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1. How to calculate the maximum tension of the anchor chain attachment shackle Safety load multiplied by safety factor = maximum tension. How to calculate the breaking force of the anchor chain attachment shackle? Anchor chain attachment shackles have safety factors, which are 2 times, 4 times, 6 times, etc. For example: a 2-ton anchor chain attachment shackle with a 4-fold safety factor, then the breaking tension of this anchor chain attachment shackle is 8 tons. 2. Breaking tensile test of anchor chain attachment shackle hook S6 grade threaded pin type (D-shaped) bow anchor chain attachment shackle Test requirements: test load is 2 times the ultimate working load, and the minimum breaking tensile load is 6 times the ultimate working load Standard: ASTME B 30.26-2004 standard, federal specification RR-C-271D T8 grade threaded pin type bow anchor chain attachment shackle Test requirements: test load is 2 times the ultimate working load, and the minimum breaking tensile load is 4.5 times the ultimate working load Standard: ASTME B 30.26-2004 standard, federal specification RR-C-271D T8 grade bolt pin type bow anchor chain attachment shackle Test requirements: test load is 2 times the ultimate working load, the minimum breaking tensile load of 200-400 tons anchor chain attachment shackle is 4 times the ultimate working load, and the minimum breaking tensile load of 30-175 tons anchor chain attachment shackle is 5.4 times the ultimate working load Standard: ASTME B 30.26-2004 standard, Federal specification RR-C-271D Wide-body anchor chain attachment shackle Cast alloy steel anchor chain attachment shackles range from 7-300 tons, and forged alloy steel anchor chain attachment shackles range from 400 tons to 1500 tons. Test requirements: Anchor chain attachment shackles below 300 tons are tested at 2 times the ultimate working load, and anchor chain attachment shackles above 400 tons are tested at 1.33 times the ultimate working load. The breaking load of anchor chain attachment shackles below 300 tons is 5 times the ultimate working load, and the breaking load of anchor chain attachment shackles above 400 tons is 4.5 times the ultimate working load. Standard: ASTME B 30.26-2004 standard, Federal specification RR-C-271D Eye hook Eye hook 1.25t-31.5t: test load is 2.5 times the ultimate working load, and the design safety factor is 4 times. Eye hook 37t-60t: test load is 2 times the limit working load, design safety factor is 4 times. Standard: ASTME B 30.10-2009 standard. Rotating hook, classification hook Rotating hook: test load is 2.5 times the limit working load, design safety factor is 4 times. Standard: ASTME B 30.10-2009 standard Overview: The maximum tensile test generally indicates the maximum tensile test of the specimen until it breaks in the tensile test. The result is expressed in MPa, and can also be expressed in KG, N, etc. Unlike the tensile strength of steel sheets such as stainless steel, this maximum tensile test cannot produce the elongation after break, etc. 3. Approximate formula for force calculation of anchor chain accessory shackle and its application The selection of anchor chain accessory shackle is generally based on standards or product catalogs. If you need to design and calculate or calculate the anchor chain accessory shackle of unknown tonnage, the following methods are often used: the anchor chain accessory shackle body is regarded as half of the chain link, and is calculated according to the curved beam bending formula; the cross pin is calculated according to the fixed concentrated load at both ends. This work is undertaken by engineering and technical personnel. It is difficult and unsuitable for workers or temporary selection on site. The calculation formula must be simplified to obtain an approximate formula to meet the needs of timely selection on site. 4. Scrap standard of anchor chain accessory shackle Anchor chain accessory shackle products should be replaced or scrapped if one of the following conditions occurs. When the anchor chain accessory shackle body is twisted by more than 10^, the part should be replaced or scrapped. When rust and wear exceed 10% of the nominal size, the part should be replaced or scrapped. When the anchor chain accessory shackle body and pin shaft are cracked after flaw detection, the part should be replaced or scrapped. When the anchor chain accessory shackle body and pin shaft are obviously deformed, they should be scrapped. When cracks and cracks are visible to the naked eye, the part should be replaced or scrapped. In order to ensure the safe use of the anchor chain accessory shackle, please check the operation of the anchor chain accessory shackle regularly. If it cannot be used, replace it immediately to ensure production safety.

1. The state of the ship's anchor chain when connected to the anchor The anchor on the ship is to fix the ship on the sea to prevent it from drifting on the sea surface. The anchor crown first touches the bottom, and then the anchor body lies down. At this time, under the action of the balance bar, the tip of the anchor claw will also touch the bottom, but it will not catch the sand and gravel. The ship will continue to lower a certain length of the ship's anchor chain, so that most of the ship's anchor chain is flat on the seabed. 2. Anchoring operation when the ship's anchor chain is connected to the anchor The iron anchor can only have the pulling force to fix the ship when it is a certain distance away from the ship and the ship's anchor chain is in an inclined state. So the first thing to do when raising the anchor is to solve this problem. Start the windlass to tighten the ship's anchor chain, and the ship will move in the direction of the iron anchor. When the ship's anchor chain is close to vertical, the iron anchor is retracted. If the front and rear anchors are both lowered, first loosen one ship's anchor chain, tighten the other ship's anchor chain, pull out one anchor, and then lift the other anchor. Anchoring is a common mooring method. The process is roughly as follows: the anchor connected with a marine anchor chain or anchor cable is thrown into the water and landed, and it is bitten into the soil. The grip generated by the anchor is consolidated with the bottom of the water, and the ship is firmly tied to the predetermined position. Depending on different waters, meteorological conditions and operation requirements, the methods of throwing anchors are different. Commonly used methods include front anchoring, stern anchoring, side anchoring and front and stern anchoring. Fourth, how to check when the marine anchor chain is connected to the anchor The quality of the hydraulic system oil is of great significance to the working condition and service life of the equipment. If the viscosity of the hydraulic oil is abnormal, the metal content exceeds the standard and the acidity and other quality problems will cause abnormal corrosion and excessive wear to the oil pump, oil motor and valve parts; the unstable viscosity of the hydraulic oil will also cause the anchor machine to work unstably. Sometimes the system oil is emulsified due to water inflow, causing abnormal system pressure, and even causing damage to the oil pump and oil motor. Therefore, pay attention to the changes in the system oil quality and clean the filter (including the magnetic filter) in time. Generally, it is cleaned every six months, and the working oil is tested regularly (annually) (the impurity content in the oil must be lower than the NAS CLASS 10 standard). According to the test results, decide whether to replace or partially replace the oil to improve the system oil quality measures to keep the oil in good condition. Due to the objective instability of the working conditions of the anchor machine, vibration is prone to loosen the fixed parts. Therefore, in daily management, we should check the oil pump, oil motor and anchor machine fixing screws from time to time to see if they are loose, cracks and deformation defects, whether the length of the ship anchor chain has changed, etc.

1. The technology of how many anchors and anchor chains a ship is equipped with is: For newly built ships, the technical parameters of anchors and anchor chains equipped on board should be obtained from the table listed in Specification 1 according to the ship's navigation area, ship type and the number of short-loads. For ships in operation, in some special cases, it is necessary to obtain other useful information through the relationship between anchor and anchor chain parameters. For example, how long is the weight of a marine anchor chain equivalent to the weight of a marine anchor? This question plays a certain role in the operation of throwing and lifting anchors. For another example, for a second-hand ship with a long age, the ship information is incomplete. When part of the marine anchor chain needs to be replaced during ship repair, can the material grade of the marine anchor chain be determined by the weight of the marine anchor and the diameter of the marine anchor chain so as to order the marine anchor chain? In addition, in some studies on the safety of marine anchoring, if the functional relationship between the parameters of marine anchors and marine anchor chains is mastered, it is also conducive to theoretical analysis. The relationship between the mass of a single marine anchor, the wear limit of the marine anchor chain and the number of wine loads is given, but the estimation error is not explained. Based on the technical specifications for ship anchors and ship anchor chains [1 and national standard 1], this paper uses the least squares method to fit some relevant empirical formulas, and explains the fitting errors for ease of use. 2. How many ship anchors and ship anchor chains should a ship be equipped with? The ship anchors and ship anchor chains of seagoing ships should be selected according to the type of ship, the waters of navigation, and the size of the ship's outfitting according to the data listed in the specifications. The outfitting number N (equipment number) or the number of ship equipment is a parameter that reflects the size of the wind and current forces that the hull can be subjected to. The equipment configuration of cargo ships, bulk carriers, oil tankers, suction dredgers, ferries, etc. is selected according to N. The number of ship anchors that a ship should be equipped with, the weight of each ship anchor, the grade, total length and diameter of the ship anchor chain, etc. can be obtained by looking up the table based on the outfitting number. If the total number of anchor chain sections that a ship should be equipped with is an odd number, one more section of the right ship anchor should be equipped. In general, each main anchor of a 10,000-ton cargo ship is equipped with at least 10 anchor chains. For ships in general unlimited navigation areas, each main anchor should be equipped with 12 anchor chains. In addition, the ship should have at least 1 marine anchor shackle and 4 connecting shackles or connecting chain links, and 1 large shackle for floating marine anchor chains. AM1-grade chains with a tensile stress of less than 400N/mm2 cannot be used for large-holding marine anchors. AM3-grade chains are only suitable for marine anchor chains with a chain diameter of 20.5mm or more.

1. Safety factor of anchor chain accessory shackle The safety factor of anchor chain accessory shackle refers to the deformation coefficient of anchor chain accessory shackle and the breaking coefficient of anchor chain accessory shackle to ensure the safe use of anchor chain accessory shackle. The safety factor of anchor chain accessory shackle is calculated by dividing the limit working load by the rated working load. The limit working load is the maximum load that the product itself can withstand, and the rated working load is the maximum load allowed to be loaded in general use. The safety factor is usually expressed in the form of a ratio, such as 5:1. Theoretically, the minimum deformation coefficient of anchor chain accessory shackle products is 2.2:1, and the minimum breaking coefficient of anchor chain accessory shackle products is. 2. Safety inspection steps for anchor chain attachment shackle One of the common rigging "anchor chain attachment shackle" is the most common one in lifting machinery. It generally plays a connecting role. For example, if the wire rope buckle and the lifting lug cannot be directly connected, they can be connected through the anchor chain attachment shackle. In terms of shape, it is mainly divided into bow-shaped anchor chain attachment shackle and D-shaped anchor chain attachment shackle. Because of its great importance, a safety inspection is required before each use. The following are several steps for the safety inspection of the anchor chain attachment shackle. Step 1, inspection before installation and use. The anchor chain attachment shackle should be certified by the manufacturer. Otherwise, the anchor chain attachment shackle should be tested for material chemical composition and necessary mechanical properties (such as tensile test, impact test). Step 2, surface inspection, check the surface condition of the anchor chain attachment shackle by visual inspection and touch. The surface of the anchor chain attachment shackle in use should be smooth, without burrs, sharp angles, and should not have defects such as cracks, folds, and overburning. Step 3: Internal defect inspection. If necessary, internal flaw detection should be carried out. The internal condition of the anchor chain accessory shackle should be checked mainly through non-destructive flaw detection equipment. There should be no internal cracks, white spots and any debris that affect the safety of use. Step 4: Safety device. If conditions permit, a safety device should be installed to prevent the accidental fall of the hoisted object. 3. Technical standards for safe work of anchor chain accessory shackle Anchor chain accessory shackle is a kind of sling tool. If the anchor chain accessory shackle is classified by shape: it is widely used in the field of lifting machinery and equipment because of its small size and large load-bearing capacity. To ensure the safety and reliability of the anchor chain accessory shackle, the following specific technical requirements should be met: the surface of the anchor chain accessory shackle should be smooth and flat, and there should be no serious defects such as cracks and overburning. The raw materials of the anchor chain accessory shackle used for lifting cannot be cast iron or cast steel. Attention should be paid to the maintenance of the anchor chain accessory shackle. Drilling cannot be performed on the anchor chain accessory shackle. It is not allowed to recycle by welding repair or other means if cracks and other defects occur. The buckle body or axle pin of the anchor chain accessory buckle should be replaced in time if it is permanently deformed or damaged to the scrap standard.

After the main structure of the hull is built, it is launched from the shipbuilding platform. Outfitting refers to the installation project at each stage of production, covering equipment, piping, ventilation, electrical, iron outfitting, interior outfitting, weapons and other aspects. Its technology and management process are the most important topics in the field of contemporary shipbuilding technology; it is also one of the most advanced technologies in the field of ships. Including rudder equipment, anchor equipment, mooring equipment, life-saving equipment, closing equipment, towing and pushing equipment, as well as ladders, railings, masts, etc. Interior outfitting: also known as living outfit, Joiner Work or Accommodation Work. Cabin partition and installation of insulation materials, manufacturing and installation of marine furniture and sanitary facilities, composition and installation of kitchen cold storage and air-conditioning systems, installation of marine doors and windows. 2. Technology of Linear Anchor Chain Ship Outfitting Parts In terms of the specific process of shipbuilding, modern shipbuilding technology usually adopts slipway construction or dock construction. The whole project is divided into several different stages: preparation stage (including lofting, cutting, processing), block construction, total slipway/dock construction stage, launching, outfitting, sea trial, and ship delivery. It involves two important disciplines of shipbuilding technology, ship outfitting and electromechanical equipment installation. It should be emphasized here that ship outfitting mainly includes ship installation, mechanical installation, electrical installation and other systems and related pipelines, power and control device installation, such as cabin interior structure (inner wall, ceiling, floor, etc.), furniture and living facilities (cooking, sanitation, etc.), painting and paint, doors and windows, ladders and railings, masts, hatch covers, etc. The outfitting operation area is wide and the engineering volume is large. The outfitting engineering volume usually accounts for 50% to 60% of the total shipbuilding engineering volume, and even higher for complex ship types. 3. Classification of anchor chain ship outfitting In addition to ladders, seats, mooring equipment, anchoring equipment, doors, windows, covers, etc., which are all called anchor chain ship outfitting, there are also those that belong to anchor chain ship outfitting, such as mud tank structure, various small platforms, pipe support structure deck extension structure, are they also anchor chain ship outfitting? This depends on how you define it. If in a broad sense, anchor chain ship outfitting includes iron outfitting, electrical outfitting, pipe outfitting and other anchor chain ship outfitting. In a narrow sense, anchor chain ship outfitting only includes iron outfitting, just like the ladder railings you mentioned. In a broad sense, electrical outfitting is such as cable brackets, and pipe outfitting is such as pipe feet.   Anchor chain ship outfitting is actually a broad term. The engine is called engine outfitting, the pipe is called pipe outfitting, the electrical is called electrical outfitting, the internal is called internal outfitting, and the external is called external outfitting. In fact, everything except the hull structure can be called anchor chain ship outfitting. Generally, anchor chain ship outfitting in shipyards refers to the external parts. IV. The current situation of anchor chain ship outfitting in my country At present, the most obvious feature of my country's shipbuilding method is that the management of important parts such as ship design, production, purchase, processing, assembly, and installation of ship outfitting are all carried out around the core model of pallet management. The most important link in pallet management is assembly and distribution, and the focus of assembly and distribution is the assembly and distribution of ship outfitting. It mainly includes many links such as plan formulation, shipbuilding site management, and shipbuilding material distribution. The characteristics of pallet assembly and distribution management are: there are many related departments, the work process is complex, the plan is not easy to formulate, and the management work of the shipbuilding site is cumbersome.

Recently, the inaugural meeting of the 3rd Marine Environmental Protection Sub-Technical Committee (hereinafter referred to as the "Marine Environmental Protection Sub-Technical Committee") of the National Marine Machinery Standardization Technical Committee (hereinafter referred to as the "National Marine Machinery Standardization Technical Committee") and the first working meeting of the 3rd session were held. The meeting was hosted by the 704th Institute of China Shipbuilding Industry Corporation, the chairman unit and secretariat unit of the Marine Environmental Protection Sub-Technical Committee, and undertaken by the Jiangdu District Market Supervision Bureau of Yangzhou City and Yangzhou Sanjiang Environmental Safety Equipment Co., Ltd. Sun Meng, Secretary-General of the National Marine Machinery Standardization Technical Committee, Jiang Ping, Director of the Standardization Department of the Yangzhou Market Supervision Bureau, and 23 members from 21 units related to marine environmental protection attended the meeting. The meeting was chaired by Shou Xuri, Chairman of the Marine Environmental Protection Sub-Technical Committee and Deputy Chief Engineer of the 704th Institute. The meeting read out the reply of the National Standardization Committee on the Marine Environmental Protection Sub-Technical Committee and issued member certificates to all members. At the same time, three requirements were put forward for the work of the new Marine Environmental Protection Sub-Technical Committee: First, work should be carried out in strict accordance with the requirements of the National Standardization Committee for various standardization technical committees. Second, close tracking and research on the International Maritime Organization's Pollution Prevention Convention should be strengthened. The third is to strengthen the standardization technical service work for member units and related enterprises. Wang Huifang, a member of the Shanghai Standards Institute of China Classification Society, was invited to make a special technical report on "Dynamic Analysis of the International Maritime Organization Pollution Convention", and made a detailed analysis of the latest changes, characteristics and development trends of the International Maritime Organization Pollution Convention, and put forward relevant work suggestions. The meeting also discussed the charter of the Marine Environmental Protection Sub-Technical Committee and the working rules of the Secretariat. In recent years, the 704th Institute has conscientiously performed the duties of the chairman of the Marine Environmental Protection Sub-Technical Committee and the Secretariat unit, actively responded to the low-carbon double reduction policy, and organized and carried out a series of national and industry standards in the field of marine environmental protection, such as "Technical Conditions for Marine Domestic Sewage Treatment Systems" and "Technical Conditions for Ship Recycled Water Treatment Devices", and successfully issued and implemented them, filling the gap in my country's technical standards in this field, and providing strong standard guidance and support for promoting the development of the national marine environmental protection industry.

On July 16, the Ministry of Industry and Information Technology released the latest data on my country's shipbuilding industry in the first half of 2024. The three major indicators of China's shipbuilding industry continued to grow steadily and lead the world. The latest data show: ■ In the first half of 2024, my country's shipbuilding completion volume was 25.02 million deadweight tons, an increase of 18.4% year-on-year; ■ The number of new orders was 54.22 million deadweight tons, an increase of 43.9% year-on-year; ■ As of the end of June, the number of orders on hand was 171.55 million deadweight tons, an increase of 38.6% year-on-year, ■ The three major indicators accounted for 55%, 74.7% and 58.9% of the world market share respectively. Among the 18 major ship types in the world, China has 14 types of ship types with the largest number of new orders in the world. Li Yanqing, Secretary-General of the China Shipbuilding Industry Association: First of all, the market is expanding. The market has this demand, which can enable us to continue to grow our orders and new orders. The new orders in the first half of this year (accounting for the world) are close to 75%, which shows that China's shipbuilding industry can continue to maintain a growth trend. This is very good news and reflects our market capabilities. High-end ship orders are full and profits have increased nearly 2 times year-on-year There is another very eye-catching indicator in the Chinese shipbuilding industry data released today, which is the profit amount. In the first five months of this year, the total profit of China's shipbuilding industry has increased nearly 2 times year-on-year. The latest data shows: ■From January to May, the national shipbuilding industry enterprises above designated size achieved operating income of 253.24 billion yuan, a year-on-year increase of 26.3%; ■Achieved a total profit of 16 billion yuan, a year-on-year increase of 187.5%. At China Shipbuilding Shanghai Waigaoqiao Shipbuilding, the second domestically-made large cruise ship has entered the accelerated construction period, and 80% of the structural sections of the whole ship have been completed. In another dock, 7,000-TEU container ships are also being manufactured at an accelerated pace. In the first half of this year, Shanghai Waigaoqiao Shipbuilding delivered 12 such ships, setting an average record of delivering one every two weeks. Wei Yan, Assistant Director of the Marketing Department of China Shipbuilding Waigaoqiao Shipbuilding: There is a strong support in terms of market demand. The rigid demand of shipowners for the continuous renewal of fleet capacity has pushed up the price of new ships. Judging from this year's delivery, we can exceed the annual production task. The Waigaoqiao Shipbuilding Company will also usher in the major milestone of delivering the 100 millionth deadweight ton, which is a historic breakthrough. Not only Shanghai Waigaoqiao Shipbuilding, in the first half of this year, the number of orders in hand in my country's shipbuilding industry has reached the highest value in nearly 20 years in terms of modified gross tonnage. More and more high-tech, high-difficulty and high-value-added ship types have appeared in these orders. Among them, the construction of gas carriers has made new breakthroughs, and the world's largest 93,000 cubic meter ultra-large liquefied gas carrier, 99,000 cubic meter ultra-large ethane carrier, the world's first fifth-generation "Changheng Series" 174,000 cubic meter large LNG carrier and the world's first river-sea direct 14,000 cubic meter LNG bunkering carrier have been delivered one after another. The new orders for container ships account for 97.5% of the global market share. Li Yanqing, Secretary-General of the China Shipbuilding Industry Association: First of all, the ship price is at a historical high. In addition to this, it is also closely related to our product structure. We have adjusted our product structure and undertaken many high-tech and high-value-added ships, which is also a very important factor in our profitability. China's shipbuilding exports continue to grow. In addition to more and more orders and higher profits, there is another obvious change in the data in the first half of this year, that is, more and more foreign shipowners have placed orders with Chinese shipyards. More than 70% of every 10 new shipbuilding orders in the world go to China. my country's shipbuilding exports continue to grow. At a shipbuilding company in Dalian, reporters saw that almost all the ships produced here came from foreign shipowners, and the orders received have been scheduled until 2028. The ships produced here not only satisfy the shipowners with their quality, but also have many exclusive technologies. Jiang Hongliang, director of the Dalian Shipbuilding Production Management Department of China Shipbuilding: The quality of our independently designed products, the efficiency of operation, including energy saving and other indicators have been highly recognized by shipowners. Moreover, we meet the shipowners' needs in terms of cycle, and the on-time delivery rate is 100%. 90% of international shipping companies have cooperative relations with us, and we have also expanded many shipbuilding companies that cooperate with Chinese shipyards for the first time to further expand market visibility and market share. In the first half of this year, my country's ship exports maintained steady growth, with the export value of ship products reaching US$20.67 billion, an increase of 85.2% year-on-year. From a monthly perspective, the average monthly export reached US$3.4 billion, with a year-on-year growth rate of more than 30%, ranking first in the export of key electromechanical products in my country. Li Yanqing, Secretary-General of the China Shipbuilding Industry Association: China's shipbuilding has been recognized by the world. About 75% of new orders prove that everyone is willing to cooperate with Chinese shipyards and ship companies to form a new global industrial chain and supply chain development pattern centered on China. The brand of Chinese shipbuilding represents not only our quality, but also our technological innovation and a complete service system, which is the most important aspect of our new quality productivity. The results of structural transformation are obvious, and the proportion of green ships has increased. In the latest data, there is another new trend that attracts attention, which is "green ships made in China". In the first six months of this year, the international share of my country's new green-powered ship orders reached 71.7%, achieving full coverage of mainstream ship types. There are two main ways to achieve green transformation of ships. The first is to use green new fuels such as liquefied natural gas, methanol, and liquid ammonia as ship power. The other is to achieve energy conservation and emission reduction by optimizing ship power devices and adding new technologies such as desulfurization systems. Peng Guisheng, Director of the Marketing Department of China Shipbuilding Dalian Shipbuilding: Judging from the newly signed orders, some customers have directly chosen alternative fuel ships. Overall, the trend of new shipbuilding orders towards green development is very certain, and our green ship types account for about 60%. Data shows that in the first half of this year, my country's shipbuilding industry's new orders for green-powered ships accounted for 71.7% of the international share, and achieved full coverage of mainstream ship types. Peng Guisheng, Director of the Marketing Department of China Shipbuilding Dalian Shipbuilding: We have delivered the world's first LNG-fueled VLCC (very large crude carrier), and this year we have also accepted the world's first oil tanker order fueled by liquid ammonia. Green ships have power systems, fuel supply systems, and storage systems that will bring additional value and have higher added value. 90% of global trade is completed by sea, and the environmental pollution caused by shipping has attracted great attention from the international community. The International Maritime Organization proposed to achieve net zero greenhouse gas emissions in international shipping by around 2050. Last year, the Ministry of Industry and Information Technology, the National Development and Reform Commission, the Ministry of Finance and other five departments jointly issued the "Outline of Action for Green Development of Shipbuilding Industry (2024-2030)", proposing that by 2025, the green development system of shipbuilding industry will be initially established. Green and low-carbon has become an inevitable trend in the development of the shipping industry. Li Yanqing, Secretary-General of the China Shipbuilding Industry Association: China's shipbuilding industry has made great progress in scale and technological innovation, and our structural adjustment has achieved great results. We must lead the global industry to rapidly transform into green, and we must lead many new technologies to be implanted in the traditional shipbuilding industry, so that our shipbuilding industry can be revitalized under the new situation. my country's shipbuilding industry enters the "highly prosperous interval" A new term appeared in the Chinese shipbuilding data for the first half of 2024 released today, called the "highly prosperous interval". What does this interval mean? What changes will the shipbuilding market undergo after entering this interval? In order to fully reflect the development of shipbuilding enterprises and the operation of the industry, the China Shipbuilding Industry Association has compiled the China Shipbuilding Industry Prosperity Index, which will be released to the public on a quarterly basis. The prosperity index of China's shipbuilding industry is based on 2013 as 100 points. According to the calculation results of historical data, the prosperity index is divided into four intervals: ■ The index of 140 points and above is "high prosperity"; ■ The index between 120-140 points is "normal-prosperity"; ■ The index between 100-120 points is "weak prosperity-normal"; ■ Below 100 points, the index is "depressed". This year is the first time since 2012 that the prosperity index of China's shipbuilding industry has exceeded 140 points and entered the "high prosperity interval". Li Yanqing, Secretary-General of the China Shipbuilding Industry Association: High prosperity means that the activity of the entire production and the activity of the market have reached a state that can attract more investment and development. The shipyard has a very full production rhythm. The most important thing is to maintain the coordination of the entire supply chain, as well as safe production and being able to maintain a fast-paced production rhythm. This is our most important task at present.

Recently, the first domestic low-speed main engine free-end permanent magnet shaft generator system independently developed by China Shipbuilding Industry Corporation 704 Institute has successfully completed the onshore joint commissioning test and passed the acceptance. The shaft generator system is a ship generator driven by the main engine. It uses the surplus power of the main engine to achieve energy saving, which has the effect of improving ship energy efficiency, reducing carbon emissions and operating costs. The 704 Institute worked with Guangzhou Shipyard International and related units to carry out technical research. In the early stage, theoretical research on modeling simulation, system damping matching and shaft generator control was carried out, and later adjustments and verifications were made through onshore system joint commissioning. The system uses a low-speed main engine to drive a permanent magnet motor through a free-end high-elastic coupling, and outputs rated power to the power grid at a constant frequency and constant voltage within a large speed range, and overcomes a series of key technologies such as low speed, main engine free end, and permanent magnet variable frequency drive shaft belt system. At the same time, through FMECA analysis, the technical risks of system torsional vibration, sudden oscillation and sudden unloading protection, shaft generator control, etc. were eliminated successively, and the land joint adjustment test of the shaft generator system was passed with high quality, solving the electromechanical coupling vibration problem existing in such systems, reflecting the supporting capacity of the integrated design of the domestic shaft generator system, and being highly recognized by shipowners, ship inspectors and shipyards. The system replaces the traditional main engine drive power system with a green and low-carbon shaft belt, and applies the actual ship to the green and intelligent 49,500-ton MR chemical/product oil ship independently developed and built by Guangzhou Shipyard International Co., Ltd. under China Shipbuilding Group. It is reported that only a few companies in the world have mastered and applied the relevant technologies of this type of shaft generator system. The success of the land joint adjustment of the system this time indicates that my country has mastered the electromechanical coupling vibration mechanism and control means of the low-speed permanent magnet shaft belt system, breaking the foreign technical barriers. In the future, the 704th Institute will continue to work hard and be determined to tackle key problems, laying a solid foundation for the breakthrough and innovation of subsequent similar product application technologies.

At 7 pm on June 9, the ship repair base of the ship engine center of CCCC First Navigation Bureau No. 5 Company in Qinhuangdao West Port Garden was boiling. As the mooring cable was opened, the champagne bottle hit the bow and broke. The first 4000-horsepower multi-functional tugboat "Yihang Jinyuan" equipped with AI technology system in Hebei Province successively pressed over 9 huge airbags and slid smoothly into the blue sea. It is reported that the launching and commissioning of the ship is a major node before the acceptance of each built ship, which is directly related to whether the quality of the finished product of the ship is qualified. "Yihang Jinyuan" is an offshore tugboat, which has the functions of sea towing for medium-sized working mother ships, short-distance tugs in the operating waters, and anchoring and anchoring. The owner unit is CCCC First Navigation Bureau No. 1 Company, and it is contracted and constructed by CCCC First Navigation Bureau No. 5 Company. The total length of the ship is 45 meters, the beam is 11.5 meters, the depth is 5.2 meters, the designed draft is 4 meters, the designed speed is 12.5 knots, and the towing force of the bollard is 500 kilonewtons. The complete success of the launching ceremony made Tai Jie, the head of the ship and machinery center of the Fifth Company of CCCC First Navigation Engineering Bureau, quite excited and proud. "'Yihang Jinyuan' is the first multifunctional ship in Hebei equipped with an AI technology system. The AI ​​technology system on a tugboat is an advanced technology in China, and most traditional tugboats have not yet put AI technology systems into use. Through the application of AI technology, 'Yihang Jinyuan' has brought together many intelligent achievements such as intelligent navigation, intelligent engine room, intelligent energy efficiency, and intelligent integrated platform, and realized the full-turn automatic steering function, multi-sensing night navigation assistance function, visual ship-wide imaging function, LAN wireless coverage function, and realized energy consumption monitoring and data collection and storage, which greatly improved the operating performance of the tugboat." It is understood that the ship's ship-wide imaging system is equipped with 4 groups of wide-angle cameras around the hull, and realizes multi-channel efficient splicing and fusion of images through automatic correction and automatic matching algorithms, generating a set of panoramic perspectives of ships and surrounding equipment. The overhead effect map is convenient for ship drivers to intuitively judge various obstacles around the ship during navigation, the offshore distance from the berthing, and the distance to large ships under berthing assistance conditions. The system processing center has an advanced graphics processing unit and AI analysis function. Through AI analysis, it can provide obstacle detection, reminder, and identification functions in the surround view. The system combines the ship model to achieve 3D panoramic surround view, which can be used for ship berthing and unberthing assistance, construction assistance, collision avoidance, machine vision development and artificial intelligence applications on synthetic vision, etc. In addition, the system has an automatic window defrosting function, which does not affect search, observation, and monitoring even in bad weather such as rain, fog, and snow. At the launching ceremony, although his hair was wet with sweat, You Jianjun, the director of the Ship Machinery Center of the Fifth Company of CCCC First Navigation Bureau, felt sweeter than honey. He introduced the construction details of "Yihang Jinyuan": "In order to ensure the smooth completion of the ship construction, we launched the labor competition activity of 'focusing on new quality productivity and developing new momentum for shipbuilding'. In the activity, we played the leading role of the party members' vanguard posts and the youth commandos, optimized the construction organization design, introduced advanced production equipment, reversed the construction schedule, and strictly managed the safe construction, ensuring the implementation of key processes. The installation and closure of the slipway was completed ahead of schedule, the construction period of the sections was significantly shortened, and the quality of the section construction was significantly improved. Especially in recent months, in order to ensure the smooth launching of the ship tugboat, under the leadership of the project department leaders, the on-site workers and managers kept a close eye on the site every day, and everyone raced against time, worked together with one heart and one mind. At present, the ship's launching has been successfully completed as planned, and has been praised and recognized by the shipowner and the ship inspection." In order to catch up with the time node for the tugboat to be launched, Li Wei, a worker involved in the construction, has not been home for several days. "As a shift leader, I have been living and eating on site with the workers, and I have never left the shipbuilding base, for fear of delaying our engineering nodes. I heard that the tugboat I participated in building was the first in Hebei Province to be equipped with an AI technology system. As an ordinary worker, I feel very proud." It is understood that the Fifth Company of CCCC First Navigation Bureau has many years of experience in tugboat construction, but this is the first time to build an ultra-long tugboat with a length of 45 meters and to equip the tugboat with the leading domestic AI technology system, which is extremely technically difficult. Faced with new challenges, the company is full of confidence and goes all out. In recent years, the company has always attached great importance to the application of scientific research and technological innovation results, and paid attention to the empowerment of new technologies. On the road of "focusing on new quality productivity and stimulating new momentum for shipbuilding", it has created new results of the deep integration of digital economy and real economy, and the level of shipbuilding has been continuously improved. At present, the company has completed the construction of 25 ships and obtained 4 invention patents and 32 utility model patents in the field of ship repair and construction.

On July 19, the world's first and China's first river-to-sea 14,000 cubic meter liquefied natural gas (LNG) bunkering transport ship "Huaihe Energy Sailing" was named and delivered in Shanghai two months ahead of schedule. The ship has a dual-fuel power full-turn propulsion system and an enhanced intelligent integrated automation system, representing the latest development direction of intelligent and green shipbuilding. Ship design and construction experts said in an interview with a reporter from Shanghai Securities News that AI empowerment and green power will help the shipbuilding industry continue to maintain prosperity. The world's first and China's first achieved multi-faceted breakthroughs The "Huaihe Energy Sailing" ship was independently developed, designed and built by Hudong-Zhonghua Shipbuilding (Group) Co., Ltd. (hereinafter referred to as "Hudong-Zhonghua"), a subsidiary of China Shipbuilding Group Co., Ltd. "The Yangtze River is the main artery of China's east-west water transport, with an annual water transport capacity of over 3 billion tons, accounting for more than 60% of the country's total inland waterway shipping. For a long time, Yangtze River water transport has relied on ships powered by diesel and heavy oil, and environmental pollution has become increasingly prominent." A relevant person in charge of Hudong-Zhonghua told reporters that the newly named and delivered "Huaihe Energy Sailing" has achieved breakthroughs in greening, intelligence, and localization rate. The "Huaihe Energy Sailing" uses a dual-fuel power full-revolving propulsion system, which will further accelerate the transformation of various types of transport ships in the Yangtze River Basin to LNG power. The ship is also equipped with an enhanced intelligent integrated automation system of "intelligent platform + intelligent navigation + intelligent energy efficiency". In terms of increasing the localization rate, the ship is equipped with a B-type tank LNG containment system independently developed by Hudong-Zhonghua and authorized by the national patent. This is the first engineering application of this system on a domestic LNG transport ship, marking a major breakthrough in the B-type tank LNG containment system developed by China with completely independent intellectual property rights. The localization rate of the whole ship is over 80%, making it the LNG storage and transportation equipment made in China with the highest localization rate, providing another "Chinese solution" for the design and construction of key core equipment of LNG ships in the world. The completion of the "Huaihe Energy Sailing" ship is of great significance to the implementation of the "gasification of the Yangtze River" strategy, promoting the refueling of LNG-powered ships in the Yangtze River Basin, and opening up inland LNG ship transportation channels. It is expected to lead the Yangtze River Basin waterway transportation ships to actively transform towards green and intelligent. Building and transforming high-value-added green ships has become a trend Reporters found that at present, shipowners have become a trend to build and transform high-value-added green ships. Shipbuilding industry data released by the Ministry of Industry and Information Technology in the first half of this year showed that the total profit of China's shipbuilding industry increased by nearly 2 times year-on-year in the first five months of this year. Li Yanqing, Secretary-General of the China Shipbuilding Industry Association, believes that in addition to the historical high ship prices, my country's shipyards have undertaken many high-tech and high-value-added ships, which is also an important factor in the increase in profits. In the first six months of this year, the international share of my country's new green-powered ship orders reached 71.7%, achieving full coverage of mainstream ship types. There are two main ways to achieve green transformation of ships: one is to use green new fuels such as liquefied natural gas, methanol, and liquid ammonia as ship power; the other is to achieve energy conservation and emission reduction by optimizing ship power devices and adding new technologies such as desulfurization systems. Relevant personnel from the three major shipyards in Shanghai under China Shipbuilding Group (Hudong-Zhonghua, Jiangnan Shipyard, and Waigaoqiao Shipyard) revealed that in the first half of the year, they seized the major opportunities in the new ship market for environmentally friendly fuel container ships and won a batch of 14,000TEU and 11,000TEU methanol fuel reserved large container ships, 13,000TEU LNG dual-fuel powered large container ships, and 7,000TEU medium-sized container ships. While enriching their respective container ship types, they further consolidated Shanghai's position as a global high-end container ship construction center. The transformation market has also started. In March this year, COSCO Shipping Holdings and COSCO Shipping Heavy Industry signed a methanol dual-fuel transformation contract for two 13,800TEU and two 20,000TEU existing container ships. This is the world's first dual-fuel transformation project for MAN main engines and WARTSILA auxiliary engines at the same time. The reporter learned from COSCO Shipping Heavy Industry that the company signed a modification agreement for five methanol dual-fuel ships with the world-renowned container ship owner Seaspan in late June this year. Greening and intelligence help the shipbuilding industry maintain prosperity The 80th session of the Marine Environment Protection Committee (MEPC80) held in July 2023 clarified the decarbonization goals consistent with the Paris Agreement and set clear and high goals for shipping decarbonization. "Based on the increasingly stringent requirements of the International Maritime Organization (IMO) for ship pollutant emissions and the inclusion of the shipping industry in the EU's carbon emissions trading mechanism (ETS) and other external factors, the market demand for green and low-carbon ships continues to increase." Zhu Jianzhang, deputy director of the China Ship and Ocean Engineering Design Research Institute, said that his institute is constantly developing and designing new green, energy-saving and low-carbon ship types. Another expert in the field of ship design told reporters that both IMO and national strategies have put forward increasingly stringent requirements on ship emissions, especially carbon, sulfur and nitrate emissions. Shipowners have already predicted this, and the shipping industry is currently in a boom cycle with high profit levels. It is the right time to choose to build new green ships or transform ship power systems. In fact, because the shipping industry is moving towards green and intelligent development, the industry originally expected this round of boom cycle to last until 2028, but now it is extended to at least 2030. In addition, the intelligent development of the entire ship industry chain has become another main line. "As a highly international and fully competitive industry, ships and shipping should pay more attention to the vertical application and empowerment development of the new generation of information technology represented by general artificial intelligence in the industry." Zhao Tongbin, director of the Science and Technology and Information Department of China Shipbuilding Group, introduced that in 2024, IMO has clarified the timetable for the entry into force of the rules for autonomous surface ships at sea, which indicates that the world is ready for the commercial operation of "smart ships". It is reported that China Shipbuilding Industry Corporation will make layouts in the fields of intelligent marine equipment, intelligent supporting facilities, intelligent production and smart maritime services, vertically running through the upstream and downstream of the shipbuilding industry, horizontally connecting the industry's ecological value chain, and creating an artificial intelligence ecosystem that integrates equipment, systems, platforms and systems in the shipbuilding field, empowering the entire process of product, service research and development, production and operation management, comprehensively building the competitive advantages of my country's intelligent shipbuilding industry, and providing new quality productivity for the implementation of the strategy of building a strong maritime nation.

The ship anchor chain mark refers to the mark on the connecting chain link (or connecting shackle) and the chain link near it that indicates the ship anchor chain link. It is used to keep track of the ship anchor and anchor chain length in time when anchoring and lifting anchor. Probably everyone does not understand it very well, so let's take a look at how to mark it. One section represents one section: Wrap a metal wire (or white steel ring) on ​​the crossbar of the front and rear chain link of the connecting chain link between the first and second sections, apply white waterline paint on the two chain links, and paint the connecting chain link red. Two sections: Two sections: Wrap a metal wire (or white steel ring) on ​​the crossbar of the front and rear chain links of the connecting chain link between the second and third sections, and apply white waterline paint on all the chain links between the two chain links, and then paint the connecting chain link red. Represent each section mark from three to five sections, and so on. Start with six sections and repeat the method used for one to five sections. If painted in red or yellow, the last one to two sections can be marked as obvious to remind the ship that the anchor chain has been loosened to avoid losing the anchor. In order to understand the sign that the anchor has entered the anchor chain tube and has been hoisted into place when the anchor is heaved, white paint is generally applied on several chain links at the anchor chain wheel or chain stopper. This marking method will be a huge advantage for our users.

1. Components of ship equipment Marine anchor chain is an important part of ship equipment. It is a special chain that connects the anchor and the hull and transmits the anchor's grip. It is often composed of anchor end chain link, middle chain link and end chain link. According to the structure of the chain link, it can be divided into two types: geared and unstacked. The former is stronger than the latter; according to the manufacturing method, it can be divided into cast steel and electric welding. The length of marine anchor chain is measured in knots, and the standard length of each section is 27.5m. Internodes are connected with connecting links or connecting shackles. Usually, the chain length of the main anchor on each side of a 10,000-ton ship is about 12 knots. 2. Electric welding ship anchor chain At present, electric welded ship anchor chain has been the most widely used on commercial ships. Almost all are manufactured by flash welding method, and casting is rarely used. Except for the accessories, which are mostly forged parts, forging has been basically eliminated. It is used to produce graded steel grades. Electric welding is divided into three grades: M1, M2 and M3, and cast steel is divided into two grades: M2 and M3. Adding A (such as AM2) before the corresponding code indicates a chain with gears, and B indicates a chain without gears (there are two levels, BM1 and BM2). The higher the grade of steel, the greater the tensile strength. Grade AM1 is killed steel, and grades AM2 and AM3 are fully killed and fine-grained steel. For the same ship, if stronger steel is used, the chain link size can be appropriately reduced. The size of the marine anchor chain needs to be appropriately selected according to the ship. Of course, there are also higher-level R4 grade marine anchor chains, but currently only Yaxing Marine Anchor Chain Factory can manufacture them. 3.The meaning of marine anchor chain 1. The meaning of anchor. Anchor refers to an anchor placed on both sides of the bow (some are also located at the stern) that can grasp the bottom after being thrown into the water, and can anchor the ship or other floating body on the anchorage through the ship's anchor chain or anchor cable. equipment in a certain water area.   2. Main functions of anchors Anchors are made of cast steel or forged steel and have a specific shape. The anchor is mainly composed of anchor shackle (or anchor ring), anchor stem, anchor head, anchor arm and anchor claw. Types of anchors include Hall anchors (also known as mountain anchors), navy anchors, Danforth anchors, etc. Anchors must be inspected by the department before they can be used. The function of the anchor is an important ship accessory for speed and anchoring.   3. The meaning and structural characteristics of marine anchor chain Marine anchor chain (Chain cable; Anchor Cable) refers to the chain used to connect the anchor and the ship hull. It is composed of many chain links connected, and the size is expressed in approximately chain diameter (mm). According to whether there is a brace in the middle of the chain link, it is divided into a braced anchor key and an unbranched marine anchor chain. Marine anchor chains can be made by forging, casting and welding. Marine anchor chain is composed of several "sections" (shackles), each section is 25.0 to 27.5 meters long, and the sections are connected with chain links or shackles. After the anchor is winched, the marine anchor chain is stored in the marine anchor chain compartment at the bow of the ship. The specifications of marine anchor chains are calculated and determined in accordance with ship construction regulations. 4. Main contents of anchor equipment Equipment of Anchor refers to the general name of anchor, marine anchor chain, windlass, marine anchor chain cabin and ancillary equipment. It consists of an anchor, a marine anchor chain, a marine anchor chain tube, a chain maker, an anchor windlass or a winch, a marine anchor chain tube, a marine anchor chain cabin, etc. The ship relies on the anchor's grip and the weight of the ship's anchor chain to withstand the forces exerted on the ship during wind and waves to ensure the safety of the ship's anchoring. Anchor equipment can also assist ship maneuvering. For example, ships often rely on it to complete operations such as docking and leaving docks, turning around, avoiding collisions, and escaping shallow water.

The function of the anchor and anchor chain is to keep the ship relatively stable when berthed, so as to prevent it from drifting with the wind and waves. Anchor chain (Chain Cable) refers to a special chain that connects the anchor and the hull and transmits the anchor's grip. As an important accessory of the anchor equipment, when anchoring, the water part of the anchor chain plays a certain buffering role in the external forces such as wind currents that the ship is subjected to. The anchor chain lying flat on the bottom of the water helps the anchor to reliably grasp the bottom. Once the anchor breaks or the anchor chain breaks, it is very likely to cause the ship to move anchor and trigger a series of subsequent collisions, groundings, capsizing and other major maritime traffic safety issues. ACCIDENT. Therefore, the anchor chain plays a vital role in the safe anchoring of ships.

In the early morning of November 21, the largest and most well-preserved wooden shipwreck "Yangtze River Mouth No. 2" discovered by underwater archaeology in China completed its overall salvage and relocation in Shanghai.

On November 10, the "2022 Shipbuilding Industry Development Forum" sponsored by China Shipbuilding Industry Association, co-sponsored by China Ship News, and co-organized by Beijing Shihe Technology Co., Ltd. was successfully held during the 15th China Dalian International Maritime Exhibition.

Our company is located in Jingjiang, Jiangsu, where the marine economy of our province has been increasing in recent years. We have many customers in Jiangsu Province, and also serve global customers. Recently, I saw the new news of Nanjing's "14th Five-Year" marine economic development plan. Nanjing is not near the sea, but on October 14, 2022, the city's first marine economic development plan - "Nanjing's 14th Five-Year Plan for Marine Economic Development" was announced. 100 million yuan; in 2035, the marine economic strength will rank the first phalanx of districts and cities along the river in Jiangsu Province. 1. Planning background This plan is based on the "14th Five-Year Plan for Marine Economic Development of Jiangsu Province" and the relevant special plans of Nanjing City during the "14th Five-Year Plan". The development goals and implementation paths of Nanjing's marine economy during the "14th Five-Year Plan" and even the long-term period, and the implementation of major strategies such as the national marine power and the development of Jiangsu Province to the sea. The planning period is 2021-2025, with a long-term outlook to 2035. 2. Main content (1) Status Quo of Nanjing Marine Economic Development location conditions. Nanjing is a mega city and the political, cultural and technological center of Jiangsu Province. Although Nanjing is not facing the sea, it has the geographical advantage of "communicating east and west, connecting north and south, and supporting the river and the sea". industrial base. The total marine economy grew steadily. From 2015 to 2020, the gross marine product of Nanjing increased from 53.4 billion yuan to 72.88 billion yuan, with an average annual growth rate of 6.4%. Port and shipping resources. Nanjing is the only city in the province with a cross-river layout, and the Nanjing section accounts for 23% of the coastline of the main stream of the Yangtze River in the province. With the official completion of the 431-kilometer 12.5-meter deep-water channel from the Yangtze Estuary to Nanjing, Nanjing has become the most inland international deep-water seaport and the most direct and fastest outlet for the Yangtze River Basin. Scientific and educational resources. There are many sea-related universities and research institutes in Nanjing with a solid scientific research foundation. The province's marine education and scientific research institutions are mainly located in Nanjing. In 2020, sea-related units in Nanjing's marine scientific research, education, management and service industry accounted for 28.8% of all sea-related units. cultural resources. Nanjing is the only port city in the south of China's "Four Ancient Capitals". In December 2012, Nanjing was included in the updated "China's World Cultural Heritage Preliminary List" as a listed city on the Maritime Silk Road. Management fundamentals. In June 2020, the Comprehensive Planning Office of Nanjing Municipal Bureau of Planning and Natural Resources added the "Marine Economic Office" brand to take the lead in promoting the city's marine economy. At present, the verification of the list of Nanjing's marine economic activity units has been completed, and the marine economic statistical investigation system and the gross marine product accounting system have been initially implemented. Problems to be solved. First, the total marine economy is relatively low, and the development potential of the marine economy needs to be further tapped. Second, the layout of the marine industry is not optimal, and the development mode of the marine economy is relatively extensive. The third is the lack of marine scientific and technological innovation, and the "production, education, research and application" has not been able to achieve effective aggregation. Fourth, the function of the seaport hub is not strong, and the advantages of a comprehensive hub city have not been effectively brought into play. Fifth, the public service level is relatively low, and the city's marine economy public management and public service work foundation is relatively weak. ,20221014--《["》,2025,1000;2035,. [" . 《["》[",.,[",.2021-2025,2035. . () .,...,[..". ..2015-2020,534728.8,6.4%. .,23%.43112.5,,.. ....2020,28.8%. .[".201212,《》. .20206,[",.,,. .,.,.,[".,.,.

The container hull loaded with export goods has become one of the most popular export models in China. Today, China has become the world's largest shipbuilding country, and among them, export ships account for more than 80%. These large ships have become an indispensable and important tool for maritime transportation. Shanghai: The shipyard runs at full capacity and the utilization rate of the dock reaches 100% In a shipyard in Shanghai, the reporter introduced that at present, there are 5 ship types in the whole plant, 18 ships are under construction at the same time, and a container ship with more than 24,000 containers on the wharf has completed its appearance and entered the stage of wharf equipment debugging, which is equivalent to The house is already in the process of being renovated. The main hull of another very large container ship in the dock has also been formed, and the lashing bridges used to hold the containers are now being installed. There is also a half-built container ship segment in the same dock. The container capacity of these container ships is all more than 24,000 TEUs, which means that once these ships are delivered, they will set a new record for the world's largest container ship. The anchor is equivalent to the handbrake in the car for the ship, and it is an indispensable device to ensure the safety of the ship.

When the typhoon comes, if the ship No anchoring and lost power, is a very dangerous thing. According to the East China Sea Rescue Bureau of the Ministry of Transport, on the evening of September 4, in the waters 130 kilometers northeast of Xiamen City, Fujian Province, the engine room of the Chinese container ship "Zhongzhou Changhong" suddenly caught fire, trapping 19 crew members on board. The East China Sea Rescue Bureau immediately dispatched rescue helicopters from the Second East China Sea Rescue Squadron to carry out the rescue mission, and dispatched two professional rescue ships "Donghai Rescue 116" and "Donghai Rescue 115" for reinforcements. Affected by the No. 11 typhoon "Xuan Lannuo", the swell in the sea area was as high as 2 meters, the engine room of the ship in distress caught fire, the main engine lost power, and the situation was critical. In order to ensure the rapid rescue of the trapped crew members, Dong Erfei assigned two rescue helicopters to dispatch at the same time. Half an hour after takeoff, rescue helicopters B-7345 and B-7328 arrived at the scene and rescued 14 trapped crew members, of which 8 crew members were quickly transferred to nearby ships, and the remaining 6 crew members were brought back to Xiamen Gaoqi Airport. The five crew members at the scene still insisted on staying behind the "Zhongzhou Changhong" ship. After the rescue ship arrived at the scene, the "Donghai Rescue 116" ship took the 8 rescued crew members and the remaining 5 crew members to the rescue ship. Subsequently, "Donghaijiu 115" and "Donghaijiu 116" carried out fire-fighting cooling of the engine room of the ship in distress. Up to now, all 19 crew members have been rescued safely, and the ship in distress is still being rescued.

Ship outfitting refers to the installation of machinery, electrical appliances and electronic equipment after the main structure of the hull is completed and the ship is launched. Outfitting of a ship is everything on board except the hull and the power plant of the ship Outfitting structure Outfitting Work includes rudder equipment, anchor equipment, mooring equipment, life-saving equipment, closing equipment, towing and pushing equipment, and pneumatic equipment. Skimming guns, ladders, railings, masts, etc.; interior outfitting, also known as home furnishing

Ship rigging mainly includes metal locks and synthetic fiber rigging. Ship rigging includes various cables made of steel and chemical fibers, pulleys, gondolas, ground orders, etc. Ship rigging is widely used in ports, shipbuilding, marine engineering and other important industries. When using ship rigging, you should pay attention to: do not use damaged ship rigging; do not twist or win ship rigging during hoisting; do not let the rigging knot; when moving the ship rigging, do not drag it; each ship Rigging must be strictly inspected before use; ship rigging should avoid tearing sewing joints or overloading.