JP2009190717A - Container ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent bow waves by providing a recessed part 24 on the upper side of a bulb bow 2 equipped with a horizontal plate 23 in the bow lower side, to partition the frame breadth into three portions to form ballast tanks, and to improve a heel adjustment function without using the central partition as a ballast tank. <P>SOLUTION: Within a hull 1, the frame breadth is partitioned into three portions by vertical partition walls 63, 64. The partition positioned at the center is a space part 10, and right and left partitions are used for the ballast tanks 75. The recessed part 24 recessed to the stern direction and extended to the frame breadth direction of the hull 1 is provided in the position of a load line above the bulb bow 22 and on the bow lower side, and the horizontal plate 23 is provided in the bulb bow 22. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a single-body container ship that loads containers only on an upper deck.

  Conventionally, a container ship is divided into a plurality of bulkheads from the bow to the stern by a plurality of bulkheads, and a plurality of cargo storage holds are provided, and a large number of containers are densely loaded and stored in each of these cargo storage holds. At the same time, the deck is provided with a hatch opening for each cargo storage hold, and a hatch cover that closes the hatch opening can be opened and closed. It is designed to be loaded, and a living room is provided on the deck above the engine room provided at the rear of the hull, a steering room is provided above the living room, and the front of the steering room can be looked forward. Transparent glass windows are provided, and the steering room, the living room, and the engine room are connected to each other by a staircase, a lifting device, etc., so that a sailor can easily go to and from the steering room, the living room, and the engine room (for example, Patent Documents) 1 or patent text See 2).

Conventional container ships also load containers on hatch covers that have closed hatch openings, causing lateral displacement of the loaded containers, and for workers to work on lashing containers loaded on hatch covers. It was necessary to climb the stage, and there was a danger in loading and unloading work at high places, and the loading and unloading work time was long. In addition, since the load is excessively applied to the hatch cover, there is a problem that the hatch cover becomes heavy in order to increase the load resistance of the hatch cover and it is difficult to reduce the weight.
In order to solve this problem, a fixing device is provided on the frame having a size corresponding to the planar shape of the hatch cover, and is fixed after the guide hardware is erected in opposition to the longitudinal direction of the container. A container ship has been proposed in which tightening devices for fixing the four corners of the lower part of the container stacked in the uppermost stage are provided to prevent lateral displacement of containers stacked in multiple stages and multiple rows (for example, Patent Documents) 3).
Also, an upright column is provided at the opening of the cargo storage hold, a movable cell guide and a fixed cell guide are provided on the front and rear sides of the upright column, respectively, and the container is guided between the movable cell guide and the fixed cell guide. In this way, it is possible to improve the efficiency of loading and unloading work on the hatch cover and to eliminate the dangerous high place work for the lashing work of the container to make the loading work safer, and the container loaded on the cover By making a part of the total weight of the ship be borne by the upright pillar, the weight of the hatch cover can be reduced by reducing the load of the container loaded on the hatch cover, and the length of the hull can be reduced. There has been proposed a container ship that can shorten the total length of a number of work stages provided in the length direction (see, for example, Patent Document 4).

  In addition, a cargo storage hold that is partitioned by a bulkhead is provided under the deck, and the ship bottom and ridge below the cargo storage hold are formed into a double wall composed of an outer wall and an inner wall. The double wall has the function of a ballast tank so that seawater can be accommodated between the outer wall and the inner wall constituting the fuel tank, and the inner side surrounded by the inner wall below the cargo storage hold functions as a fuel tank. Even if only the outer wall is damaged due to cracks in the ship's bottom or dredging due to grounding, etc., the seawater in the ballast tank is leaked into the sea, and the fuel tank is protected by the inner wall so that fuel does not leak into the sea In addition, there is a cargo ship having a structure in which the living room is provided on the lower floor of the steering room on the upper deck (see, for example, Patent Document 5).

By the way, since the propeller for propulsion provided on the stern of any conventional container ship is connected to the output shaft of the engine, the engine room on which the engine is mounted is inevitably located at the rear of the hull located near the propeller for propulsion. Located in the upper part of the engine room, the occupant room is connected to the upper part of the occupant room, and the steering room is connected to the upper part of the occupant room by stairs, elevators, etc., so that the crew can easily go back and forth between the rooms. According to the view rule from the bridge (Class NK Chapter 2 Navigation Bridge Visibility 2.1.1), the ship is required to be able to see from the bow two times ahead of the captain or 500 meters ahead. In the container ships described in Patent Documents 1 to 5, the steering room is located above the engine room provided on the stern side from the structural viewpoint of the drive system. Therefore, most of the containers loaded on the deck are loaded from the front of the wheelhouse to the bow. The loading height of the container loaded from the front of the wheelhouse to the bow must be equal to or less than the height of the wheelhouse to ensure the forward visibility defined by the line-of-sight rule, and from the bow to the captain. In order to be able to see the near side or 500m ahead from the double length, it is necessary to load it stepwise lower as it becomes the bow side, the container loading height is limited, and the container loading amount is limited There was a problem. In order to improve the prospects from the wheelhouse and to increase the loading height, it is conceivable to increase the height of the wheelhouse, but the container ship has a height limit for passing under the bridge. Therefore, the means for raising the wheelhouse cannot be selected.
In order to solve this problem, a hatch cover is provided that partitions the interior of the ship from the bow to the stern by a plurality of bulkheads and has a plurality of cargo storage holds, and the deck covers each hatch opening of each cargo storage hold. A power generation room equipped with a generator on the bow side of the hull, a living room including a steering room at the top of the power generation room, a drive motor for rotating the propeller for propulsion on the stern side, A container ship in which a power generator on the side and a drive motor on the stern side are electrically connected has been proposed (see, for example, Patent Document 6). Since the container ship described in Patent Document 6 has the wheelhouse on the bow side, loading the container with the maximum loading capacity on the deck has no effect on the forward view, and has the advantage that safe navigation is possible. .

  Conventional container ships described in Patent Documents 1 to 6 are provided with a plurality of cargo storage holds partitioned by bulkheads inside the ship, and each container is stored in each cargo storage hold in the ship. Since hatch openings were opened on the upper deck of the cargo storage hold, it was difficult to secure hull strength such as torsional strength, longitudinal strength and local strength of the hull. Further, since the hatch opening is closed with a hatch cover during navigation, the air permeability of each cargo storage hold is poor, and a ventilation device is required for each cargo storage hold. Also, containers were loaded on the upper deck and hatch cover, and the amount of containers that could be loaded was small.

  In view of this, a conventional container ship in which the container is stored in the hull is eliminated, and a container ship is proposed in which the container is loaded only on the upper deck and is not loaded on the hull (see, for example, Patent Document 7). ). The container ship described in Patent Document 7 is provided with an engine room on the stern side of the hull, and a portion indicated by reference numeral 3 in FIG. 1 above the engine room on the upper deck is slightly lower than the wheelhouse. Provide a living room, do not load containers on the living room, do not provide hatch openings and hatch covers on the upper deck, and have watertight trunks that are high enough to function as container posts on the left and right sides of the deck. The container can be loaded on the watertight trunk, and the fuel tank and ballast tank are installed in front of the engine room under the deck (the bow side). Reduced wave resistance to increase speed, and to compensate for the reduced loading space on the upper deck, increase the number of container loading steps to increase the container loading capacity. Restoration performance To reduce the is, that the hull height lower, are improved by providing a watertight trunk on both broadside.

However, the container ship described in Patent Document 7 loads containers only on the upper deck, the living room is also provided on the upper deck, and the center of gravity is upward because the container cannot be loaded on the living room. It is located, and as a result, the recovery performance is lowered, and the depth of the hull when tilting is reduced, and the problem is solved by providing watertight trunks on both sides. However, since the ballast tank is provided in the entire hull in front of the engine room of the hull, the restoring performance when tilting is actually poor. Also, because the bow shape is usually the bow, the wave-making resistance is large, and the wave created by the bow is high in the part excluding the front of the bow from the bow to the stern, and the seawater may rise to the deck. There is a problem that the hull swings back and forth because it is easy to get wet and the wave produced by the bow repeats along the traveling direction of the hull.
In recent years, large ships such as container ships have a spherical part at the bottom of the water surface of the bow to make a spherical bow (Balbassau), and the wave generated by the normal bow and the wave generated by the spherical part cancel each other, creating wave resistance As a result, the rocking of the ship is reduced, and the speed is improved compared with the ship of the normal bow. FIG. 12 is a diagram showing the principle of a spherical bow. In FIG. 12, a dotted line indicates a wave generated by a spherical portion, and a solid line indicates a wave generated by a normal bow. By providing a spherical part below the water surface of the bow, the wave generated by the normal bow (solid line) and the wave generated by the spherical part (dotted line) cancel each other out, and from the middle part of the hull length direction excluding the bow to the stern Compared with the case of navigation of a ship that is not a spherical bow, the wave becomes lower and the vertical swing is reduced. However, the seawater moves upward from the tip of the spherical part, and the wave rises in the front direction of the bow located on the sea surface, and the wave that rises in front of the bow shakes the ship equipped with the spherical bow in the longitudinal and vertical directions. Move. This swinging motion of the ship in the front / rear / up / down direction causes a collapse of a container ship having a structure that loads only on the upper deck. Further reduction of the vertical swing motion of the hull during navigation is an issue imposed on the ship industry.
JP 2000-128067 A JP 2001-328585 A JP-A-11-180386 JP-A-9-2376 JP 2002-316688 A Japanese Patent Laid-Open No. 2002-220091 JP 2007-50814 A

  The invention of the present application was devised in view of the above-mentioned problems of the prior art, and reduces the forward / backward swing of the hull while navigating, allowing containers to be loaded on the living room and loading containers on the deck An object of the present invention is to provide a container ship capable of increasing the amount and efficiently adjusting the lateral inclination of the hull.

In the invention according to claim 1 of the present invention, in order to load the container only on the upper deck without storing the container in the hull, a hatch opening and a hatch cover for opening and closing the hatch opening are not provided on the upper deck. A spherical bow is provided under the surface of the water, and a horizontal plate is provided so as to protrude laterally from the front end of the spherical bow to the front part of the hull.
According to the second aspect of the present invention, in order not to store the container in the hull but to load only on the upper deck, the upper deck is not provided with a hatch opening and a hatch cover for opening and closing the hatch opening. A spherical bow is provided, and a horizontal plate is provided to protrude from the front end of the spherical bow to the front of the hull to the left and right sides, and from the bow side to the stern side of the hull, a vertical bulkhead and a horizontal plane perpendicular to the vertical bulkhead. A plurality of spaces are formed by bulkheads, and the ballast tank is a space other than the space located on the vertical center line of the hull among the lowermost space surrounded by the ship bottom and the horizontal bulkhead, and a pair of ballasts located on the left and right sides of the hull The tanks are characterized in that they have the same symmetrical shape around the longitudinal center line of the hull and are provided at opposing positions.
In the invention according to claim 3, in order to load the container only on the upper deck without storing the container in the hull, the hatch opening and the hatch cover for opening and closing the hatch opening are not provided on the upper deck. A spherical bow is provided, and a horizontal plate extends from the front end of the spherical bow to the front part of the hull, protruding in the left and right sides, and on the stern side of the lowermost space surrounded by the bow plate and the horizontal bulkhead of the hull. The space other than the space located on the vertical center line of the hull is a ballast tank, and the paired ballast tanks located on the left and right sides on the stern side of the hull are symmetrical about the vertical center line of the hull. It is characterized by being respectively provided at the opposing positions.
According to a fourth aspect of the present invention, the pair of ballast tanks provided on the left and right sides of the ballast tank has a lateral width of the upper cross section of the ballast tank that is 1/3 of the width of the hull.
According to a fifth aspect of the present invention, in the horizontal plate, the upper surface of the horizontal plate is formed on a flat surface in which an extension line of the upper surface is orthogonal to the longitudinal center line of the hull, and the lower surface of the horizontal plate is the thickness of the horizontal plate. It is formed in the inclined surface which becomes thin gradually from the hull side to the outer side.
The invention described in claim 6 is characterized in that the bow is provided with a recess recessed in the stern direction at the full waterline at the lower portion of the bow.
The invention described in claim 7 is characterized in that the hull is provided below the deck without providing a living room below the steering room, and a container can be loaded above the living room.

Since the present invention does not open a hatch opening on the deck, the hull structure strength such as torsional strength, longitudinal strength and local strength of the hull increases.
Since the present invention does not include a heavy hatch cover, the hull can be reduced in weight, and the ship manufacturing cost can reduce the manufacturing cost of the hatch cover.
Since this invention is a structure which loads a container on the deck containing the living room top, there exists an effect that the loading and unloading workability | operativity of a container improves.
In the present invention, a horizontal plate protrudes from the front end of the spherical portion of the spherical bow provided under the water surface of the bow from the front end of the hull to the left and right sides. The wave which is going to go up to the front of the bow is guided to the lateral direction by the lower surface of the horizontal plate under the surface of the water. The resistance becomes extremely small, the hull does not swing in the front-rear direction or the up-down direction, and the stability of the hull during navigation is further improved, and the navigation speed is increased.
Since the present invention has a concave portion at the full waterline at the lower part of the bow, the spherical bow is generated from the front end of the spherical part at the time of navigation and proceeds upward along the bow side plate and is launched to the front of the bow. The derived wave hits the upper wall surface of the concave part and bounces downward on the upper wall surface of the concave part. Therefore, the wave generated in the spherical part does not hit the bow front at all, has no wave-making resistance, and the hull has no concave part. Compared to the bow, there is an effect that the speed can be increased without swinging.
In the present invention, the hull mold width is divided into three equal parts by vertical bulkheads to form three spaces in the mold width direction, and the space located on the hull vertical center line is not used as a ballast tank, but centered on the hull vertical center line By using the symmetrical space located on the left and right sides as a pair of ballast tanks, while maintaining the draft function required for the ballast tank, the lateral tilt adjustment function is improved, and the limited space in the hull There is an effect that it can be effectively used.

  By not providing hatch openings and hatch covers on the upper deck, the hull structure strength is increased, and loading and unloading of containers on the deck including the living room improves the safety and workability of container loading and unloading operations. The container volume can be increased, and by providing a horizontal plate at the spherical bow, the upward wave created by the spherical bow when navigating the ship is guided laterally, and the waves launched to the front of the bow are lowered, and a recess is provided at the lower part of the bow. The wave originating from the spherical bow bounces back to the upper wall surface of the recess and moves downward to eliminate the wave that is launched to the front of the bow. Reduced and realized stable navigation of the ship and higher speed of the ship. In addition, ballast tanks for draft adjustment and lateral inclination adjustment are provided symmetrically on the left and right sides of the hull vertical center line, and depending on the ship, the space located on the hull vertical center line is not used as a ballast tank. While maintaining the draft function necessary for the ballast tank, the lateral tilt adjustment function was improved and the space for effective use inside the hull was secured.

  1 is a schematic left side view of a container ship loaded with a container according to an embodiment of the present invention, FIG. 2 is a partially cutaway plan view of a container ship loaded with a container, and FIG. FIG. 4 is a schematic cross-sectional view taken along line A, and FIG. 4 is an explanatory view showing an arrangement state of tanks and horizontal plates along line CC in FIG.

  1 to 4, a house raster chamber 2 is provided on the bow side and an engine room 3 is provided on the stern side inside the hull 1. Inside the hull 1 and behind the bow thruster chamber 2 below the upper deck 4, a vertical bulkhead 51 is provided orthogonal to the vertical center line of the hull 1, and the bow thruster chamber 2 and the vertical bulkhead 51 are separated from each other. A vertical bulkhead 61 is disposed between the vertical center lines of the hull 1. A pair of ballast tanks 71, 71 are provided on the left and right sides of the vertical bulkhead 61. A transverse bulkhead 8 is disposed from the vertical bulkhead 51 to the engine room 3 at an angle of 90 degrees with the vertical bulkheads 51 and 61. I'm divided.

  Behind the ballast tanks 71, 71, the vertical bulkheads are spaced apart from the horizontal bulkheads 8 by a 90 degree angle between the horizontal bulkheads 8 and the bottom plate 9 and in parallel with the vertical bulkheads 51. 52, 53, 54, and 55 are disposed. Below the horizontal bulkhead 8, a vertical bulkhead 62 is disposed on the vertical center line of the hull 1 between the vertical bulkhead 51 and the vertical bulkhead 52, and a pair of ballasts on the left and right sides of the vertical bulkhead 62. Tanks 72 and 72 are provided. Below the horizontal bulkhead 8, it extends from the vertical bulkhead 52 to the vertical bulkhead 55 along the longitudinal direction of the hull 1 and is arranged in parallel with the vertical center line of the hull 1. The mold width (horizontal width) of the hull 1 is 3 etc. The vertical partition walls 63, 64 are disposed perpendicular to the vertical partition walls 53, 54 at the position to be divided, and the six ballast tanks 73, 73, 73, 74 are formed by the vertical partition walls 52, 53, 54 and the vertical partition walls 63, 64. 74, 74 are provided. The space located on both the left and right sides excluding the central section among the three spaces in which the mold width of the hull 1 is divided into three equal parts by the vertical bulkheads 54 and 55 and the vertical bulkheads 63 and 64 is formed as ballast tanks 75 and 75. The space 10 located at the center in the mold width direction between the ballast tanks 75 and 75 is not used as a tank. Between the horizontal bulkhead 8 and the upper deck 4, a space portion 12, a fresh water tank 13, or a fuel tank 14 is provided by a plurality of vertical bulkheads 11. In the first embodiment, the space 10 is provided on the stern side, but the present invention is not limited to this. Of the sections divided by the vertical bulkheads 53 and 54 in the length direction of the hull 1 and further divided into three by the vertical bulkheads 63 and 64 in the mold width direction, they are located at the center of the hull central section 74, 74, 74. It is also included in the present invention that any one of the compartment 74 or the compartment 73 located at the center of the bow side compartments 73, 73, 73 is used as a space portion and each 1/3 compartment located on the left and right sides is used as a ballast tank. The

  The engine room 3 is provided with a main engine (not shown) such as an engine, a propulsion propeller 15 is attached to an output shaft (not shown), and a rudder device 16 is provided behind the propulsion propeller 15. ing. A living room 17 is provided above the engine room 3 and on the upper deck 4, and a steering room 18 is provided above the living room 17. The wheelhouse 18, the living room 17, and the engine room 3 communicate with each other so that a sailor can easily come and go by stairs, an elevator, and the like.

  A cell guide 19 is provided on the upper deck 4 with a predetermined distance in the length direction of the hull 1. In the cell guide 19 in the first embodiment, pillars made of prisms of the same length having a cross section of about 10 cm × 15 cm are erected at a certain distance in the mold width direction of the hull 1 and a prism is erected on the upper end of the pillars. Although it has the function to connect and latch the lower rear part of the loading container 20, the cell guide of this invention is not limited to this, Any of well-known cell guides may be used.

  As shown in FIGS. 1, 5 and 6, a spherical bow 22 is provided below the bow sea surface 21. The horizontal plate 23 extends from the front end of the spherical bow 22 to the front portion of the hull 1 so as to protrude laterally. As shown in FIG. 5, the horizontal plate 23 is formed as a flat surface with the horizontal plate upper surface having an angle of 90 degrees with the vertical center line of the hull 1 and extending laterally, and the horizontal plate lower surface is attached to the hull 1. It is formed in the inclined surface which inclines upwards from the base part side currently made to right and left outer side.

  A concave portion 24 that is recessed in the stern direction and extends in the mold width direction (lateral direction) is provided at the full waterline position above the spherical bow 22 and in the lower portion of the bow. The recess 24 includes a flat upper wall surface 25 parallel to the full load water line, a lower wall surface 26 formed of a flat surface parallel to the upper wall surface 25, and a side wall 27 having an angle of 90 degrees with the full load water line. The recess 24 only needs to be parallel to the full load water line so that the wave traveling from the lower direction to the upper direction is bounced, and the shapes of the lower wall surface 26 and the side wall 27 are not limited.

Next, functions and effects will be described.
The container ship having the above-described configuration is configured such that the containers 20 are stacked in a plurality of rows and stages on the upper deck 4, and the rear portion of the container 20 is locked and locked by the cell guide 19.
A wave generated from the sailing spherical bow 22 tends to move upward as indicated by an arrow in FIG. However, in the present invention, since the horizontal plate 23 is provided on the spherical bow 22 so as to protrude from the left and right sides in a flange shape, as shown by the arrows indicating the movement of the waves in FIGS. The height of the bow wave becomes low as it is guided by the lower inclined surface and proceeds outward. That is, the height of the wave generated in the spherical portion of the spherical bow 22 is reduced. The wave launched to the front of the bow disappears because it hits the upper wall surface 25 of the recess 24 and bounces downward. Further, as shown in FIG. 6, the wave generated by the normal bow and the wave generated by the spherical bow 22 cancel each other, and the waves of the part other than the bow of the hull 1 are also greatly reduced, and the front / rear / up / down direction of the hull 1 during navigation The swing to is greatly reduced. As described above, the horizontal plate 23 is provided on the spherical bow 22, and the concave portion 24 is provided at the full load water line position above the spherical bow 22 and at the lower portion of the bow, so that waves generated from the spherical bow are generated on the upper wall surface 24 of the concave portion 24. It is bounced back and proceeds downward in the sea, so that it can no longer be launched in front of the bow, and there is almost no shaking of the hull caused by the bow wave during navigation. In addition, since the container 20 can be loaded on the living room 17, the total weight of the container can be increased. As the bow wave disappears and the hull 1 shakes very little, there is an effect that even if the amount of the loaded container on the upper deck 4 increases, the navigation is stable.
The mold width is divided into three equal parts on the stern side, the central compartment is not used as a tank, and the tanks located on both the left and right sides are formed as ballast tanks 75, 75. Since they are arranged so as to be symmetrical with respect to the center line, there is an effect that the function of adjusting the horizontal inclination is improved. This is because, when the mold width is divided into three equal parts, the central section having a width of 1/3 of the mold width arranged on the vertical center line of the hull 1 does not have the function of adjusting the horizontal inclination.

  A second embodiment shown in FIGS. 7 and 8 will be described. A difference from the first embodiment shown in FIGS. 1 to 6 is that the bow is not provided with a recess, and other configurations are the same as those of the container ship of the first embodiment. In the second embodiment, a spherical bow 22 having a horizontal plate 23 is provided below the water surface of the bow. In the case of the container ship according to the second embodiment, the wave generated from the spherical bow 22 is guided by the lower surface of the horizontal plate 23 and travels in the laterally outward direction. As shown by the arrows in FIG. At the same time, a wave from the spherical bow rises slightly at the bow. As compared with the conventional container ship, the swing is reduced.

A third embodiment shown in FIGS. 9 to 11 will be described. In order to simplify the description, the same reference numerals are used to describe the same parts as those in FIGS.
From the bow thruster chamber 2 to the engine room 3, the space between the upper deck 4 and the ship bottom plate 9 is divided into two in the vertical direction by the horizontal bulkhead 8. Between the horizontal bulkhead 8 and the bottom plate 9, the vertical bulkhead 65 disposed on the vertical center line of the hull 1, vertical bulkheads 66 and 67 that divide the mold width of the hull 1 into three equal parts, and the length of the hull 1 Ballast tanks 76, 76, 77, 77, 78, 78 are provided by vertical partition walls 56, 57, 58, 59 that are separated in parallel to the vertical direction. The section interposed between the ballast tank 77 and the ballast tank 78 is not used as a tank. By dividing the mold width of the hull 1 into three equal parts and not using the central section disposed on the vertical center line of the hull 1 as a tank, the lateral inclination adjustment function is further improved.
A living room 28 and a fuel tank 29 are partitioned between the upper deck 4 and the transverse bulkhead 8. A steering chamber 18 is provided on the upper side of the upper deck 4 on the bow side. By providing the wheelhouse 18 on the bow side, the field of view is not hindered by the container 20, and the number of loading stages of the container 20 can be increased. Further, by providing the horizontal plate 23 on the spherical bow 22, the forward / backward vertical swing of the hull 1 during navigation is reduced, so that the container load can be increased dramatically.

It is a schematic left view of the state which loaded the container on the container ship. Example 1 It is a partially cutaway top view of the state which loaded the container on the container ship. Example 1 It is a schematic sectional drawing in alignment with the AA of FIG. Example 1 It is explanatory drawing which shows the arrangement | positioning state of each tank and horizontal board along the BB line of FIG. Example 1 It is explanatory drawing which shows the advancing state of the bow wave at the time of seeing a hull from the front. Example 1 It is explanatory drawing which shows the advancing state of the bow wave at the time of seeing a hull from the side. Example 1 It is a schematic left view of the state which loaded the container on the container ship. (Example 2) It is explanatory drawing which shows the advancing state of the bow wave at the time of seeing a hull from the side. (Example 2) It is a schematic left view of the state which loaded the container on the container ship. (Example 3) It is a partially cutaway top view of the state which loaded the container on the container ship. (Example 3) It is explanatory drawing which shows the arrangement | positioning state of each tank and horizontal board along CC line of FIG. (Example 3) It is explanatory drawing which shows the principle of a spherical bow.

Explanation of symbols

1 Hull 4 Upper deck 11, 51, 52, 53, 54, 55, 56, 57, 58, 59, 61, 62, 63, 64, 65, 66, 67 Vertical bulkhead 71, 72, 73, 74, 75, 76, 77, 78 Ballast tank 8 Horizontal bulkhead 9 Ship bottom plate 10, 12 Space 17, 28 Living room 18 Steering room 20 Container 21 Sea surface 22 Spherical bow 23 Horizontal plate 24 Recess

Claims (7)

In order to load the container only on the upper deck without storing it in the hull, a hatch opening and a hatch cover for opening and closing the hatch opening are not provided on the upper deck, and a spherical bow is provided below the bow surface.
A container ship characterized in that a horizontal plate is provided to protrude from the front end of the spherical bow to the left and right sides from the front of the hull. In order to load the container only on the upper deck without storing it in the hull, a hatch opening and a hatch cover for opening and closing the hatch opening are not provided on the upper deck, and a spherical bow is provided below the bow surface.
A horizontal plate extends from the front end of the spherical bow to the front of the hull, and protrudes to the left and right sides.
From the bow side to the stern side of the hull, a plurality of spaces are provided by vertical bulkheads and horizontal bulkheads orthogonal to the vertical bulkheads,
A space other than the space located on the vertical center line of the hull among the lowest space surrounded by the ship bottom and the horizontal bulkhead is a ballast tank.
A container ship, wherein the pair of ballast tanks located on both left and right sides of the hull have the same shape symmetrical with respect to the longitudinal center line of the hull and are respectively provided at opposing positions. In order to load the container only on the upper deck without storing it in the hull, a hatch opening and a hatch cover for opening and closing the hatch opening are not provided on the upper deck, and a spherical bow is provided below the bow surface.
A horizontal plate extends from the front end of the spherical bow to the front of the hull, and protrudes to the left and right sides.
From the bow side to the stern side of the hull, a plurality of spaces are provided by vertical bulkheads and horizontal bulkheads orthogonal to the vertical bulkheads,
Of the lowest space surrounded by the ship bottom and the horizontal bulkhead, the space other than the space located on the vertical center line of the hull on the stern side is the ballast tank,
A container ship characterized in that a pair of ballast tanks located on both left and right sides on the stern side of the hull are provided symmetrically opposite each other about the vertical center line of the hull.   4. The container ship according to claim 2, wherein the pair of ballast tanks provided on the left and right sides of the ballast tank have a horizontal width of the upper cross section of the ballast tank that is 1/3 of the width of the hull. 5.   The horizontal plate is formed on a flat surface in which the upper surface of the horizontal plate has an upper surface extending perpendicularly to the longitudinal center line of the hull, and the lower surface of the horizontal plate is gradually thinned from the hull side to the outer side. The container ship according to claim 1, wherein the container ship is formed on an inclined surface.   The container ship according to any one of claims 1 to 5, wherein the bow is provided with a recess recessed in the stern direction at a full waterline position at a lower portion of the bow.   The container ship according to any one of claims 1 to 6, wherein the hull is provided with a living room below the deck without being provided below the wheelhouse, and a container can be loaded above the living room. .

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