EP3594099A1 - Procédé d'agrandissement d'un bateau et bateau agrandi - Google Patents

Procédé d'agrandissement d'un bateau et bateau agrandi Download PDF

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Publication number
EP3594099A1
EP3594099A1 EP18182662.9A EP18182662A EP3594099A1 EP 3594099 A1 EP3594099 A1 EP 3594099A1 EP 18182662 A EP18182662 A EP 18182662A EP 3594099 A1 EP3594099 A1 EP 3594099A1
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EP
European Patent Office
Prior art keywords
ship
section
additional
side height
increased
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP18182662.9A
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German (de)
English (en)
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EP3594099C0 (fr
EP3594099B1 (fr
Inventor
Michael Wächter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sdc Ship Design & Consult GmbH
Original Assignee
Sdc Ship Design & Consult GmbH
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Publication date
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Priority to EP18182662.9A priority Critical patent/EP3594099B1/fr
Publication of EP3594099A1 publication Critical patent/EP3594099A1/fr
Application granted granted Critical
Publication of EP3594099C0 publication Critical patent/EP3594099C0/fr
Publication of EP3594099B1 publication Critical patent/EP3594099B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B83/00—Rebuilding or retrofitting vessels, e.g. retrofitting ballast water treatment systems
    • B63B83/10—Rebuilding or retrofitting vessels, e.g. retrofitting ballast water treatment systems for increasing cargo capacity

Definitions

  • the invention relates to a method for enlarging a ship and an enlarged ship.
  • Cargo ships are subject to market economic influences and can become unprofitable compared to ships of larger dimensions and thus larger freight volumes due to the increasing freight volume worldwide. Furthermore, the general increase in port capacities means that small ships, which were geared towards outdated port facilities, are performing less economically.
  • the JP56-124580 describes a ship enlargement through an additional middle hull segment and an increase in the side height over the entire length of the ship's hull.
  • the JP59-186792 describes a ship extension in which a box girder is arranged along the upper deck in the longitudinal direction of the hull in order to increase the longitudinal strength.
  • the box girder has openings for lighting and ventilation and serves as a passage for the crew, storage room and for laying cables and pipes. Due to the openings, which also open to the sea side, the box girder is not a buoyancy element and must not be taken into account in the stability calculation.
  • the inner edges of the box girder replace the edge supports for the deck cargo. The cargo space is not increased.
  • the object of the invention is to provide a method for enlarging a ship which enables a ship with an increased cargo capacity and improved transverse stability and manages with smaller amounts of steel. Furthermore, an enlarged ship is to be made available, which enables an increased loading capacity and improved lateral stability and for which smaller amounts of steel are required.
  • a front ship section comprising the bow and a rear ship section comprising the stern are separated from one another in the region of a hold, the front ship section and the rear ship section are moved apart in the longitudinal direction, and an additional middle ship section is arranged between the separated front ship section and the rear ship section with an additional load compartment part, which is partially or completely higher than the front Ship section at least in a section behind the bow and the rear ship section at least in a section in front of the stern.
  • the loading capacity is increased both on deck and below deck by installing the additional middle section of the ship in the ship.
  • the additional cargo space in the additional middle section of the ship is increased, which further increases the payload below deck, i.e. the payload in the part of the ship protected from the weather.
  • the additional middle section of the ship has hatch covers, which are raised compared to the hatch covers of the ship at the separation point before the separation and installation of the additional middle section of the ship and are additional hatch covers on the raised hatch covers stored.
  • a container ship can consequently be provided with significantly more additional container parking spaces than with the known method, in which only a new ship section of the same side height is installed. Due to the higher side height, the lateral stability of the ship is improved and the cargo volume (cargo capacity) is also increased. Furthermore, the necessary stability ballast in favor of the cargo can be reduced. This reduces fuel consumption and pollutant emissions.
  • the additional middle section of the ship is generally used in an area of the ship in which the ship is heavily loaded. Due to the higher side height, the necessary section modulus can be achieved with comparatively little use of steel and thus lower costs.
  • the increased side height makes the reinforcement in the particularly stressed area of the ship easier and easier less use of steel and thus weight achieved. This lowers the conversion costs and also has an advantageous effect on the fuel consumption and pollutant emissions of the extended ship.
  • the deck house, the aft ship, the propeller and rudder system are not affected by the conversion.
  • the ship propulsion can usually be kept unchanged, since the conversion has only a minor impact on the energy requirement and the ship propulsion is usually designed anyway for higher mileage than the ship needs before the conversion.
  • the additional middle section of the ship is installed in the area of the ship in which the hull is subjected to the greatest loads. There, the increased loads can be compensated with the least effort by the higher side height. According to a further embodiment, the additional middle section of the ship has a higher side height over its entire length.
  • only the additional middle section of the ship has an increased side height. This simplifies production, since the increased side height can be realized immediately when the additional middle section of the ship is manufactured.
  • the additional middle section of the ship is installed directly in front of or behind the area of the hull that is most heavily loaded after the extension, and the side height is additionally increased in the area of the hull that is subjected to the greatest loads.
  • the side height of the ship is increased immediately in front of or behind the additional middle section of the ship, in the front Ship section and sections remain in the rear ship section, against which the additional middle ship section has a higher side height.
  • the required reinforcement can be achieved with less use of steel and thus weight than in an embodiment in which only the additional middle section of the ship has an increased side height.
  • the reinforcement can in particular be carried out in accordance with the increase in the load along the hull.
  • This embodiment relates both to the arrangement of the additional middle ship section in the area of the ship which is subjected to the greatest stresses and to an arrangement offset to it in the longitudinal direction of the ship.
  • the side height is increased to a maximum of one and a half times, preferably twice, furthermore preferably three times, furthermore preferably four times the length of the additional middle section of the ship. Under this condition, the reinforcement required by lengthening the ship can be achieved with limited structural effort.
  • the term "side height" denotes the distance between the base (lower edge of the fuselage) and the weather deck.
  • the side height is increased by at least 0.2 m, preferably by at least 2.5 m, further preferably by at least 5 m.
  • the hatch cover is raised in the areas of the ship directly in front of or behind the additional middle section of the ship, in which the side height is increased, and covered with the hatch covers on the raised hatch covers.
  • the ship is a dry compartment (e.g. a container ship, a bulker, a conbulker (hybrid ship consisting of a container ship and bulker) or a multi-purpose ship) or a tanker.
  • a dry compartment e.g. a container ship, a bulker, a conbulker (hybrid ship consisting of a container ship and bulker) or a multi-purpose ship
  • a tanker e.g. a container ship, a bulker, a conbulker (hybrid ship consisting of a container ship and bulker) or a multi-purpose ship
  • the ship is a container ship or a Conbulker or a multi-purpose ship and the additional middle section of the ship is provided with additional hatch covers and covered with additional hatch covers.
  • the enlarged ship is extended between a front section of the ship comprising the bow and a rear section of the ship surrounding the stern in the area of a cargo hold by a built-in additional ship section with an additional cargo space part which, in whole or in part, has a higher side height than the front ship section, at least in a section behind the Bow and the rear section of the ship has at least in a section in front of the stern.
  • the enlarged ship according to the invention differs from a ship originally built with the same side heights as the enlarged ship in that there are interfaces between the additional middle section of the ship and the front section of the ship and the rear section of the ship which separate the front section of the ship from the rear section of the ship using cutting torches and subsequent welding of the additional middle section of the ship.
  • the enlarged differs Ship from a conventional ship in that cables and pipelines that originally run continuously across the interfaces from the rear ship section to the front ship section are extended in whole or in part by extensions that extend longitudinally through the additional central ship section. These extensions of the cables and pipes are connected to the separated, original cables and pipes via cable connectors or pipe connectors or welded or soldered connections.
  • the enlarged ship has the advantages of the method of enlarging the ship accordingly. This also applies to the following versions of the enlarged ship.
  • the additional middle section of the ship is installed in the area of the ship in which the hull is subjected to the greatest loads.
  • the side height of the ship is increased immediately in front of and or behind the additional middle section of the ship.
  • the side height is increased to a maximum of twice the length of the additional middle section of the ship.
  • the side height is increased by at least 0.2 m, preferably by at least 2.5 m, further preferably by at least 5 m.
  • the side height is increased within the length of the additional middle section of the ship.
  • the length of the side elevation can also be shorter than the length of the additional middle section of the ship.
  • only the additional middle section of the ship has a higher side height.
  • the additional middle section of the ship has a higher side height everywhere.
  • the ship is a dry freighter or a tanker.
  • the ship is a container ship or a Conbulker or a multi-purpose ship and the additional middle section of the ship is provided with additional hatch covers and covered with additional hatch covers.
  • the ship is also provided with additional hatch covers and covered with additional hatch covers in the area directly in front of or behind the additional central section of the ship in which the side height of the ship is increased.
  • the ship is also provided with additional hatch covers in the region of the additional middle ship section and covered with additional hatch covers.
  • the additional middle section of the ship comprises an additional section of a double floor and additional sections of side walls of the ship as well as an additional section of the main deck.
  • the additional middle ship section comprises additional transverse bulkheads and sections of longitudinal bulkheads.
  • the additional middle section of the ship comprises additional hatches and an additional transverse hull.
  • the rear section of the ship comprises the aft ship and the propeller and rudder system and possibly also the engine room with the ship's engine and / or the deckhouse.
  • the front section of the ship comprises the fore section, the collision bulkhead and possibly also the engine room with the ship's engine and / or the deckhouse.
  • the exemplary embodiment shows a container ship 1, which comprises a front ship section 3 comprising the bow 2 and a ship 4 comprising the stern 4 has rear ship section 5. An additional middle ship section 6 is installed in between.
  • the bow 2 is provided with a bow bead 7.
  • the propeller and rudder system 8, 9 and the engine room 10 with the ship's engine 11 are located in the rear section 5 of the ship. Furthermore, the deck house 12 is arranged on the aft ship.
  • the side height 13 of the additional middle ship section 6 is increased compared to the side height 14 of the front ship section 3 at a distance behind the bow 2 and the side height 15 of the rear ship section 5 at a distance in front of the stern 4.
  • the side height 14, 15 corresponds approximately to the side height 13 in the region of the additional middle ship section 6.
  • the container ship 1 is more economical. This is particularly evident in the fact that the consumption of fuel in relation to the load consists e.g. from containers each loaded with a certain load is cheaper for the operating time in the container ship 1 according to the invention than in a conventional container ship.

Landscapes

  • Engineering & Computer Science (AREA)
  • Water Supply & Treatment (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
EP18182662.9A 2018-07-10 2018-07-10 Procédé d'agrandissement d'un bateau et bateau agrandi Active EP3594099B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18182662.9A EP3594099B1 (fr) 2018-07-10 2018-07-10 Procédé d'agrandissement d'un bateau et bateau agrandi

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP18182662.9A EP3594099B1 (fr) 2018-07-10 2018-07-10 Procédé d'agrandissement d'un bateau et bateau agrandi

Publications (3)

Publication Number Publication Date
EP3594099A1 true EP3594099A1 (fr) 2020-01-15
EP3594099C0 EP3594099C0 (fr) 2023-11-15
EP3594099B1 EP3594099B1 (fr) 2023-11-15

Family

ID=62909439

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18182662.9A Active EP3594099B1 (fr) 2018-07-10 2018-07-10 Procédé d'agrandissement d'un bateau et bateau agrandi

Country Status (1)

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EP (1) EP3594099B1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5433496A (en) * 1977-08-18 1979-03-12 Nippon Kokan Kk <Nkk> Working method of increasing ship body depth
US4269540A (en) * 1978-05-05 1981-05-26 Santa Fe International Corporation Self propelled dynamically positioned reel pipe laying ship
JPS56124580A (en) 1980-03-07 1981-09-30 Hitachi Zosen Corp Modifying method of ship
JPS59186792A (ja) 1983-04-07 1984-10-23 Ishikawajima Harima Heavy Ind Co Ltd 船体縦強度補強方法
JPS63297188A (ja) * 1987-05-28 1988-12-05 Nkk Corp 撒積船の拡艙方法
DE3134636C2 (fr) * 1981-01-20 1990-06-28 Veb Schiffswerft "Neptun" Stammbetrieb Des Veb Kombinat Schiffbau, Ddr 2500 Rostock, Dd
US5417597A (en) * 1994-04-28 1995-05-23 The United States Of America As Represented By The Secretary Of The Navy Vessel with machinery modules outside watertight hull
EP1914160A2 (fr) * 2006-10-16 2008-04-23 Donau-Tankschiffahrtsgesellschaft m.b.H Procédé de transformation d'un pétrolier à une paroi en un pétrolier à double paroi

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5433496A (en) * 1977-08-18 1979-03-12 Nippon Kokan Kk <Nkk> Working method of increasing ship body depth
US4269540A (en) * 1978-05-05 1981-05-26 Santa Fe International Corporation Self propelled dynamically positioned reel pipe laying ship
JPS56124580A (en) 1980-03-07 1981-09-30 Hitachi Zosen Corp Modifying method of ship
DE3134636C2 (fr) * 1981-01-20 1990-06-28 Veb Schiffswerft "Neptun" Stammbetrieb Des Veb Kombinat Schiffbau, Ddr 2500 Rostock, Dd
JPS59186792A (ja) 1983-04-07 1984-10-23 Ishikawajima Harima Heavy Ind Co Ltd 船体縦強度補強方法
JPS63297188A (ja) * 1987-05-28 1988-12-05 Nkk Corp 撒積船の拡艙方法
US5417597A (en) * 1994-04-28 1995-05-23 The United States Of America As Represented By The Secretary Of The Navy Vessel with machinery modules outside watertight hull
EP1914160A2 (fr) * 2006-10-16 2008-04-23 Donau-Tankschiffahrtsgesellschaft m.b.H Procédé de transformation d'un pétrolier à une paroi en un pétrolier à double paroi

Also Published As

Publication number Publication date
EP3594099C0 (fr) 2023-11-15
EP3594099B1 (fr) 2023-11-15

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