JP2005335670A - Bow shape of vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bow shape of a vessel that increases the space for storing cargo, and can increase the navigation speed of the vessel by educing the wave making resistance by reducing the Froude number and by exhibiting the effect of a bow bulb even when only a ballast exists and there is no cargo. <P>SOLUTION: The bow near the the full load draft line of the vessel having a bow bulb under the full load draft line is extended to the proximity of the front end of the vessel. The front end of an exposure deck, the front end of the bow bulb, and the bow of the full load draft line are positioned on the same vertical line in the side view. The shape of the bow bulb is set as the shape substantially the same as conventional art, and the bow bulb is positioned under the light draft line. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a bow shape of a ship provided with a bow valve.

  Ships typified by tankers and automobile carriers are required to have a space capable of storing a large amount of cargo within the range of the size of the regulated ship. For this purpose, the overall size of the boat must be enlarged, but the enlarged bow portion has a problem that the resistance of the ship to move forward, particularly the wave resistance, increases.

  In order to cope with the increase in wave resistance due to the enlargement of the bow, various proposals have been made for the bow shape so far, and a bow valve called a bulbous bow is well known. . Barbusbau is a bulbous projection under the full flood line of the bow. This bulbous projection interferes with the waves generated by the bow as the ship moves forward and the waves generated by the Barbusbau. This has the effect of reducing the generation of waves.

Here, the operation of the bulbous bow valve will be outlined with reference to FIG.
FIG. 6 is a diagram for explaining the operation of a bulbous bow valve. In FIG. 6, the ship 12 sails rightward toward the drawing. When the ship 12 that does not have the bow valve 24 travels during normal water, a free wave W1 such as a cosine wave is generated from the bow toward the stern. On the other hand, in the ship 12 having the bow valve 24, a free wave W2 having a phase different from that of the free wave W1 is generated by the bow valve 24 under the water surface. Therefore, the wave generated on the water surface by the ship 12 having the bow valve 24 is a wave in which the free wave W1 and the free wave W2 are combined, and the free wave W2 has an opposite phase to the free wave W1. The free wave W1 is canceled by the free wave W2, that is, the free wave W1 and the free wave W2 interfere with each other, so that almost no wave is generated on the water surface, and the wave-making resistance becomes substantially zero. This is the action of the bulbous bow valve.

4 is a view of a ship provided with a conventional bow valve, FIG. 4 (a) is a side view of the ship, and FIG. 4 (b) is a BB arrow view in FIG. 4 (a). is there.
In FIG. 4A, the ship 12 is roughly divided into a bow part 14, a cargo loading part 16, and a stern part 18. The bow portion 14 includes an exposed deck bow 20 located above a full load floodline 50 called LWL (load water line), a bow valve 24 called barbusbau, and a bow that has moved backward toward the stern near the full floodline 50. The constriction part 26 is comprised.

  When the ship 12 moves forward, that is, in the right direction in FIG. 4A, a first wave (free wave W1) is generated in the vicinity of the bow constricted portion 26, but at the same time, a second wave (wound by the bow valve 24 ( Free waves W2) are also generated. The first wave (free wave W1) and the second wave (free wave W2) interfere with each other, and as a result, the first wave (free wave W1) and the second wave (free wave W2) cancel each other. Get smaller. The bow portion 26 is considered to act to enhance the interference effect described above. As shown in FIG. 4 (a), the exposed deck bow 20 is located substantially on the vertical line at the front end of the bow valve 24, but this is also large within the range of the size of the regulated ship. It is one of the devices for storing the cargo.

  Various proposals have been made for the bow shape of a ship equipped with this bow valve, and the contents are divided into those relating to the shape of the bow valve itself and those relating to the shape of the entire bow including the bow valve. be able to. Examples of the former include those disclosed in JP-A-2004-74891, and examples of the latter include those disclosed in JP-A-2003-327193 and JP-A-2003-160090.

  Japanese Patent Application Laid-Open No. 2004-74891 discloses that the installation position of the bow valve is positioned above the conventional position, and the mounting portion of the bow valve and the bow constriction is located above the full flooding line, and By reducing the volume of the bow valve with respect to the volume of the ship under the flooding line within a predetermined value, the wave-making resistance of the ship is reduced. Moreover, the thing disclosed by Unexamined-Japanese-Patent No. 2003-327193 aims at reduction of resistance by a wave breaking resistance and a wave reflection by attaching a wedge-shaped appendage to a bow constriction part located in the bow valve upper part. It is.

Moreover, what is disclosed in Japanese Patent Laid-Open No. 2003-160090 will be outlined based on FIG. FIG. 5 is a diagram showing an embodiment of the technique disclosed in Japanese Patent Application Laid-Open No. 2003-160090. FIG. 5 (a) is a diagram of the shape of the side of the bow and FIG. 5 (b) is the water of the bow. It is a figure of line surface shape.
In the configuration of the present invention, the bow leading edge line forming the bow profile 101 is extended substantially vertically upward from the bow end lower end 103 position below the planned full load water line 102 to the upper deck 104, and the bow leading edge line is substantially the front perpendicular line. In addition, it is made to coincide substantially with the front end of the full length of the ship, and the water line surface angle (angle formed between the hull center line C and the hull side line 105) α is 10 degrees or less. The imaginary width (both widths) B at the tip position when the waterline surface shape is extended to the tip is 600 mm or less, and the waterline surface shape is sharpened. With this configuration, while satisfying the full length restriction of the ship, while securing a box-shaped hold, the rise of the water surface at the bow end at the design speed can be reduced, and further, the wave collapse of the bow can be eliminated. It is said that the effect of reducing the wave-making resistance and breaking wave resistance can be obtained.
JP 2004-74891 A JP 2003-327193 A JP 2003-160090 A

However, even if it is disclosed in Japanese Patent Application Laid-Open No. 2004-74891 described above or disclosed in Japanese Patent Application Laid-Open No. 2003-327193, the wave resistance of the ship can be reduced. The volume of the space for storing the loaded cargo is substantially the same as that of the conventional example shown in FIG. 4, and does not intend to increase the space for storing the loaded cargo.
The wave resistance is also governed by a numerical value called the Froude number determined by the forward speed of the vessel and the length of the vessel in the full flooding line of the vessel, and the wave resistance increases as the Froude number increases. No. 74891 and the conventional example shown in FIG. 4 have the same Froude number and do not reduce the Froude number.

  Furthermore, the invention disclosed in Japanese Patent Laid-Open No. 2003-160090 can reduce the wave-making resistance of the ship and increase the space for storing the loaded cargo as compared with the conventional example shown in FIG. However, by sharpening the waterline surface shape, the width of the ship must be narrowed in the vicinity of the bow side of the cargo loading section, and there is no effect of increasing the space for storing the loaded cargo. Further, as mentioned above, the bow valve is effective under the surface of the water. Therefore, even if the bow valve is provided under the full flooding line, the effect of the bow valve is halved when the upper part of the bow valve appears on the water surface when the ballast is empty.

  Therefore, the present invention aims to increase the space for storing the cargo to be loaded, reduce the number of fluids, and demonstrate the effect of the bow valve even in the case of an empty ballast-only load. It aims at providing the bow shape of a ship which can reduce wave resistance and can increase the navigation speed of a ship.

  As a result of intensive studies on the bow shape of a ship having a bow valve, the inventors of the present application have found that the open space formed in the upper part of the bow valve, that is, the conventional bow portion shown in FIG. It is not an essential requirement to increase, and even if the conventional bow constriction is not formed, if the bow shape of the upper part of the bow valve is made a predetermined shape, the interference effect of the bow valve can be maintained as in the conventional case. I got the knowledge that I can do it.

The present invention has been made based on the above knowledge, and in order to achieve the above object, the bow shape of the ship according to the invention of claim 1 is a ship having a bow valve under a full flood line. Then, the bow in the vicinity of the full flooding line is stretched as it is to the vicinity of the front end of the ship, and the front end of the ship is arranged at substantially the same position as the bow valve.
And the bow shape of the ship which concerns on invention of Claim 2 is the bow shape of the ship which concerns on Claim 1 of this application, The front end of the said ship is arrange | positioned in the substantially same position as the bow position in a full load floodline. And
Further, the bow shape of the ship according to the invention of claim 3 is the bow shape of the ship according to claim 1 or claim 2 of the present application. The front end of the exposed deck, the front end of the bow valve and the bow of the full flooded line are It is characterized by being on the same vertical line when viewed from the side.
Furthermore, the bow shape of the ship according to the invention of claim 4 is the bow shape of the ship according to any one of claims 1 to 3 of the present application, wherein the bow valve is positioned under the full flooding line. It is under the line.
Further, the bow shape of the ship according to the invention of claim 5 is the bow shape of the ship according to any one of claims 1 to 4 of the present application, wherein the bow is retracted in the stern direction above the bow valve. A bow constriction is formed.
Further, the bow shape of the ship according to the invention of claim 6 is the bow shape of the ship according to any one of claims 1 to 5 of the present application. The shape of the bow above the bow valve as viewed from the horizontal plane is It is characterized by a wedge shape protruding forward.

  As described above, according to the inventions according to claims 1 to 3 of the present application, the bow in the vicinity of the full flooding line is stretched as it is to the vicinity of the front end of the ship, the front end of the ship is set substantially at the same position as the bow valve, Since the front end of the ship is positioned substantially the same as the bow position on the full flooded line, the following effects are obtained.

(1) Since the front end of the ship is substantially the same position or the same position as the bow position on the full flooding line, reducing the number of fluids can reduce wave resistance and increase the navigation speed of the ship. it can. This will be described in detail later.
(2) Since the front end of the ship is located at the same position or the same position as the bow position on the full flooded line, the collision bulkhead located at the front end of the cargo loading section and obligated to be installed is Since it can be installed on the bow side, the volume of the cargo loading section increases. This will also be described in detail later.
(3) In addition, the bow in the vicinity of the full flooding line is stretched as it is to the vicinity of the front end of the ship, that is, the bow shape in the vicinity of the full flooding line as seen from the horizontal plane is the same as the conventional bow shape. Since the width of the ship in the collision partition can be set to the same width as the conventional one, the volume of the cargo loading portion is increased by the amount that the collision partition is installed on the bow side than the conventional one.
(4) Furthermore, when the front end of the exposed deck is matched with the front end of the ship (the invention according to claim 3 of the present application), the effective area of the exposed deck can be expanded.

  And according to the invention which concerns on this-application Claim 4, since a bow valve is under the light load dredging line located under a full load dredging line, even in the case of an empty load only of a ballast, the effect of a bow valve is exhibited. The wave resistance can be reduced and the navigation speed of the ship can be increased. It is preferable that the bow valve be as large as possible even under the light load flooding line. From this viewpoint, the distance between the upper part of the bow valve and the bottom of the ship (h: see FIG. 1) is the distance between the full flooding line and the ship bottom (H : Approximately 50% to 30% of (see FIG. 1).

  According to the invention of claim 5 of the present application, the bow constricted portion in which the bow is retracted in the stern direction is formed in the upper part of the bow valve. For this reason, in the case of an empty load only with ballast in which the speed of the ship increases compared to the full flooded state, it is possible to provide a ship with excellent propulsion performance without reducing the speed of the ship by suppressing the increasing wave resistance.

  Further, according to the invention of claim 6 of the present application, a bow valve is provided below the full flooding line, and the shape of the bow tip above the bow valve as viewed from the horizontal plane is a wedge shape that projects forward as it is. The shape of the bow tip in the full flood line at the top of the bow valve is such that the wedge shape has a plate shape, that is, the wedge front end angle is 0 ° at the bow valve top. The front end angle has a shape that gradually widens toward the front end of the exposed deck, and has the following effects.

(1) The ship according to the present invention has a bow valve under the full flooding line and / or under the light flooding line, and the wedge shape in the full flooding line is plate-like. The interference effect can be maintained, and the wave-forming action at the front end of the bow becomes smaller than before due to the plate-like protrusion at the front end of the bow at the top of the bow valve.
(2) Further, since the shape of the bow tip above the bow valve is a wedge shape that projects forward as it is, even in the case of waves, the wave-forming action at the front edge of the bow is improved by the projection at the wedge-shaped tip. Becomes smaller.
(3) Although the conventional shape of the front end of the exposed deck is a spoon shape, according to the present invention, the distance from the ship center line connecting the bow and the center of the stern at the anchor attachment position is shorter than before. , Twist of anchor suspension chain due to hull turning motion when offshore is reduced. Therefore, the damaged range of the hull skin due to the twist of the suspension chain is reduced.

  The best mode for carrying out the present invention will be described below with reference to the drawings. First, a description will be given of a ship according to Example 1 having the bow shape of the best mode for carrying out the present invention.

1A and 1B are diagrams of a ship according to a first embodiment, in which FIG. 1A is a side view of the ship, and FIG. 1B is a view taken along the line BB in FIG.
In FIG. 1, the same elements as those in FIG. In FIG. 1A, reference numeral 10 denotes a ship having a bow shape according to the first embodiment, reference numeral 14 denotes a bow part, reference numeral 16 denotes a cargo loading part, reference numeral 18 denotes a stern part, reference numeral 20 denotes an exposed deck bow, reference numeral 22. Is a wedge-shaped bow, symbol 24 is a bow valve, symbol 30 is a stern, symbol 32 is a rudder, symbol 34 is a propeller, symbol 40 is a collision bulkhead, symbol 50 is a full flooding line, symbol 51 is a light cargo flooding line, Reference numeral 53 denotes a ship bottom line.

First, the structure of the ship 10 provided with the bow shape which concerns on a present Example is demonstrated, comparing with Fig.4 (a) based on Fig.1 (a).
In FIG. 1 (a), the ship 10 is mainly composed of a bow part 14, a cargo loading part 16, and a stern part 18, and the bow part 14 is an exposed deck bow located above the full flooding line 50. 20, a wedge-shaped bow 22, and a bow valve 24.
The wedge-shaped bow 22 is installed so that the conventional bow portion of the bow constricted portion 26 shown in FIG. 4A is extended as it is to the front end of the ship, and the shape thereof is a wedge shape that protrudes forward. In the portion where the wedge-shaped bow 22 is in contact with the bow constricted portion 26, the wedge-shaped bow 22 is connected with a gently curved surface.

  The shape of the bow valve 24 of the ship 10 is substantially the same as the shape of the bow valve 24 of the ship 12 in a side view and a front view, or the bow valve 24 of the ship 10 is under the light load waterline 51. Further, the shape of the bow valve 24 of the ship 12 is reduced in the vertical direction. In addition, the continuous line in FIG.1 (b) shows the BB cross section of the ship 10, and the dotted line has shown the BB cross section of the ship 12 which concerns on a prior art example.

As shown in FIG. 1 (a), the bow portion 14 including the front end of the exposed deck bow 20, the front end of the wedge-shaped bow 22, and the front end of the bow valve 24 forms a straight line when viewed from the side. Is substantially perpendicular to the horizontal plane. In addition, about the front end of the exposed deck bow 20, even if it makes the bow shape retreated with respect to said straight line, the function which a bow shape has is not affected.
Further, a collision bulkhead 40 that is obliged to be installed is disposed on the bow side of the cargo loading section 16 and is the foremost portion of the cargo loading section 16. In other words, the bow portion 14 and the cargo loading portion 16 are separated by the collision partition wall 40.

  Further, the bow valve 24 is located below the light load flooding line 51, where H is the distance between the full flooding line 50 and the bottom line 53, and h is the distance between the upper part of the bow valve 24 and the bottom line 53. In the embodiment, h / H is approximately 0.4.

Here, the fluid number will be described.
The Froude number is a dimensionless parameter representing the wave resistance as described above, and the wave resistance decreases as the Froude number decreases. Here, when U is the traveling speed of the ship, L is the length of the ship on the inundation line, and g is the gravitational acceleration, the Froude number F is expressed by Equation 1 below.

Accordingly, if the traveling speed U of the ship is the same, g is a constant, so the Froude number F is inversely proportional to the square root of the length L of the ship on the floodline. That is, the greater the value of L, the smaller the Froude number F.
The number of fluids of the ship 10 according to the present embodiment is F ₁₀ , the length of the ship in the flooded line is L ₁₀ , the number of fluids of the ship 12 according to the conventional example (see FIG. 4) is F ₁₂ , and the length of the ship in the flooded line Is L ₁₂ , the decrease rate Δ of the fluid number of the ship 10 relative to the ship 12 is
Δ = (F ₁₂ −F ₁₀ ) / F ₁₂ = (√L ₁₀ −√L ₁₂ ) / √L ₁₀
Here, if the total length of the ship is 200 m, the length of the bow portion 26 in the full flooded water line 50 of the ship 12 is 5 m, so L ₁₀ = 200 and L ₁₂ = 195.
Δ = 0.013, and the Froude number F ₁₀ is reduced by 1.3% from F ₁₂ .

By the way, the traveling speed of a ship in normal water is considered to be determined by the shape of the bow including the bow valve, the above fluid number, etc., if the propulsive force is the same. Detailed knowledge about whether it is related to speed is not clear.
Therefore, the inventors conducted a comparative test between the ship according to the present embodiment and the ship according to the conventional example. The result is shown in FIG.

FIG. 3 is a comparison data diagram of main engine output-speed of a ship equipped with the bow valve of Example 1 and Example 2 and a ship equipped with the bow valve of the conventional example. In FIG. 3, when the main engine output (kw) is taken on the vertical axis and the speed (knots) of the ship is taken on the horizontal axis, the main engine output-speed of the ship according to the present embodiment has a relationship shown by a curve c. The main engine output-speed of the ship according to the conventional example has a relationship shown by a curve d.
Here, when the speed of the ship according to the present embodiment and the speed of the ship according to the conventional example when the main engine output is the normal output (straight line e) are compared, as shown in the figure, in the full load state, the speed is about 0. It was confirmed that the speed of the ship according to the present example exceeded the speed of the ship according to the conventional example by about 0.08 knots in the 06 knot and ballast state. This is an increase of about 0.3% compared to the speed of the ship according to the conventional example. The normal output includes an output increase amount (sea margin) necessary for constant speed navigation during a wave.

  Next, an increase in the volume of the cargo loading section due to the fact that the front end of the ship is located at the same position as the bow position on the full flooded line will be described.

The horizontal distance from the foremost end of the ship to the stern end is called the total length L _oa (Length overall) of the ship. In addition, the length of the ship used in the design of the ship is called the length between vertical lines L _pp (Length between perpendiculars), and this is the normal line FP (fore) drawn from the intersection of the bow and the full flooded line. perpendicular), and the distance between the perpendicular AP (after perpendicular) drawn from the center of the rudder column which is the turning center of the rudder located at the stern.
It is stipulated that the collision bulkhead 40, which is required to be installed, is installed at a position where the distance corresponding to 5% of L _pp is returned to the stern side from the FP line, and the front end of the bow valve is forward from the FP line. when located it has been observed to deduct half the distance between the front and FP line bow bulb from a distance corresponding to 5% of said L _pp.

Here, the ship 10 and the ship 12 will be described based on specific numerical values.
Now, both L _oa of the ship 10 and the ship 12 are set to 200 m. The distance from the stern rear end to the AP is both 5 m, but in the ship 10, the FP and the foremost end of the bow coincide with each other, whereas in the ship 12, the distance between the FP and the foremost end of the bow is 5 m. . Therefore, L _pp of the ship 10 is 195 m (= 200 m−5 m), whereas L _pp of the ship 12 is 190 m (= 200 m−5 m−5 m).

By the way, since the collision partition 40 is to be installed at a position retreated by a distance corresponding to 5% of L _pp from the FP line, in the ship 10, 9.75 m (= (195 m × 5%). On the other hand, the ship 12 is installed at a position of 9.5 m (= 190 m × 5%) from the FP line, but is 2.5 m (= 1/2 of the distance between the front end of the bow valve and the FP line). 5 m × 1/2) can be subtracted, so the position of the collision partition 40 is 7 m (= 9.5 m−2.5 m) from the FP line. This is located at 12 m (= 7 m + 5 m) from the foremost end of the ship 12.

From the above, the position of the collision partition 40 is 9.75 m from the foremost end of the bow in the ship 10, and 12 m from the foremost end of the bow in the ship 12. 12 is relatively close to the bow of 2.25m.
The increase in the volume of the cargo loading section 16 due to the expansion to 2.25 m is about 500 m ³ in the tank capacity in the tanker, and about 15 passenger cars in the car carrier.

  Next, a ship according to Example 2 having the bow shape of the best mode for carrying out the present invention will be described with reference to FIG. FIG. 2 is a side view of the ship according to the second embodiment.

  2, the same elements as those in FIGS. 1 and 4 are denoted by the same reference numerals, and redundant description is omitted. In FIG. 2, reference numeral 11 denotes a ship having a bow shape according to the second embodiment, reference numeral 14 denotes a bow part, reference numeral 16 denotes a cargo loading part, reference numeral 18 denotes a stern part, reference numeral 20 denotes an exposed deck bow, and reference numeral 22 denotes a wedge-shaped bow. , 24 is a bow valve, 26 is a bow constriction, 30 is a stern, 32 is a rudder, 34 is a propeller, 40 is a collision partition, 50 is a full flooded line, 51 is light The cargo water line, 53 is a ship bottom line.

  The ship 11 has substantially the same configuration and effect as the ship 10 described above. The ship 11 and the ship 10 have different bow shapes, although the ship 11 has a bow constriction portion 26. On the other hand, the ship 10 is in a position where the bow constricted portion 26 is not formed. Therefore, regarding the second embodiment, only differences in configuration and operational effects based on the differences in configuration will be described.

  As shown in FIG. 2, the bow portion 14 including the front end of the exposed deck bow 20, the front end of the wedge-shaped bow 22, and the front end of the bow valve 24 is on a straight line when viewed from the side, and this straight line is in relation to the horizontal plane. It is almost vertical. This straight line is a substantially vertical straight line from the front end of the exposed deck bow 20 to the lower side of the full flood line 50, and is bent toward the stern side from the position beyond the full flood line 50, so that the bow valve 24 It comes into contact with the position of the upper part of the bow valve 24 that enters the stern side slightly from the front end. That is, the shape formed by the straight line that bends from the position beyond the full flooding line 50 toward the stern side and the upper part of the bow valve 24 is similar to a symbol (∠) that represents an angle in mathematics. A bow constriction portion 26 is formed. Like the other bows, the bow in the bow portion 26 has a wedge shape that protrudes forward as seen from the horizontal plane.

  In this embodiment, as in the first embodiment, h / H, which is the ratio of the distance (h) between the upper portion of the bow valve 24 and the bottom line 53 and the distance (H) between the full floodline 50 and the bottom line 53. Is approximately 0.4.

  Here, the effect | action of the bow constriction part 26 is demonstrated. The front end portion of the bow valve 24 is projected from the front end of the ship 11 by the bow constriction portion 26, and the free wave W <b> 2 shown in FIG. 6 is generated in the entire front end portion of the bow valve 24. For this reason, the free wave W2 is generated more effectively than the ship 10 according to the first embodiment, and the wave interference effect by the bow valve 24 is higher than that of the first embodiment. The wave interference effect by the bow valve 24 is more effectively exhibited in the case of an empty ballast-only load in which the speed of the ship is increased than in the case of full flooding, and the wave-making resistance that increases as the speed of the ship increases. By suppressing effectively, a ship with excellent propulsion performance can be provided.

FIG. 1 is a view of a ship having a bow shape according to the first embodiment, FIG. 1 (a) is a side view of the ship, and FIG. 1 (b) is a view along arrow BB in FIG. 1 (a). FIG. FIG. 2 is a side view of a ship having a bow shape according to the second embodiment. FIG. 3 is a comparison data diagram of main engine output-speed of a ship equipped with the bow valve of Example 1 and Example 2 and a ship equipped with the bow valve of the conventional example. 4 is a view of a ship provided with a conventional bow valve, FIG. 4 (a) is a side view of the ship, and FIG. 4 (b) is a BB arrow view in FIG. 4 (a). is there. FIG. 5 is a diagram showing an embodiment of the technique disclosed in Japanese Patent Application Laid-Open No. 2003-160090. FIG. 5 (a) is a diagram of the shape of the side of the bow and FIG. 5 (b) is the water of the bow. It is a figure of line surface shape. FIG. 6 is an operation explanatory view of a bulbous bow valve.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Ship 11 provided with bow shape according to embodiment 1 Ship 12 provided with bow shape according to embodiment 2 Ship 14 provided with bow shape according to conventional example 14 Bow portion 16 Cargo loading portion 18 Stern portion 20 Exposed deck bow 22 Wedge-shaped bow 24 Bow valve 26 Bow constricted part 30 Stern 32 Rudder 34 Propeller 40 Collision bulkhead 50 Full load floodline 51 Light load floodline

Claims (6)

A ship with a bow valve under the full flooding line,
Extend the bow near the full flooded line as it is to the vicinity of the front end of the ship,
A bow shape of a ship, wherein a front end of the ship is arranged at substantially the same position as the bow valve.   The bow shape of the ship according to claim 1, wherein a front end of the ship is arranged at substantially the same position as a bow position on a full flooded line.   3. The bow shape of a ship according to claim 1 or 2, wherein the front end of the exposed deck, the front end of the bow valve, and the bow of the full flooded line are on the same vertical line when viewed from the side.   4. The bow shape of a ship according to any one of claims 1 to 3, wherein the bow valve is located under a light load floodline located below a full floodline.   The bow shape of a ship according to any one of claims 1 to 4, wherein a bow constriction portion in which the bow is retracted in the stern direction is formed at an upper portion of the bow valve.   The bow shape of a ship according to any one of claims 1 to 5, wherein a bow shape above the bow valve as viewed from a horizontal plane is a wedge shape protruding forward.

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