论船舶科技论文英文摘要翻译方法

科技论文摘要英译技巧分析为适应我国与其他国家之间科技交流需要，我国大部分公开出版的科技刊物要求作者将英文摘要附上。

从现阶段大量的科技论文摘要翻译中可以看出，有很多问题存在。

本文笔者结合自身工作实践经验，从语言学的角度，从专业术语的选择、人称及时态、语态等方面应该注意的技巧进行了阐述，并通过一些实例对科技论文摘要的英译技巧作了探讨，以期为广大同仁提供参考。

标签：科技论文；摘要；英译技巧现阶段，我国越来越重视和其他国家之间科技的交流。

为了使对外交流的需要得到满足，方便图书馆信息检索，我国公开出版的科技刊物大部分都要求作者将英文摘要附上。

部分内部发行刊物和社会科学刊物也同样如此，所以，在我国科技论文中英文摘要已成为不可缺少的一部分，其作用在我国对外交流中越来越重要。

科技论文主要是对科学界、自然界发现的新事物或研究事物的新方法进行陈诉，具有规范性、科学性、准确性和创新性的特点，对翻译的要求较高。

摘要是对一篇论文整体结构、思想的概括性说明。

通常来说，英文摘要是中文摘要的转译，而中文摘要和英文摘要之间的内容应该基本相同，因此，只需要生动、准确、简洁地翻译出来既可以，并没有硬性规定字数。

从实际中我们可以经常看到，在大多数专业教师和科技工作者的英文摘要中到处都存在着错误和不妥之处。

对此，本文笔者根据英文摘要的特点和要求，在对他人研究成果进行借鉴的基础上，结合自身的工作实践经验，探讨了科技论文摘要英译的常见技巧。

一、科技论文英文摘要的特点（一）简短100—300字左右是中文摘要通常应控制的字数范围。

在国际标准化组织ISO5966标准中有指出，一篇英文摘要的单词应控制在250个以内。

所以，不偏离原意，尽量用简短的词和表达方式是使”短”得到保证的前提。

如左侧导轨，用left rail即可，没必要用rail on the left side；a temperature of 250℃to 300℃可以精简为at 250℃—300℃。

外文文献翻译（译成中文1000字左右）：【主要阅读文献不少于5篇，译文后附注文献信息，包括：作者、书名（或论文题目）、出版社（或刊物名称）、出版时间（或刊号）、页码。

提供所译外文资料附件（印刷类含封面、封底、目录、翻译部分的复印件等，网站类的请附网址及原文】Ships Typed According to Means of Physical SupportThe mode of physical support by which vessels can be categorized assumes that the vessel is operating under designed conditions. Ships are designed to operate above, on, or below the surface of the sea, so the air-sea interface will be used as the reference datum. Because the nature of the physical environment is quite different for the three regions just mentioned, the physical characteristics of ships designed to operate in those regions can be diverse.Aerostatic SupportThere are two categories of vessels that are supported above the surface of the sea on a self-induced cushion of air. These relatively lightweight vehicles are capable of high speeds, since air resistance is considerably less than water resistance, and the absence of contact with small waves combined with flexible seals reduces the effects of wave impact at high speed. Such vessels depend on lift fans to create a cushion oflow-pressure air in an underbody chamber. This cushion of air must be sufficient to support the weight of the vehicle above the water surface.The first type of vessel has flexible “skirts” that entirely surround the air cushion and enable the ship to rise completely above the sea surface. This is called an air cushion vehicle (ACV), and in a limited sense it is amphibious.The other type of air-cushion craft has rigid side walls or thin hulls that extend below the surface of the water to reduce the amount of air flow required to maintain the cushion pressure. This type is called a captured-air-bubble vehicle (CAB). It requires less lift-fan power than an ACV, is more directionally stable, and can be propelled by water jets or supercavitating propellers. It is not amphibious, however, and has not yet achieved the popularity of the ACVs, which include passenger ferries, cross-channel automobile ferries, polar-exploration craft, landing craft, and riverine warface vessels. Hydrodynamic SupportThere are also two types of vessels that depend on dynamic support generated by relatively rapid forward motion of specially designed hydrodynamic shapes either on or beneath the surface of the water. A principle of physics states that any moving object that can produce an unsymmetrical flow pattern generates a lift force perpendicular to the direction of motion. Just as an airplane with (airfoil) produces lift when moving through the air, a hydrofoil, located beneath the surface and attached bymeans of a surface piercing strut, can dynamically support a vessel’s hull above the water.Planning hulls are hull forms characterized by relatively flat bottoms and shallowV-sections (especially forward of amidships) that produce partial to nearly full dynamic support for light displacement vessels and small craft at higher speeds. Planning craft are generally restricted in size and displacement because of the required power-to-weight ratio and the structural stresses associated with traveling at high speed in waves. Most planning craft are also restricted to operations in reasonably clam water, although some “deep V” hull forms are capable of operation in rough water.Hydrostatic SupportFinally, there is the oldest and most reliable type of support, hydrostatic support. All ships, boats, and primitive watercraft up to the twentieth century have depended upon the easily attained buoyant force of water for their operation.This hydrostatic support, commonly recognized as flotation, can be explained by a fundamental physical law that the ancient philosopher-mathematician Archimedes defined in the second century B.C. Archimedes’ Principle states that a body immersed in a liquid is buoyed up (or acted upon) by a force equal to the weight of the liquid displaced. This principle applies to all vessels that float (or submerge) in water---salt or fresh. And from this statement the name of the ships in the category are derived; they are generally called displacement hulls.Although this ship type is very familiar, its subcategories warrant special discussion. For example, in some vessels reasonably high speed must be combined with the ability to carry light cargo or to move more comfortably in rough water than a planning hull. High-speed planning-hull characteristics can be modified to produce a semidisplacement hull or semiplaning hull. These compromise craft, of course not as fast as full-planing hulls but faster than conventional displacement hull, must have more power and less weight than the latter. Such types are obviously the result of “tradeoffs.”The example cited above lies between clear-cut physically defined categories----it is not a good example of a variation of a true displacement-type ship. The latter must be recognized primarily as a displacement vessel, and its variations depend primarily on the distribution of buoyant volume----the extent of the depth and breadth of the hull below the water.The most ubiquitous type of displacement ship can be generally classified as the common carrier, a seagoing vessel. It may be employed for passenger service, light cargo-carrying, fishing by trawling or for hundreds of other tasks that do not require exceptional capacity, speed, submergence, or other special performance. It is the most common and easily recognizable type of ship, with moderate displacement, moderate speeds, moderate to large lengths, and moderate capacities. It usually embodies the maximum in cruising range and seaworthiness. It is the “ship for all seasons.” It is the standard to which all other ship classifications in the displacement category may be referred.The closest relative to this standard vessel, which plays a crucial role not only in world commerce but in the survival of the industrial world as well, is the bulk, oil carrier, the tanker, or supertanker. These terminologies are common but unspecific, and in this discussion they are inadequate, for what was called a supertanker several years ago is today not a supertanker. The industry itself has created a far more explicit nomenclature. Based upon the index of 1000000 tons oil cargo capacity, the size categories are LCC (large crude carrier), VLCC (very large crude carrier), and ULCC (ultra large crude carrier). Any tanker greater than 100000 tons but less than 200000 is a LCC, those between 200000 and 400000 are VLCCs, and those over 400000 are ULCCs. The current necessity for these designations becomes clear when we realize that before 1956 there were no tankers larger than 50000 tons, and not until the early sixties were any ships built larger than 100000 tons. In 1968 the first ship over 300000 tons was built. With their bulk and enormous capacity (four football fields can be placed end to end on one of their decks), these ships are designed and built to be profit-makers, enormously long, wide, and deep, carrying thousands of tons of crude oil per voyage at the least cost. Few of these elephantine tankers have more than one propeller shaft of rudder. Their navigation bridges are nearly one quarter of a mile from their bows. Their top service speed is so low that a voyage from an Arabian oil port to a European destination normally takes two months.Such vessels belong to a category of displacement ship that has a great range of buoyant support. They have a very large and disproportionate hull volume below the surface when fully loaded. Indeed, the cargo weight far exceeds the weight of the ship itself. The draft or depth of water required for a fully loaded VLCC runs to 50 or 60 feet and the ULCC may be 80 feet. Such ships belong in the exclusive category of displacement vessels called deep displacement ships.There exists another type of displacement hull with extreme draft. However, it is similarity to the crude-oil carrier of the preceding discussion goes no further than that. This type of vessel is called the SWATH( small waterplane area twin hull). Briefly, this rather rare breed of ship is designed for relatively high speed and stable platform in moderately rough water. Its future is problematical, but the theory of placing the bulk of the displacement well below the surface and extending the support to the above-water platform or deck through the narrow waterline fins or struts is sound. Twin hulls connected by an upper platform provide the necessary operating stability. The most significant class of displacement hull for special application is the sub marine, a vessel for completely submerged operation. The nature of the submarine and a description of her various operational attitudes, both static and dynamic, is covered in subsequent chapters. It is only necessary here to emphasize that submerisible vessels are specifically displacement vessels applying the theory of Archimedes’ Principle and all that it implies.Multihull VesselsThere is one other type of hull in common use that has not yet been mentioned, primarily because it fits into none of the categories described but rather can exist comfortably in any. This craft is the so-called multihull vessel----the catamaran andthe trimaran. These vessels are most frequently displacement hulls in their larger sizes, such as the SWATH mentioned above, or more conventionally, ocean research vessels requiring stable platforms and protected areas for launching equipment. There are also the twin-hulled CAB vessels mentioned earlier and high-speed planning catamarans. Actually, the multihull ship is an adaptation of any of the basic hull categories to a special application that requires exceptional transverse stability and/ or the interhull working area.中文翻译：按照物理支撑方式而划分的船舶类型就船舶分类而言，物理支撑形式是基本于船舶在设计情况下进行的假定。

论文英语摘要翻译论文英语摘要翻译论文摘要要翻译成英语，怎么翻译比较好?一起来看看如何用英语翻译论文摘要吧。

论文摘要翻译的步骤步骤一：题名翻译论文标题(title)是论文的总纲，是能反应论文最重要的特定内容的最恰当、最简明的词语的逻辑组合。

1. 题名常见句型一般用名词性短语(词组式)，不能用不定式或完整句式。

基本句型为：Research of ...(对于XXX的研究);Study on...(基于XXX的研究);Design of...(关于XXX的设计);Research and Application of...(XXX的研究与运用)2. 基本要求为准确论文标题的英译必须准确到位，避免漏译;简洁：没有实际内容的汉语字词可不必译出(如：关于乔治斯坦纳阐释学四步骤的研究，可不将“关于”翻译出来，直接翻译成“Research of/ Study on...”即可。

);清楚标题翻译中一般不用缩略词或化学公式，但可用共知的一些常用缩写，如：DNA/MTI/CAT等，以便读者了解，并不使二次检索时产生歧义。

格式：标题中所有实词的首字母大写，虚词等小写，五个字以上的虚词的首字母(如before, between等)大写。

步骤二：摘要主题翻译1. 摘要： Abstract(第一行居中)2. 语言结构：语态：一般为被动语态(The research is consisted with five parts...“本论文包括五个部分”。

);时态：一般来说，目的用将来时(The purpose of the research is to...)方法和结果用过去时(The research method was.../It was showed that...)结论用一般现在时(The research shows that...)。

步骤三：关键词Key words(“Key”的首字母大写，其余全部小写)。

英译关键词时，词与词之间的标点也由“;”改成“,”。

船舶设计论文中英文外文翻译文献XXX shipbuilding。

with a single large container vessel consisting of approximately 1.5 n atomic components in a n hierarchy。

this n is considered a XXX involves a distributed multi-agent n that runs on top of PVM.2 XXXShip XXX process。

as well as the final product's performance and safety。

nal design XXX-consuming and often fail to consider all the complex factors XXX。

there is a need for a more XXX designers.3 The Role of HPCN in Ship Design nHPCN。

or high-performance computing and orking。

has the potential to XXX utilizing the massive parallel processing power of HPCN。

designers XXX changes。

cing the time and cost of thedesign process。

nally。

HPCN can handle the complex XXX。

XXX.4 XXX XXX of the HPCN n Support ToolThe XXX ship designers is implemented as a distributed multi-agent n that runs on top of PVM。

浅谈科技本科毕业论文汉译英的翻译技巧浅谈科技本科毕业论文汉译英的翻译技巧【摘要】本论文所译材料为笔者在上海同京翻译服务有限公司实习期间所翻译和整理的科技论文，在共计约十五万字的翻译实践基础上，本文介绍了科技文本的特点和翻译原则，总结了科技论文专业词汇翻译难点和方法，长难句的翻译难点和方法，以期为科技领域的翻译实践提供借鉴。

关键词科技论文汉译英翻译一、科技论文的文体特征科技论文是对研究成果的记录，或阐述理论，或描述试验，因此其内容一般较专业，语言正规严谨。

科技论文侧重叙事和推理论证，逻辑性强，所以一般不用带个人感情色彩的词汇。

本文现从词汇、句法和时态三方面阐述英文科技论文的文体特点，以便进行科技论文汉译英时更地道更规范。

1.词汇特征。

（1）专业词汇。

科技论文会大量的使用科技类专业词汇以突出和确保科技类文本的规范性和准确性；另外一些普通的词汇在科技类文本中会有不同的意义。

（2）正式词。

科技文本的性质和用途使其无法使用偏口语化的词汇，主要为书面语。

（3）缩略词。

缩略词精简的优点会体现此类文本的专业性和规范性。

有些科技类专业词汇的全称会很长，一般读者会很难记忆，另外会占一定的篇幅，在中长句中甚至会引起读者的误解，所以科技文本中缩略词使用频繁。

2.句法特征。

（1）被动句。

科技论文主要叙述客观事实，客观现象和实验过程，被动句的使用可以使文章更客观。

（2）复合句。

英文科技文本中会经常出现长句和复合句以增加前后逻辑关系，准确不漏的传达信息。

（3）名词化结构。

名词化结构有利于行文简洁、表达客观、内容确切、信息量充实，尤其是科技英语强调存在的事实而非个别行为或现象。

3.时态特征。

科技英语在时态运用上具有局限性，多采用过去时和现在时，尤其是一般现在时态，以表示科学定义、理论、公式、现象、过程等。

过去时的使用主要用于对实验过程的描写。

二、科技论文的翻译原则1.“信”，即忠实。

科技论文的翻译中，译员要完整的复现原文的内容和实质，不可有半点歪曲和杜撰的成分。

论文摘要翻译要怎样实现呢？对于一篇论文来说摘要也是很重要的一部分。

那么当我们在研读英文论文的时候，遇到难以进行翻译的论文摘要，我们应该如何进行翻译呢？下面我们就一起来看一下吧。

步骤一：我们需要先准备一台电脑，并将论文摘要电子档，在电脑上准备好，因为今天的方法需要借助电脑来实现。

步骤二：上面的都准备好后，我们还需要通过电脑浏览器搜索一点翻译，来帮助我们进行翻译。

步骤三：翻译页面进来后，我们就可以看到一个立即翻译按钮，通过点击这个按钮，我们就可以进入到文档翻译的页面中去了。

步骤四：文档翻译的页面进来后，我们可以先将一些翻译的选项进行修改，如目标语言的选项，是我们必须要根据情况进行修改的选项。

步骤五：选项修改好后，我们就可以将准备好的论文摘要添加进来了，通过上传文档按钮，就可以添加了。

步骤六：摘要添加进来后，我们就可以通过开始翻译按钮，开始对文档进行翻译了。

步骤七：翻译开始后，我们只需要耐心等待文件翻译结束，就可以通过预览按钮，对翻译后的结果进行在线预览了，也可以通过立即下载按钮，将翻译结果进行保存。

好了，上面便是可以实现论文摘要翻译的方法分享了，操作简单，工作中有需要的小伙伴就赶紧去试试看吧。

对造船行业现状的研究Research on the present situation of shipbuilding industry摘要：时下中国国内大多数船厂处于任务不饱满状态，造船业务量大量萎缩，尤其是以外贸出口型的船厂订单更是严峻，而担负着国内贸易运输型内河船舶建造厂家，虽然有建造任务，但所受影响也是很大，本文对当前的造船形势做了分析，提出了解决当前造船困境的几点意见。

关键词：国内造船船市低迷对策AbstractNowadays,most of the shipyards in china are in a very difficult situation with the shrinking business, especially the export-oriented shipyard,Though the shipyards to build transport inland ship for domestic trade still have construction project , it has been greatly influenced also. The thesis analyses shipbuilding trends at present and have come up with several suggestions to slove the current problems.Key words: internal shipbuilding; ship industry depressed; strategy引言：船舶工业是国民经济的重要组成部分，为水上交通、海洋开发和国防建设等行业提供技术装备的现代综合性产业，对促进劳动力就业、发展出口贸易和保障海防安全意义重大。

我国劳动力资源丰富，工业和科研体系健全，产业发展基础稳固，拥有适宜造船的漫长海岸线，发展船舶工业具有较强的比较优势。

2010年第1期一、引言随着经济发展，中国航运业正在不断发展壮大。

船舶是航运业的载体，航运业发展带动着船舶修造业的蓬勃发展，中国已成为世界造船大国之一。

但是，中国还不是世界造船强国，有许多高端修造船技术、先进船用产品需从国外引进。

因而，需要与国外公司、船舶企业、高校和研究机构开展技术研讨、学术交流，这使得船舶英语成为交流的主要手段和必要途径，而其中船舶技术资料翻译是最重要的方法之一。

目前，一些船舶工程技术人员对船舶设备构造和工作原理都相当了解，英语基础也不错，但在翻译船舶资料过程中，还是会感到一定难度。

究其原因，就是对船舶英语特点不太清楚，同时，缺乏相应翻译方法和技巧。

本文从分析船舶英语特点出发，开展翻译方法研究，总结出一些方法，以期为广大从事船舶英语翻译工作者提供参考。

浙江国际海运职业技术学院学报JOURNAL OF ZHEJIANG INTERNATIONAL MARITIME COLLEGEMar.2010 Vol.6No.12010年3月第6卷第1期船舶英语特点及其翻译方法研究刘群芳，李晓珍（浙江国际海运职业技术学院，浙江舟山316021）摘要：中国航运业发展带动着船舶工业的蓬勃发展，向国外学习高端修造船技术是中国船舶工业国际化的必由之路。

船舶英语是这方面交流的主要手段，因而做好船舶英语的翻译工作相当重要。

文章从分析船舶英语特点出发，开展翻译方法研究，总结出一些方法，以期为广大从事船舶英语翻译工作者提供参考。

关键词：船舶英语；特点；直译；意译中图分类号：H315.9文献标志码：AA Study on Characteristics of Shipbuilding Englishand its Translation MethodsLIU Qunfang,LI Xiaozhen(Zhejiang International Maritime College,Zhoushan316021,China)Abstract:With the development of China’s shipping industry,China’s shipbuilding industry has stepped forward a lot.It is essential to study advanced technology from foreign countries for China’s shipbuilding development.Shipbuilding English is the primary means of communication in this field,so it is very important to do a good job on translation.Based on the analysis of the characteristics of shipbuilding English,this paper makes a study on the translation methods and sums up some methods to provide references for the majority of workers engaged in shipbuilding English translation.Key words:shipbuilding English;characteristics;literal translation;free translation作者简介：刘群芳（1977-），女，江西吉水人，硕士，讲师。