JP2008179327A - Cargo space structure for liquid cargo transport ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cargo space structure for a liquid cargo transport ship, maintaining the stable state of a hull regardless of fuel consumption, increasing a burden of liquid cargo and preventing leakage of fuel to the sea, even if a bow part etc. is broken due to a collision accident, etc. <P>SOLUTION: A longitudinal bulkhead of a cargo space of the liquid cargo transport ship surrounded by a double side shell, a longitudinal bulkhead and a transverse bulkhead is formed to be a double wall having stiffener structure, and the double wall space is used for a fuel tank. The transverse bulkhead has a corrugated structure directly erected from a double inner bottom plating. A portion in the vicinity of the double inner bottom plating in the longitudinal double wall space is partitioned in parallel with the double inner bottom plating to form a longitudinal stool penetrating from the bow side to the stern side. A communication port communicated with an upper deck and the longitudinal stool is formed on an intersection part of the transverse bulkhead and the longitudinal bulkhead, and each fuel tank is independently formed. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a structure of a partition wall surrounding a cargo hold of a liquid cargo transport ship.

In recent years, liquid cargo carriers such as tankers or chemical tankers (hereinafter referred to as “liquid cargo carriers”) have diversified types of cargo, making it easy to transship various cargoes, A partition wall made of a corrugated steel plate (hereinafter referred to as “corrugated structure”) has been adopted in consideration of the ease of cleaning the storage and loading efficiency.
On the other hand, in order to prevent fuel from flowing into the ocean at the time of grounding or collision from the viewpoint of marine pollution, the fuel tank should be separated from the bottom shell plate and ship side skin plate, and the ballast pump room in front of the engine room and the ballast in the rear of the bow bulkhead. It is designed to be installed inside the tank.

  An outline of the cargo hold structure of the conventional liquid cargo ship will be described with reference to FIGS. Here, FIG. 4 is a plan view of a conventional liquid cargo ship, FIG. 5 is a detailed plan view of the V portion of FIG. 4, FIG. 6 is a view taken along the arrow VI in FIG. 5, and FIG. FIG. 6B is a sectional view taken along the line BB in FIG. 6A, and FIG. 6C is a sectional view taken along the line CC in FIG. 6A.

  As shown in FIGS. 4 to 6, the conventional liquid cargo ship 2 has a double bottom structure and a double outer plate structure. The double bottom structure is composed of a ship bottom outer plate 11 and a double inner bottom plate 12. A ship bottom ballast tank 51 is formed between the ship bottom outer plate 11 and the double inner bottom plate 12. The double skin structure is constituted by a ship side skin 13 and a double ship side skin 14, and a ship side ballast tank 53 is formed between the ship side skin 13 and the double ship side skin 14.

  The cargo hold space surrounded by the double ship side outer plates 14, 14, the bow horizontal partition wall 23 and the stern horizontal partition wall 25 on both sides is erected from the substantially double inner bottom plate 12 along the hull center line. A vertical partition wall 18 and a transverse partition wall 20 which is perpendicular to the vertical partition wall 18 and is erected from the double inner bottom plate 12 across the double ship side outer plates 14, 14. Are formed into cargo holds 31, 31,.

  The longitudinal partition wall 18 and the horizontal partition wall 20 both adopt a corrugated structure, and a substantially trapezoidal longitudinal stool 36 having a short upper side penetrating from the bow side to the stern side at the base end of the longitudinal partition wall 18. The vertical bulkhead 18 is erected from the upper side, and a substantially trapezoidal horizontal stool 38 having a short upper side that communicates the vertical stool 36 and the ship-side ballast tank 53 is provided at the base end of the horizontal partition 20. The installed horizontal partition 20 is erected from the upper side. The longitudinal stool 36 and the transverse stool 38 serve as piping spaces, and a cargo pipe, a remote valve, and the like are laid in the interior. Furthermore, a traffic port 34 that opens to the upper deck 15 is installed at a location where the longitudinal stool 36 and the transverse stool 38 intersect, and an operator or the like can enter and exit the longitudinal stool 36 and the transverse stool 38. It is like that.

  A bow ballast tank 55 is installed between the bow bulkhead 27 and the bow horizontal partition wall 23, and a bow fuel tank 43 is installed so as to be surrounded by the bow ballast tank 55. On the other hand, behind the stern transverse bulkhead 25, a ballast pump chamber 61, a stern ballast tank (not shown), a stern fuel tank 45, and an engine chamber 63 provided alongside the ballast pump chamber 61 are installed in order from the bow side. .

As described above, in the liquid cargo transport ship 2 having the conventional structure, the fuel tanks that have been provided on the double bottom are arranged on the bow side (the bow fuel tank 43) and the stern side (the stern fuel tank 45). .
However, the provision of the fuel tanks at the bow and stern portions greatly changes the trim of the hull as the fuel is consumed, which imposes restrictions on the operation and loading of cargo and deteriorates the operation efficiency. Further, since the bow fuel tank 43 is disposed in the bow ballast tank 55, the amount of ballast at the bow portion is reduced, and there is a problem in trim adjustment in operation. Furthermore, although the fuel tank is separated from the ship bottom skin 11 and the ship side skin 13 from the viewpoint of marine pollution, especially the bow portion has a high probability of destruction at the time of collision, and there is a concern about safety.

  As an invention for improving the trim of the hull, there is a “cargo ship” disclosed in Japanese Patent Laid-Open No. 2002-316688. The outline of the present invention will be described with reference to FIG. FIG. 7 shows a cargo ship showing an embodiment of the present invention, (a) is a sectional view of the entire cargo ship along BB in (b), and (b) is an AA line in (a). It is sectional drawing which shows the arrangement | positioning state of each tank in alignment with.

The technology disclosed in this patent publication states that “the fuel for driving the main engine such as diesel does not leak into the sea even if the hull outer plate of the double bottom or side tank is damaged or cracked. In addition, it is possible to prevent a power source failure due to the intrusion of seawater into the fuel in the fuel tank, and to maintain a stable state of the hull regardless of the amount of fuel consumption, thereby increasing the cargo loading capacity. In order to achieve this object, a double bottom ballast tank provided on the bottom 124 of the hull 121 and surrounded by a hull outer plate 135c and a hold bottom plate 135a. 137a, a side tank 137b provided on the shore side 125 and surrounded by a hull outer plate 135c and an inner long bulkhead 135b, and the double bottom ballast tank 137a, A fuel tank 138 that is provided inside a plurality of bulkheads 126 that define the plurality of cargo storage holds 127 inside the hull 121 surrounded by the side tank 137b and that stores fuel for driving a main engine such as diesel. It has a configuration that includes.
That is, the inside of the plurality of partition walls 126 in which the cargo storage hold 127 is erected perpendicularly to the bow-stern direction is used as the fuel tank 138.
JP 2002-316688 A

  However, the technique disclosed in Japanese Patent Laid-Open No. 2002-316688 is a so-called stiffener in which a target cargo is a container and a plurality of partition walls 126 are reinforced with one side of a flat steel with a stiffener, although it is a “cargo ship”. It is a wall surface of a structure and cannot be applied to the liquid cargo transport ship 2 having a corrugated wall surface.

  Therefore, the present invention maintains the stable state of the hull regardless of the fuel consumption, increases the load of liquid cargo, and even if the bow etc. is destroyed due to a collision accident etc., the fuel leaks into the sea An object is to provide a cargo hold structure for a liquid cargo ship that does not need to be done.

In order to achieve the above object, the cargo hold structure of a liquid cargo transport ship according to claim 1 of the present application is a liquid cargo surrounded by a double inner bottom plate, an upper deck, a double ship side outer plate, a longitudinal bulkhead and a horizontal bulkhead. In the cargo hold of a transport ship, the longitudinal bulkhead is a double wall composed of a starboard longitudinal bulkhead and a port longitudinal bulkhead, and the starboard longitudinal bulkhead and the port longitudinal facing a smooth wall toward the cargo hold. A fuel tank is formed in the vertical double wall space between the bulkheads, the double ship side skin is a stiffener structure, and the horizontal bulkhead is a corrugated structure.
Moreover, the cargo hold structure of the liquid cargo transport ship according to claim 2 of the present application is the cargo hold structure of the liquid cargo transport ship according to claim 1, and is in the vicinity of the double inner bottom plate in the longitudinal double wall space. Is formed in parallel with the double inner bottom plate, and a vertical stool penetrating from the bow side to the stern side is formed on the double inner bottom plate, and the vertical stool is formed at the base end of the horizontal partition wall. A transverse stool that communicates the double ship side skin and the ship side ballast tank formed by the ship side skin is formed, and the horizontal partition wall passes through the transverse stool and is fixed to the double inner bottom plate. It is characterized by that.
The cargo hold structure of the liquid cargo transport ship according to claim 3 of the present application is the cargo hold structure of the liquid cargo transport ship according to claim 1 or 2, wherein the longitudinal double-wall space and the horizontal A traffic port that opens to the upper deck and communicates with the longitudinal stool is installed at each intersection where the partition walls intersect, and the fuel tank is partitioned into independent watertight blocks by the traffic port, It is characterized by that.
Furthermore, the cargo hold structure of the liquid cargo transport ship according to claim 4 of the present application is the cargo hold structure of the liquid cargo transport ship according to any one of claims 1 to 3, and penetrates the transverse stool. The transverse partition in the transverse stool is made of mild steel.

The present invention has the following effects by the above configuration.
(1) Since the horizontal partition wall is a corrugated structure and the vertical partition wall is a stiffener double wall and the space in the double wall is a fuel tank, the bow and stern fuel tanks are unnecessary. For this reason, the advantage of the corrugated structure of good loading efficiency can be inherited as it is, and the stable state of the hull can be maintained regardless of the amount of fuel consumption, even if the bow is destroyed due to a collision accident etc. There is no leakage into the sea.
(2) Furthermore, since the fuel tanks at the bow and stern are no longer necessary, the horizontal transversal bulkhead moves toward the bow and the stern horizontal bulkhead moves toward the bow. The capacity of the cargo hold space surrounded by the double ship side skin, the bow transverse bulkhead and the stern horizontal bulkhead increases, and as a result, the load capacity of the cargo hold itself also increases.
(3) Further, the corrugated lateral partition wall penetrates the transverse stool and is fixed to the double inner bottom plate and supported by the upper deck and the double inner bottom plate. However, not only can the watertightness of the cargo hold be maintained as a bulkhead, but the base end of the horizontal bulkhead is covered with a horizontal stool so that It is possible to reduce the deflection and to prevent cracks at the intersection between the horizontal partition wall and the horizontal stool.
(4) And at each intersection where the horizontal partition in the double wall space intersects, a traffic port that opens to the upper deck and communicates with the longitudinal stool is installed, and the fuel tank is independent by the traffic port. For example, loading a cargo tank adjacent to a fuel tank filled with fuel, because only one cargo tank is adjacent to one fuel tank. In the case of liquid cargo, where the ban is prohibited, it can be dealt with by emptying only that one fuel tank.
(5) Furthermore, the horizontal partition in the ship side piping space that penetrates the horizontal stool is made of mild steel. In a conventional liquid cargo ship, the double ship side skin, vertical bulkhead, horizontal bulkhead, vertical stool and horizontal stool that make up the wall of the cargo hold are all made of stainless steel. The construction cost of the ship can be reduced by making the horizontal partition wall in the ship side piping space that is not in direct contact with the liquid cargo made of mild steel.

  Hereinafter, an embodiment according to the best mode for carrying out the present invention will be described with reference to FIGS. 1 is a plan view of a liquid cargo transport ship according to the embodiment, FIG. 2 is a detailed plan view of a portion II of FIG. 1, FIG. 3 is a view taken along arrow III in FIG. 2, and FIG. 3 is a cross-sectional view taken along the arrow III, FIG. 3B is a cross-sectional view taken along the line BB in FIG. 3A, and FIG. 3C is a cross-sectional view taken along the line CC in FIG.

1 to 3, reference numeral 1 denotes a liquid cargo transport ship according to the embodiment, reference numeral 11 denotes a ship bottom skin, reference numeral 12 denotes a double inner bottom board, reference numeral 13 denotes a ship side skin, reference numeral 14 denotes a double ship side skin, Reference numeral 15 is an upper deck, reference numeral 17 is a vertical bulkhead, reference numeral 17a is a port vertical bulkhead, reference numeral 17b is a starboard vertical bulkhead, reference numeral 19 is a horizontal bulkhead, reference numeral 23 is a horizontal transverse bulkhead, reference numeral 25 is horizontal stern. Bulkhead, reference numeral 27 is a bow bulkhead, reference numeral 31 is a cargo hold, reference numeral 33 is a traffic port, reference numeral 35 is a longitudinal stool, reference numeral 37 is a horizontal stool, reference numeral 41 is a fuel tank, reference numeral 51 is a bottom ballast tank, reference numeral 53 is A ship-side ballast tank, reference numeral 55 is a bow ballast tank, reference numeral 61 is a ballast pump chamber, and reference numeral 63 is an engine room.
In addition, about the same element as the element demonstrated in FIG. 4 thru | or FIG. 6 about the liquid cargo ship of a prior art example, suppose that the same code | symbol is attached | subjected also in FIG.

As shown in FIGS. 1 to 3, the liquid cargo transport ship 1 according to the embodiment has a double bottom structure and a double outer plate structure, similarly to the liquid cargo transport ship 2 having a conventional structure.
The cargo hold space surrounded by the double ship side outer plates 14, 14 on both sides, the bow transverse bulkhead 23 and the stern transverse bulkhead 25 stands from the double inner bottom plate 12 along the hull center line. A plurality of vertical partition walls 17 and a horizontal partition wall 19 erected from the double inner bottom plate 12 across the double ship side outer plates 14 and 14 perpendicular to the longitudinal partition wall 17. The cargo holds 31, 31,... Are formed by being divided into blocks.
In FIG. 1, the cargo holds 31 divided into a plurality of blocks are numbered # 1a, # 2a,... # 8a in order from the bow side with respect to the cargo hold 31 on the port side. The starboard cargo holds 31 are numbered # 1b, # 2b,... # 8b in order from the bow side.

The longitudinal partition wall 17 is a double wall composed of a port longitudinal partition wall 17a and a starboard longitudinal partition wall 17b, and a starboard longitudinal partition wall 17a and a port longitudinal partition wall 17b with a smooth wall faced to the cargo hold 31. The side facing is a stiffener structure reinforced with a stiffener.
The vicinity of the double inner bottom plate 12 of the double wall space formed by the starboard longitudinal partition wall 17a and the port vertical partition wall 17b is partitioned in parallel with the double inner bottom plate 12 and in a watertight manner vertically, In the lower part, a longitudinal stool 35 penetrating from the bow side to the stern side is formed, and a traffic port 33 having a substantially square plane is formed at each intersection of the vertical partition wall 17 and the horizontal partition wall 19. 33 communicates the upper deck 15 and the longitudinal stool 35. Therefore, the upper part of the vertical stool 35 of the double wall space is an independent space by the traffic port 33, and the individually independent watertight space is a plurality of fuel tanks 41, 41. ....
In FIG. 2, numbers # 1, # 2,... # 8 are assigned in order from the bow side to the plurality of fuel tanks 41, 41,. And a # 6 fuel tank 41 is shown.

The horizontal partition wall 19 is a single wall of a corrugated structure, and the horizontal partition wall 19 is connected to the vertical partition wall 17 and the double ship side outer plate 14 as viewed from above, and its base end is double. It is fixed to the inner bottom plate 12, and its upper end is fixed to the back surface of the upper deck 15.
A transverse stool 37 having a trapezoidal shape with a narrowed upper side is formed at the base end portion of the horizontal partition wall 19. The transverse stool 37 includes a longitudinal stool 35 and a ship-side ballast tank 53. Communicate. That is, the longitudinal stool 35 and the transverse stool 37 are opened on the upper deck 15 through the traffic port 33 so that workers and the like can enter and leave the longitudinal stool 35 and the transverse stool 37 from the upper deck 15. It has become.
Therefore, the rectangular horizontal partition wall 19 as viewed from the front is structurally supported by the double inner bottom plate 12, the upper deck 15, the double ship side outer plate and the port longitudinal partition wall 17a or the starboard longitudinal partition wall 17b. Will be.
Normally, the double ship side skin 14, the horizontal partition walls 19, 19, the port side vertical partition wall 17 a or starboard vertical partition wall 17 b, and the side stool 37 constituting the wall of the cargo hold 31 are in contact with the liquid cargo. Although it is made of stainless steel, the horizontal partition wall 19 in the horizontal stool 37 may be made of low-priced mild steel instead of expensive stainless steel from the viewpoint of economy. Even in this case, the upper horizontal partition wall 19 made of stainless steel and the lower horizontal partition wall 19 made of mild steel are structurally integrated.

The configuration of the bow side and the stern side of the liquid cargo transport ship 1 will be described with reference to FIG.
In the liquid cargo transport ship 1, a bow ballast tank 55 is installed between the bow horizontal partition wall 23 and the bow bulkhead 27, which corresponds to the bow fuel tank 43 (see FIG. 4) in the liquid cargo transport ship 2. No fuel tank is installed. Further, on the stern side of the stern transverse bulkhead 25, a stern ballast tank 61 and a stern ballast tank (not shown) and an engine chamber 63 which are provided together with the ballast pump chamber 61 are installed. Tank 45 (see FIG. 4) is not installed.

  According to the liquid freight carrier 1 according to the embodiment, all the fuel tanks 41 are installed in a double wall composed of a port vertical partition wall 17a and a starboard vertical partition wall 17b, so that the inside of the double bottom structure and A ballast tank that contains seawater in order to adjust the draft and lateral inclination of the liquid cargo transport ship 1 at the inside, bow and stern of the double skin structure, that is, a bottom ballast tank 51, a ship side ballast tank 53, A stern ballast tank (not shown) provided in the bow ballast tank 55 and the ballast pump chamber 61 is provided. Therefore, even if the liquid freighter 1 crashes or is stranded, the bottom outer plate 11 or the double inner bottom plate 12 is damaged or cracked, or the bow is damaged or cracked. The fuel for driving does not leak into the sea.

  In addition, even if the ship bottom outer plate 11, the double inner bottom plate 12, or the bow portion is damaged or cracked, seawater does not enter the fuel in the fuel tank 41. Etc. can be prevented.

  And as above-mentioned, since the inside of a double bottom structure and the inside of a double skin structure, a bow part, and a stern part can be made into a ballast tank, regardless of the amount of fuel consumption, the liquid cargo transport ship 1 It becomes extremely easy to maintain a stable state.

  Further, in the liquid cargo transport ship 1 according to the embodiment, the bow and stern fuel tanks in the liquid cargo transport ship 2 having the conventional structure are no longer necessary. Since the stern horizontal partition 25 moves to the bow side rather than the liquid cargo transport ship 2, the loading capacity of the cargo hold 31 itself can be increased and the transportation efficiency can be improved.

  Moreover, the corrugated horizontal partition wall 19 penetrates the transverse stool 37 and is directly welded to the double inner bottom plate 12 and is supported by the upper deck 15 and the double inner bottom plate 12. Even if the corrugated structure is used, not only can the watertightness of the cargo hold 31 be reliably maintained as a partition wall, but also a transverse stool 37 installed at the base end of the horizontal partition wall 19 serves as a cushion, The bending of the horizontal partition wall 19 due to the liquid cargo in the warehouse 31 can be reduced, and cracking of the welded portion between the horizontal partition wall 19 and the horizontal stool 37 can be prevented.

  A traffic port 33 that opens to the upper deck and communicates with the longitudinal stool 35 is located at each intersection where the horizontal partition wall 19 in the double wall space formed by the port longitudinal partition wall 17a and the starboard longitudinal partition wall 17b intersects. The fuel tank 41 is divided into independent watertight blocks by the traffic port 33. For this reason, for example, only the # 6a and # 6b cargo holds 31, 31 are adjacent to the # 6 fuel tank 41, and are loaded in the cargo tank adjacent to the fuel-filled tank. When the liquid cargo prohibited to be loaded is loaded in the cargo hold 31 of # 6a or # 6b, it can be easily dealt with by making only the fuel tank 41 of # 6 “empty”.

FIG. 1 is a plan view of a liquid cargo transport ship according to an embodiment. FIG. 2 is a detailed partial plan view of II in FIG. 3 is a sectional view taken along arrow III in FIG. 2, FIG. 3A is a sectional view taken along arrow III in FIG. 2, FIG. 3B is a sectional view taken along arrow BB in FIG. 3 (c) is a cross-sectional view taken along the line CC of FIG. 3 (a). FIG. 4 is a plan view of a conventional liquid cargo ship. FIG. 5 is a detailed partial plan view of the V portion of FIG. 6 is a view taken along the arrow VI in FIG. 5, FIG. 6 (a) is a sectional view taken along the arrow VI in FIG. 5, FIG. 6 (b) is a sectional view taken along the line BB in FIG. 6 (c) is a cross-sectional view taken along the line CC of FIG. 6 (a). FIG. 7 shows a cargo ship showing an embodiment of the technique disclosed in Japanese Patent Application Laid-Open No. 2002-316688, (a) is a sectional view of the entire cargo ship along BB in (b), and (b) is ( It is sectional drawing which shows the arrangement | positioning state of each tank along the AA line of a).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Liquid cargo transport ship which concerns on Example 11 Ship bottom skin 12 Double inner bottom plate 14 Double ship side skin 15 Upper deck 17 Longitudinal bulkhead 17a Left side vertical bulkhead 17b Right side vertical bulkhead 19 Horizontally placed bulkhead 31 Cargo hold 33 Traffic Mouth 35 Longitudinal stool 37 Horizontal stool 41 Fuel tank

Claims (4)

In the cargo hold of a liquid cargo ship surrounded by double inner bottom plate, upper deck, double ship side outer plate, longitudinal bulkhead and horizontal bulkhead,
The longitudinal bulkhead is a double wall composed of a starboard longitudinal bulkhead and a port longitudinal bulkhead having a stiffener structure,
A fuel tank is formed in a longitudinal double wall space between the starboard longitudinal partition wall and the port longitudinal partition wall with a smooth wall facing the cargo hold,
A cargo hold structure of a liquid cargo transport ship, wherein the double ship side outer plate is a stiffener structure and the horizontal partition wall is a corrugated structure. In the vertical double wall space, the vicinity of the double inner bottom plate is partitioned in parallel with the double inner bottom plate, and a vertical stool penetrating from the bow side to the stern side is formed on the double inner bottom plate,
A lateral stool that communicates the longitudinal stool and the ship side ballast tank formed by the double ship side skin and the ship side skin is formed at the base end of the horizontal partition wall,
2. The cargo hold structure for a liquid cargo transport ship according to claim 1, wherein the horizontal partition wall is fixed to the double inner bottom plate through the horizontal stool.   A traffic port that opens in the upper deck and communicates with the longitudinal stool is installed at each intersection where the vertical double wall space and the horizontal partition wall intersect, and the fuel tanks are independent by the traffic port. The cargo hold structure of a liquid cargo transport ship according to claim 1 or 2, wherein the cargo hold structure is partitioned into watertight blocks.   The cargo hold structure for a liquid cargo transport ship according to any one of claims 1 to 3, wherein the transverse partition wall in the transverse stool that penetrates the transverse stool is made of mild steel. .

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