in line with the requirement of the Classification Society. 21 DESIGN LOAD 210 General In general all construction to be designed according to the standard design load as specified by the classification society. 211 Double bottom in cargo hold The local load for the tank top in each cargo hold to be 25t/m2 for Hold No. 1, 3, 5 and 20t/m2 for Hold No. 2, 4. Tank top strength also to satisfy the requirement for heavy cargoes, discharging by grab with unladen weight of 20 tons. Steel coil loading of 2 tiers of 25 tons steel coils in 1600mm long to be considered. More than 5 dunnages will support one steel coil.

212 Deck load No deck cargo will be carried. 22 MAIN HULL 220 General

The scantling, construction and materials of hull within a range of midship part to be as shown on the Midship Section. The main hull girder to consist of the upper deck, the double bottom and the sloping bottom of upper wing tanks and to be longitudinally framed in general with the exception of the following parts which are transversely framed.

* side structure of cargo holds * Side and double bottom in engine room * End parts of the vessel * Upper deck between cargo hatchways 221 Shell plating The thickness of shell plate to be approved by the Classification Society and to be gradually tapered from midship part to ends in accordance with the requirements of the Classification Society. The plate of bottom forward to be strengthened against slamming according to the requirement of the Classification Society.

Anchors to stow against a “frog eye” construction to ensure that anchor drops clear

of bulbous bow. Semi-round bar to be welded on transom edge adjacent to shell plate. Tug push marks to be marked on the shell plating. The structure in thrusting position to be strengthened and stiffened. 6 Tug push spots to be provided at bulkhead 3/4 P&S when 1 tug; 1/2 and 4/5 P&S when 2 tugs. Extra thickness to be provided by inserted thicker plates in way of hawse pipe, around sea chest openings. Openings in shell plating to be well rounded and reinforced by inserted thicker plates. The lifting rings to be provided for propeller and rudder installation.

222 Bottom construction Double bottom to be constructed under cargo holds and engine room. The hull

bottom constructions including hoper tank to be provided longitudinal framing system for cargo space and transverse framing system for engine room space and fore and aft peak tanks.

Attention to be paid to the members for the transition region of the longitudinal and transverse framing. Double bottom in cargo space to be of flat type at the center and with hoppers on both sides having inclination of about 45º to the horizontal. Spacing of double bottom floors in way of the cargo hold area should not exceed three (3) frames spaces.

Double bottom including bilge hopper part to be utilized as water ballast tanks as

indicated in the General Arrangement. Each cargo hold to have two (2) bilge wells at each after corners of hold, and the perforated steel cover plates to be provided for the wells. Bilge well to be divided into two parts, one as settling and one as suction. Cofferdams to be arranged around lubricating oil tanks. Suitable drain holes to be arranged in double bottom tanks so as to be able to discharge / drain easily. Duct keel to be provided in double bottom of No.2 to No.5 cargo holds. Duct keel to have accesses at forward end and engine room. The access in engine room to be fitted with watertight hatch cover. Manholes to be provided from hold. Bottom structure in way of duct keel to be adequate for docking with centerline keel blocks.

223 Side structure Side shell structure

Main frames to be fitted at every frame space on side shell and to be firmly connected to the structure of topside tank and hopper tank. In engine room web frames spaced in general not more than five (5) frame space apart to be fitted.

Topside Tank

The topside tank to be arranged at shoulder part of cargo holds and to be used as water ballast tanks and fuel oil tanks. The sloped bulkhead of topside tanks to have a slope of about 30° to the horizontal. The structure in topside tanks to be longitudinal framing system with non-watertight transverses, and longitudinal framing to be continuous through watertight partitions. 224 Deck structure

The upper deck to be connected to shell plating by direct welding. The design load for upper deck to be in compliance with the requirement of Rule. Upper deck to be strength deck with longitudinal framing system outside line of openings and transverse framing inside line of openings. Upper deck to be fitted with hatch side girders, longitudinal stiffeners, and

transverses spaced not more than six (6) frame space apart. Other part of upper deck to be transverse framing system. A thicker insert plate to be used at the hatch corner and the form of the hatch corner to be elliptical in accordance with the Class Rules for prevention of stress concentration. Flush up type of main hole covers on main deck to be provided. Suitable reinforcement to be provided in way of openings and under machineries and fittings if necessary.

225 Main bulkheads and pillars

Bulkheads

Transverse watertight bulkheads to be arranged as shown on the General Arrangement. All transverse watertight bulkheads to be extended to the upper deck. Transverse bulkheads in cargo holds to be of water-tight construction and of vertically corrugated with upper and lower stool, with the exception of plane type with stiffeners for fore and aft end transverse bulkheads of cargo space. Transverse bulkheads in No.3 cargo hold which are designed for dual purpose as cargo hold and fully loaded ballast tank to be constructed of vertical corrugation with upper and lower end stool. All other watertight or oil-tight bulkheads to be generally of plane type with stiffeners.

Pillars

Pillars and girders to be properly arranged in the machinery space. Adequate number

of pillars to be provided under the superstructure decks or deckhouse walls under concentrated loading, if necessary. 226 Stem, stern frame and rudder horn

Stem throughout to be of fabricated welded steel plate construction with bulbous bow

form and to be well rounded forward face. Stern frame to be fabricated with cast steel and welded heavy steel plate, i.e. the boss part, neck bearing and the rudder horn to be of cast steel and the remains to be of welded heavy steel plates. The casting of stern frame to be inspected by ultra-sonic test or magna flux test. Pre-heating to be carried out for the part of cast steel where heavy plate to be welded. 227 Peak construction

Fore and aft peak tanks to be reinforced with side transverses, side stringers or

non-watertight opening platform and to be used for water ballast. Horizontal lightening holes on platform in peak tanks to be grating-type. Fore peak and fore area to be reinforced for panting and slamming according to CSR. Rudder trunk of steel plates of same thickness as side shell plate of the part to be of cylindrical form in section with its ends welded to the rudder carrier and the neck bearing. Two (2) self-stowing, watertight chain lockers to be located as indicated in the General arrangement plan. 23 CONSTRUCTION OF DECKHOUSE 231 Deckhouse

The vessel to have five (5) tiers of deckhouses. The front wall of wheelhouse to be inclined forward. The bridge wings to be extended to the exterior breadth of the vessel. The deck structure of superstructure and deckhouse to be of longitudinal or transverse framing system. The boundary walls for the superstructure to be plane type with vertical stiffeners of suitable spacing. The reasonable arrangement for steel walls in the deck house to be provided so as to reduce the vibrations. Effective drainage from all decks to be arranged. Drainage pipes to be as straight as possible. 24 HULL MISCELLANEOUS 241 Foundation

(a) Machinery space

Girders under main engine to e extended as far forward and aft as possible.

Foundation for the main engine to be welded structure as a part of the double bottom construction of the engine room. The scantlings of foundation to be in accordance with the recommendation of main engine maker. Foundation for generators and the boiler to have adequate strength and rigidity.

(b) Deck machinery

Suitable reinforcements to be provided for deck machineries if necessary.

242 Hatch coaming

The hatch coamings for cargo hatches to be fitted with horizontal stiffened surface plating and half round wear bar 60x30mm on the top and T type stay and horizontal stiffeners to increase coaming stability on plate of T type stay attached a horizontal flat bar at mid

height. Foot steps to be provided at suitable position on hatch corners. 4 standing platforms for hatch operator on each hold: for/aft. 243 Chain Locker Two (2) round type self-stowing chain lockers to be arranged in the fore peak tank

and Bosun's store, and to have ample capacity for stowage of chain cables. Minimum height between lower edge of chain pipe bell mouth and loosely stowed chain to be not less than 1500 mm. A suitable designed steel grating of partly removable type to be provided about 0.8m from the bottom of the chain locker adequately supported to take the weight of the chain cables. Access to space under grating to be provided to remove mud & etc. 600 x 1000 mm watertight steel cover to be provided on each chain locker wall. Bitter end of chain cable to be secured to a quick releasing device fixed on the side wall of the chain locker. Perforated plates 600mm above bottom to be fitted. 244 Bilge keel A bilge keel of welded construction to be fitted on each side of the vessel, for

approximately 1/3 length of the vessel amidship. The bilge keel to be of flat bar type with one edge stiffened by bulb plate and the other edge welded to a flat pad plate which is attached onto bilge strake by welding. The bilge keel to be about 450 mm in depth with ends tapered gradually. The butt seams on the bilge keel flat bars and shell plates to be staggered each other as per the Rule. Transverse welds intersecting shell plating to be scalloped. 245 Sea chest

One (1) high sea chest and one (1) low sea chest to be provided. The clear area of sea

chest opening to be at least 2.0 times of main pipe suction. Separate sea chest to be provided for emergency fire pump.

The sea chests to be built welded by steel plate. The drain holes and the air holes to

be arranged in the shell plates in lower and upper parts of the high sea chests. Chest openings to be shaped so as to avoid stress concentration of shell plating and fitted with thicker insert plates. The hinged strainer plate welded by the galvanized steel plates to be provided for each sea chest with stainless steel bolts and nuts. 246 Bulwark

Steel bulwark of 1.05 meter high with top rail of plate to be fitted on forecastle deck to the extent as indicated in the General Arrangement. The steel bulwark of 1.35meter high forming wind deflectors to be fitted on the front bulwark of the bridge wing. Opening for fairleader on bulwark to be well-rounded reinforced with half-round bar. 247 Funnel

The rectangular funnel to be welded construction with vertical stiffeners and

horizontal stringers, and with closed top plate, adequate number of eye plate. Louver to be provided on back of funnel for engine room ventilation. Funnel structure to be strengthened at supports for exhaust pipes etc. Eyes or rail for painting stage to be provided outside. Company’s emblem to be of steel plate fully welded construction.