船舶英语学习教程

帅哥

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内底板Tank top

 

第1列板（从左数起）位于No.15舷肋骨间距处，曾在Immingham用500mmx400mmxffice:smarttags" />17mm钢质焊接套筒进行临时性修理，测厚并焊接。The No.1 strake, numbered from the port side, in way of shell frame space No.15 temporarily repaired at Immingham by means of a welded steel insert, 500mmx400mmx17mm, was gauged and welded.

第3列板（从右数起）从中心线向右2.2米、No.7舷肋骨间距处割换，尺寸约为1200mmx840mmx18mm 。The No.3 strake, numbered from the std side, in way of shell frame space No.7 at a position 2.2m to std from the centreline was cropped & renewed about 1200mmx840mmx18mm in size.

 

第六货舱No.6 Cargo Hold

左舷Port side

 

底边舱斜板第2列板在离内底板4000mm、No.7舷肋骨间距处割换，尺寸为500mmx500mmx14mm。The No.2 strake of the lower hopper sloping plating in way of shell frame space No.7 at a position 4000mm from the tank top was cropped & renewed about 500mmx500mmx14mm in size.

底边舱斜板第2列板在离内底板3500mm、从尾数起No.7舷肋骨间距处割换，尺寸为1300mmx800mmx14mm。The No.2 strake of the lower hopper sloping plating in way of shell frame space No.7, numbered from aft, at a position 3500mm from the tank top was cropped & renewed about 1300mmx800mmx14mm in size.

No.2舷肋骨（从尾数起）的底肘板割换L1000mmx1750mmx10mm/ 100mmx10mm。 The foot bracket of shell frame No.2, numbered from aft, was cropped & renewed L1000mmx1750mmx10mm/100mmx10mm.

 

内底板Tank Top

 

第1列板（从左数起）在离内底板2000mm、No.6舷肋骨间距处割换，尺寸为620mmx1180mmx14mm。The No.1 strake, numbered from the port side, in way of shell frame space No.6 at a position 2000mm from the tank top was cropped & renewed about 620mmx1180mmx14mm in size.

 

下述损坏经船东代表和ABS验船师同意免除修理。

The following damages sanctioned by the Owners’ Representatives, Mr. E.Koulis and Mr. S.Halikias and ABS Surveyor, Mr. H.Kinoshita are exempted from repair.

 

第一货舱No.1 Cargo Hold

右舷Std side

 

底边舱斜板第2列板在离内底板2000mm、No.6舷肋骨间距处凹陷。The No.2 strake of the lower hopper sloping plating in way of shell frame space No.6 at a position 2000mm from the tank top set in about 400mmx400mm in area.

 

第二货舱No.2 Cargo Hold

左舷Port side

 

底边舱斜板第2列板在离内底板3400mm、No.19舷肋骨间距处凹陷。The No.2 strake of the lower hopper sloping plating in way of shell frame space No.19 at a position 3400mm from the tank top was cropped & renewed about 400mmx400mm in area.

 

右舷Std side

 

底边舱斜板第2列板在离内底板1700mm、No.7舷肋骨间距处凹陷。The No.2 strake of the lower hopper sloping plating in way of shell frame space No.7, numbered from aft, at a position 1700mm from the tank top indented about 400mmx350mm in area.

 

前横舱壁Forward transverse bulkhead

 

Nos.4 & 5槽形处底凳斜边板的第2列板在离内底板2400mm处凹陷。

The No.2 strake of the stool space sloping plating in way of protruding corrugations Nos.4 & 5 set in about 300mmx300mm in area at a position 2400mm from the tank top.

帅哥

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后横舱壁Aft transverse bulkhead

 

货舱直梯处Nos.5 & 6槽形间的横舱壁板局部凹陷二处，面积各约100mmxffice:smarttags" />50mm 。The trimming plate bet. protruding corrugations Nos.5 & 6 in way of the access ladder locally set in at two places about 100mmx50mm in area each.

 

内底板Tank Top

 

第2列板（从右数起）在离内底板1500mm、No.16舷肋骨间距处凹陷。The No.1 strake, numbered from the std side, in way of shell frame space No.16 at a position 1500mm from the tank top set in about 400mmx400mm in area.

 

第三货舱No.3 Cargo Hold

 

后横舱壁Aft transverse bulkhead

 

No.10槽形处的第三列板在离内底板2000mm处凹陷。The No.3 strake in way of protruding corrugation No.10 indented about 400mmx400mm in area at a position 2000mm from the tank top.

位于底凳板处的后货舱直梯的下面一级梯阶皱折。The lower rung of the aft access ladder, situated on the stool space trimming plate, buckled.

 

第五货舱No.5 Cargo Hold

 

后横舱壁Aft transverse bulkhead

 

货舱直梯安全固定环的上面一段全部皱折和破碎。The upper section of access ladder safety hoop, buckled and crushed over length.

 

验船师意见（无偏见）THE UNDERSIGNED’S OPINION (WITHOUT PREJUDICE)

 

上述项目已与船东自修工程一起进行，即第4货舱，舱盖，船壳板作了喷沙，货舱内舷侧肋骨和肘板以及上甲板板部分割换等。The above-said items were permanently repaired concurrently with the Owner’s maintenance work, i.e. sand blast for No.4 cargo hold, hatch covers and shell plating; partly cropping & renewal of side shell frames & brackets in cargo holds and upper deck plating, etc.

如果上述损坏的永久性修理单独进行，下列署名的验船师认为要用4个工作日。If the above said damages being permanently repaired alone, the undersigned considers that it would take 4 working days.

    至今为止，尚未收到有关修理费用的帐单。如果收到，我们将以补充报告的方式进行审核和评价。So far, no costs of repair are available, if and when such are made available, we will comment in the form of an addendum to this report.

 

 

舱盖损坏 Hatchcover Damage

 

液压折叠式舱盖板 Hydraulic folding type hatchcovers

 

ALLEGATION 事故经过

 

据该轮船长告称：自6月份接船以来发现该轮舱盖存在下列缺陷及损坏：It was stated by the ship’s Master that since the ship was delivered in June 0000, the defects & damages of the ship’s hatchcovers were found as follows:

1.    413-2#舱盖板后端密封橡皮脱胶，并从橡皮槽内脱落长约3米；The aft rubber packing of the No.413-1 panel unglued and detached from the packing groove about 3m in length.

2.    413-6#舱盖板右側密封橡皮脱胶，并从橡皮槽内脱落长约2米；The std rubber packing of the No.413-6 panel unglued and detached from the packing groove about 2m in length.

3.    第二舱413-3#与413-4#舱盖开启时，舱盖轨道前端升高部分发生左右抖动，并且413-4#舱盖右側滚轮在接近端部时发生腾空现象；While the Nos.413-3 & 413-4 panels of No.2 hatchcover opening, the fore raised parts of their tracks swung, and the std roller of No.413-4 panel moving at the end of track run off.

4.    第三舱413-9#舱盖变形，右后绞链处焊缝裂开，造成413-9#与413-10#舱盖之间不水密， 且无法靠自身动力打开。The No.413-9 panel of No.3 hatchcover deformed and the welding seam at its std aft hinge broken, thus, the Nos.413-9 & 413-10 panels got non-watertight at their joint, and failed to open by their own power.

 

检验查明UPON THE SURVEY FOUND   1.      413-2#舱盖板后端横向密封橡皮脱胶，从橡皮槽内脱落长度约3米。The aft transverse rubber packing of No.413-2 panel unglued and detached from the packing groove about 3m in length. 2.      413-6#舱盖板右側纵向密封橡皮脱胶，从橡皮槽内脱落长度约2米。The std longitudinal rubber packing of No.413-6 panel unglued and detached from the packing groove about 2m in length. 3.      第二舱左、右舱盖轨道前端升高部分（最大高度440mm, 厚度20mm, 长度3100mm）无肘板加强，在413-3#及413-4#舱盖板开启时发生抖动，最大幅度约10mm；The fore raised parts (max. height: 440mm, thickness: 20mm & length: 3100mm for each) of the port & std tracks for No.2 hatchcover not reinforced with brackets, and swung to the max. swing of about 10mm while the Nos.413-3 & 413-4 panels opening; 另外，第二舱右側轨道前端升高部分近端部处较左側低约20mm， 长约470mm, 在开启时，413-4#舱盖右側滚轮在近端部时发生腾空现象。Also, the end of the fore raised part, about 470mm in length, of the std track was about 20mm lower than that of the port track, while the above-mentioned panels opening, the std roller of No.413-4 panel moving at the end og the track run off. 4.      413-9#舱盖后端下垂变形， 最大变形约10mm；末端横梁上右側绞链处已于上一航次进行了临时性修理：对两側加强肘板进行了复补200mmx200mmx10mm各1块，纵向肘板与横梁面板的焊缝进行了补焊。The aft part of No.413-9 panel sagged about 10mm in max. depth; the end beam at its std hinge had been temporarily repaired during the last voyage: The both side brackets doubled with plates 200mmx200mmx10mm in size for each, the welding seam for connecting the longitudinal bracket with the face plate of the beam was re-welded.

修理要求RECOMMENDED   脱落的密封橡皮按原样重新涂胶，装配至橡皮槽内。To be re-glued, then re-fitted in the groove as original.   脱落的密封橡皮按原样重新涂胶，装配至橡皮槽内。To be re-glued, then re-fitted in the groove as original.   第二舱左右舱盖轨道前端升高部分外側在距端部30mm处各加设加强肘板320mmx100mm x10mm x 1 块。 The fore raised parts of the port & std tracks for No.2 hatchcover to be reinforced with brackets 320mmx100mm x10mm in size at their outsides 30mm off ends; 第二舱右側轨道前端近端部加高20mm, 长度470mm。The fore end of std track for No.1 hatchcover to be raised 20mm in height and about 470mm in length.             舱盖割换校正。 The cover panel to be cropped & renewed and faired. 割换To be cropped & renewed: 末端横梁End beam – 腹板Web plate 1500mmx400mm x 10 pcs; 面板Face plate 1700mmx200mm x 40 pcs. 加强肘板Bracket – 300mmx300mmx10mm x 2 pcs; 300mmx10mm/160mmx10mm x0.5m x 1 pc.

 

损坏原因

CAUSE OF DAMAGE

 

上述1-3项损坏或缺陷的产生原因，本咨询验船师认为显然是舱盖本身的质量问题所引起的，与船员操作无关。The undersigned consulting surveyor considers that the damages or defects in the above-mentioned items Nos.1-3 were caused obviously owing to the manufacturing quality of the ship’s hatchcovers.

本咨询验船师在查阅了船上自接船以来4个航次配载资料及有关的操作手册及装载手册后，未发现船员有未按操作手册与装载手册进行操作和装载的现象，因此也认为上述第4项损坏产生的原因是舱盖本身的质量问题所引起的，而不是船员操作不当所引起的。Upon examining the information on stowage for the ship’s 4 voyages since delivery and the relevant operating booklet & loading manual on board the ship, it wasn’t found that the crew had undertaken operating and loading other then according to the operating booklet and loading manual. Hence, the undersigned considers that the damage in the above-mentioned item No.4 could also be reasonably attributed to the manufacturing quality of the hatchcover.

帅哥

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永久性修理与修理费用

PERMANENT REPAIR & COST OF REPAIR

 

上述舱盖的损坏及缺陷部分已由上海XX船厂于ffice:smarttags" />0000年8月16日至20日在该厂码头按修理要求进行了永久性修理。The above-mentioned damages & defects of the ship’s hatchcovers were permanently repaired according to the “RECOMMENDED” at Shanghai XX Shipyard on Aug. 16-20, 0000.

但至今为至未收到船厂有关的修理帐单。如果今后收到有关的帐单，我们将以补充报告的方式对该帐单进行审核和评价。But up to date, no account of repair has been received from the shipyard yet, and when it is available, we will comment it in form of an Addendum to this report.

 

 

浪击损坏Wash Damage

 

THIS IS TO CERTIFY that the undersigned surveyor did, at the request of the Shanghai Branch of the China Ocean Shipping Agency on behalf of the Master of the M.V. “XXXX”, attend on board the M.V. “ B-251” on Aug. 20, 0000 in Shanghai Harbor for the purpose of carrying out a survey without prejudice to ascertain the extent, nature and cause of the damage stated to have been sustained in the following circumstance:

 

“B-251”于0000年8月15日遭受“XXXX”轮浪击损坏

M.V.”B-251” WASH DAMAGED BY M.V. “XXXX”

IN HUANGPU RIVER ON AUG. 15, 0000

 

船舶资料PARTICULARS

 

（略）

 

据“B-251” 轮驾长告称“XXXX” 轮因0000年8月15日0020时其系泊在黄浦江Nos.6-7浮筒间的缆绳断裂，为了控制漂流，该轮在“B-251”轮与另外三条航标船靠泊的码头附近操纵时，该轮螺旋浆激起的强大潮流使得“B-251”轮剧烈摇晃，并与平行靠泊的其它三艘船舶互相碰撞，致使“B-251”轮遭受浪击损坏。It was stated by the Skipper of the M.V. “B-251” that while the M.V. “XXXX” being manoeuvred in the vicinity of the wharf where M.V. “B-251” with other 3 beacon service ships were berthing alongisde, in order to control drifting after the breaking of her mooring ropes between Nos.6-7 buoys in Huangpu River at 0020 hrs on Aug. 15, 0000, her propeller stirred strong current to make the M.V. “B-251” heave and roll severely and collide with other ships lying parallelly alongside and thus the M.V. “B-251” was sustained wash damage.

 

检验查明UPON THE SURVEY FOUND   1.  右后舷墙板及其撑柱撕裂6.5米长并悬挂在舷外水中。The aft std bulwark plating with its stays torn about 6.5m in length and hanged overboard into water.   2.  上述舷墙处横截面为250mmx200mm的通风管断裂，该处甲板板撕裂。One ventilating duct, 250mmx200mm in sectional area, in way of the above-mentioned bulwark, broken and the deck plating in way torn. 3.  肋位#12处的舷墙撑柱根部的甲板板有一长约120mm的裂纹。The deck plating at the bottom of bulwark stay at frm No.12 cracked about 120mm in length. 4.  2根直径各为40mm、长各为40m的聚丙烯绳断裂。2 polypropylene ropes, 40mm in dia. & 40m in length each, broken. 5.  一根岸电连接电缆在中部断裂。1 shore power connecting cable, 4x4mm2 & 100m in length, broken at the middle. 6.  因为二台主机在该轮遭受浪击损坏后操作过，所以在xxxx年8月19日由潜水员对螺旋浆进行水下探摸时发现右舷螺旋浆损坏如下：Because both main engines operated after wash damage, propellers detected by the diver on Aug. 19, xxxx and std propeller damaged as follows: 1号叶片在叶尖处缺口；No.1 blade notched 150mmx30mm in area at tip; No.2 blade notched 200mmx50mm in area at tip; 3号叶片在叶尖处有长约150mm成锯齿状。No.3 blade serrated about 150mm in length at tip. The protective guard of the std screwshaft damaged and 被电缆缠住。fouled by cables.

修理要求RECOMMENDED   舷墙板割换。The bulwark plating to be cropped & renewed about 6.5mx0.7mx4mm. 5根舷墙撑柱割换。5 bulwark stays to be cropped & renewed. 通风管换新。The ventilating duct to be renewed 0.6m in height; 甲板板割换。The deck plating to be cropped & renewed 400mmx300mm x6mm. The deck plating to be cropped & renewed 250mmx200mmx6mm. The oil tank, 10m3 in capacity, in way of items 2 & 3 to be 除气gas-freed.     To be renewed.       To be renewed.     应予上排检查。To be inspected on slipway. The propeller to be repaired.

 

CAUSE OF DAMAGE

 

下列签署的验船师认为上述损坏可合理地归咎于“B-251”轮驾长所述的原因。The undersigned surveyor considers that the above-mentioned damage could reasonably be attributed to the cause as alleged by the Skipper of the M.V. “B-251”.

 

 

浪损 Wash Damage

 

事由：  九艘钢质货驳于0000年7月22 日在长江遭受“XXXX”轮浪损

SUBJ:  9 STEEL CARGO BARGES WASH DAMAGED BY M.V.”XXXX”

              IN CHANGJIANG RIVER ON JULY 17, 0000

 

0000年7月22 日在江苏省启东对受损的九艘钢质货驳进行了公正检验。A damage survey without prejudice was carried out to 9 steel cargo barges in Qidong, Jiangsu Province on July 22, 0000.

帅哥

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AA.         叙述Alleged:

ffice:smarttags" />0000年7月17日，上述九艘驳船由拖轮“启东35”拖带自江阴港载运石子至启东港。于同日0920时途经长江#27浮筒时该拖带九艘驳船的船队于与“XXXX”轮相遇，遭受该轮余浪影响，致使货驳首尾相互间发生严重碰撞。The above 9 barges laden with stones were towed by the tug “QI DONG 35” from Port Jiangyin to Port Qidong on July 17, 0000. While passing by buoy No.27 of Changjiang River, the fleet consists of 1 motor tug & 9 barges encountered the M.V. “XXXX” at 0920 hrs on the same day and thus the barges heaved and rolled owing to wave splashed by the ship and collided with each other between bows and quarters.

 

BB.          损坏项目发现如下The damage items were found as follows:

1.  驳Barge “1-031”

1)   艉部舵销平台（悬伸尾甲板）扭曲变形，左舵边下陷约。The extended quarter deck distorted and set down about 300mm on the port side.

2)   艉部右舷单柱带缆桩断裂。The aft std single-post bollard broken.

3)   单板舵上、下舵承移位，操舵失灵。The upper & lower bearings of single-plate rudder dislocated and steering operation was out of function.

4)   尾端壳板四处开裂，面积各约，最大下陷约。The aft shell plating cracked at 4 places about 200mmx200mm in area each.

2.  驳Barge “1-032”

1)   艉部舵销平台严重下塌变形，面积约，最大下塌约。The extended quarter deck seriously set down about 4.0mx2.0m in area and about 350mm in max. depth.

2)   单板舵舵杆弯曲，上、下舵承移位及损坏。The single-plate rudder stock bent and the upper & lower rudder bearing dislocated and damaged.

3)   尾端壳板四处开裂破损，面积各约。The aft shell plating cracked at 4 places about 300mmx300mm in area each.

4)   首端壳板凹陷变形，面积约，最大凹陷约。The forward shell plating indented and deformed 3000mmx1500mm in area and 90mm in max. depth.

3.  驳Barge “1-034”

1)   艉部舵销平台严重下塌变形，面积约，最大下塌约。The extended quarter deck seriously set down about 4.0mx2.0m in area and about 700mm in max. depth.

2)   舵销平台上，带缆桩二处及舵扇护罩架部分断裂变形。On the extended quarter deck, 2 single-post bollard and rudder quadrant cover cracked and deformed.

3)   尾端壳板四处开裂破损，面积各约。The aft shell plating cracked about 250mmx200mm in area each.

4)   单板舵舵杆弯曲，上、下舵承移位及损坏。The single-plate rudder stock bent and its upper & lower bearings dislocated and damaged.

4.  驳Barge “1-036”

1)      艉部舵销平台严重下塌变形，面积约，最大下塌约。The extended quarter deck seriously set down about 4.0mx2.0m in area and about 200mm in max. depth.

2)      单板舵舵杆弯曲，上、下舵承移位及损坏。The single-plate rudder stock deformed and its upper & lower bearings dislocated and damaged.

3)      首端壳板凹陷变形，面积约，最大凹陷约。The forward shell plating indented 2.0mx1.0m in area and about 120mm in max. depth.

5.  驳Barge “1-039”

1)   艉部舵销平台扭曲变形，左舷最大下陷约。The extended quarter deck distorted and set down about 200mm in max. depth on the port side.

2)   单板舵舵杆变形，上、下舵承移位及损坏The single-plate rudder stock deformed and its upper & lower bearings dislocated and damaged.

3)   首端壳板凹陷变形，面积约，最大凹陷约。The forward shell plating indented 2.0mx1.0m in area and about 80mm in max. depth.

6.  驳Barge “1-102”

1)      艉部舵销平台扭曲变形，左舷最大下陷约。The extended quarter deck distorted about 300mm in max. depth on the port side.

2)      艉部左舷单柱带缆桩断裂。The aft port single-post balloard cracked.

3)      尾端壳板四处开裂破损，面积各约。The aft shell plating cracked at 4 places about 200mmx200mm in area each.

7.  驳Barges “1-033” & “1-037”

艉部舵销平台轻度下陷变形。Both extended quarter decks slightly set down and deformed.

8.  驳Barge “1-035”

1)      艉部舵销平台轻度下陷变形。The extended quarter deck slightly set down and deformed.

2)      单板舵舵杆弯曲，上、下舵承移位。舵失灵。The single-plate rudder stock bent and its upper & lower bearings dislocated and steering operation was out of function.

9.  据船东告称，下述物品落水失落：As stated by the barges’Owner, the following articles fell down into water and missing:

1)      沙箱4 sand boxes, 420mmx300mmx260mm in size;

2)      水箱4 water tanks, 1200mmx600mmx520mm in size;

3)      带缆钢丝绳10 mooring steel wire ropes, dia. 22x14m.

 

CC.         货驳需上排进行修理。Necessary slipway to effect permanent repair for the cargo barges ‘1-031” ,“1-032”,”1-034”,”1-036”, “1-039” & “1-102”.

 

DD.         船东已安排进行了部分的永久性修理及临时性修理。为减少间接损失，要求在适当的时候再完成所有永久性修理工程。Partial permanent repair temporary repair have been arranged by the barges’ Owner. In order to reduce the indirect loss, the permanent repair is suggested to be completed at adequate occaion.

 

EE.           永久性修理费用估计分别为：The estimated costs of permanent repair are as follows:

     

“1-031” “1-032” “1-033” “1-034” “1-035” “1-036” “1-037” “1-039” “1-102”

………………………………. ………………………………. ………………………………. ………………………………. ….…………………………… ………………….…………… ….…………………………… ………………………….…… ………………………….……

US$  900.00 US$ 1,300.00 US$  760.00 US$ 1,600.00 US$  360.00 US$ 1,300.00 US$  450.00 US$ 1,000.00 US$  830.00

 

                                      -----------------------------------

                                Total   US$ 8,500.00

谨此致候

Best regards.

 

帅哥

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螺旋浆损坏 Propeller Damage

 

    兹因平安保险公司委托，下列署名的高级验船师于ffice:smarttags" />0000年2月2日及以后诸日在上海港登 “XXXX”轮对该轮的螺旋浆损坏进行了技术咨询。THIS IS TO CERTIFY that the undersigned senior engineer did, at the request of the Ping An Insurance Co., attend on board the M.V. “XXXX” in Shanghai Harbor on Feb. 2, 0000 and subsequent dates for the purpose of carrying out a technical consultation to the damaged propeller.

 

一．船舶资料

SHIP’S PARTICULARS:

 

船名：Name of Ship 船旗国：Flag 船藉港：laceType w:st="on">PortlaceType> of laceName w:st="on">RegistrylaceName> 总吨位：Gross Tonnage 净吨位：Net Tonnage 船级：Class 安放龙骨日：Date on which keel was laid 船东：Owner: 建造日期：When built 建造厂：Where built 总长：Length overall 型宽：Molded breadth 型深：Molded depth 吃水：Draft 载重量：Deadweight 主机：Main engine    型号：Type    缸数：No. of Cyl.    缸径：Bore of Cyl.    冲程：Stroke    输出功率：Output    出厂编号：Serial No.    制造厂：Where built    制造日期：When built

 

二．概况

    GENERAL CONDITION

 

据“XXXX”轮船长告称该轮于0000年7月16日由现船东XX公司购进，在美国XX港接船。在开航前即对0000年7月16日由船东申请，DNV验船师登该轮对水线以上船体部分进行了检验，情况正常，处于适航状态/It was stated by the Master of the M.V. “XXXX” that the said ship was purchased by the XX Company on July 16, 0000 and taken over in XX, America. At the request of the ship’s Owner that, DNV Surveyor attended on board the ship for the purpose of carrying out an inspection to the hull above waterline before the ship starting voyage i.e. July 16, 0000 and the survey showed that all were in normal condition.

    该轮于0000年9月27日（当地时间）在黑海的TUARS 港装生铁，在1，3,5,7货舱内共装22,000吨生铁（第2,4,6货舱为空舱）。于0000年10月1日1350时（当地时间）从 TUAPS港驶往日本川崎。于0000年10月8日2020时，穿过苏伊士运河，驶入红海，于0000年10月10日1120时（当地时间）该轮位于24^o23’N 36^o21’E，水深1166米的海面上，突然发生强烈振动和扭摆。而且主机转速也突然升高，有原来的104升高到114rpm。同日1130时，船长告诉机舱里的值班轮机员，把主机使用的燃油改为柴油。1215时，主机转速降为90rpm。1235时，该轮升起两只黑球。1255时，主机停车。 The ship loaded in Port of TUARS, Black Sea on Sept. 27, 0000 (Local Time) and Nos.1,3,5 & 7 cargo holds were loaded with 22,000 tons of pig iron in total (Nos.2,4 & 6 cargo holds were empty). At 1350 hrs (Local Time) on Oct. 1, 0000, the ship sailed from laceType w:st="on">PortlaceType> of laceName w:st="on">TUAPSlaceName> for the destination laceType w:st="on">portlaceType> of Kawasaki, Japan. At 2020 hrs on Oct. 8, 0000, the ship finished passing Suez Canal and sailed into the Red Sea. At 1120 hrs (Local Time) on Oct. 10, 0000, the ship severely shocked and laboured & strained, at position: 24^o23’N 36^o21’E, the depth of water: 1166m. Meanwhile, the revolution of the main engine suddenly raised from 104 rpm to 114 rpm. At 1130 hrs on the same date, the ship’s Master told the watch engineer in the engine room that the preparations for fuel oil used for the main engine being replaced with diesel oil should be made. At 1202 hrs, diesel oil was used for the main engine, instead. At 1215 hrs, The ship raised two black balls. At 1255 hrs, the main engine was stopped.

经船员检查发现：尾轴前轴承漏水严重，使用毛毯和木块堵漏。此外，机舱内未发现其它异常。便认为该船严重振动和扭摆可能是螺旋桨有问题。于同日1330时，船长派二名船员（他们原来都是潜水员）潜入水下检查螺旋桨，发现螺旋桨的一个叶片已断落，叶片已遗失，螺旋桨其余的三片叶片完好。这时便抛下右锚（约抛出40米锚链）以增加阻力，防止船舶漂至岸去，等待救助。Upon the crew’s examination found, the fore bearing of the tailshaft was seriously leaky, and the measure of blocking with blanket & pcs of wood was taken to cease leakage. Besides, no abnormality was found in the engine room. They considered that the ship was sustained severe shock and labouring & straining probably owing to that there was something wrong with the propeller owing to that there was something wrong with the propeller. At 1330 hrs on the same date, the Master dispatched two crew members (they used to divers) to dive for examining the propeller and it was found that one blade was broken & missing and the remaining three blades were in good condition. At that time, the ship dropped std anchor with about 40m of chain cables for increasing resistance with a hope to prevent her from drifting ashore and grounding and to wait assistance.

直至0000年10月21日中午才由船名为“XX”的拖轮把该轮拖往DJIBOUTI 港，并于10月27日到达该港。此后，11月2日由船名为“XXX”的拖轮拖航，于11月15日到达科伦坡。然后11月16日由“XXXX”拖轮拖航于12月20日到达日本川崎港外锚地，于12月22日进川崎港卸货。12月29日卸完货，12月30日由“XXXX”拖轮拖至上海。0000年1月6日到达上海桂家村油轮航修站码头。At noon of Oct. 21, 0000, the ship was towed to Port of DJIBOUTI by the tug “XX” and got there on Oct. 27. And on Nov. 2, the ship was towed by the tug “XXX”, and arrived at Port of Colombo on Nov.. 15, and then the ship was towed by the tug “XXXX” on Nov. 16 and arrived at the anchorage outside of Port of Kawasaki, Japan on Dec. 20, and entered Port of Kawasaki on Dec. 22 for discharging. On Dec. 29, the ship completed discharging and on Dec. 30, the ship was towed to Shanghai by the tug “XXXX”. On Jan. 6, 0000, the ship arrived at the wharf of the Guijiacun Oil Tanker Voyage Repair Station, Shanghai.

帅哥

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一．检查情况Inspection Condition

 

    ffice:smarttags" />0000年1月17日1300时，“XXXX”轮被拖到上海XX船厂第一次进黄山浮船坞，拆下舵、损坏的螺旋浆，拆去艉轴前端联轴节，拉出艉轴；并把船上的备用螺旋桨卸下，运送到车间，以便拂磨螺旋桨毂内孔。然后把该轮的尾轴管后部临时封闭，于0000年1月21日1400时出坞，再被拖到桂家村油轮航修站码头。At 1300 hrs (Local Time) on Jan. 17, 0000, the M.V. “XXXX” was towed to Shanghai XX Shipyard and lay at its Huangshan Floating Dock for the first time, the ship’s rudder, damaged propeller and the fore coupling of propeller shaft were removed down and the propeller shaft drawn out; the ship’s spare propeller was transferred to workshop so as to grind the bore of propeller boss. Upon the aft part of the ship’s stern tube being temporarily blanked, the ship undocked at 1400 hrs on Jan. 21, 0000, and towed back to the wharf of the Guijiacun Oil Tanker Voyage Repair Station, Shanghai, waiting for installation of propeller shaft, propeller and rudder in floating dock.

下列署名的高级工程师于0000年1月24日在上海XX船厂车间内对损坏的铜质螺旋桨进行了检查。在此期间，船厂按本人的要求，对该轮螺旋桨进行了清洁出白，并按指定的部位作了着色探伤。检查中发现，The undersigned senior engineer carried out an inspection to the damaged copper alloy propeller at the workshop of Shanghai XX Shipyard on Jan. 24, 0000. During this period, the propeller was cleaned to bare metal and its designative parts were examined by dye-penetration detection according to the undersigned engineer’s recommendation to the Shipside. Upon the inspection found,

1. 螺旋桨的第一叶，约在0.2R处断落，叶片已丢失。断口目测可见原材料有7处疏松点和2处直径10毫米缩孔的缺陷。这些缺陷离浆叶表面（推力面）的最短距离约10毫米。缺陷周围金属晶粒较粗大。而且疏松点大多分布在浆叶的导边部位。此外，断口其余部分的金属晶颗尚细。The 1^st propeller balde broken off at 0.2R and missing. The material at the broken surface was visually examined and found with defects of 7 slag cavities and 2 Φ10mm shrinkage holes. The material at the broken surface was visually examined and found with defects of 7 slag cavities and 2 ф10mm shrinkage holes. The shortest distance from these defects to the ahead surface of the propeller blade was about 10mm. The metallic grains in way of the defects were found coarse. The slag cavities were found mostly scattered near the leading edge of the blade. Besides, the matallic grains in way of the remaining part of the broken surface were found still fine.

在断口与叶根之间，推力面一侧，还有一条裂纹，长度约140毫米。The ahead surface of the propeller blade was found cracked at one place between  the broken surface and the blade root about 140mm in length.

2. 螺旋桨的第二叶，约在0.2R附近，推力面一侧，有裂纹多处，其中比较明显的有长度约为100,60,60,32毫米四处。The ahead surface of the 2^nd propeller blade, at 0.2R, was found cracked at many places, among which, apparently cracked at 4 places about 100mm, 60mm, 60mm & 32mm in length respectively.

另外，在离叶尖约400mm的导边处，有一小缺口，尺寸约为50mmx25mm 。Besides, the leading edge about 400mm off the blade tip was found notched about 50mmx25mm in area.

1.    螺旋桨的第三叶，约在0.2R附近，推力面一侧，有裂纹多处，其中比较明显的有长度约为100,60,60,32毫米四处。The ahead surface of the 3^rd propeller blade, at 0.2R, was found cracked at many places, among which, apparently cracked at 5 places about 460mm, 55mm, 55mm, 80mm & 35mm in length respectively.

2.    螺旋桨的第四叶，约在0.2R附近，推力面一侧，有一条裂纹，长度约160毫米。此外，在该裂纹与导边之间，还有长度为15-30mm的聚集性裂纹多处。 The ahead surface of the 4^th propeller blade, at 0.2R, was found cracked at one place about 160mm in length. And the ahead surface was found closely cracked between the crack and the leading edge at many places 15-30mm in length.

另外，在离叶尖约600mm和800mm的导边处，各有一处小缺口，尺寸分别约为80mmx20mm和45mmx15mm。Besides, the leading edge about 600mm & 800mm off the blade tip was found notched about 80mmx20mm & 45mmx15mm in area respectively.

5. 损坏了的螺旋浆毂部有如下钢印标志：

  The damaged propeller boss was stamped with the following marks:

帅哥

     

一．损坏原因分析Analysis for Cause of Damage

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1.  螺旋浆损坏分析Analysis for the damaged propeller:

该轮原船名为“XXXXX”，于0000年建造于Cia Euskalduna 船厂，入XX船级。ffice:smarttags" />0000年6月15日在The ship’s ex-name was “XXXXX”, she was built at Cia Euskalduna in 0000, with XX class. From June 15, 0000转入XX船级，船级符号为：xxxxxx。并作了坞内检验、尾轴承（铁梨木）换新和三次特别检验。 the ship’s class was transferred to XX and her class character was xxxxxx. At that time, docking survey and No.3 special survey were carried out, the stern bush (lignum vitae) was renewed.

    0000年3月，在马耳他作船底检验，尾轴承（铁梨木）换新。In March 0000, at Malta, bottom survey was carried out and the stern bush (lignum vitae) was renewed.

    0000年4月，在Gdansk 作船底检验。In April xxxx, bottom survey was carried out at Gdansk.

    0000年2月3日，在Rijeka 作第四次特别检验和船底检验。XX船级社的检验清单记载“螺旋浆目视检验正常，尾轴承间隙为2.3毫米”。无任何缺陷的记载。On Feb. 3, 0000, No.4 special survey and bottom survey were carried out at Rijeka. As recorded in the survey check list by XX that “Propeller visually surveyed and found satisfactory, stern bush clearance was 2.3mm.” No defects were recorded in the list.

    0000年6月1日，签发了船级证书，当时的船名为“XXXXXX”。On June 1, 0000, the Classification Certificate was issued, at that time, the ship’s name was “XXXXXX”.

    0000年7月16日，该轮的船名从“XXXXXX” 改为“XXXX”，船东由Fortune Shipping Co. 改为XX Shipping (Liberia) Inc 。On July 16, 0000, the ship’s name was altered from “XXXXXX” to “XXXX” and the Owner was changed from Fortune Shipping Co. to XX Shipping (Liberia) Inc.

   0000年7月17日，签发了有效期5 个月至0000年12月16日的短期货船安全构造证书。其余证书仍有效。详细情况请见“概况”。On July 17, 0000, a short-term Cargo Ship Safety Construction Certificate was issued, valid for a period of five months until Dec. 16, 0000. The remaining certificates were still in force, and for the further particulars, please see “ General Condition “.

   从螺旋浆毂部钢印标志知悉，该螺旋浆是0000年由NAVALIPS 厂制造，并经XX船级社检验。从现有可以查到的文件中均未发现有关螺旋浆缺陷的记载。It was known from the identification marks on the propeller boss that the propeller was built by NAVALIPS Factory in 0000 (year), and surveyed by XX(classification society). Upon examination of the available documents, no records concerning the defects of the propeller were found.

   以上说明，该螺旋浆在0000年10月10日以前的历次进坞时都经过有关船级社的检验。每次检验均没有遗留项目。To sum up, the propeller was inspected by the Classification Society concerned at the ship’s each docking before Oct. 10, 0000. And there was no outstanding recommendation in each survey.

2.  断口分析Analysis for the broken surface:

(1)    众所周知，螺旋桨叶片根部是受力最大的区域。然而，在第一个叶片根部约0.2R 处，内部存在着7处以上疏松和二处缩孔。在工作中，在缺陷的附近，必然应力集中，而且，在工作到一段时间后，叶片根部由于应力集中加剧，断落是很难避免的。Generally, the propeller blade root is the part that can bear the greatest force. But owing to that there were more than 7 slag cavities and 2 shrinkage holes inside No.1 blade root at 0.2R, causing the stress concentrated near the defects of the blade root while the propeller working, consequently, it was unavoidable that the blade root was broken due to the intensifying of the stress concentration after the propeller working for a period of time.

(2)    当然，螺旋桨叶片内部潛在缺陷，在一般的外部检查中不可能被发现的。因此，该螺旋桨叶片内部存着缺陷，而历次验船师作外部检验时都未被发现，都认为是合格的，这也是可以理解的。The latent defects of the propeller blade couldn’t be found through a regularly external inspection, therefore, it was also comprehensible that the propeller blade was still considered in normal condition though externally inspected by surveyors.

1.     对螺旋桨残存的三个叶片的分析Analysis for the remaining three propeller blades:

(1)   该螺旋桨残存的三个叶片根部约0.2R处，推力面一侧，都有不同程度的裂纹，其中最长一条约为460毫米。这就说明，残存的三个叶片根部也已处在过度疲劳之中，随时都有断落的可能。The ahead surfaces of the remaining three propeller blades were cracked in various degrees in way of their roots at 0.2R, among which, the longest crack was about 460mm in length. The remaining three propeller blades were also remained serious defects and could be sustained breaking off at any time.

(2)   第二、第四片叶片导边，都有些小缺口。这些小缺口是由于螺旋桨碰到小障碍物所造成的，即使如此，由于这些小缺口对该螺旋桨来说是轻微的损伤，也就是说，螺旋桨所碰到的小障碍物是不足以造成叶片断落的。No.2 & No.4 propeller blades were found several slightly notched in way of their leading edges. The notches sustained due to touching small obstables were such a slight damage for the propeller that the breaking of the propeller blade couldn’t be caused by the small obstacles.

 

    该轮螺旋桨损坏的主要原因是由于在螺旋桨叶片根部区域内部潜在着疏松和缩孔等缺陷，在螺旋桨工作时，由于应力内部缺陷附近应力的过度集中，且该螺旋桨使用日久而过度疲劳，造成断落。The cause of damage of the propeller of the M.V. “ XXXX ” was sustained mainly owing to that there were the latent defects of slag cavities and shrinkage holes within the area of blade root, causing the stress over-concentrated near the defects while the propeller working, thus, after being used for a long time, the propeller was broken by overfatique.

 

修理要求

Recommendation:

 

“XXXX” 轮损坏的螺旋桨应予换新。The damaged propeller of the M.V. “XXXX” should be renewed.

 

帅哥

实际修理情况fficeffice" />

Repair to be Effected:

 

上述螺旋桨现准备根据“修理要求”在该轮第二次进坞时用船上备用螺旋桨更换。The above-mentioned propeller will be replaced with the ship’s spare one according to the “Recommendation” at the 2^nd docking.

 

检验在场人员

Present at Survey:

 

船东代表Owner’s Representative

船长Master

轮机长Chief Engineer

上海XX船厂代表Representative of Shanghai XX Shipyard.

 

附件Attachment:

1.      24张照片24 photos.

2.      船长海事声明Master’s Note of Sea protest.

3.      船级证书Classification certificate

4.      原货船安全构造证书Original Cargo Ship Safety Construction Certificate.

5.      XX船级社ffice:smarttags" />0000年2月3日坞内检验报告XX docking survey report dated Feb. 3, 0000.

 

可调节螺旋桨轴联轴器安装缺陷

 

    船厂在安装可调节螺旋桨轴的联轴器时，根据制造厂提供的指示中的规定压入套筒内的距离为57.4毫米， 并经WARTSILA DIESEL CO公司复核，船厂安装的联轴器符合制造厂的要求。When the coupling for controllable pitch propeller shaft being fitted by the shipyard, the axial pull-up was 57.4mm in accordance with the requirement in instruction supplied by the manufacturer, and that confirmed by WARTSILA DIESEL CO., Shanghai Office , the coupling fitted by the shipyard was found to be in compliance with the manufacturer’s requirements.

    轴系安装后主机进行码头试车（系泊试验）。轴系上的离合器啮合后，右主机的转速突然降低。螺距角指示器指在倒车6格。右主机螺旋浆轴发现向后位移约60毫米。The main engine was subjected to a mooring trial on the wharf after the shafting being assembled, and inspected according to the WARTSILA’s testing procedures such as starting, stopping, etc..After the clutch on shafting being engaged, the revolution of the std main engine suddenly dropped down. The propeller pitch angle indicator indicated the step 6 astern.The std M.E. propeller shaft was found dislocated afterward about 60mm.

    原制造厂规定的为安装检查所使用的T字码格与套筒端面距离改为110毫米。The distance between the mark “T” in shaft for fitting inspection defined by the manufacturer and the end surface of sleeve was changed to be 110mm.

    发现螺旋浆叶在极限倒车部位联轴器的安装套筒与螺旋浆轴有相对移动痕迹。最大倒车螺距角距离为104毫米，超过制造厂在车叶上所打的钢印中的规定约16毫米。The propeller blade was found at the limited location of negative pitch angle to have traces of relatively dislocating between the sleeve and the propeller shaft. The max. astern pitch angle distance was 104mm, about 16mm.more than as required in the mark of propeller blade made by the manufacturer.

    右主机螺旋浆轴在套合处的直径经测量分别在199.945-199.97毫米范围内。比钢印要求多压入了1.4毫米, 证明测量位置即安装位置，轴套内径为200.04-200.03毫米。The diameter of the std M.E. propeller shaft at the shrinkage area was measured to be within the range of 199.945-199.97mm respectively. The axial pull-up was about 1.4mm more than the required, which proved that the measuring location was the fitting location and the sleeve bore was 200.04-200.03mm.

    根据中国船级社规范, 对液压无键套合式有套筒套合在轴上的联轴器应具有传递2.7倍额定扭距的能力。According to the Rules of China Classification Society, the keyless couplings fitted with sleeve type by oil shrink method are to have a capacity of transmitting a torque which is 2.7 times the mean torque.

    对一般液压套合的联轴器, 根据计算，主机轴系的实际传递功率为1600KW， 轴转速为180转/分，联轴器外径为80毫米，轴套合处和锥度1/25处的直径为200毫米时，最小的安装套合允许值为0.23毫米。For general couplings, on calculation by the actual transmitting power of 1600 kW, the shaft revolution of 180 r/min, the coupling outside diameter of 380mm, the diameter of shaft at the shrinkage area of 200mm and the taper of 1/25 of the ship’s M.E. shafting, the min. shrinkage allowance of fitting was 0.23mm.

    根据测量结果，联轴器套筒与螺旋浆轴的间隙为0.07毫米。因此，这种配合松动的套筒式联轴器是不可能转足扭距的，最终，势必会在轴上滑动。In view of the measuring results, the clearance between the coupling sleeve and the propeller shaft was 0.07mm. Therefore, such a loosely fitted coupling has no capacity of transmitting torque, eventually, the sleeve would slip and move on shaft.

    船厂所述的损坏原因是可以接受并合符逻辑的。The cause of damage as stated by the shipyard is acceptable and logical.

 

 

主机损坏 Main Engine Damage

（连杆轴承下盖的潜在缺陷所致）

 

    兹应中国人民保险公司上海分公司申请，下列署名的咨询验船师于0000年11月13日在上海港登“XXXX”轮进行了检验，以确定损坏原因、范围以及程度，情况如下：

THIS IS TO CERTIFY that at the request of the Shanghai Branch of the people’s Insurance Co. of China, the undersigned consulting surveyor did attend on board the

M.V. “XXXX”

                       Flag:   China

laceType w:st="on">PortlaceType> of laceName w:st="on">RegistrylaceName>: Shanghai

Registered No.:  0000000

                       Gross Tonnage:  0000

in laceName w:st="on">ShanghailaceName> laceType w:st="on">HarborlaceType> on Nov. 13, 0000 for the purpose of carrying out a survey for ascertaining the extent, nature & cause of damage stated to have been sustained in the following circumstance:

帅哥

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主机于ffice:smarttags" />0000年6月14日在海上损坏

M.E. DAMAGED ON JUNE 14, 0000 AT SEA

 

据该轮轮机长告称该轮在从日本航行于新西兰途中，船位：23o47’.0 S 165o56’6 E，在0000年6月14日1715时（当地时间），突然机舱内一声尖叫，立即主机停止运转。轮机员们立刻跑进机舱，发现在主机A5和B5缸组外散落着大量主机的损坏部件。主机已不能修理。该轮漂泊了73个小时，直到0000年6月7日“XXXXX”轮前来救助。0000年6月21日1500时该轮由奥克兰拖轮拖带并于0000年6月26日到达新西兰奥克兰。It was stated by the ship’s Chief Engineer that while the ship sailing from Yokohama, Japan to Auckland at the position 23o47’.0 S 165o56’6 E, New Zealand at 1715 hrs on June 14, 0000 (local time), a scream was suddenly heard in the engine room and the main engine stopped running immediately. Engineers went into the engine room at once and found a lot of damaged components of the main engine scattered outside the M.E. A5 & B5 units. The main engine could not be repaired so that the ship drifted for 73 hrs until M.V. “XXXXX” arrived for rescue at 1800 hrs on June 17, 0000. The ship was towed by Auckland tug at 1500 hrs on June 21, 0000 and arrived at Auckland, New Zealand on June 26, 0000.

该轮轮机长又告称主机损坏可能是由于第五缸连杆轴承下盖裂纹并断落所致。事实上，该轮船员不可能发现第五缸连杆轴承下盖的潜在裂纹。It was added by the ship’s Chief Engineer that the main engine was damaged probably owing to the interior lower bearing shell of the No.5 connecting rod being cracked and then broken down. In practice, the latent crack in the lower bearing shell of the No.5 connecting rod could not be discovered by the ship’s crew.

 

检验查明UPON THE SURVEY FOUND		修理要求RECOMMENDED
主机Main engine:   型号Type: KAWASAKI-MAN 10V52/55A   额定功率Rated power: 7745 kW   缸数Number of cyl.: 10   缸径Cyl. bore: 520mm   活塞冲程Piston stroke:  550 mm   机号Engine No.:  7308   制造商Manufacturer: KAWASAKI HEAVY                      INDUSTRIES LTD.   制造日期Manufactured in: July 30, 0000   额定转速Rated revolution:  450 rpm
1．  A5 & B5缸缸套打碎。Cylinder liners of A5 & B5 units broken.		应予换新To be renewed.
2．  A5 & B5缸活塞打碎（位于活塞销以下），活塞销及轴瓦打坏。Pistons of A5 & B5 units broken (below piston pin), piston pins and bearing shells damaged.		应予换新To be renewed
3．  No.5缸主、付连杆轻度变形，主连杆的曲柄销轴瓦严重变形，固定下轴承盖的2根螺栓断掉，2根螺栓仍与残余的下轴承盖和上轴承盖固定在一起且该2根螺栓已变形。付连杆与上轴承盖连接的2根螺栓断掉。主连杆与上轴承盖连接的4根螺栓变形。Main & aux. connecting rods of No.5 unit slightly deformed, bearing shell of crankpin of main connecting rod seriously deformed, two bolts for securing lower bearing shell broken, two bolts connecting the remainder of the lowerbearing shell with the upper bearing shell deformed; two bolts for connecting the aux. connecting rod with the upper bearing shell deformed; four bolts for connecting the main connecting rod with the upper bearing shell deformed.		应予换新To be renewed.
4．  B5缸缸体右侧打碎（高700mm,宽500mm）。Std side cylinder body of B5 unit broken 700mm in height and 500mm in width.		应予换新To be renewed.
5．  B5缸曲柄箱道门上部机架打碎脱落，曲柄箱内部前上方机架裂纹（长300mm）。A5缸道门前上方机架裂纹（长600mm）。A5和B5曲柄箱道门打碎。Engine room in way of upper part of crankpin case port of B5 unit broken and detached and that at forward upper part of interior crankpin case cracked about 300mm inb length. Engine frames in way of forward upper part of crankpin case laceType w:st="on">portlaceType> of laceName w:st="on">A5laceName> unit cracked about 600mm in length. Crankpin case ports of A5 & B5 units all broken.		应予换新To be renewed.
6．  B侧凸轮轴（长4.5m）严重弯曲变形。6道凸轮轴轴承座（从No.3缸至No.6缸）断裂。B bank camshaft 4.5m in length seriously bent & deformed. 6 bearing seats of the camshaft (from No.3 unit to No.6 unit) broken.		应予换新To be renewed
7．  B侧凸轮轴箱体及道门打碎（从B3缸至B5缸），一及外围管系（滑油、燃油、蒸汽管）打断，各长5m。B bank camshaft casing and ports broken (from B3 unit to B5 unit) and lub. oil piping, fuel oil piping & steam piping in way all broken about 5m in length for each.		应予换新To be renewed.
8．  No.5缸曲柄臂前后两块平衡块断裂，前固定平衡块一根螺栓断掉，一根弯曲变形。后固定平衡块一根打弯，一根变形。No.4缸曲柄臂前平衡块裂纹（长75mm）。Two balance blocks on fore & aft crankpin web of No.5 unit broken, one bolt for securing fore balance block broken and the other deformed; one bolt for securing aft balance block bent and the other deformed; fore balance block on crankpin web of No.4 balance block on crankpin web of No.4 unit cracked about 75m in length.		应予换新To be renewed.
9．  No.5缸曲柄销位于油孔处打了4个凹坑（面积分别为：25mmx25mm, 30mmx30mm, 35mmx35mm, 20mmx50mm,深度为5mm左右）（原曲柄销已磨小直径7.0mm）。 Crankpin of No.5 unit in way of oil hole pitted at 4 places about 25mmx25mm, 30mmx30mm, 35mmx35mm & 20mmx50mm in area respectively and 5mm in depth for each. The diameter of the crankpin already worn by 7.0mm.		应予换新To be renewed.
10．             B5 和B4缸高压油泵底座及顶升装置打碎。High pressure oil pump seats and push rod units of B5 & B4 units broken.		应予换新To be renewed.
11．             B侧主滑油管打断（长120cm），No.5和No.6道主轴承进油管打断（长各2m），A5，B5缸气缸油管打断（长各为2m）。B bank main lub. oil pipe broken about 120cm in length, No.5 & No.6 main bearing oil inlet pipes broken about 2m in length for each and cylinder oil pipes of A5 & B5 units broken about 2m in length for each.		应予换新To be renewed.
12．             A5，B5，B4缸进排气阀阀杆6根打弯（其中B5缸2根排气阀，一根进气阀，A5缸一根排气阀）。6 spindles of inlet & outlet valves of A5, B5 & B4 units bent (among which, 2 outlet and 1 inlet valves for B5 unit, 1 outlet valve & 1 inlet valve for A5 unit and 1 outlet valve for B4 unit.		应予换新To be renewed.
13．            B侧高压油泵齿条传动杆打断（长4.5m）。Gear driving rod of B bank high pressure oil pump broken about 4.5m in length.		应予换新To be renewed.
14．            A5，B5，B4缸6根进排气阀摇臂顶杆及护套弯曲变形。The push rods and sleeves of rocker arms of 6 inlet & outlet valves of A5, B5 & B4 units bent and deformed.		应予换新To be renewed.
15．            B4和B5缸缸盖罩壳变形。Casings of cyliner covers of B4 & B5 units deformed.		应予换新To be renewed.
16．            B侧主机油门负荷发送器及2只限位开关打坏。Load transmitter of B bank main engine oil door with 2 limit switches broken.		应予换新To be renewed.
17．            B5缸缸组冷却追阀打坏。Cooling water valve of cylinder cover of B5 unit broken.		应予换新To be renewed.
18．            B5缸安全阀打坏，B5及B4缸油头打坏。Safety valve of B5 unit broken and fuel injectors of B5 & B4 units broken.		应予换新To be renewed.
19．            B5及B4缸曲柄箱道门上2根油雾探测器软管打断。2 flexible pipes of oil mist detector on crankpin case ports of B5 & B4 units broken.		应予换新To be renewed.
20．            主机油底壳循环油柜12T滑油渗入大量缸套冷却水。A large quantities of cylinder cooling water leaking to main engine sump and 12-T  lub. oil circulting tank.		应予换新To be renewed.
21．            No.5缸曲柄销下轴承盖断掉。Lower bearing shell of crankpin of No.5 unit broken.		应予换新To be renewed.

帅哥

    

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损坏原因

CAUSE OF DAMAGE

 

经对该主机损坏部分现场检查和认真分析，下列署名的验船师认为上述损坏的起因在于该主机第五缸连杆轴承下盖在主连杆一侧（B侧）靠近连杆螺栓处首先断裂，接着导致连接连杆轴承盖的螺栓整个脱落。由于摆动的主、付连杆的巨大惯性力，脱落的轴承盖打坏A5及B5缸缸组、活塞、机架、凸轮轴及箱体和道门、曲柄箱等。经进一步分析，下列署名的验船师认为上述损坏的主要原因可能是在上述第五缸连杆轴承下盖B侧靠近连杆螺栓处存在内部的潜在缺陷所致。Upon thorough inspection and serious analysis on the damage field, the undersigned surveyor considered that the above-said damage could be attributed to that the lower bearing shell of the M.E. No.5 cylinder connecting rod broken first in the vicinity of the securing bolt of the main connecting rod (B side) and consequently the bolt for connecting bearing shell of the connecting rod wholly detached. Owing to the great inertial force produced by the swing of the main & aux. connecting rods, the cylinder liner, pinstons, engine framings, camshaft, cylinder bodies, crankcase doors, crankpin, etc. of A5 & B5 cylinders were damaged by the detached bearing shell. Through further analysis, the undersigned surveyor considered that the main cause of the above-mentioned damage was probably due to the latent defect in the interior of the lower bearing shell of No.5 unit in the vicinity of B bank securing bolts.

 

修理情况

CONDITION OF REPAIR

 

没有对该损坏的主机进行修理的设备。该运输公司想对该主机进行整台换新。There is no facility available for repairing the damaged main engine. The Shipping Co. is intending to renew the whole set of the main engine.

 

损坏修理报价意见

COMMENTS ON THE QUOTATION OF DAMAGE REPAIR

 

上述损坏项目已不能进行修理。如非要修理，修理费可能比一台新主机的价格还要大。The above-mentioned damage items are unfeasible to be repaired. If they being repaired, the cost of repair may be greater or as same as that of a new main engine.

下列署名的咨询验船师同意船东的意见，对该损坏的主机进行更换。该损坏的主机的其它残余部件能否作为备件使用须由中国船级社船级验船师作进一步检查后决定。The undersigned consulting surveyor agrees with the Owner’s idea, i.e., the damaged main engine will be renewed. The other residual components of the damaged main engine whether can be used as spares or not are to be decided by the Class surveyor to the China Classification Society after being further examined.