航海实用英语第一章船舶修理业务

航海实用英语第一章船舶修理业务 目录 第一章 船舶修理业务 ?1-1 船舶结构 ?1-2 船舶修理单 ?1-3 修船厂的条款 第二章 货运业务与单证 ?2-1 装卸准备 ?2-2 装货单证 ?2-3 卸货单证 ?2-4 装卸与理货单证 ?2-5 检验报告 ?2-6 特殊单证 ?2-7 填写进出港表格的注意事项 第三章 危险货物与特殊货物 ?3-1 国际海运危险货物规则 ?3-2 危险品的种类 ?3-3 海上危险货物运输 ?3-4 动物运输中的事故 ?3-5 钢材运输 ?3-6 货物单元的积载 第四章 大副批注 ?4-1 大副批注的语言 ?4-2 大副批注例句 ?4-3 大副批注中的常见术语 第五章 英文业务函电 ?5-1 ?5-2 电报 ?5-3 电传 第六章 英文提单 ?6-1 中国远洋运输(集团)总公司提单 ?6-2 集装箱提单 ?6-3 中国远洋运输公司联运提单条款 第七章 国际海上人命安全公约 ?7-1 国际海上人命安全公约概述 ?7-2 货船的稳性 1 ?7-3 消防设备 ?7-4 救生设备 ?7-5 遇险报文 ?7-6 救生艇筏的安放 ?7-7 引航梯的安放 第八章 租船合同 ?8-1 金康租船合同 ?8-2 巴尔的摩租船合同 ?8-3 NYPE租船合同 ?8-4 中租租船合同 第一章 船舶修理业务 ?1-1 船舶结构 1.船舶 Merchant vessels can operate in the following three basic ways. They can operate as liners. These are employed on regular routes on a fixed timetable. A list of their arrival and departure dates in published in advance and they sail whether full or not. Liners can be classed as cither deep-sea liners or short-sea liners. The former carry mainly containerized cargo across the oceans of the world; the later carry containerized or conventional cargo on shorter routes. Ferries are also classed as liners. These offer a daily or weekly service for passengers and vehicles across channels and narrow seas. A few ships are still employed as passenger liners. They carry not only passengers but also some cargo on routes from Europe to North America and to the Far East. Nowadays the passenger trade is very small and passenger liners usually operate as cruise ships for part of the year. Merchant ships also operate as tramps. These vessels do not sail on regular routes or keep to a fixed timetable, but are employed where there is cargo for them to carry. Tramps can be classed as deep-sea tramps or short-sea tramps. A number are classed as coasters. These ply on coastal routes and up rivers to inland ports. The traditional tramp cargoes are dry bulk cargoes, but some are designed to carry general cargoes. A large number of merchant ships operate as specialized vessels. These are designed to carry a particular type of cargo. There are several types of specialized vessel. The most common are oil tankers. They are owned by the major oil companies or by independent operators. Two other types of liquid bulk carrier of growing importance are chemical carriers and liquefied natural gas (LNG) carriers. Ships cost a lot of money to build. A general cargo vessel costs several million pounds and a 2 giant tanker can cost over 40 million pounds. One reason for this is the high coast of steel and other materials used in shipbuilding. Another reason is the high cost of labour. A modern shipyard is designed for building ships as cheaply and quickly as possible. Many of the old processes have disappeared or been combined into one fully mechanized process. Machines are now used instead of men. Today, ships can be built in about sixteen months and costs can be kept to a minimum. Who designs ships? Ships are designed by naval architects. The largest shipping companies have their own naval architects. In Europe and Japan, shipyard employ naval architects to design a ship for a customer, or offer basic designs which can be varied to suit the customer’s needs. Shipowners may also go to independent firms of shipping consultants and ask their naval architects to design a ship for them. When shipowners decide to order a new ship, they tell the naval architect the cargo they want the ship to carry. They also tell him what routes the ship will ply and the desired speed. They put limits on the ship’s dimensions and on the price that they are prepared to pay. The ship must also comply with the rules of the classification society and international regulations. Economic, engineering and safety factors all govern the design of a ship. The building of a ship follows a well-ordered sequence of events. After the vessel has been ordered, the plans are completed in the drawing-office. Next, the final plans must be approved by a classification society such as Lloyds Register of Shipping. This is necessary if the owner wants his ship to be classed. While the ship is being built, constant checks are made to make sure she is being built to the standards of the society. Classification will show that the ship is seaworthy and able to carry the cargo she has been designed to carry. Nowadays a shipyard is organized so that each stage in the building of a ship is done in a continuous chain of shops. Each shop is linked by conveyor rollers and moving cranes on rails. First of all, steel plates and bars are taken from the stockyard to the preparation shop. Here they are cleaned by shot blasting. Then, they are coated with a primer paint to prevent corrosion. Later, they are cut and shaped automatically by machines. Cutting is done by gas torches and shaping by giant presses. After that, the pieces are welded together in prefabrication sheds to form sections. Welding is now used instead of riveting for joining pieces of metal together. Riveting uses more steel than welding and was therefore more expensive. It also increases the weight of the ship without increasing the strength. The prefabricated sections are then transferred to the building berth. Eventually, they are lifted into position by giant cranes. When a ship is ready, she is launched. Some ships are built on a slipway and slide into the water. Others are built in a dry dock. The dock is then flooded with water and the ship is floated out. After being launched, she is towed to the fitting out basin by tugs and completed. A completed ship goes for sea trials before she is handed over to her new owners. During these the ship and her equipment are thoroughly tested. 〔注释〕 Liners 班轮 ferries 渡船 merchant ships 商船 passenger liners 客运班轮 ship 常指客船、客货船、货船等各类cruise ships 巡游船 船舶;而vessel则主要指货船 tramps 不定期船 deep-sea liners 远洋班轮 deep-sea tramps 远洋不定期船 short-sea liners 近海班轮 short-sea tramps 近海不定期船 3 coasters 沿海航行船 preparation shop 预备车间 ply 努力工作，艰难航行 shot blasting 喷砂 OBO ship ore/bulk/oil ship primer paint 底漆 矿石/散货/石油运输船 gas torches 气割机 dairy produce 奶制品 prefabrication sheds 预成型车间 naval architects 造船专家 welding 焊接 drawing-office 绘图室 riveting 铆接 final plans 最终图纸，施工图纸 slipway (造船的)滑道 classification society 船级社 dry dock 干船坞 conveyor rollers 运送车 sea trials 海上试航 shops 车间 2.船舶主要参数 2.1 Description of MV Yu Long Delivery: Dec. 1988 Owner: Dalian Maritime University Port of registry: Dalian Classification: ?ZCA ICE CLASS B / ?ZCM AUT-1 Tonnage: GT 9,019 / NT 3,568 Displacement: 14,700 t Light displacement 4,870 t Deadweight: 9,830 t Length o.a.: 139.8 m Length b.p.: 126.0 m Moulded breadth: 20.8 m Depth to maindeck: 11.4 m Draught: 8.0 m Speed: 16.1 kn Complement: 152 P Main engine: 1 SULZER diesel, type 6RTA48, 6,529 kW at 154 r/min Auxiliary engines: 3 diesels, type M200L-ST, 440 kW at 750 r/min, each 3 generators, type FE450-8,440 kW at 750 r/min, each Emergency generator type SPS901FX-00 1 diesel, type 6135ZD3, 121.54 kW at 1,500 r/min 1 generator, type THXV-90-4, 90 kW at 1,500 r/min 21 Equipment: 2 cranes, type B5 / 18-20, 5 t / 20 m, each 1 cranes, type B15 / 20-22, 15 t /22 m 33Cargo capacity: Grain capacity 14,240 m or bale capacity 12,887 m 〔译文〕 交船日期: 1988年12月 船舶所有人: 大连海运学院 登记港: 大连 船级: 排水量: 登记吨位: 空船排水量: 4 总载重量: 总吨位:9,019 / 净吨位:3,568 总长: 14,700 t 两柱间长: 4,870 t 型宽: 9,830 t 主甲板深度: 139.8 m 吃水: 126.0 m 航速: 20.8 m 定员: 11.4 m 主机: 8.0 m 柴油发电机组: 16.1 kn 152 人 应急发电机组: 1台SULZER 6RTA48型柴油机, 额定功率6529 kW， 154 r/min 3台M200L-ST型柴油机, 最大持续功率各440 kW，750 r/min 3台FE450-8型发电机, 功率各440 kW，750 r/min 设备: SPS901FX-00 1台6135ZD3型柴油机, 功率121.54 kW，1,500 r/min 货舱容积: 1台THXV-90-4型发电机, 最大持续功率90 kW，1,500 r/min 21 ?ZCA ICE 2台B5 / 18-20, 5 t / 20 m甲板吊机 CLASS B / ?1台 B15 / 20-22, 15 t /22 m甲板吊机 33ZCM AUT-1 散装14,240 m，或包装12,887 m 2.2 20,000 dwt multi-purpose cargo ship MV Le Rong Owner: China Ocean Shipping (Group) Company Classification: ?CSA 5/5 SHC, ICB, SMS, CHS, LC+S\G\I ?CSM AUT-0, PMS Deadweight: 20,000 t Length o.a.: 169.0 m Length b.p.: 158.0 m Moulded breadth: 25.2 m Depth to maindeck: 14.1 m Draught: 9.5 m Speed: 16.5 kn Complement: 32 P Main engine: 1 MAN-B&W diesel, type 6S50 mC SMCR 7,550 kW at 116 r/min, CSR 6,800 kW at 112 r/min Auxiliary engines: 3 diesels, type 4L20, 540kW at 900 r/min, each 3 generators, type 1FC6, 500kW at 900 r/min, each Equipemt: 2 electr. cranes, 15 t /23 m, each 1 electr. cranes, 40 t / 29 m〔译文〕 船舶所有人: 中国远洋运输(集团)总公司 船级: ?CSA 5/5 SHC, ICB, SMS, CHS, LC+S\G\I ?CSM AUT-0, PMS 总载重量: 总长: 5 两柱间长: 169.0 m 型宽: 158.0 m 型深: 25.2 m 设计吃水: 14.1 m 航速: 9.5 m 定员: 16.5 kn 主机: 32 人 MAN-B&W 6S50 mC柴油机SMCR 7,550 kW at 116 r/min; 副机: CSR功率6,800 kW，112 r/min 3台柴油机组，型号4L20, 功率各540kW，900 r/min 设备: 3台发电机组，型号1FC6, 功率各500kW，900 r/min 2台电动克令吊，各15 t /23 m 20,000 t 1台电动克令吊，40 t / 29 m 2.3 MV Liu He 5,800 dwt P/O tanker Delivery: Mar. 1996 Owner: Singapore FONDA Oil Co., Ltd. Classification: LR+100A1 OIL TANKER ESP F.P.<60? Tonnage: T 4,597 Cargo oil at designed draft: 5,000 t Length o.a.: 118.80 m Length b.p.: 110.00 m Moulded breadth: 17.60 m Depth to maindeck: 8.40 m Draught: 6.00 m Service speed: 13.5 kn Complement: 28 P Main engine: 1 HU DONG-MAN B&W diesel, type 5L35 mC MARK MCR 3250 kW at 210 r/min Auxiliary engines: 3 diesels, type 6DS-18A, 405 kW at 750 r/min, each 3 generators, type 1FC5454-8TA42, 312 kW at 750 r/min each Emergency generator: 1 MAN diesel, type DO226 mTE, 85 kW at 1,500 r/min 1 generator, type STANFORD UCM274D, 75kW at 1,500 r/min 〔译文〕 5800吨成品油船 交付: 1996年3月 船舶所有人: 新加坡泛达石油公司 船级: LR+100A1 OIL TANKER ESP F.P.<60? 登记吨位: 总吨位4,597 载油量: 5,000 t 总长: 118.80 m 两柱间长: 110.00 m 型宽: 17.60 m 型深: 吃水: 6 航速: 6.00 m 定员: 13.5 kn 主机: 28 人 1 HU DONG-MAN B&W diesel, type 5L35 mC MARK MCR 副机: 3250 kW at 210 r/min 3 diesels, type 6DS-18A, 405 kW at 750 r/min, each 应急柴油发电机组: 3 generators, type 1FC5454-8TA42, 312 kW at 750 r/min each 1 MAN diesel, type DO226 mTE, 85 kW at 1,500 r/min 8.40 m 1 generator, type STANFORD UCM274D, 75kW at 1,500 r/min 2.4 Description of MV Atlantic The ship is designed for unrestricted, worldwide, fast container service, below-deck containers are stowed in fixed cell guides, and a portable lashing system is provided for above-deck containers. Holds are closed by weathertight pontoon hatches which are designed for stacking on adjacent cover. The container mix is readily adaptable to suit individual owner requirements. At the design draft of 34′-6″, container capacity is 1,650 TEU, or 1,400 TEU plus 125 Forty-Foot Auto Frames (FAFs). The ship’s stability characteristics permit a maximum of 1,910 TEUs (or 1,650 TEUs plus 130 FAFs), which is achieved through 4-tier on-deck container stacking. Receptacles for refrigerated containers are provided in holds and on deck in 5 of the 16 container rows. Principal Characteristics ABS ※A1 Container Carrier, ※AMS, ※ACCU Class: 713’-6” Length Overall: 673’-1” Length Between Perpendiculars: 105’-8” Breadth: 66’-6” Depth to Upper Deck: 34’-6” Draft (design): Deadweight at Design Draft: 21,500 L. Tons Speed at 90% MCR: 22.5 Knots Machinery Plant Diesel, Single Screw, 33,680 BHP Main Engine: Additional Equipment: Three 2,000 kW Ship’s Service Diesel Generators, one 500 kW Emergency Diesel Generator, two Turbochargers, Exhaust Economizer, Electro-hydraulic Bow Thruster, and Electro-hydraulic Steering Gear. Navigation Equipment: Radar / collision avoidance system Gyro-compass and autopilot Echo depth sounder Doppler speed log Satellite navigation system Loran C B&W 8180 mC Slow Speed 7 Radio direction finder Radio Equipment 1,000 watt 410-515 kHz main transmitter VHF radio telephone Inmarsat satellite communication terminal HF teletype Remote Control and Monitoring Remote control from engine control room. Propulsion Fire Extinguishing: machinery can also be remotely controlled from the bridge. Water fire extinguishing system covering deck and accommodation. CO2 fire extinguishing system in all cargo Complement: spaces and machinery spaces. 21 crew plus 6 riding crew and owner’s cabin. 〔注释〕 fixed cell guides, 固定导轨 portable lashing system，便携式系固系统 weathertight pontoon，风雨密的箱型舱盖 TEU twenty-foot equivalent unit，20ft标准箱 FAF forty-foot auto frame, 40 ft汽车柜架箱 container mix，多种集装箱 ABS American Bureau of Shipping, 美国船级社 MCR maximum continuous rating, 最大持续功率 BHP brake horse power, 制动马力 ship’s service diesel generators， 船用柴油发电机 emergency diesel generator，应急柴油发电机 turbochargers, 增压器 exhaust economizer, 烟气优化器 electro-hydraulic Bow Thruster, 电动液压艏侧推器 electro-hydraulic steering gear, 电动液压舵机 radar / collision avoidance system, 雷达避碰系统 gyro-compass and autopilot, 陀螺仪和自动舵 echo depth sounder, 回声测深仪 Doppler speed log, 多普勒计程仪 satellite navigations system, 卫星导航系统 Loran C, 罗兰C radio direction finder, 无线电测向仪 main transmitter, 主发射机 Inmarsat, 卫通 HF teletype, 高频电传 complement, 定员 2.5 Description of MV Great Lake Principal Characteristics Length Overall: 287.25 M Beam: Depth: 8 Design Draft: 28.00 M Speed at 85% MCR: 18.75 M Cargo Capacity (98%): 15.3 kts Design Deadweight: 1,300,000 bbls Design Displacemtn: 185,000 MT Lightship Weight: 220,966 MT ABS Classification: Approx. 35,950 MT L ※A1? “Oil Carrier” ※AMS ACCU, NIBS, DLA, SH, Trade: COW, IGS, SBT, HM2+R, VEC-L, UWILD Designed for maximum flexibility in the transport of crude oil from Valdez, Alaska, to oil refineries located on the 50.00 M U.S. West Coast. Hull Arrangement: Raised fo’c’s’le deck; transom sterm; bulbous bow; deckhouse aft; separate casing with twin stacks 6×3 cargo tank configuration plus 2 slops tanks 6 wing ballast tanks, 3 forward deep ballast tanks, and aftpeak ballast tank 2.7 m double hull separation Two high-efficiency, fully hung spade-type rudders Quarters for 37 persons, including crew of 24 Cargo System 3 2×4,000m / hr main pumps 3 1×2,300m / hr COW pump 1,300,000 bbls bulk off-load time of <26 hrs. with a rail pressure of approximately 10 bar Design load rate of 110,000 bbls / hr Propulsion Plant: Twin-screw diesel-electric with total propulsive power of 20.0 MW Main engines: 4 (each) MAN B&W 6L48 / 60, 6.3 MW, medium speed diesels giving a total installed power of 25.2 MW at 512 rpm. The diesel engines are designed to operate continuously on either Marine Diesel Oil, ISO 8217 Grade DWC, or Heavy Fuel Oil, ISO 8217 Grade RMH55 (700 cSt @ 50?) The electric propulsion plant is an Alstom 6.6 kV system; each motor is synchronous, variable speed, reversible, brushless, double-wound and rated at 10.0 MW at 85 rpm Synchroconverters to facilitate starting and speed control of main propulsion motors Hull Machinery: electro-hydraulic mooring winches 2 anchor windlass / mooring winch combinations 2 steel, high-holding-type anchors 2 cargo hose cranes; 15 MT@ 3 M outreach; 10 M clear lift height; electro-hydraulic 9 self-contained 9 MT @ 6 M outreach; electro-hydraulic 2 provisions cranes: 5 Navigation and Integrated Navigation Bridge System (INBS) Communication: Voyage Event Recorder System GMDSS Radio System 2 dual-interswitched, state-of-the-art radar systems, one 10 cm and one 3 cm, including parallel index lines and EBL Two differential GPS navigators Shipboard Automation: Power Management System for automatic control of electrical power generation and distribution Integrated alarm, control, and monitoring system for control and supervision of machinery, electrical, cargo, and ballast systems. 〔注释〕 bbl barrel, 桶 COW pump，原油洗舱泵 cargo capacity，载货能力 off-load time，卸货时间 raised fo’c’s’le deck，艏甲板升高 rail pressure，管线压力 transom stern，箱型艏柱 synchronous，同步的 bulbous bow，球鼻首 synchroconverters，同步转换器 slops tanks，污油舱 self-contained，自激式的 wing ballast tanks，侧压载舱 dual-interswitched，双工的 forward deep ballast tanks，艏深压载舱 state-of-the-art，现代的 aftpeak ballast tanks，艉压载舱 EBL electronic bearing line，电子方位线 double hull separation，双层舱体 parallel index line，平行指向线(雷达上) quarters，居住处所 differential GPS navigators，差分GPS main pumps，主货油泵 导航仪 3.船舶的布置 3.1 General arrangement 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 bull is divided up into 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 cargo 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 contains double bottom tanks. These are used for ballast water and fuel. Fig. 1-1-1 is the layout of the general arrangement. 10 The bulk carrier, long recognized as the workhorse of the world merchant fleet, has over the years had its design refined and optimized on the basis of previous successful experience. This provided what many considered to be a relatively uncomplicated and safe structural configuration. Recently, and regrettably with loss of human lives, a series of tragic ship losses has focused the attention of the marine industry and the public on the performance and inherent safety of this ship type. Extensive research and development, principally by the major classification societies, has highlighted the possible causes of the bulk carrier losses and brought about necessary changes to the design and scantlings for new ships. For existing ships, improvements to safety are anticipated through the reinforcement of the aft transverse watertight bulkhead, and the double bottom structure in way, of the foremost cargo hold, the introduction of a more rigorous survey regime and greater attention to operating procedures, particularly during cargo loading and discharge, in order to avoid over stressing of the structure or mechanical damage. Shipbuilders are now aware of the in-service problems with this ship type and, through the application of improved classification rules and more sophisticated hull stress and fatigue analysis techniques, are able to initiate new and improved designs. There is also an onus on the Shipowner / Operator to provide for the highest standards of operation during the ship’s service life. Techniques and tools are being developed to assist the ships’ staff and to provide them with an increased awareness of ship loadings, the magnitude of hull stresses in operation and an improved knowledge of the condition of the condition of the hull structure. The International Maritime Organization (IMO), which expressed its concerns about the continued safety of bulk carriers, set up a Correspondence Group on “Safety of Ships Carrying Solid Bulk Cargoes”. The Correspondence Group was given wide terms of reference and its report thwas considered at the 65 session of the Maritime Safety Committee (MSC) in May 1995. The thCorrespondence Group continued its work and reported its findings to the 66 Session of the MSC. Thereafter the subject was developed by the MSC at subsequent meetings culminating in a SOLAS Conference in November 1997 at which a new SOLAS Chapter XII, Additional Safety Measures for Bulk Carriers, was adopted. As a consequence of a United Kingdom initiative, the IMO is currently considering the possibility of the application of Formal Safety Assessment techniques to the development of ship safety statutory regulations. It must be the aim of all those within the industry to strive for improved safety for this ship type, assisted where appropriate through the application of clear and practical legislation. Bulk 11 carriers designed, built, maintained and operated well are capable of long, safe, trouble-free and profitable service over the intended ship life. The carriage of cargoes in “bulk” first emerged as a major and rapidly expanding sector in the shipping industry following the Second World War. Important industries involved in the manufacture of steel, aluminium and fertilizers looked to foreign suppliers for raw materials. As a consequence a large world fleet of bulk carriers has been built up to service the trade. The principal dry bulk cargoes are the “major bulk” commodities associated with the raw material trades such as iron ore, coal, grain, phosphates and bauxite. The development of the dry bulk carrier hull design has been one of gradual evolution although the currently widely recognized configuration of a single hull ship with double bottom, hopper tanks, single transversely framed side shell, topside tanks and deck hatchways dates back to the early nineteen sixties. At that time ships of deadweights up to 20,000 tonnes were introduced and increased to ships of about 170,000 tonnes deadweight in the nineteen seventies. Today ships of over 250,000 tonnes deadweight are in service with basically the same hull configuration. 〔注释〕 frame, 肋骨 keel plate, 龙骨板 compartment, 舱室，包括货舱和间舱 design and scantlings, 设计与布置 structural configuration, 结构布置 onus,努力 bauxite, 铝钒土 phosphates, 磷酸盐 top rail, 舱口上的导轨 longitudinal side girder of duct keel, 箱 topside tank, 顶边压载舱 型龙骨边纵梁 topside tank sloping bulkhead plating, 顶double bottom tank, 双层底舱 边压载舱底板 duck keel / pipe tunnel, 箱型龙骨/管隧 side shell, 船壳板 inner bottom plating, 内底板 hopper tank sloping plating, 底边压载舱longitudinal girder, 纵梁 底板 bottom shell plating, 双层底板 hopper side tank, 底边压载舱 hopper side girder, 边压载舱纵梁 hatch end coamming, 舱口端围板 bilge strake, 舱舭列板 bulkhead upper stool, 横舱壁上梁 bilge keel, 舱舭龙骨 corrugated hold bulkhead, 波纹横舱壁 stiffener, 加强筋 ballast trunk, 压载管舱 inner bottom longitudinal, 内底板纵梁 bulkhead shedder plate, 横舱壁座板 bilge well, 污水井 fore and aft hatch coamming, 舱口边围bulkhead lower stool, 横舱壁下梁 板 hatch end beam with grain filling holes, hatch coamming bracket, 舱口围板座 舱口端带有谷物漏口的横板 longitudinal bulkhead, 纵向横舱壁 side shell frame upper bracket, 边肋骨顶 deck longitudinal, 甲板纵梁 座 side shell longitudinal, 边板纵梁 side shell frame lower bracket, 边肋骨底 transverse web frame, 横向网状肋骨 座 side shell frames, 边肋骨 tripping bracket, 平衡板 bilge longitudinal, 舭纵梁 non-watertight transverse floor, 非水密 transverse web, 横向网板 横壁板 bottom shell longitudinal, 底纵梁 hopper tank, 底边压载舱 12 3.2 Structure of the cargo hold The structural configurations and arrangements now employed are a consequence of continual optimizing and refining to facilitate easier and quicker cargo loading and discharge, to provide for easier initial construction and to make the ship more deadweight effective by reducing steelweight. Examples of these were the replacement of the traditional web frames in hold spaces by main frames of greater section modulus and the introduction of arrangements whereby the deck and double bottom transverses are not aligned. Deck hatchways were made wider and longer to facilitate access for grabs to the cargo in the holds and this resulted in narrower cross deck strips between hatchways. The use of higher tensile steel has been extended from its previous deck structure application to other parts of the ship, e. g. side shell framing, transverse bulkheads and double bottom. Regulation 27 of the International Load Line Convention permits reduced freeboards provided certain subdivision and floatability criteria are fulfilled and many bulk carriers are designed to take advantage of this. This results in the B-60 reduced freeboard being utilized which requires the floatability of the ship design to be assessed on the basis of flooding in any single compartment. For a Panamax size bulk carrier, this could provide for an increase in the design deadweight of over 3,000 tonnes for a relatively small increase in steelweight. Modern bulk carriers are normally designed to carry a variety of cargoes in order to provide operational flexibility. For cargoes such as coal or grain the ship would have all holds filled with the cargo (homogeneous loading condition) and be down to maximum draught. If heavy cargoes, with a stowage rate of about one third of that for coal were to be carried in the homogeneous condition each hold would only be about one third full. In that condition the ship would have a large metacentric height and a low centre of gravity resulting in a very “stiff” ship. Modern bulk carriers, intended for the carriage of ore, are designed for the carriage of ore cargoes in alternate holds and in larger ships only the odd numbered holds are loaded with ore. The advantages in this are that it is easier to achieve a satisfactory trim on the ship and a reduced time spent in port. However, the disadvantages are that the alternate hold loading pattern greatly increases the stresses in the double bottom structure and the shear forces in the side shell. The double bottom, hopper and topside tanks are arranged for the carriage of water ballast with the double bottom and hopper tank often being inter-connected, by vertical trunks or pipes, with the topside tanks. In such cases the boundaries of the double bottom and hopper tanks are suitably strengthened for the increased pressure head. In addition it is usual to utilize one or two cargo holds for the carriage of water ballast. This is possibility of slamming damage, reduce propeller emergence in adverse weather conditions and cater for air draught problems created by the limited height of cargo loading chutes. If such ballast hold spaces are to be suitable for fillings of less than 100 per cent in seagoing conditions then at the design stage the effects of sloshing loads on the ballast hold boundary structure will require to be taken into consideration. Consideration must also be given to the procedures for exchange of ballast at sea which some National Administrations are now requiring before ships enter their waters. 〔注释〕 traditional web frames, 传统的网板型肋骨 Panamax size bulk carrier, 巴拿马型散货船 section modulus, 剖面系数 operational flesibility, 营运方面的可变性 higher tensile steel, 可拉伸的钢材 homogeneous loading condition, 均匀装载状况 cross deck strips，甲板上的横贯带 metacentric height, 稳心高度 side shell framing, 边板肋骨 “stiff” ship, 稳性很大的船 13 slamming, 拍击(因纵摇而使浪击艏部底板) sloshing load, 摇动拍溅负荷 3.3 The area at risk The hull structure within the cargo area of a bulk carrier can be considered as comprising two barriers; namely, the primary and secondary barrier (see Fig. 1-1-2). The primary barrier is formed by the single skin side shell between topside and hopper tanks, and the cross deck strips, hatch covers and coammings. A failure of the primary barrier would allow water to enter the hold space. The secondary barrier is formed by the vertically corrugated transverse watertight bulkheads and the inner bottom. A failure of the secondary barrier will permit flood water in the h9old to enter the neighhouring hold space. The other areas at risk from damage that could contribute to primary and secondary barrier failure are shown in Fig. 1-1-3. These damages include cracking at hatch corners, buckling of cross deck strips, corrosion and cracking in topside tanks, and grab and bulldozer damage to the inner bottom. 图 1-1-3 舱内易受损的其他部位 The damage scenarios applicable to single side skin bulk carriers assume initial damage to the primary barrier, formed by the shell and hatch covers, followed by the failure of the secondary barrier formed by the double bottom and the transverse bulkheads. Primary barrier failure could occur in one of two ways. The side shell could be damaged or the hatch covers could fail under the 14 pressure from green seas on deck or be swept away, thereby allowing water to enter the hold. The most likely cause of initial side shell failure, other than collision, results from the progressive reduction of support from corroded and fractured side shell frame end bracket connections to topside tanks and hopper tanks. Corrosion of end bracket toes creates a stress concentration with the location being subjected to fatigue loading from the passage of waves along the side shell. This can lead to the growth of fatigue cracks until the end brackets are completely detached from the side shell. Similarly, weld grooving of side frames and brackets can lead to detachment. In each case, loss of secondary support will lead to loss of the side shell and water will enter the hold. One, or a combination of, the following two failure scenarios could then occur. Firstly, the double bottom structure of girders and floors could sustain sufficient damage under the negative buoyancy condition where the double bottom structure is subjected to the cargo loading only. If the transverse floor and longitudinal girder web plating structures, have deteriorated due to corrosion or mechanical damage then shear failure can result and the double bottom may collapse. The loss of the hull girder flange, formed by the double bottom, would invariably lead to the loss of the ship. Secondly, where water enters a loaded hold, the transverse watertight bulkheads are subject to the cargo loading increased by a static head of water equal to the flooded draught and a dynamic effect due to the fluid motion in the hold. If the watertight bulkhead has corroded then plastic collapse, or shear failure of the corrugated bulkhead connection to the lower shelf place, can occur followed by bulkhead failure. With two holds flooded, the ship would in all likelihood sink. One of the major problems is that flooding of a hold space may occur without the knowledge of the crew, particularly in heavy weather conditions where visibility may be minimal and any changes in the response of the ship may be masked by the storm. The influence of flooding No.1 hold on a bulk carrier carrying ore, from a naval architecture point of view, is of course to create a significant trim by the head. It is considered that on a well maintained ship this should be a survivable situation. In the event that flooding progress to the adjacent No.2 hold then the consequent trim can immerse the deck forward and the survivability of the ship under storm condition becomes doubtful. Another is also important and if this is a consequence of transverse watertight bulkhead failure then shock loadings, both in terms of over and under pressures could create a chain reaction involving hatch covers being displaced, bulkheads collapsing, etc., within a few seconds resulting in an almost instantaneous loss of hull buoyancy and the ship sinking. Knowing when the holds are taking in water is, therefore, considered very important. While more typical water detection systems such as float alarms could become damaged during the occasionally onerous cargo handling operation it is considered that the employment of hull stress monitors with appropriately set threshold magnitudes for stress, or variations in stress, could provide a warning of events taking place and therefore provide some time for contingency action. 〔注释〕 cracking, 破裂 end bracket, 底座 buckling, 变弯曲 end bracket toes, 底座座基 grab, 抓斗 weld grooving, 焊槽 bulldozer, 推土机，平舱机 naval architecture, 造船学，船舶原理 scenarios, 情节，详情 threshold magnitudes, 临界值 15 ?1-2 船舶修理单 1 典型修理单 Repair Specification of MV Utopia I. DOCK REPAIR 1) Docking Vessel to be docked for inspection, derusting, painting and other underwater work. The work also includes tug service, line handling and gangway arrangement. 2) General service (1) Shore electric power (AC 380 V 50 Hz 300 A) to be furnished. (2) Cooling water for refrigerators to be connected. (3) Fresh water to be furnished as repuired. (4) Fire line to be connected. (5) Daily garbage to be disposed of 3) Hull cleaning and painting (1) The bottom area from keel to light load line about 2,600 sq. m, including rudder, rudder post, stern frame, to be cleaned with high pressure fresh water. The rusted area about 300 sq. m to be sand-blasted (Grade SA-2), and patched with two coats of bottom primer on the bare metal surface. Then the whole area to be applied with one coat of anti-corrosive paint and one coat of tropical anti-fouling paint. About 50 sq. m in stern part to be applied with anti-galvanic paint instead of A/F. (2) The boottopping strake, from light load line to full load line, about 1,600 sq. m to be cleaned with high pressure fresh water. The rusted area about 500 sq. m to be sand-blasted (Grade 1SA-2/) and patched with two coats of primer and one coat of boottopping green paint on the bare 2 metal surface. Then the whole area to be applied with one coat of boottopping green paint. (3) The topside about 1,200 sq. m to be cleaned with high pressure fresh water. The rusted 1area about 200 sq. m to be sand-blasted (Grade SA-2/) and patched with two coats of primer and 2 one coat light grey paint on the bare metal surface. Then the whole area to be applied with one coat of light grey paint. (4) All draft figures, plimsoll’s marks, ship’s names and port of registry to be repainted twice in original colour. (5) Run off pipes to be connected temporarily for out board scupper (10 pcs in total) during time of painting. (6) All above paints to be supplied by Owner. Each part of the hull should be examined by chief officer and obtain his agreement before each coat being applied. 4) Bottom base line Ship’s bottom base line to be sighted and measured. Three copies of record to be handed over to Chief Officer. 5) Zinc plate 20 pcs zinc plate on rudder, stern frame and ship’s hull to be renewed. (30 mm×150 mm× 300mm) 6) Bottom plug Three bottom drain plugs to be dismantled, examined and refitted. One plug to be renewed. 16 7) Thickness measurement Thickness of shell plate in way of B, C and D strakes to be measured with ultrasonic instrument (50 spots in total). Three copies of record to be delivered to chief officer. 8) Rudder Clearance of rudder bearings to be measured and record to be handed over to chief officer in triplicate. 9) Anchor and chain etc. Both bow anchors (each 4,590 kgs) and chains (dia. 58 mm) of 23 lengths in total to be ranged in dock and repaired as follows: (1) The anchors and chains to be sand-blasted and applied two coats of bitumastic solution (supplied by owner). (2) 25 kenter joining shackles to be dismantled, cleaned, inspected and refitted. (3) 30 loose studs to be tightened up. (4) The first length of both P. & S. anchor chains to be disconnected and connected as the last length. (5) Shackles to be remarked with new seizing wires and red / white paint. Then anchors and chains to be refitted back properly. (6) Both chain lockers to be cleaned. The rusted parts about 80 sq. m in total at the lower half of lockers, from bottom to 2 m above grating, including grating, to be chipped and patched with two coats of bitumastic solution. Then the whole area to be applied with one coat of bitumatic solution. (solution to be supplied by owner) 10) Storm valve 4 sanitary storm valves to be dismantled, cleaned, ground and coated with anti-corrosive paint, then refitted in order. 11) Propeller (dia. 5,200 mm, 4 blades) (1) The propeller to be polished and varnished. (2) One bent blade tip (150 mm × 300 mm) to be faired up in place. 12) Tailshaft (dia. 560 mm) (1) The clearance between the tailshaft and stern tube to be measured before and after repair, records in three copies to be handed over to chief engineer. (2) The propeller to be dismantled. One intermediate shaft and bearing to be removed. The tailshaft to be drawn out for inspection and repair. All removals to be reassembled in order on completion. (3) The tailshaft to be cleaned, measured and magnaflux tested. The brass sleeves on both ends of tailshaft to be skimmed. (4) The lignum vitae of stern tube to be completely renewed. The lignum vitae in bottom half to be cut end way of wood. (5) The stern gland packings to be renewed with yard’s material. 13) Sea chest 4 sea chests and grids to be opened, cleaned, chipped and applied with three coats of anti-corrosive paint (supplied by owner). The zinc anodes (25mm × 100mm × 105 mm, 8 pcs in total) in the chests to be renewed. Then the grids to be refitted with new brass nuts after chief engineer’s inspection. 14) Sea valve and overboard discharge valve 17 The following valves to be opened up, cleaned, ground in or skimmed up if necessary, repacked and reassembled in good order. Interior of valve bodies to be painted with two coats of anti-corrosive paint. Sea valves 9 pcs (dia. 350 mm, 8 pcs; dia. 150 mm, 1 pc) Ovb’d discharge valves 12 pcs (dia. 250 mm, 1 pcs; dia. 60 mm, 11 pc) II. DECK DEPARTMENT 1) Ballast water tank The following tanks to be made rust free, wirebrushed, cleaned and applied with two coats of special ballast tank paint (supplied by owner). The manhole bolts and packings to be renewed if any damage being found. After completion, hydro-static test to be carried out in dock: Forepeak tank 280 cu. m No.24 deep tank 180 cu. m No.4 double bottom tank 80 cu. m 2) Fresh water tank The following fresh water tanks to be cleaned, loose cement (about 20% of whole area) to be scraped out, the rust parts (about 30% of whole area) to be derusted by chipping. Then whole area to be washed and cemented 3 times. The tanks to be softened with dry ice. Manhole bolts and packings to be renewed if any damage being found: Afterpeak tank 180 cu. m No.2 & 3 double bottom tanks 120 cu. m each 3) Hold bottom ceilings The defective bottom wooden ceiling boards under the hatch way of holds No.2 & 3 to be renewed (60 mm × 160 mm, 300 m in total). The tank top plates under renewed ceilings to be made rust free by chipping and applied with two coats of red lead paint. (paint supplied by Owner) 4) Cargo batten The defective and missing cargo batten boards (50mm × 150mm, about 300 m in total) to be renewed. 150 pcs cleat to be renewed and 80 bent cleats to be faired up. 5) Ladder in cargo hold 20 bent steps of ladder (breadth 370 mm) to be straightened up in place. 10 fractured steps to be renewed. 6) Hatch coamming The wire grooving on the hatch coamming to be welded up and smoothed. No.3 hatch 35 pcs No.4 hatch 40 pcs 7) Cargo lashing ring The following lashing rings to be made and fitted according to Chief Officer’s instruction: Tween deck on BHD 20 pcs Tween deck on frame 50 pcs Lower hold on BHD 40 pcs Lower hold on frame 60pcs 8) Hatch cover The mac-gregor single pull hatch covers (8 pcs in total) at hatch No.3 (15 m × 8 m) to be repaired as follows: 18 (1) The rubber packings to be renewed total about 80 m long according to chief officer’s instruction. Packing grooves to be chipped and painted with two coats of red lead paint. (2) Rusted water way of covers about 40 m in length to be chipped, brushed and applied three coats of red lead paint and two coats grey paint. (paint supplied by owner) (3) 4 eccentric rollers to be renewed. (4) 10 top wedges to be renewed. (5) 4 lenghts of towing chain between two covers to be renewed. (6) Watertight test to be carried out to chief officer’s satisfaction. 9) Wooden hatch cover on tween deck New wooden hatch boards to be supplied as follows: 30 pcs 75 mm × 430 mm × 1,550 mm 20 pcs75 mm × 430 mm × 2,200 mm Remarks: (1) Both ends of the boards to be covered with galvanized steel plate. (2) The bolts and nuts to be galvanized. 10) Hold painting No.2 & 3 lower holds and tween decks (hold length 24 m each) to be thoroughly washed down with high pressure fresh water, rusted area about 300 sq. m in total to be scraped and two coats of primer and one coat of surface paint of original colour to be applied, then the whole area (including bulkhead, shell, frame, deck and pipes) to be applied one coat of surface paint of original colour (paint supplied by owner). 11) Hull construction (1) The dented hull plate in hold No.3 post side (about 200 mm×350mm) to be faired up in place. The bent part of starboard frame No.102 (12 mm×300 mm / 16 mm×16 mm, 500 mm in length) to be cropped and renewed. (2) The seriously deformed bulkhead plate (12 mm×500 mm×800 mm) between No.4 and No.3 holds to be renewed. (3) One doubling plate (10 mm×300 mm×400 mm) to be patched on bulkhead in hold No.2. 12) Watertight door 10 watertight doors on main deck to be removed, repaired, refitted and watertight tested as follows: (1) All sponge rubber packings (15.5 mm×35 mm, 45 m length in total) to be renewed. (2) Packing grooves to be chipped and painted with two coats of red lead paint. (paint supplied by owner) (3) Packing groove coamming to be renewed partly (4.5 mm×20mm, 15 m in lenght). 13) Cargo gear Two pairs 3 / 5 tons derrick at hatches No.1 after port & stb’d and No.2 fore port & stb’d, two pairs 3 /10 tons derrick at hatch No.2 after port & stb’d and hatch No.3 fore port & stb’d to be repaired as follows: (1) 8 goose necks, 8 topping lift blocks, 8 cargo blocks, and 8 heel blocks to be dismantled, overhauled, measured, well greased, painted and repaired if necessary, then reassembled in order. (2) 2 topping lift wires of 3 /10 tons derricks to be renewed with yard’s material (dia. 22.5 mm, 110 m in length) (3) The derricks load test to be carried out according to rule (6.25 tons for single boom of 3 / 5 tons derrick, 12.5 tons for single boom of 3 / 10 tons derrick). 19 (4) All measuring records and load test reports to be handed over to chief officer in three copies. 14) Heavy derrick One set of “Stulcken” type heavy derrick S.W.L. 60 tons, length 20 m, located between hatches No.2 & 3 to be repaired as follows: (1)The derrick to be laid down on deck, cargo blocks, span tackles, guide rollers and all moving parts of derrick to be dismantled, cleaned and greased with special grease. (2) Gooseneck to be dismantled, examined and measured. Ball bearing and glands in the socket of gooseneck to be cleaned, examined, repaired or renewed if necessary, greased and refitted. (3) Turning accessories on the posts to be dismantled, examined, cleaned, greased, repaired if necessary and refitted. (4) All cargo wires and topping lift wires to be wirebrushed, cleaned, examined and greased. (5) 66 tons load test to be carried out according to rule. All measures and test records to be handed over to chief officer in three copies. 15) Deck covering (1) The defective wooden deck on bridge deck to be renewed partly with pine wood planks about 200 m in total (60 mm in thickness, 125 mm in breadth). The new wooden decks to be caulked with rubber. The steel deck plate to be chipped to bare metal and applied two coats of bitumastic solution (supplied by owner). About 600 m other caulking seams of asphalt and oakum on bridge deck (except above mentioned renewals) to be removed and recaulked with rubber. (2) The cracked or dented deck composition on boat deck to be renewed about 20 sq. m (25 mm in thickness) (3) The broken floor tiles about 5 sq. m in galley and W.C. to be renewed. (4) The broken plastic tiles in crew’s cabines, mess room and alleyway to be renewed, about 30 sq. m in total. (Quote separate price for each item) 16) CO fire extinguishing system 2 (1) 120 CO bottles to be checked for liquid level and certificates to be issued. 2 3 empty bottles (45 kg type) to be recharged. (2) Smoke detecting pipe lines to be cleaned and leakage tested by air-blowing. Smoke test to be carried out. (3) Smoke detectors to be examined and repaired if necessary. 17) Life boat and davit (1) Life boat No.2 (fiberglass boat, 65 persons) to be removed. One broken hole (size 50 mm ×150 mm) at bow to be repaired. (2) All sheaves and rollers of life boat davit to be overhauled, cleaned, greased and reassembled. (3) All brake linings and bands of life boat winch to be renewed. 18) Life raft Two sets of 12 persons inflatable life raft to be removed to service station, opened up, inspected, renewed equipment as found necessary, repacked and replaced in position. Certificate of inspection to be delivered to chief officer in triplicate. 19) Piping work (1) Deck fire pipe (dia. 80 mm, gal. steel pipe) at port side to be renewed partly about 20 m in 20 length. (2) Corroded compressed air pipe for typhoon along mast to be renewed partly about 5 m in length (dia. 32 mm) (3) Deck compressed air pipe for domestic use to be partly renewed (dia. 25 mm, 10 m length). (4) Scupper pipes at port and stb’d of first mast house to be renewed (dia. 80 mm, 18 m length in total with 2 bends). (5) One chocked bilge sounding pipe in hold No.2 to be made free. 20) Provision refrigerating chamber All “P” rubber packings of doors of meat, fish, fruit, vegetable chambers and lobby to be renewed (dia. 10 mm, 800 mm×1,800 mm total 5 doors). 21) Accommodation work (1) One section of fresh water pipe (dia. 25 mm×4 m) and one stop valve (dia. 25 mm) in crew’s bathroom to be renewed. (2) The clogged scupper pipe (dia. 40 mm) in officer’s bath room to be freed up. (3) The broken toilet bowl in captain’s bath room to be renewed. (4) Three toilet mirrors (size 300 mm×400 mm) in crew’s bath room to be renewed. (5) Three pcs of side scuttle glass in crew’s cabins to be renewed (dia. 313 mm, thickness 9 mm, toughened glass). (6) Two pcs of window glass in wheel house to be renewed (6 mm×866mm×586 mm, toughened glass). (7) One wooden sliding door in way of wheel house stb’d to be renewed (size 800 mm×2,000 mm). ,译文, “永乐”轮修理单 I( 坞修 1)进坞 船舶进坞检查、除锈、油漆及进行了其他水线下工程，包括使用拖船、带缆及装设舷梯。 2)一般服务 (1)供应岸电(AC 380 V，50 Hz，300 A); (2)接通冰机冷却水; (3)按要求供应淡水; (4)接通消防用水; (5)清除垃圾。 3)船体清洁和油漆 2(1)自龙骨到轻载水线之间船底部分，包括舵、舵柱、艉架，大约2600m，用高压淡 2水清洁。锈蚀部分约300 m喷砂(等级SA-2)，在出白部分涂船底漆2度，然后全部面积 2统涂防锈漆1度，热带防污漆1度。艉部约50 m涂电解漆代防污漆。 2(2)从轻载水线到重载水线间的船壳外板约1600 m，用高压淡水清洁。锈蚀部分约 2500 m喷砂(等级SA-2?)，出白处涂2度底漆，1度水线绿漆，然后全部面积统涂水线绿 漆1度。 22(3)水线以上舷侧板约1200 m，用高压淡水清洁，锈蚀部分约200 m喷砂(等级SA-2?)，出白表面涂2度底漆，1度浅灰漆，然后全部面积统涂浅灰漆1度。 21 (4)所有水尺、载重线标志、船名、船籍港字涂2度原色漆。 (5)油漆时，舷侧出水孔(共10处)接临时疏水管。 (6)上述油漆全部由船舶所有人供应。船体各部分需大副检查并经其许可后，方可涂 漆。 4)船底基线 船底基线望光检查测量，一式三份交大副。 5)锌板 船体、舵及艉架上的锌板(30mm×150mm×300mm)20块换新。 6)船底塞 船底放水旋塞3只，拆卸检查并修复，1只换新。 7)测厚 船壳B、C及D列板用超声仪测厚(共50个测点)，记录一式三份交大副。 8)舵 测量舵轴承间隙，记录一式三份交大副。 9)锚、锚链及其他 艏锚2只(每只4590kg)及锚链(直径58mm)共23节，松出放坞底。修理工程如下: (1)锚及锚链喷砂，涂水罗松2度(船舶所有人供应)。 (2)25只连接环拆开、清洁、检查并修复。 (3)30只已松的撑挡复紧。 (4)左右锚链第一节拆下换装成最后一节。 (5)连接环用新钢丝绑扎并涂以红白漆做标志，然后将锚及锚链装妥。 2(6)左右锚链舱清洁。锚链舱下半部即从舱底到格栅以上2米处包括格栅，共约80 m 的锈蚀部分敲铲并涂水罗松2度，然后所有面积涂水罗松1度(水罗松由船舶所有人供应)。 10)风浪阀 4只卫生风浪阀拆卸、清洁、研磨并涂防锈漆，然后装妥。 11)螺旋桨(直径5200mm,4叶) (1)螺旋桨抛光并涂凡立水。 (2)一片桨叶(150mm×300mm)的端部弯曲，就地矫正。 12)艉轴(直径560mm) (1)在修理前后测量艉管间隙，记录一式三份交轮机长。 (2)螺旋桨拆下，一节中间轴及轴承移开，艉轴抽出检查和修理。完工后所有拆出之 部件装妥。 (3)艉轴清洁、测量并磁性探伤，艉轴前后端铜套光车。 (4)艉轴管铁梨木全部换新，下半部用铁梨木根。 (5)艉轴格兰填料换新，由船厂供给材料。 13)海底阀箱 4只海底阀箱及格板拆开、清洁、敲铲、涂防锈漆3度(船舶所有人供应)，阀箱锌板 换新(25mm×100mm×105mm，共8块)。轮机长检查合格后用新铜螺母装复。 14)海底阀及出海阀 下列各阀拆开、清洁、研磨，必要时光车，之后装妥，阀体内部涂2度防锈漆。 海底阀 9只(直径350mm，8只;直径150mm，1只) 出海阀 12只(直径250mm，1只;直径60mm，11只)II(甲板部分 1)压载水舱 22 下列水舱除锈、钢丝刷清刷、清洁，涂特种压载水舱漆2度(船舶所有人供应)。人孔 螺栓及衬垫有坏换新，完工后在坞中进行灌水试验: 2 艏尖舱 280m 2No.24 深舱 180m 2No.4 双层底舱 80m 2)淡水舱 下列淡水舱清洁，铲去松脱的水泥(约为总面积的20%)，有锈部分(约为总面积的30%) 敲铲除锈，然后水洗并刷水泥3度。水舱用干冰软化处理。人孔螺栓及衬垫有坏换新: 2艉尖舱 180m 2No.2及No.3双层底舱 各120m 3)货舱舱底板 No.2及No.3货舱舱口下损坏的木质舱底板换新(60mm厚×160mm宽，总长300m)， 新换木板下的舱底钢板敲铲除锈，并涂2度红丹漆(由船舶所有人供应)。 4)货舱护肋木 破损及短缺的货舱护肋木(50mm×150mm，共约300 m长)换新。150只护肋木卡钩 换新。另80只弯曲的卡钩矫形。 5)货舱梯 20根弯曲的舱梯踏步(宽370mm)就地矫直。另10根换新。 6)舱口围壁 舱口围壁上的钢丝绳拉槽焊补并磨顺。 No.3货舱 35处 No.4货舱 40处 7)绑货令圈 下列绑货令圈新做并按大副指定的位置装妥: 二层舱隔舱壁上 20个 二层舱肋骨上 50个 底舱隔舱壁上 40个 底舱肋骨上 60个 8)舱盖 第三舱Mac-gregor单拖式舱盖(共8块，舱口尺寸15m×8m)修理工程如下: (1)橡皮填料共约80m长，按大副指示换新，填料槽敲铲除锈并涂红丹漆2度。 (2)锈蚀的舱盖流水槽约40m长，敲铲、清刷、涂红丹漆2度，灰漆2度(油漆由船 舶所有人供应)。 (3)4只偏心滚轮换新。 (4)舱盖固定楔10支换新。 (5)4节盖板间拖链换新。 (6)进行水密试验，达到大副满意。 9)二层舱木质舱盖 供给新木质舱盖板如下: 75mm×430mm×1550mm 30块 75mm×430mm×2200mm 20块 注:(1)舱盖板两端须用镀锌钢条包好;(2)螺栓及螺母应镀锌。 10)货舱涂漆 2No.2和No.3底舱及二层舱(各舱长度24m)，全部高压淡水冲洗，锈蚀部分共约300 m 23 刮铲，涂2度底漆，1度面漆，然后全部面积(包括舱壁、壳板、肋骨、甲板及管系)统涂1度原色面漆(油漆由船舶所有人供应)。 11)船体结构 (1)No.3舱左舷船壳板凹入部分(约200mm×350mm)就地矫平。右舷102号肋骨弯曲(12mm×300mm / 16mm×160mm，500mm长)割换。 (2)No.3与No.4货舱间隔壁严重变形处割换(12mm×500mm×800mm); (3)No.2货舱舱壁补钢板1块(10mm×300mm×400mm)。 12)水密门 10只主甲板水密门拆下，修后装复并水密试验: (1)所有多孔橡皮填料换新(15.5mm×35mm，总长45 m)。 (2)填料槽敲铲并涂红丹漆2度(船舶所有人供应)。 (3)填料槽围板局部割换(4.5mm×20mm，总长15 m)。 13)装卸设备 No.1货舱后左右及No.2货舱前左右3t / 5t吊杆2对，No.2货舱后左右及No.3货舱前左右3t / 10t吊杆2对，修理如下: (1)8只鹅颈销、8只千斤索滑车、8只吊货滑车、8只根部滑车解体、检查、测量、加油、涂漆、有坏修理，然后装妥。 (2)2根3t/10t吊杆的千斤索(直径22.5mm、长110m)换新，材料由厂方供应。 (3)按进行负荷试验(3t/5t单杆试验6.25t，3t/10t单杆试验12.5t)。 (4)全部测量记录及负荷试验报告一式三份交大副。 14)重吊 “Stulcken”型重吊杆1台，安全负荷60t，吊杆长20 m，位于No.2和No.3货舱之间，修理如下: (1)吊杆放置甲板上，吊货滑车、调节跨幅复式滑车、导轮及吊货杆上所有活动部件拆开、清洁、加优质润滑脂。 (2)鹅颈销拆开、检查、测量。鹅颈销承套中的球轴承及格兰清洁、检查，必要时修理或换新，加牛油后装妥。 (3)桅上旋转部件拆开、检查、清洁，必要时修理或换新。 (4)所有吊货索、千斤索刷净、清洁、检查并涂油。 (5)按规范以66t负荷进行试验，所有测量及试验记录一式三份交大副。 15)甲板覆盖层 (1)损坏的桥楼木甲板部分换新，材料用松木，总长约200m(60mm厚×125mm宽)，新木甲板用橡皮捻缝。铁甲板敲铲出白涂水罗松2度(船舶所有人供应)。桥楼甲板上其余用沥青麻丝捻缝的木甲板缝挖出(上述换新处除外)，用橡皮重新捻缝。 2(2)艇甲板上已裂缝或碰坏的甲板下敷料约20 m换新(25mm厚)。 2(3)厕所及厨房间损坏的瓷砖共约5 m换新。 2(4)船员餐厅、舱室及走廊损坏的塑料地板方块总计30 m换新(每项分别估价)。 16)CO消防系统 2 (1)120个CO钢瓶测量液面高度并发给证书。3个空瓶充气(45kg型)。 2 (2)烟气探测管系用压缩空气吹扫清洁试漏，并进行烟气试验。 (3)烟气探测器检查，必要时修理。 17)救生艇及吊柱 (1)二号救生艇(玻璃钢65人艇)拆下，艏部破洞处(50mm×150mm)修理。 (2)所有救生艇吊柱、滚轮、滑车、拆检、清洁、加油并装妥。 24 (3)救生艇吊机所有刹车带及刹车片换新。 18)救生筏 2只12人气胀式救生筏送专业服务站，打开检查，必要时换新装备品，封妥装复原位， 检查证书一式三份交大副。 19)管系 (1)左舷甲板消防管(直径80mm镀锌钢管)部分换新，约20 m。 (2)桅上汽笛压缩空气管部分换新约5 m(直径32mm)。 (3)甲板日用压缩空气管部分换新(直径25 mm、长10 m)。 (4)第一桅房左右排水管换新(直径80 mm，共长18 m，带两弯头)。 (5)No.2舱测深管堵塞清通。 20)伙食冷库 所有肉间、鱼间、水果间、菜间及走廊各门上的“P”形橡皮填料换新(直径10 mm， 共5扇门，800mm×1800mm)。 21)居住舱室工程 (1)船员浴室淡水管一段(直径25mm×4m)及一只截止阀(直径25mm)换新。 (2)大副浴室堵塞的排水管(直径40mm)清通。 (3)船长浴室破碎的马桶换新。 (4)船员浴室镜子3块换新(300mm×400mm)。 (5)船员住房舷窗3块玻璃换新(直径313mm，厚9 mm钢化玻璃)。 (6)驾驶室前窗2块玻璃换新(6mm×866mm×586mm，钢化玻璃)。 (7)驾驶室右舷木质滑动门换新(800mm×2000mm) 2 关于修理单的说明 2.1 主要生词与短语 grade, 等级 fair up, 矫正，使表面平顺 prime, 底漆 tailshaft, 艉轴 SA sand-area, 喷砂面 shaft, 轴 anti-fouling, 防污 bearing, 轴承 anti-galvanic, 电解 draw out, 抽出 A/F anti-fouling, 防污 grid, 格子，格板 boottopping, 水线间船壳 anode, 阳极 strake, 列板 brass nut, 铜螺母 sand-blast, 喷砂 grind, 磨光 topside, 干舷 skim up, 光车 plimsoll’s mark, 水线圈，保险圈，载重wire brush, 钢丝刷，清刷 标志圈 manhole, 人孔 zinc, 锌 bolt, 门螺栓 dismantle, 拆除，拆卸 packing, 衬垫 in triplicate, 一式三份 hydro-static, 流体静力(学)的，灌水的 bitumastic, 沥青的 scrape out, 铲去 kenter joining shackle, 连接环(用于锚cement, 水泥，用水泥涂 链上) red lead paint, 红丹漆 stud, 螺栓，撑挡 batten, 条板 varnish, 涂凡立水 cleat, 系索耳，卡钩 25 coamming, 舱口栏板，围板 caulk, 捻缝 weld up, 焊接 seam, 缝隙 wedge, 楔 oakum, 麻絮 galvanize,电镀 composition, 混合物 bulkhead, 舱壁 tile, 瓷砖 surface paint, 面漆 alleyway, 走廊 crop, 剪去，割掉 recharge, 再装，充气 sponge, 多孔塑料 air-blowing, 空气吹扫 gear, 船具，工具 davit, 吊柱，吊杆 overhaul, 详细检查 fiberglass, 玻璃钢 grease, 润滑脂 sheave, 滑车轮 boom, 吊杆 brake lining, 刹车带 span tackle, 调节跨幅复式滑车 winch, 绞车，起货机 guide roller, 导轮 corrode, 腐蚀 ball bearing, 球轴承 scupper, 排水孔 gland, 密封套，填料盖 bilge, 船(船底和船侧间)弯曲部分 socket, 插座，套节 stop valve, 截止阀 turning accessory, 旋转附件 scuttle, 舷窗 topping lift wire, 千斤索 clog, 阻塞 2.2 修理单的种类 进行船舶修理时，通常由船方编制修理单。按照船舶修理类别，修理单分成: Maintenance Examination List 保养修理单 Average Repair List 海损修理单 Extensive Repair List 检修修理单 Voyage Repair List 航次修理单 Annual Repair List 岁修修理单 岁修修理单的编写通常最为复杂，一般由坞修与船体工程、甲板设备工程、机械设备工 程及电气工程四大部分组成。有关修理项目均按所属修理工程编号。由于机械设备工程和电 气工程的修理项目分别由大管轮和电机员主持编制，这里主要介绍大副主持制定的坞修与船 体工程和甲板设备工程修理单的编制。 2.3 修理单的结构 1. Dock Repair 坞修 101. Docking 入坞 102. General service (厂方提供的)服务 103. Hull cleaning and painting 船体清洁与油漆 104. Bottom base line 船底基线 105. Zinc plate 锌板 106. Bottom plug 船底阀 107. Thickness measurement 测厚 108. Rudder 舵 109. Anchor and chain 锚与锚链 110. Storm valve 111. Propeller 26 112. Tailshaft 螺旋桨 113. Sea chest 艉轴 114. Sea valve and overboard discharge valve 海底阀箱 风浪阀 通海阀与出海阀 2. Deck Department 甲板设备 201. Ballast water tank 压载水舱 202. Fresh water tank 淡水舱 203. Holds 货舱 204. Hatch cover and hatch coamming 舱盖与舱口围壁 205. Watertight work 水密设备 206. Cargo gear 装卸设备 207. Heavy derrick 重吊 208. Deck and painting 甲板及油漆 209. Fire extinguishing system 消防系统 210. Ironsmith 铁工(工程) 211. Carpentry 木工(工程) 2.4 修理单中的语言特点 2.4.1 用过去分词表示损坏状况 就编制修理单面言，“损坏”这一动作已经发生或在过去发生，因而应用过去式句子。这里将动词be的过去式省略，直接加动词的过去分词。例如: Two topping lift blocks for cargo boom, damaged, to be renewed. 吊杆上2只千斤索的滑车损坏，应换新。 Gangway roller broken, to be repaired. 滑梯滚轮损坏，应进行修理。 The universal fairleader on poop deck jammed, to be regreased and freed up. 艉楼上的方向导缆器卡住了，应加油活络。 2.4.2 用动词不定式表示应进行的修理 在编制修理单中，拟进行的修理是“未来的按应进行的动作”，用动词be接不定式表示。例如: Guide hole protecting net of bow thruster to be dismantled, inside of hole to be cleaned and derusted. 艏侧推器的导孔防护网应拆检，孔内应进行清洗和除锈。 Floor ceiling to be renewed partly. 底舱底板应部分换新。 Rusted area to be touched up with 2 coats of primer and 1 coat of surface paint in original colour. 锈蚀区域应涂2度底漆及1度与原漆同色的面漆。 2.4.3修理中所彩的方法用by表示 各种修理方法，如chipping, scaling, welding, scraping等，接在by之后，作状语。例如: The rusted parts to be derusted by chipping. 锈蚀部分应用敲铲的方法除锈。 The ceiling board of No.3 hold to be mended by replacing the damaged part about 8 sq. m. 23号舱底板应挖补约8m。 The hatch moulding of No.2 hatch excessively worn down, to be built up by welding and chipped smooth for the weld marks. 2号舱口护缘过度磨损，需堆焊，焊疤批平。 2.4.4 修理中所使用的工具、原料、设备等用with表示 修理中所使用的各种工具、原料、设备等，如high pressure water, paint, dry ice, grease, rubber等，接在with之后，作状语。例如: 27 About 600 m caulking seams of asphalt and oakum on bridge deck to be removed and recaulked with rubber. 驾驶台甲板上约600m长的沥青麻丝捻缝应挖出，并用橡胶重捻。 Packing grooves to be chipped and painted with two coats of red lead paint. 填料槽应予以敲铲，并涂2度红丹漆。 The whole area to be applied with one coat of bitumastic solution. 整个区域应涂1度水罗松。 2.4.5 修理单中使用的被动结构 船舶编制的修理单，动词一般都采用被动语态。常见的动词被动语态有以下几种结构: ? 带情态动词的被动结构 The hull should be thoroughly washed down with high pressure fresh water. 船体应用高压淡水做彻底冲洗。 All bottom plugs must be covered over with cement wash before undocking. 出坞之前，所有船底塞必须搪妥水泥。 ? 短语动词的被动结构 动词常和某些其他词类用在一起，构成固定词组，形成短语动词。这些短语动词在意义上常相当于及物动词，所以也有被动语态。 The record of measurement to be handed over in triplicate to the vessel. 测量记录要一式三份交船。 The derrick load test to be carried out in the presence of surveyor and chief officer. 在验船师和大副在场时进行吊杆负荷试验。 ? To be +动词过去式及带不定式的被动结构前面已经提过，这里不再展开。 2.5 一些船体构件的名称 bottom area (船体)底部 cut end way of wood 竖纹木，根木 bottopping strake 变水线区 stern gland packing 艉轴格兰填料 topside (船体)干舷部 sea chest 海底阀箱 rudder post 舵杆 ballast water tank 压载舱 rudder bearing 舵轴承 fresh water tank 淡水舱 stern frame 艉架 deep tank 深舱 draft figure 水尺读数 double bottom tank 双层底舱 plimsoll’s mark 载重线标志 man hole 人孔 run off pipe 排水管 hold bottom ceiling 舱底护板 scupper 疏水管 tank top plate 舱底钢板 bottom base line 船底基线 cargo batten 舱内护板 zinc plate 锌板 rubber packing 橡胶填料 bottom plug 船底塞 packing groove 垫槽 shell plate 船壳板 doubling plate 覆板 strake 列板 sponge rubber packing 多孔橡皮填料 joining shackle 连接环 goose neck 鹅颈销 storm valve 风浪阀 top lift wire 千斤索 tailshaft 艉轴 cargo block 吊货滑车 stern tube 艉管 span tackle 调节跨幅复式滑车 brass sleeve 铜套 guide roller 导轮 lignum vitae 铁梨木 ball bearing 球轴承 28 eccentric roller 偏心滚轮 sheave 滚轮 gland 格兰，压盖，填料盖 roller 滑车 socket of goose neck 鹅颈销承套 brake linings and bands 刹车带与刹车片 floor tile 地砖 inflatable life craft 气胀式救生筏 asphalt and oakum 沥青与麻丝 scuttle glass 舷窗玻璃 2.6 有关损坏的术语 damaged 损坏的 blocked 堵塞的 deformed 变形的 stopped 堵塞的 deflected 偏斜的 blinded off 堵死的 bent 弯曲的 plugged 堵塞的 twisted 扭弯的 stuck 咬住的，粘住的 dented 凹陷的 jammed 卡住的 rifted 裂开的，断裂的 loose 松动的 cracked 龟裂的，爆裂的 peeled off 剥落的 split 裂开的，裂缝的 scaled off 剥落的，脱落的 chapped 龟裂的 cracked on the welding 脱焊的 broken 断损的，破裂的 warped 翘起的 fractured 断裂的 leaked 渗漏的 rent 裂缝的 lightened 变轻的 worn down 磨损的 seized up 失灵的，轧住的 worn away 磨蚀的 ineffective 失效的，失灵的 rusted out 锈坏的 missed 失落的 pitted 点蚀的 lost 遗失的 choked 阻塞的 inclined 倾斜的 rotted away 烂掉的 defective 有缺欠的 2.7 有关修理的术语 2.7.1 Cleaning (清洁) to be cleaned 清洁 to be disposed of 处理，除掉，清除 to be cleaned down 刷干净 to be taken out 取出，吊出，抽出 to be cleaned out 除掉，把„„打扫干净 to be taken off 拿掉，去掉，拆出 to be cleaned up清理，把„„打扫干净 to be blown 吹 to be cleared 清除，扫除 to be drained out 放掉，放出 to be cleared away 把„„清除掉 to be brushed away (off) 刷掉 to be washed 冲洗 to be brushed up 擦亮，刷新 to be washed down 洗掉，冲去 to be dredged 疏通 to be scaled 除垢，除锈，刮去 to be unstopped 疏通 to be removed 清除，去掉，移开 to be scrubbed 擦洗，擦净，擦掉 to be digged out 挖掉 2.7.2 Derusting (除锈) to be derusted 除锈 to be sand-blasted 喷砂除锈 to be water-blasted冲水除锈 to be grit-blasted 喷砂除锈 to be sand-washed 砂洗除锈 to be chipped and scraped 敲铲 29 to be scraped (off away out) 铲掉，刮掉，to be hard scraped 重铲 擦掉 to be knocked off 敲掉to be scaled 除锈 2.7.3 Painting (油漆) to be painted 油，涂，漆 to be sprayed 喷(漆) to be coated 涂上 to be spread 涂，敷，搪 to be covered 覆盖 to be painted overall 统油to be touched up 补油，补漆 2.7.4 Cropping and repairing (割除和修补) to be repaired 修理，修复 下修复后再装上 to be overhauled 拆修，检修 to be straightened 矫直 to be remedied 修补，修缮 to be reinforced 加强，加固 to be trimmed 整修，整理 to be lined up 矫正 to be mended 修补 to be rectified 矫正 to be renovated 修复，修理，整修 to be freed up 活络 to be reconditioned 修复，修理，修整 to be regreased 加油(牛油) to be restored 修复，修建 to be oiled 加油(机油) to be patched 修补 to be floored 铺设地板 to be mended by replacing the damaged to be laid 铺上 part 挖补 to be wrapped 包上 to be patched up with a plate 覆板修补，to be recovered 重新包扎 覆补 to be packed 填上 to be cut off 割除，切割 to be repacked 重填 to be cropped off 割换 to be exuded 放出 to be refitted 整修，改装 to be refilled 重装，重灌 to be renewed 换新 to be recharged 重充，重灌 to be replaced 更换 to be lengthened 加长 to be faired up 矫形，平顺 to be widened 加宽 to be faired off 拆下拷顺 to be shortened 缩短 to be faired on 矫平 to be caulked 捻缝 to be removed faired and refitted 取下修to be mortared 涂抹(用灰浆、胶泥) 复后再装上 to be daubed 涂抹to be cropped faired and refitted 部分取 2.7.5 Weld and heat treatment (焊接与热处理) to be welded 焊接 to be annealed 退火 to be rewelded 重焊 to be normalized 煨火，正火 to be built up by welding 堆焊 to be quenched 淬火 to be plug-welded 塞焊 to be treated by tempering 回火处理 to be patched up by welding 焊补 to be treated by annealing 退火处理 to be rewelded in order 重新焊妥 to be treated by normalizing 煨火处理 to be veed out and welded 开V形槽焊接 to be heated and rectified 加热矫正 to be tempered 回火 to be heated and straightened 加热矫直2.7.6 Working and dressing (加工和修整) to be dressed smooth 整平 to be chipped smooth 削平，铲平，批平 30 to be chiseled 凿光 修，锤整 to be filed up 锉光 to be machined 光车 to be planed smooth 刨平 to be ground 研磨，磨光，打磨 to be flushed 嵌平 to be scraped and ground 拂磨 to be floated 抹平 to be skimmed up 修光，把„磨去 to be filed off 挫掉 to be scraped smooth 拂平 to be chipped off 削掉，铲掉 to be moulded 浇铸 to be burnished 抛光 to be newly moulded 新铸 to be polished 上光，罩光 to be forged 锻造 to be subjected to hammer dressing 锤to be fabricated 配制2.7.7 Dismounting and mounting(拆卸与安装) to be dismantled 拆卸 to be mounted 装上 to be dismounted 卸下，拆卸 to be assembled 安装 to be disassembled 拆开，解体 to be reinstalled 重装 to be disconnected 脱开，拆开 to be reassembled 重装 to be ranged 排列 to be refitted 重装 to be taken down 拆卸，拆掉 to be closed 关闭，封闭 to be taken apart 拆开 to be secured 关紧 to be removed 拆除，移开 to be fastened up 扣紧，拴牢，关紧 to be lifted out 吊出 to be tightened up 上紧，拧紧 to be extracted out 拔出，抽出 to be retightened up 重新上紧 to be opened 打开 to be screwed off 旋开 to be drawn out 退出，抽出，拔出 to be screwed in 旋进，旋紧 to be freshened 换位 to be fixed 安装，装配 to be dismounted by jacking up 顶高卸下 to be rigged up (out) 装配 to be dismounted by hoisting up 吊高卸下 to be sealed in order 封妥 to be lowered 放下，降下 to be connected 连接to be connected by means of rivets 用铆to be punched and riveted 冲孔铆接 钉连接 to be restowed 重新堆装 to be connected by means of screw 用螺to be recovered with asbestos cloth 重包 丝连接 石棉布 to be connected by means of flange 用法to be re-paved 重搪，重铺 兰连接 2.7.8 Examination and measurement (检查与测量) to be inspected 检查 to be measured 测量 to be examined 检查 to be taken by measuring 测取 to be surveyed 检验 to be measured for clearance 测量间隙 to be re-inspected 重新检查 to be explored for explosion 测爆 to be rechecked 重新核对 to be calibrated 矫准 to be detected for leakage 查漏 to be re-calibrated 重新矫准 to be tested for leakage 试漏 to be weighed 称重 to be checked by weighing 过秤核对重量to be tracked down for leakage 测漏 2.7.9 Test (试验) to be subjected to a W/T test 做水密试验 to be subjected to an airtight test 做气密试验 31 to be subjected to a hose test 做冲水试验 倾斜试验 to be tested by hydraulic pressure 做液inertia trial to be performed 做冲程试验 turning trial to be carried out 做旋回试验 压试验 to be tested by sighting 做望光试验 trial trip to be carried out 做试航 tension test to be made 做拉力试验 speed trial to be applied 做测速 effectiveness test to be made 做效用试验 dynamic load test to be applied 做支负 operation test to be put on 做操作试验 荷吊重试验 pressure test to be put on 做压力试验 static load test to be applied 做静负荷吊 heeling experiment to be performed 做重试验 3 阅读与理解 “新华”轮修船单 1. The bottom area from keel to light load line about 1,800 sq. m including rudder, rudder post to be cleaned with high pressure fresh water. 2. The rusted area about 160 sq. m to be sand-blasted (SA-2?) and patched with two coats of bottom primer on the bare metal surface. 3. 2 topping lift wires of 3/10 tons derricks to be renewed with yard’s material (dia. 22.5 mm, 110 m in length). 4. 10 watertight doors on main deck to be removed, repaired, refitted and watertight tested. 5. Two pieces of window glass in wheel house to be renewed (6 mm×866 mm×586 mm). 6. The broken plastic tiles in crew’s cabins, mess room and alleyway to be renewed about 30 sq. m in total. 7. A set of 12 persons inflatable life raft to be removed to service station, opened up, inspected, renewed equipments as found necessary, repacked and replaced in position. Certificate of inspection to be delivered to chief officer in triplicate. 8. Turning accessories on the posts to be dismantled, examined, cleaned, greased, repaired if necessary and refitted. 9. The propeller to be dismantled. One intermediate shaft and bearing to be removed. The tailshaft to be drawn out for inspection and repair. All removals to be reassembled in order on completion. 10. The wire grooving on the hatch coamming to be welded up and smoothed. No.1 hatch 25 pcs No.2 hatch 38 pcs ,译文, 21. 自龙骨至轻载水线之间船底部分，包括舵、舵柱，约1 800 m, 用高压淡水清洁。 2. 锈蚀部分约160 喷砂(等级SA-2?)， 出白处涂2度底漆。 3. 2根3 t / 10 t吊杆的千斤索换新(直径22.5mm，长110 m)材料由厂方供应。 4. 10扇主甲板水密门拆下，修后装复并进行水密试验。 5. 驾驶室前窗2块玻璃换新(6 mm×866 mm×586 mm)。 26. 船员餐厅、住房及走廊损坏的塑料地板方块总计30 m换新。 7. 1只12人气胀式救生筏送专业服务站，打开检查，必要时换新装备品，封妥装复原 位，检验证书一式三份交大副。 8. 桅上旋转部件拆开、检查、清洁，必要时修理或换新，加牛油后装妥。 32 9. 螺旋桨拆下，1节中间轴及轴承移开，艉轴旋出检查和修理。完工后所有拆出的部件 装妥。 10. 舱口围壁上的钢丝绳拉槽焊补并磨顺。 No.1 货舱 25处 No.2 货舱 38处 “兴旺”轮修船单 D. 01 Hull 1. To drydock vessel for examination, cleaning, painting and under water work. 2. To dismount rudder by means of lifting up for inspection, cleaning and painting, and then to reset it in good order in the presence of surveyor and C/O. 3. To measure the thickness of plates above the light loadline, two points each plate, and deliver the records of measurement to ship in duplicate. 4. To reweld defective weld seam about 150 m in length on the port hull. 5. To renew defective rivets and conduct water test in following places: ? 10 pcs on the bulkhead between No.1 and No.2 hold. ? 8 pcs on the bracket plate in starboard deep tank. ? 6 pcs in aft peak tank. 6. To remove and refit all bottom plugs for examination and recover the plugs with cement wash before undocking. D. 02 Derusting, Cleaning and Painting To scrape and clean ship’s bottom, and hard chip boottopping to bare metal, and apply paint in the following way: ? The plate from keel to deep loadline with two coats of A / C. ? The plate from keel to light loadline with two coats of A / F. D. 03 Carpentry 1. To renew all tank top ceiling in No.2 lower hold about 50 sq. m. 2. to renew the damaged hatch board on tween decks of Nos. 2, 3 and 4 holds. D. 04 Upholstery 1. To make a new slip cover for each of the following rooms: Captain’s, chief officer’s and chief engineer’s. 2. To renew carpet in the following rooms: Chief officer and mess room. 3. To renew wash basin in the following rooms: Bosun’s and steward’s. 4. To repair the doors and locks of wardrobes in the following rooms: Purser’s cabin, a fitter’s and a sailor’s quarters. 5. To repair cooking stove and tile the floor of galley. Additional work 1. To make and fit two iron blinders for air port in dining saloon. 2. To renew a broken clamp screw for air port in fitter’s quarter. 3. To renew a brass lid for sounding pipe of fore peak tank. ,译文, 33 D. 01 船体 1. 船进坞检查、清洁、油漆和进行水线下修理工程。 2. 舵吊高卸下检查、清洁和油漆，然后在验船师和大副在场时装妥。 3. 空载水线以上的船壳板测厚，每块钢板两点，测量记录一式二份交船。 4. 左舷船体上长约150 m的焊缝不良，重焊。 5. 更换下列各处损坏的铆钉并做水压试验。 ? 一、二舱之间的舱壁上10处。 ? 右深舱肋板上8处。 ? 艉尖舱内6处。 6. 全部海底塞拆、装、检查，出坞前重搪水泥浆。 D(02 除锈、清洁和油漆 船底铲锈和清洁，水线间船壳重铲出白，并按下列方法油漆: ? 龙骨到满载水线的船壳板涂以2度防锈漆。 ? 龙骨到轻载水线的船壳板涂以2度防污漆。 D(03 木工 21. 二舱底舱全部舱底板约50 m换新。 2. 二、三、四舱二层柜甲板上损坏的舱盖板换新。 D(04 房间设施 1. 下列各房间新做一套沙发套: 船长、大副和轮机长房间。 2. 更换下列房间里地毯: 大副房间和餐室。 3. 更换下列房间里的洗面盆: 水手长和服务员房间。 4. 修理下列房间里衣橱的门和锁: 管事房间、一位机匠和一位水手舱。 5. 修理炉灶，厨房地板铺瓷砖。 附加工程 1. 制作并安装餐厅里两只舷窗铁盖。 2. 更换机匠舱里损坏的舷窗及旋紧螺丝。 3. 更换艏尖舱一只测量管的铜盖。 “凌海”轮修理单 D. 01 Hull Cleaning, Derusting and Painting 1. Vessel to be drydocked for examination, cleaning, derusting, painting and under water work. 2. Hull from keel to deep loadline to be entirely washed down with high pressure fresh water, marine growth and loose paints to be removed by means of scraping, all rust blisters and active corrosion to be hard scraped to white metal, all scaled parts to be touched up with two coats of primer, and then to be given one full coat of A / C and one coat of A / F paint. 3. Topside area from deep loadline to bulwark to be thoroughly washed down with high pressure fresh water, loose paints to be scraped, rust blisters and active corrosion to be hard scraped to bare metal, the derusted parts to be touched up with two coats of primer, and then to be given one full coat of primer and one coat T / S paint. 34 4. Ship’s name, port of registry, draft marks and loadline marks to be dressed and repainted. 5. Eight sea chest strainers to be removed and reinstalled, spring washers and split pins to be renewed, inside sea chest and valve stools including strainers to be thoroughly cleaned and painted with each one coat of A / C and A / F paint overall. D. 02 Rudder The rudder to be lifted up for examination and measurement: 1. Lower and upper pintle to be measured for clearance. 2. Rudder carrier to be examined and repaired if found necessary. 3. Pintle bushings to be renewed if found necessary, pintle dia. approx. 400 mm and 335 mm, length of bushings approx. 560 mm and 415 mm. 4. Zinc plates on rudder and stern area to be renewed. 5. Rudder to be sandblasted and repainted. D. 03 Anchor, Chain and Windlass 1. Port and starboard anchor with chains to be ranged out on the dock bottom for inspection and survey (ABS), the loose studs, if any, to be tightened up. 2. Both anchors with chains to be derusted, cleaned and brushed with one coat of black solution. 3. Both chain lockers to be scraped, cleaned and brushed with one coat of solution. 4. Port and starboard brake linings for the windlass to be renewed. D. 04 Hold Ladder 1. No.1 hold ? The bending lower platform, hand rail and ladder frames to be heated and faired up in situs. ? The cracked inclination ladder frame and intermediate bracket stay to be rewelded in order. ? One hand rail stanchion to be removed and replaced with round bar. 2. No.2 hold ? Ladder frame, upper platform and hand rail to be heated and faired up in situs. ? The cracked intermediate bracket stay to be rewelded in order. D. 05 Piping 1. The sounding pipe in No.1 top side tank (port side) to be renewed, dia. Approx. 50 mm. 2. Two sounding pipes of bottom side tanks in No.7 hold and top side tank to be renewed. Outer dia. 50 mm. 3. The fire pipe in way of No.5 hatch on port side to be cropped and renewed about 5 m in length. 4. One defective hydraulic pipe of No.2 deck crane to be removed and renewed with extra steel pipe and new joints. 5. Eight defective filling pipes for top side tanks to be cropped and renewed as the original. D. 06 Steel Work 1. The cracked part of bulwark stay in way of forecastle on port side to be veed out and rewelded about 700 mm. 2. The bottom longitudinals and stiffeners between frame No.192 and No.196 in No.1 port top side tank to be partly cropped and renewed. D. 07 Mooring Gear 35 1. Two tri-roller chocks on forecastle deck found ineffective, to be dismounted, inspected, freed up, regreased and refitted. 2. The jammed universal fairleader on poop deck to be freed up, regreased so as to make it work in good order. Additional Work: 1. Gangway roller to be repaired. 2. Nine missing sounding pipe covers to be renewed as per attached sketch. 3. Fourteen bilge roses to be renewed as per attached sketch. 4. One ventilator cover in way of No.3 hatch on starboard side to be renewed. 5. Urinal drain pipes in crew toilets to be renewed. ,译文, D(01 船体清洁、除锈和油漆 1. 船舶进坞进行检查、清洁、除锈、油漆和水下修理工程。 2. 从龙骨到满载水线的船体需用高压淡水做全面冲洗，船体附生物和松动油漆需铲除，所有锈泡和活性腐蚀需重铲出白，除过锈的地方补刷2度底漆，然后统油防锈漆和防污漆各1度。 3. 从满载水线到舷墙需用高压淡水做彻底冲洗，松动油漆铲除，锈泡和活性腐蚀需重铲出白，除过锈的地方补刷2度底漆，然后统刷1度底漆和1度舷侧油漆。 4. 船名、船籍港、吃水标志和载重线标志需修饰、重刷。 5. 8只通海吸水箱滤板需拆装，弹簧垫圈和开口销换新，通海吸水箱内部及阀座包括滤板需彻底清洁并统刷防锈漆和防污漆各1度。 D. 02 舵 舵需吊高检测: 1. 上下舵销需测间隙。 2. 舵托需检查，必要时修理。 3. 舵销衬必要时换新。舵销直径约400mm和335mm，舵销衬长约560mm和415mm。 4. 舵板和艉部地方的锌板需换新。 5. 舵叶需喷砂除锈并重刷油漆。 D(03 锚、锚链和锚机 1. 左右锚及锚链需倒出，排列在坞底进行检查和检验(美国船级社)，松动的锚链横档要绷紧。 2. 双锚及锚链需除锈、清洁、刷1度黑色水罗松。 3. 两只锚链舱需除锈、清洁、刷1度水罗松。 4. 锚机左右刹车垫片换新。 D(04 舱梯 1. 第一舱 ? 弯曲的下平台、栏杆及梯框需就地加热矫正。 ? 裂开的斜梯框及中间托架支撑需重新焊妥。 ? 1根栏杆柱需割除，用圆钢换新。 2. 第二舱 ? 梯框、上平台和栏杆需就地矫正。 ? 裂开的中间托架支撑需重新焊妥。 D(05 管系 1. 第一舷侧水柜(左边)里测量管需换新，直径约50mm。 36 2. 在第七货舱和舷侧水柜里2根底侧水柜测量管需换新，外径50mm。 3. 三舱左舷附近的消防水管需割除，换新长度约5m。 4. 二号甲板起重机的1根有毛病的液压管需拆除，用特种钢管和新接头换新。 5. 舷侧水柜的8根损坏的注水管需割除，按原样换新。 D(06 钢铁工程 1. 艏楼左舷附近舷墙支撑裂开的地方需开V形槽，并重新焊妥约700mm。 2. 在第一左边舷侧水柜内第192号肋骨和196号肋骨之间的阍部纵材和加强筋需部分 割除、换新。 D(07 系泊设备 1. 艏楼甲板上2只三轮导缆钳失灵，需拆卸、检查、活络、加油并重新装复。 2. 艉楼甲板上卡住的万向导缆器需活络、加油使之工作正常。 附加工程: 1. 舷梯滚轮需修理。 2. 9只失落的测量管罩补齐。 3. 14只污水沟蜂巢箱按附图换新。 4. 3只舱右舷1只通风筒罩需换新。 5. 船员厕所里小便池排水管需换新。 ?1-3 修船厂的合同条款 Australian Ship Repairers Group STANDARD TERMS AND CONDITIONS OF VESSEL SLIPPING AND / OR REPAIR 1. Purpose This document sets out the entire terms and conditions relating to the provision of works by Members of the Australian Ship Repairers Group for or on behalf of the customer. 2. Interpretation In these terms and conditions: “Customer” includes the person, firm, body corporate, association or unincorporated association (or any agent of any such entity) who requests the repairer to carry out works for it or on its behalf. “Prescribed Terms” means the terms, conditions and warranties implied by law into contracts for the supply of goods and services which cannot be excluded, restricted or modified by agreement. “Repairer” means any member of the Australian Ship Repairers Group. “Works” means all works carried out by the repairer pursuant to these terms and conditions for and on behalf of the customer including, without limitation, all parts, units, components, ullage, attachments, accessories, movements of vessels, storage of vessels, shipwright work, repairs, mainteneance, improvements, supply of labour and specialized tools. 3. Works Authorisation 3.1 By requesting the repairerto carry out the works, the customer authorizes the repairer to do all acts and things that are in the opinion of the repairer necessary or desirable to carry out and complete the works including, without limitation: 37 (a) to operate the vessel or any machinery, part or device on or about the vessel: and (b) to remove from the vessel any machinery, part or device. 3.2 The customer warrants to the repairer that it has the authority to request the repairer to carry out the works. 3.3 Where the customer is acting as an agent in requesting the works, then the customer agrees to be jointly and severally liable with its principal for all amounts payable to the repairer arising out of the works and payable pursuant to these terms and conditions. 3.4 Quotes for any works by the repairer are valid for the period stated in that quote unless otherwise advised by the Repairer in writing. 3.5 Prices or rates quoted are in Australian dollars and exclusive of all taxes, duties or charges imposed by any government, statutory authority or agency. 3.6 The customer cannot withdraw a request for the works to be done or call for the Works to cease before completion unless the Repairer otherwise agrees in writing. 4. Dockyard Works Unless the Repairer otherwise agrees in writing, where Works are to be carried out to a vessel or any machinery, part or device on or about the vessel at a dockyard, slipway, wharf, jetty or any other place, the Customer authorizes the Repairer to move the vessel by whatever means and in whatever circumstances that the Repairer considers appropriate. 5. Payment 5.1 The Customer agrees to pay the full invoiced price, plus all other amounts payable to the Repairer under these terms and conditions, relating to or arising out of the Works for the Customer, after which (but not before) the vessel or other goods upon which the Works have been carried out will be available for collection by the Customer. 5.2 Unless otherwise agreed in writing by the Repairer, if the Customer fails to pay the full invoiced price of the Works within the period stated on the Repairer’s invoice, the Customer shall be liable to pay interest on that amount at a rate equal to the benchmark rate quoted by National Australia Bank Limited from time to time plus 2% calculated on a daily basis from its due date for payment until the amount outstanding (plus interest) has been paid in full. 5.3 Before making payment, the Customer must inspect the works and satisfy itself that the Works have been carried out in a proper and satisfactory manner. By making payment, the Customer is taken to have accepted that the Works have been carried out in a proper and satisfactory manner. 5.4 The vessel or other goods upon which the Works have been carried out must be collected from the Repairer’s worksite [as determined] days after the invoice date or in accordance with other written notification by the Repairer to the Customer. 5.5 If the vessel or goods are not collected in accordance with clause 5. 4, then at the Repairer’s option: (a) the Repairer may charge the Customer for storage costs at a rate of [as determined] % of the invoiced price of the Works for each day that the vessel or goods remains uncollected; or (b) upon notice in writing to the Customer, the Repairer may cancel the contract and charge a cancellation fee not to exceed [as determined] % of the invoiced price of the Works. 5.6 Any Works completion date quoted by the Repairer is an estimate only and the Repairer shall not be liable for any failure to complete the Works by that date. 6. Lien 38 In addition to any workman’s or repairer’s lien which the Repairer may have over the vessel or other goods on which the Works have been carried out, the Repairer shall have a general lien over that vessel or other goods and all other property of the Customer that comes into the possession of the Repairer for any reason until all amounts owing by the Customer or owner of those assets to the Repairer on any account whatsoever have been paid to the Repairer. 7. Limitation of Liability 7.1 Where the Customer is a “consumer” as defined by any relevant law such as the Trade Practices Act 1974 (as amended) or similar State laws, then certain terms and rights (the Prescribed Terms) will be implied into these Terms and Conditions for the benefit of the consumer, which terms and rights and any liability of the Repairer flowing from them cannot be excluded, rescinded or modified by any provision of these Terms and Conditions. 7.2 Except for the Prescribed Terms, any terms, conditions or warranties not expressly stated in these terms and conditions do not form part of any contract between the Repairer and the Customer regarding the Works. 7.3 Subject to the Prescribed Terms, the liability of the Repairer for any breach of any Prescribed Term shall be limited to, at the option of the Repairer: (a) the replacement of the goods or the supply of equivalent goods; (b) the repair of the goods; (c) the payment of the cost of replacing the goods or of acquiring equivalent goods; (d) the payment of the cost of repairing the goods; (e) the supply of the services again; or (f) the payment of the cost of having the services supplied again, unless the Customer establishes that it is not fair and reasonable for the Repairer to rely on this term. 7.4 Except as provided in these terms and conditions, the Repairer shall not in any circumstances be liable in contract, tort, negligence or otherwise for any loss or damage (including consequential, indirect, special or economic loss or damage) which arises out of or in connection with the Works including, without limitation, any negligent act or omission on the part of the Repairer or any employee, agent or sub-contractor of the Repairer. 7.5 The Customer indemnifies the Repairer for any liability in contract, tort, negligence or otherwise incurred by the Repairer to any third person which arises out of or in connection with the Works including, without limitation, any negligent act or omission on the part of the Repairer or any employee, agent or sub-contractor of the Repairer. 8. Force Majeure If the Repairer by reason of any matter beyond its control including, without limitation, any act of God, strike, lock-out or other interference with work, war (declared or undeclared), blockade, disturbance, lightning, fire, earthquake, storm, flood, explosion, governmental or quasi-governmental restraint, expropriation, prohibition, intervention, embargo, unavailability or delay in availability of supplies, equipment or transport, refusal of or delay in obtaining governmental or quasi-governmental approvals, consents, permits, licences, authorities or allocations is unable to perform in whole or in part any obligation under these terms and conditions, the Repairer shall be relieved of that obligation under these terms and conditions to the extent and for the period that it is not reasonably able to perform and shall not in any way be liable to the Customer in respect of such inability. 9. Sub-contracting and Indemnity 39 9.1 The Repairer shall be entitled to sub-contract on any terms the whole or any part of the Works and any all acts or things that are in the opinion of the Repairer necessary or desirable to carry out and complete the Works. 9.2 The Customer undertakes that no claim or allegation shall be made against any person by whomsoever the Works is performed or undertaken (including all sub-contractors of the Repairer), other than the Repairer, which imposes or attempts to impose upon any such person any liability whatsoever in connection with the Works, whether or not arising out of negligence on the part of such person and, if any such claim or allegation should nevertheless be made, to indemnify the Repairer against all consequences thereof. 10. Liability of Employees, Agents and Contractors It is hereby expressly agreed that every exemption from liability and every right, defence and immunity of whatsoever nature applicable to the Repairer or to which the Repairer is entitled hereunder shall also be available and shall extent to protect every Repairer or agent of the Repairer (including every independent contractor from time to time employed by the Repairer) while acting in the course of or in connection with this employment or engagement. The Repairer is or shall be deemed to be acting as an agent or trustee on behalf of and for the benefit of all persons who are or might be employees or agents from time to time (including any independent contractors or subcontractors as aforesaid) and all such persons shall to this extent be or be deemed to be parties to the contract entered into by the Repairer. 11. General 11.1 If a provision of these terms and conditions is void or unenforceable then that provision shall be severed and these terms and conditions shall be read as if that provision did not form part of it. 11.2 No attempted or purported variation of these terms and conditions (including, without limitation, any Customer purchase order) shall be effective, even if the Repairer subsequently issues an invoice or carries out the Works, unless the Repairer accepts such a variation in writng which expressly refers to the variation or amendment. 11.3 A failure by the Repairer to exercise any rights or remedies under these terms and conditions is not a waiver of those rights or remedies unless the Repairer gives clear and express written notification of such waiver. 11.4 No employee, agent or sub-contractor or other associated person of the Repairer has authority to vary these terms and condition. 11.5 these terms and conditions are governed by and shall be construed in accordance with the law of the state or territory of incorporation of the Repairer (if a corporation) or otherwise the Repairers principal place of business. 11.6 The Repairer and the Customer irrevocably and unconditionally submit to the non-exclusive jurisdiction of the courts of the state or territory referred to in clause 11.5 and courts of appeal from them for determining any dispute in relation to this contract. The Customer waives any right it has or may have to object that those courts are an inconvenient forum or that they do not have jurisdiction to hear and determine any dispute in relation to this contract. [注释] customer 客户 association 联合体 for or on behalf of 代表 unincorporated association 独立团体 body corporate 机构 prescribed terms 确定条款 40 repairer 修理人 war 战争 works 修理工作 blockade 封锁 parts 部件 disturbance 内乱 units 组件 lightning 雷电 components 构件 fire 火灾 ullage 易耗件 earthquake 地震 attachments 附属件 storm 风暴 accessories 配件 flood 洪水 movements of vessels 船舶活动构件 explosion 爆炸 storage of vessels 船舶备件 governmental 政府的 shipwright work 修理工人的作业 quasi-governmental 准政府的 repairs 修理 restraint 限制 maintenance 保养 expropriation 征用 improvements 改装 prohibition 禁止 supply of labour and specialized tools 劳intervention 干涉 动力和特种工具的供给 embargo 封港 do all acts and things 进行一切工作 approvals 批准 on or about the vessel 在船上或与船有关的 consents 同意 warrant 承诺 permits 许可 where 如果 licences 证书 be jointly and severally liable 负连带责任 authorities 授权 payable 必须支付的 allocations 指派 principal 被代理人 sever 切断，删除 dockyard 船厂 all acts or things 所有项目 slipway 滑道 remedies 赔偿，补救 wharf 码头 state 州，国家 jetty 突堤 territory 地区(澳大利亚、加拿大等国 invoice 发票 家的一级行政单位之一) benchmark rate 基准费率 independent contractor 独立合同人 amount outstanding 总款额 non-exclusive jurisdiction 全权仲裁庭 lien 留置板 courts of appeal 上诉庭 consumer 消费者 forum 论坛，法庭 Trade Practices Act (澳)《贸易实务法》 hear 审理 exclude 免除 determine 裁决rescind 取消 modify 修改 employee 雇员，受雇人 sub-contractor 分合同定约人 tort 侵权 on the part of 由于，因为 force majeure 不可抗力 act of God 天灾 strike 罢工 lock-out 封厂 41 [译文] 澳大利亚船舶修理人联合会船舶修理标准合同 1. 宗旨 本文件代表客户规定了澳大利亚船舶修理人联合会成员所订船舶修理合同的条款和条件。 2. 定义 在本合同中， “客户”指要求为其或代表其进行船舶修理作业的个人、商号、机构、联合体或独立团体(或此类机构的代理人)。 “确定条款”批法律为关于提供货物和服务的合同所规定的条款、条件和保证，而且这些条款、条件和保证不能利用协议予以免除、限制或修改。 “修理人”指澳大利亚船舶修理人联合会的成员。 “修理工作”批由修理人按照上述条款为客户或代表客户所进行的修理工作，包括但不限于对各种部件、组件、构件、易耗件、附属件、配件、活动构件、备件的修理，修理工作人员的作业、修理、保养、改装，以及劳动力和特种工具的供给等。 3. 修理作业的授权 3.1 修理人将按要求进行修理工作，客户授权修理人进行但不限于其从下述角度考虑认为有必要进行修理的一切工作。 (1)操纵船舶或操作船上或与船舶相关的机械、部件或设备; (2)从船上拆除机械、部件或设备。 3.2 客户承诺其本身有权要求修理人进行有关的修理工作。 3.3 若客户以代理人的资格要求进行修理工作，则其同意就修理工作的应付款项和修理合同的条件和条款下的应付款项与其被代理人负连带责任。 3.4 除非修理人另有书面说明，否则，修理人列明的修理工作仅在所列有效期内有效。 3.5 所列价格和费率的单位是澳元，其中不包括政府、法律机构或有关机关所征收的捐、税和费。 3.6 除非修理人另有书面同意，否则，客户不得撤回修理工作的请求，也不得在修理工作完成之前要求停止修理工作。 4. 在船厂进行的修理工作 若对船舶、其上或与其相关的部件或设备的修理应在船厂、滑台、码头、突堤或其他地点进行，则客户授权修理人可在任何条件下以其认为合适的任何手段移动船舶，除非与修理人另有书面协议。 5. 支付款项 5.1 客户同意全额支付收据上的费用，包括合同条款和条件下的一切款项及与修理作业有关的款项，其后(而不是在此之前)客户方可提取进行了修理的船舶或设备。 5.2 除非修理人另有书面同意，否则，如果客户未能按修理人收据指定的日期全额支付收据上的费用，则客户应另按总支付款额支付利息，利率应为澳大利亚国家银行公布的利息率加上总付款额每天的2%，自应付款之日计至全部款额(包括利息)付清之日为止。 5.3 在支付款项之前，客户应检查所做的修理工作，直到满意。进行了支付，即表明客户接受了修理工作，并且达到了满意。 5.4 经修理的船舶或其部件，客户应按收据指定日期或修理人书面通知客户的其他日期在_______天内自修理人的工厂内提走。 5.5 若船舶或其部件未在5.4条规定的日期内提走，则修理人有权: 42 (1)向客户征收存储费，未提期间费率为收据价格每天的___________%;或 (2)书面通知客户，取消修理合同，合同取消费不超过收据价格的_________%。 5.6 修理人所列的修理工作完工日期只是预计日期，修理人对未在该日期完成修理工作不负责任。 6. 留置权 除了工人对所修船舶或其部件拥有的留置权外，修理人对船舶或其部件及所掌握的客户的其他财产拥有统一留置权，直到客户或这些财产的所有人欠付修理人的所有款项偿清为止。 7. 责任限制 7.1 按有关法律，如《1974年贸易实务法》(经修改的)或类似的国家法律，客户属于消费者，从消费者利益出发某些条款和权利(确定条款)将默示包含在本合同的条款和条件中，这些条款和权利以及修理人的相应责任不能利用本合同的条款和条件予以免除、取消和修改。 7.2 除确定条款外，本条款和条件中未明示的任何条款、条件或保证均不构成修理人和客户之间就修理工作所订合同的组成部分。 7.3 在确定条款下，修理人或按下述规定选择违约责任限制: (1)更换部件或提供相当的部件; (2)部件的修理; (3)支付更换部件或取得相当的部件的费用; (4)支付修理部件的费用; (5)重新提供服务;或 (6)支付重新得到服务的费用，除非客户能确定依据本条款对客户不公平合理。 7.4 除非本条款和条件中另有说明，否则，修理人在任何情况下对于因订约、侵权、疏忽等而在修理作业中产生的灭失或损坏(包括因果性的、非直接的、特殊的或经济性的灭失或损坏)不负责，其中包括但不限于修理人、其雇员、其代理人及其分合同订约人的疏忽和过失所致的灭失和损坏。 7.5 客户应就修理人对因订约、侵权、疏忽等而在修理作业中产生对第三者的赔偿款项赔付修理人，其中包括但不限于修理人本人、其雇员、其代理人及其分合同订约人的疏忽和过失所产生的对第三者的赔偿款项。 8. 不可抗力 若修理人因其不能控制的原因，包括但不限于天灾、罢工、封厂或对工作的其他影响，战争(宣战或未宣战的)、封锁、内乱、雷电、火灾、地震、风暴、洪水、爆炸、政府或准政府的限制、征用、禁止、干涉、封港、供应、设备、运输方面的短缺或延误，在取得政府或准政府的批准、同意、许可、证书、授权或指派方面的延误或受到的拒绝，因而完全不能或不能完全履行本条款和条件下的义务，则修理人在其不能履行义务的限度下或期间免负本条款和条件下的责任，并且就此项对客户不负赔偿责任。 9. 分包与赔偿 9.1 修理人有权以任何条件转包全部或部分修理业务及其认为属于完成修理业务所必须进行的项目。 9.2 客户承诺，除可向修理人起诉外，不得向进行或从事修理工作的其他任何人(包括修理人的各分合同订约人)提出赔偿要求，不得向这些人课加或企图课加有关修理作业的赔偿责任，无论该责任是否为其疏忽所致;而且，若这种赔偿确已提出，客户应就修理人所发生的一切后果赔付修理人。 10. 雇员、代理人和订约人的赔付责任 43 双方明确同意，适用于修理人的或修理人在本合约下享有的一切责任免除事项及任何权利、抗辩和豁免应延展至修理作业中或与修理业务有关的各分修理人或修理人的代理人(包括修理人经常雇用的独立合同人)。修理人应是或视为其雇员或代理人(包括独立合同人或分合同的订约人)利益的代理人或受托人，并且这些人在这个意义上是修理人所订此合约的缔约方。 11. 一般原则 11.1 若本条款和条件中的某一条无效或无法实施，则应将该条删除，而应认为整个条款和条件中不存在此条。 11.2 除非修理人以书面形式明确接受本条款和条件的修改或修正，否则，所做出的或声称做出的修改(包括但不限于客户的订购单)均视为无效，即使修理人后来签发了收据或进行了修理作业。 11.3 除非修理另有书面明确说明，否则，未能按本条款和条件行使某项权利或未得到某项赔偿，并不表明修理人放弃这些权利和赔偿。 11.4 修理人的雇员、代理人、分合同定约人或其他有关人员无权修改本条款和条件。 11.5 本条款和条件受修理人公司所在州或地区(若为公司)或其主要业务所在州或地区的法律管辖，并按该法律解释。 11.6 修理人和客户无条件地并且不得撤回地将有关合同的争议提交到11.5条所提及的州或地区法院的全权仲裁庭及其上诉庭进行裁决。客户放弃其所有或可能有的申诉这些法庭不宜审理有关其合同的争议或申诉这些法庭无权审理和裁决有关合同的争议的权利。 44