EP3594099B1 - 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
EP3594099B1
EP3594099B1 EP18182662.9A EP18182662A EP3594099B1 EP 3594099 B1 EP3594099 B1 EP 3594099B1 EP 18182662 A EP18182662 A EP 18182662A EP 3594099 B1 EP3594099 B1 EP 3594099B1
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EP
European Patent Office
Prior art keywords
ship
segment
additional
side height
additional middle
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.)
Active
Application number
EP18182662.9A
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German (de)
English (en)
Other versions
EP3594099C0 (fr
EP3594099A1 (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
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Sdc Ship Design & Consult GmbH
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Priority to EP18182662.9A priority Critical patent/EP3594099B1/fr
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Application granted granted Critical
Publication of EP3594099B1 publication Critical patent/EP3594099B1/fr
Publication of EP3594099C0 publication Critical patent/EP3594099C0/fr
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    • 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 therefore larger cargo volumes due to the increasing volume of cargo worldwide. Furthermore, the general increase in port capacity means that small ships that are aimed at outdated port facilities perform less economically.
  • the JP56-124580 describes an enlargement of the ship by adding an additional middle hull segment and increasing the side height over the entire length of the 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 ship's hull in order to increase the longitudinal strength.
  • the box girder has openings for lighting and ventilation and serves as a passage for crew, storage space and for laying cables and pipes. Due to the openings, which also open towards the sea, the box girder is not a buoyant body 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 invention is based on the object of providing a method for increasing the size of a ship, which enables a ship with increased cargo capacity and improved transverse stability and requires smaller amounts of steel. Furthermore, an enlarged ship is to be made available, which enables increased cargo 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 area 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 located between the moved-apart front ship section and the rear ship section with an additional loading compartment part installed, which has a higher side height than the front one in whole or in part 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 cargo capacity is increased both on deck and below deck by installing the additional middle ship section in the ship.
  • the additional cargo space part in the additional middle section of the ship is also increased, which results in a further increase in the payload below deck, i.e. the payload in the part of the ship protected from weather influences.
  • the additional middle ship section has hatch coamings, which are raised compared to the hatch coamings of the ship at the separation point before the separation and installation of the additional middle ship section and are additional hatch covers on the raised hatch coamings filed.
  • the additional middle section of the ship is generally used in an area of the ship where the ship is subject to heavy loads. Due to the higher side height, the necessary moment of resistance can be achieved with comparatively little use of steel and therefore lower costs.
  • the increased side height makes reinforcement in the particularly stressed area of the ship easier and with Less use of steel and therefore weight is achieved. This reduces conversion costs and also has a beneficial effect on fuel consumption and pollutant emissions of the extended ship.
  • the deckhouse, the aft ship, the propeller and rudder system are not affected by the conversion.
  • the ship's drive can usually be left unchanged because the conversion only has a minor impact on the energy requirement and the ship's drive is usually designed for higher performance than the ship required before the conversion.
  • the additional middle section of the ship is installed in the area of the ship in which the hull is subject to the greatest loads. There, the increased loads can be compensated for with the least effort thanks to 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 because the increased side height can be realized immediately when the additional middle section of the ship is rebuilt.
  • the additional middle section of the ship is installed immediately in front of or behind the area of the ship's hull that is subject to the greatest loads after the extension and the side height is additionally increased in the area of the ship's hull that is subject 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 Section of the ship and sections in the rear section of the ship remain, compared to which the additional middle section of the ship 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 be carried out in particular in accordance with the increase in load along the ship's hull.
  • This type of embodiment concerns both the arrangement of the additional middle ship section in the area of the ship that is subject to the greatest loads and an arrangement offset therefrom in the longitudinal direction of the ship.
  • the side height is increased to a maximum of one and a half times, preferably twice, more preferably three times, more preferably four times the length of the additional middle ship section. Under this condition, the reinforcement required by extending the ship can be achieved with limited construction effort.
  • the term "side height" refers to the distance between the base (lower edge of the hull) 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 coamings are raised and covered with the hatch covers on the raised hatch coamings.
  • the ship is a dry vessel (e.g. a container ship, a bulker, a conbulker (hybrid ship consisting of a container ship and a bulker) or a multi-purpose ship) or a tanker.
  • a dry vessel e.g. a container ship, a bulker, a conbulker (hybrid ship consisting of a container ship and a 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 a 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 coamings and covered with additional hatch covers.
  • the enlarged ship is extended between a front ship section comprising the bow and a rear ship section comprising the stern in the area of a cargo hold by a built-in additional ship section with an additional cargo space part, which has a higher side height than the front ship section, at least in a section behind it Bow and the rear section of the ship 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 ship section and forward ship section and the aft ship section, which are based on the separation of the forward ship section from the rear section of the ship using cutting torches and the subsequent welding in of the additional middle section of the ship. Additionally, the enlarged differs Ship from a conventional ship in that cables and pipes that originally run uninterrupted across the interfaces from the aft section of the ship to the forward section of the ship are wholly or partially extended by extensions that extend longitudinally through the additional middle section of the ship. 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 ship enlargement process 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 subject 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 coamings and covered with additional hatch covers.
  • the ship is also provided with additional hatch coamings and covered with additional hatch covers in the area immediately in front of and or behind the additional middle ship section, in which the side height of the ship is increased.
  • the ship is also provided with additional hatch coamings in the area of the additional middle ship section and covered with additional hatch covers.
  • the additional middle ship section comprises an additional section of a double bottom 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 includes additional hatches and additional transverse coamings.
  • the rear section of the ship includes 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 includes the forecastle, 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 has a front ship section 3 that includes the bow 2 and one that includes the stern 4 rear ship section 5. An additional middle ship section 6 is installed in between.
  • the bow 2 is provided with a bow bulge 7.
  • the deckhouse 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 area of the additional middle ship section 6.
  • additional cargo space is created by an additional cargo space part 16.3 in the additional middle ship section 6.
  • the entire cargo space 16.1, 16.2, 16.3 can be covered by hatch covers 17.1, 17.2, 17.3.
  • the container ship 1 Due to the extension through the additional middle ship section 6 and the increased side height 13, the container ship 1 has increased economic efficiency. This is particularly evident in the fact that the consumption of fuel in relation to the load, for example consisting of containers each loaded with a specific load, is cheaper for the duration of operation of the container ship 1 according to the invention than of a conventional container ship.

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  • 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)

Claims (17)

  1. Procédé d'agrandissement d'un navire, par lequel une partie de navire avant (3) comprenant l'étrave (2) et une partie de navire arrière (5) comprenant l'arrière (4) sont séparées l'une de l'autre dans la zone d'une cale (16.1, 16.2), la partie de navire avant et la partie de navire arrière sont écartées l'une de l'autre dans la direction longitudinale et une partie de navire centrale supplémentaire (6) avec une partie de cale supplémentaire (16.3) est intégrée entre la partie de navire avant et la partie de navire arrière écartées l'une de l'autre, laquelle présente totalement ou partiellement une hauteur latérale (13) plus élevée que la partie de navire avant (3) au moins dans une partie derrière l'étrave (2) et plus élevée que la partie de navire arrière (5) au moins dans une partie devant l'arrière (4).
  2. Procédé selon la revendication 1, la partie de navire centrale supplémentaire étant intégrée dans la zone du navire dans laquelle la coque du navire est soumise aux charges les plus fortes.
  3. Procédé selon la revendication 1 ou 2, la hauteur latérale du navire étant augmentée directement devant et/ou derrière la partie de navire centrale supplémentaire.
  4. Procédé selon l'une des revendications 1 à 3, la hauteur latérale étant augmentée au maximum jusqu'à une fois et demi, de préférence deux fois, de préférence encore trois fois, de préférence encore quatre fois la longueur de la partie de navire centrale supplémentaire.
  5. Procédé selon l'une des revendications 1 ou 4, seule la partie de navire centrale supplémentaire présentant totalement ou partiellement une plus grande hauteur latérale.
  6. Procédé selon l'une des revendications 1 à 4, la partie de navire centrale supplémentaire présentant une hauteur latérale augmentée sur toute sa longueur.
  7. Procédé selon l'une des revendications 1 à 6, le navire étant un navire de vrac sec ou un navire-citerne.
  8. Procédé selon la revendication 7, le navire étant un porte-conteneurs ou un porte-conteneurs vraquier ou un navire polyvalent et la partie de navire centrale supplémentaire étant munie d'hiloires supplémentaires et recouvertes de panneaux de cale supplémentaires.
  9. Procédé selon les revendications 3 et 8, les hiloires étant surélevées et recouvertes de panneaux de cale dans les zones à côté de la partie de navire centrale supplémentaire dans lesquelles la hauteur latérale du navire est augmentée.
  10. Navire agrandi, lequel est allongé par une partie de navire centrale supplémentaire (6) intégrée avec une partie de cale supplémentaire (16.3) entre une partie de navire avant (3) comprenant l'étrave (2) et une partie de navire arrière (5) comprenant l'arrière (4) dans la zone de la cale (16.1, 16.2), laquelle présente totalement ou partiellement une hauteur latérale (13) plus élevée que la partie de navire avant (3) à une distance derrière l'étrave (2) et plus élevée que la partie de navire arrière (5) au moins à une distance devant l'arrière (4).
  11. Navire agrandi selon la revendication 9, la partie de navire centrale supplémentaire (6) étant intégrée dans la zone du navire dans laquelle la coque du navire est soumise aux charges les plus fortes.
  12. Navire agrandi selon la revendication 9 ou 10, la hauteur latérale du navire étant augmentée directement devant et/ou derrière la partie de navire centrale supplémentaire (6).
  13. Navire agrandi selon l'une des revendications 9 à 11, la hauteur latérale étant augmentée au maximum jusqu'à une fois et demi, de préférence deux fois, de préférence encore trois fois, de préférence encore quatre fois la longueur de la partie de navire centrale supplémentaire (6).
  14. Navire agrandi selon l'une des revendications 10, 11 ou 13, seule la partie de navire centrale supplémentaire (6) présentant une hauteur latérale (13) augmentée.
  15. Navire agrandi selon l'une des revendications 9 à 13, le navire étant un navire de vrac sec ou un navire-citerne.
  16. Navire agrandi selon la revendication 14, le navire étant un porte-conteneurs (1) ou un porte-conteneurs vraquier ou un navire polyvalent et la partie de navire centrale supplémentaire (6) étant munie d'hiloires supplémentaires et recouvertes de panneaux de cale (17.3) supplémentaires.
  17. Navire agrandi selon les revendications 11 et 15, les hiloires étant surélevées et recouvertes de panneaux de cale dans une zone du navire présentant une hauteur latérale augmentée à côté de la partie de navire centrale supplémentaire (6).
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 EP3594099A1 (fr) 2020-01-15
EP3594099B1 true EP3594099B1 (fr) 2023-11-15
EP3594099C0 EP3594099C0 (fr) 2023-11-15

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EP18182662.9A Active EP3594099B1 (fr) 2018-07-10 2018-07-10 Procédé d'agrandissement d'un bateau et bateau agrandi

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Family Cites Families (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
DD159840A3 (de) * 1981-01-20 1983-04-13 Klaus Puchstein Containergrossraumschiff
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
AT504464B1 (de) * 2006-10-16 2008-08-15 Donau Tankschiffahrtsgesellsch Verfahren zum umbau eines einhüllentankschiffes in ein doppelhüllentankschiff

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EP3594099C0 (fr) 2023-11-15
EP3594099A1 (fr) 2020-01-15

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