JP2007504051A - Container ship - Google Patents

Abstract

【Task】
The total length and the width of the ship are limited so that they can pass through the Panama Canal, and twelve rows of containers (13) are arranged side by side in the width direction in the hull (2) having a double hull (3). In a container ship with a cargo hold (4) that can be accommodated in
There is at least one space stabilization device (5) connecting the double hull (3) on one side of the hull (2) with the double hull (3) on the other side of the hull (2). Container ship, characterized in that it is arranged in the shell (2).
[Selection] Figure 1

Description

  The present invention relates to a container ship whose length and width are limited to dimensions that allow passage through the Panama Canal.

  The maximum length of a container ship that can pass through the Panama Canal is about 294 m, and the maximum width is about 32 m. Such ships are sometimes referred to as “Panmax” container ships.

  Full container ships with a maximum ship width of 32.2 meters and a total length of less than 200 meters are known. The width of the double hull of such a full container ship is such that 12 containers (20 feet (about 6.1 meters) or 40 feet (about 12.2 meters) standard containers) are placed side by side in the cargo hold. In order to achieve this, the distance is reduced from about 2 m to about 1 m. As a result, the width of the cargo hold has been expanded to accommodate 12 rows of containers side by side. Reducing the width of the double hull reduces torsional stability. However, sufficient torsional stability is achieved by the construction means and by limiting the total length of the ship to less than 200 meters, and excessive warpage of the hull can be suppressed as much as possible.

  If the total length of the ship is the maximum length that can be traversed through the Panama Canal, the above method will no longer work, so twelve containers will be placed side-by-side in the cargo hold on a longer-length ship, and the maximum Maintaining the width of the ship has never been possible because the torsional rigidity of the cargo hold area is too low.

  Extending the current lateral deck beam to the vicinity of the lateral bulkhead of the cargo hold will result in excessive loss of capacity in the ship's container yard.

  However, in order to achieve a substantially competitive advance in shipbuilding, it is necessary to increase the capacity of the container yard when the total length of the ship is the maximum length that can pass through the Panama Canal.

  The present invention is based on the problem of providing a container ship suitable for navigating the Panama Canal and having an increased number of container depots.

  This problem can be solved by a container ship having the features described in claim 1. The dependent claims describe advantageous embodiments of this container ship.

  The length and width of the ship are limited so that they can pass through the Panama Canal, and a cargo hold having a cargo hold that can accommodate twelve rows of containers in the width direction in a hull having a double hull. The container ship is characterized in that at least one space stabilizing device for connecting the double hull on one side of the hull with the double hull on the other side of the hull is arranged in the hull.

  According to the present invention, a space stabilization device for connecting double hulls to prevent warping due to twisting is arranged in the hull to accommodate 12 rows of containers in the width direction. The double hull is bridged from one side of the ship to the other by a stabilizing device, which increases the torsional rigidity of the hull and reduces warpage due to torsion. As a result, the Panmax container ship with a cargo hold large enough to reduce the width of the double hull and accommodate 12 rows of containers side by side is higher torsion than that of the prior art. It can be realized with rigidity. In the construction of a ship having a total length of less than 200 m, seaworthiness can be improved and material costs can be reduced by increasing torsional rigidity. Furthermore, even if the total length of the ship is 200 m or more, sufficient torsional rigidity can be achieved. Therefore, in a preferred embodiment, the total length of the container ship is about 200 to 294 m, particularly preferably about 240 to 290 m. In the case of a Panama container ship with a conventional structure, with the same overall length, sufficient torsional rigidity cannot be achieved unless the width of the double hull is widened. Could not be accommodated. According to the present invention, the container place is accommodated in a conventional container ship having a wide double hull width and a total length of 200 m or more, and a conventional container ship having a double hull width reduced and a total length of less than 200 m. Panmax container ships with capacities that exceed capacity are now possible.

  According to a preferred embodiment, the container ship has a width of about 32 m. According to a preferred embodiment, the width of the double hull is about 1 m.

  According to one embodiment, the stabilizer in the hull divides the cargo hold into two regions. Container ship hulls are particularly low-rigidity around the cargo hold. By arranging the stabilizer in the hold so as to divide the cargo hold into two regions, the torsional rigidity of the container ship can be remarkably enhanced.

  According to a preferred embodiment, the stabilization device is arranged at about half the length of the cargo hold. In yet another embodiment, the stabilization device is located in front of the propulsion unit of the ship and about half the length of the cargo hold. With such an arrangement, the torsional rigidity can be particularly improved. Additional cargo holds, which are sometimes located behind the ship propulsion unit, are less of a problem because of the rigidity of the hull around the ship propulsion unit.

  The space stabilization device extends in the longitudinal and lateral directions of the ship. Preferably, the space stabilization device has a box-type structure. Preferably the stabilizing device has a substantially closed spatial structure. The substantially closed structure is particularly stiff. For such a closed structure, a sheet metal or plate, and possibly a steel frame, is used. They are connected, for example, in the longitudinal direction of the ship and connect the transverse bulkhead, the double bottom and the strong deck that close the stabilizers in front and behind. The expression “frame” includes the case where such a rigid structure is made of sheet metal or a plate. The structure of the space stabilization device as a substantially closed spatial structure includes a structure that is highly closed and has an opening, or a structure that is completely closed.

  In certain embodiments, the stabilization device is substantially closed on the lateral sides. This is particularly advantageous for increasing the rigidity of the hull. In one embodiment, the stabilization device is covered by a transverse partition.

  In another embodiment in which the hull torsional rigidity is further increased, the stabilization device is connected to the double hull of the double hull. In one embodiment, the top strong deck of the stabilizer is substantially closed and is in-plane connected to the main deck. With this configuration, the rigidity of the hull is particularly improved.

  According to an embodiment, the stabilization device is connected to the surrounding hull structure by material joining and / or fittings. This applies in particular to the stabilizer side plates and / or top strength deck. Preferably, the connection by material joint is a weld joint and the additional fixture is a rivet.

  The capacity of the tank accommodated in the double hull is reduced by reducing the width of the double hull because the size of the cargo hold can arrange the 12 rows of containers side by side. In some embodiments, the stabilizing device and / or the space above it is provided with a tank and / or at least one storage device for liquid and / or solid and / or other media, and / or at least for goods. One storage room and / or at least one crew room. By using the volume of the stabilizing device and / or the space above it as a tank space, it is more than compensated for the disadvantage that the capacity of the tank decreases near the double hull. At the same time, the stored fuel can be arranged in a state protected by a double hull and separated from the outer plate. In this way, it is possible to avoid the risk of fuel leakage due to damage to the outer plate.

  Tanks located within the stabilizer form an elevated tank that is known to be effective with respect to ship balance and longitudinal stability. When the stored fuel is withdrawn from the tank near the longitudinal center of gravity, the trim is significantly reduced and the bending moment in the longitudinal direction of the ship is also reduced, thereby increasing the safety of the ship. In yet another embodiment, this advantageous effect is further enhanced by providing a water ballast tank in the double hull.

  Finally, according to an embodiment, the deck room is arranged above the stabilization device. This is particularly advantageous because the area below the deck room cannot be used as a cargo hold for containers. In addition, by placing the deck room above the stabilization device, the captain can see the water surface ahead of the bow at a more favorable angle, compared to the ship where the deck room is located above the propulsion unit of the ship. Thus, an additional container place can be provided above the main deck. As a result, even if the container is stacked higher in front of the deck room, it is possible to secure an appropriate view of the water surface in accordance with the current regulations (for example, twice the full length of the ship according to IMO). Further, by arranging the deck room at a position further away from the propulsion unit of the ship, it is possible to reduce the burden on the crew due to the sound and vibration of the motor.

  Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings showing one embodiment.

  A container ship 1 shown in FIG. 1 has a hull 2, which has a double hull 3. The double hull 3 has a part 3.1 on the port side of the container ship and a part 3.2 on the starboard side. Furthermore, the double hull includes a double hull 3.3.

  Inside the hull 2 is a cargo hold 4. A stabilizing device 5 is arranged in the hull 2, and this stabilizing device 5 extends in the transverse direction with respect to the center line of the container ship 1, and both sides thereof are double hulls. 3.1 and 3.2, the lower side is connected to the double bottom 3.3, respectively. The stabilizing device 5 is provided at a position that is most effective for increasing torsional rigidity and preventing warpage. This position is preferably around half the length of the cargo hold 4. Thus, the cargo hold has a region 4.1 in front of the stabilization device 5 and a region 4.2 in the rear.

  FIG. 2 shows the arrangement of the stabilization device 5 between the parts 3.1, 3.2 in the double hull 3 and with respect to the double hull 3.3. The double hull 3 is formed from an outer plate 6 and an inner longitudinal bulkhead 7 of the hull 2. The dotted line shows the internal division structure (tank, storage room, etc.) of the stabilization device 5. Advantageously, the stabilization device 5 in the hull 2 can be a liquid (fuel etc.) tank 8 or a tank 8 for using or storing other media. Furthermore, the space above the stabilization device 5 can be used advantageously to arrange storage equipment for liquid or solid media. A deck room 9 can also be provided here.

  According to FIG. 3, the stabilization device 5 is formed by a substantially closed spatial structure with tension plates on both sides in the form of transverse partitions 10.1, 10.2. The transverse partition walls 10.1, 10.2 are connected to the outer plate 6 and the inner longitudinal partition wall 7, respectively. Thus, the stabilization device 5 and the double hull 3 form two combined double structures. The stabilizer top deck 11 is preferably formed in a closed state and is advantageously connected in-plane with the main deck 12 (see FIG. 1).

  In FIG. 4 a, 11 rows of containers 13 are arranged side by side in a conventional container ship having a double hull width of about 2 m. In FIG. 4b, since the double hull width is reduced to about 1 meter and the ship width is about 32 m, 12 rows of containers 13 are arranged side by side in the cargo hold 4 of the container ship of the present invention. Yes. In the container ship 1 of the present invention, since the stabilization device 5 is provided, the total length of the ship can be reduced to about 294 m without any problem.

  FIG. 5a shows that in the case of a conventional container ship with a deck room on the main deck above the ship's propulsion unit, the container can be stacked up to the maximum height in front of the deck room only to the middle part of the ship. It is shown that. FIG. 5b shows that according to the invention, the deck room 9 is arranged on the stabilization device 5 far in front of the propulsion unit 14 of the ship, so that in the container ship 1 the container is moved farther forward at maximum height. It shows that even if piled up, the view of the water surface required by the captain can be obtained. The path in the viewing direction 15 that is required to be secured by the current regulations can be obtained by stacking containers from the bow to the rear by the length of several containers, thus further increasing the capacity of the container place. be able to.

FIG. 1 is a very schematic view of a container ship equipped with a stabilizing device as seen from above. FIG. 2 shows the same ship in cross-section through the stabilization device. FIG. 3 is a view showing a part of a hull provided with a stabilizing device. FIG. 4 is a cross-sectional view (FIG. 4a) that shows a very schematic arrangement of containers in a cargo hold in a conventional container ship, and a very schematic arrangement of containers in a cargo hold in the container ship of the present invention. It is sectional drawing (FIG. 4b) shown. FIG. 5 is a longitudinal sectional view (FIG. 5a) showing the arrangement of containers in a conventional container ship, and a longitudinal sectional view (FIG. 5b) showing the arrangement of containers in the container ship of the present invention.

Claims (16)

Cargo whose length and width are limited so that it can pass through the Panama Canal and can accommodate 12 rows of containers (13) side by side in the width direction in the hull (2) with double hull (3) In a container ship with a warehouse (4)
There is at least one space stabilization device (5) connecting the double hull (3) on one side of the hull (2) with the double hull (3) on the other side of the hull (2). Container ship, characterized in that it is arranged in the shell (2).   The container ship of claim 1, wherein the overall length is in the range of about 200-294 meters.   The container ship according to claim 1 or 2, wherein the ship width is about 32 m.   The container ship according to any one of claims 1 to 3, wherein the double hull (3) has a width of about 1 m.   The stabilization device (5) in the hull (2) divides the cargo hold (4) into two regions (4.1, 4.2) according to any one of claims 1-4. The listed container ship.   6. A container ship according to claim 5, wherein the stabilization device (5) is arranged at about half the length of the cargo hold (4).   The container ship according to claim 6, wherein the stabilization device (5) is arranged in front of the ship propulsion unit (14) and at a position about half the length of the cargo hold (4).   A container ship according to any one of the preceding claims, wherein the stabilizing device (5) has a substantially closed spatial structure.   Container ship according to any one of the preceding claims, wherein the stabilization device (5) is covered with a partition wall (10.1, 10.2).   Container ship according to any one of the preceding claims, wherein the stabilization device (5) is connected to the double hull (3.3) of the double hull (3).   A container ship according to any one of the preceding claims, wherein the top strong deck (11) of the stabilization device (5) is substantially closed and is connected in-plane with the main deck (12).   A container ship according to any one of the preceding claims, wherein the stabilization device (5) is connected to the surrounding hull (2) structure by means of material joining and / or fittings.   The stabilizing device (5) and / or the space above it is the tank (8) and / or at least one storage device for liquid and / or solid and / or other media and / or at least one for goods The container ship according to claim 1, comprising a storage room and / or at least one crew member room.   A container ship according to any one of the preceding claims, wherein the double hull (3) comprises at least one water ballast tank.   A container ship according to any one of the preceding claims, wherein the deck room (9) is arranged above the stabilization device (5). In particular, in a container ship according to any one of claims 1 to 15, wherein the total length and the width of the ship are limited so that they can pass through the Panama Canal.
In order to accommodate 12 rows of containers (13) in the width direction of the ship, at least one space stabilization device (5) connecting the double hulls (3, 3.1, 3.2) is connected to the container ship (1 A container ship, which is arranged in the hull (2).

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