JP2013180692A - Bulk carrier and cargo handling method of bulk carrier - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a bulk carrier and a cargo handling method of the bulk carrier capable of reducing the weight of a mounted handling facility and improving a loading capacity, and capable of reducing the emission of a carbon dioxide by improving cargo handling efficiency, and without installing a handling facility of a complex mechanism to unload bulk cargos to a plurality of ports.SOLUTION: A bulk carrier includes a deck crane 10 disposed between adjoining hatches 4 and 4, a hopper 20 disposed at one broadside of a side of hatch 4, a first conveyor 30 disposed in the longitudinal direction on a lower side of the hopper 20 and along the other broadside on the side of hatch 4, a second conveyor 40 that has one end connected with the first conveyor 30 and conveys bulk cargos received from the first conveyor 30 to the other broadside, and a first turning boom conveyor 50 that has one end connected with the second conveyor 40 and the other end turning from the broadside to a land side.

Description

  The present invention relates to a bulk carrier equipped with a deck crane and a loading method for the bulk carrier.

  Bulk carriers are not always operated to ports with cargo handling facilities, so cargo handling is often required on their own facilities, such as cranes and conveyors. Many cargo handling devices and cargo handling methods have been proposed and implemented.

  One of them is the two portal frames that can run in the direction of the ship so as to straddle the tank, and grab the cargo in the tank with the grab buckets that can be raised and lowered on the portal frame. The travel hopper is stopped at the same time, the travel hopper is moved in the direction of the ship, the load is dropped onto the feeder conveyor at the destination, and the load is transported in the width direction of the ship by the feeder conveyor. Is dropped on the vertical conveyor on one side, transported in the direction of the ship with this vertical conveyor, loaded on the boom conveyor provided on this side, and loaded on the boom conveyor swirled on the land side. Has been proposed (see, for example, Patent Document 1).

  However, in this unloading apparatus, it is necessary to provide a gate-type frame with a grab bucket suspended so as to be able to travel in the direction of the ship so as to straddle the tank, and there is a problem that the apparatus becomes large. Also, the vertical feed conveyor and boom conveyor are both on one side, the weight balance is poor in the ship width direction, and the gate frame moves greatly with the cargo handling in the ship width direction, so the hull attitude control during loading is controlled. There is a problem that becomes complicated.

  In addition, it is possible to load bulk goods with the cargo handling equipment on the ship side even at the wharf that does not have the port cargo handling equipment through the take-out means, the first, second, third transport means, loading transport means, relay transport means, etc. A bulk carrier for unloading has also been proposed (see, for example, Patent Document 2).

  However, these bulk carriers have problems that the system is complicated and that maintenance is difficult. Furthermore, there is also a problem that the cargo handling system is not suitable for remodeling a ship already in service.

  Moreover, the bulk material in the hold is dropped on a chain conveyor arranged in the ship length direction along the center line in the ship width direction at the bottom of the hold, and transferred to a relay box provided near the center of the hull by this chain conveyor, A device for unloading bulk material in the hold has been proposed in which the bulk material in this relay box is lifted to the discharge port above the deck by a vertical squeeze conveyor and unloaded to the land by a transporter that connects the transport ship and the wharf. (For example, see Patent Document 3).

  In addition, a hold conveyor that passes under each cargo hold is provided at the bottom of the ship along the center line of the hull, and one end of the hold conveyor is installed on the upper deck of the bow or stern, corresponding to one end of the hold conveyor. A pair of left and right swivel booms are provided on both sides of the upper deck, and a loading conveyor is provided on both swivel booms, and a cargo delivery conveyor for receiving cargo from one end of the hold conveyor and guiding it to the unloading conveyor A self-unloading ship provided along the ship width direction has also been proposed (see, for example, Patent Document 4).

  However, in these devices and ships, the chain conveyor and the hold conveyor are arranged in the direction of the ship along the center line in the ship width direction at the bottom of the hold, so the efficiency of the maintenance inspection work is poor, and the chain conveyor and the hold conveyor There is a problem that it is difficult to cope with the failure. Furthermore, there is a problem that the system is complicated and the arrangement of cargo hold, ballast tank, engine room and the like is greatly limited.

  On the other hand, a crane is usually installed as a cargo handling device for a small bulk carrier and transports cargo from the cargo hold to the land. During this handling, the crane lifts the part that reciprocates between the hatch that is relatively close to the crane root and the land handling equipment that is relatively far away. Since the crane does not expand and contract, it is possible to respond to this change in distance by standing or laying the crane. For this reason, there is a problem that cargo handling efficiency is poor and advanced technology is required for crane operation.

JP 2000-211577 A JP 2002-205686 A JP 2006-44347 A Japanese Utility Model Publication No. 62-15098

The present invention has been made in view of the above-described situation, and the object of the present invention is to provide a simple and relatively light-weight facility without providing a complicated mechanism for unloading bulk cargo to a plurality of ports. Combining them can reduce the loading and unloading facilities, increase the loading capacity, and increase the loading efficiency to reduce carbon dioxide (CO ₂ ) emissions. Bulk carriers and bulk carriers It is to provide a cargo handling method for a cargo ship.

  In order to achieve the above object, a bulk carrier according to the present invention is a bulk carrier that uses a deck crane to lift and load bulk cargo, and the deck crane disposed between the hatches and one of the side of the hatch. A hopper that is disposed on the shore side and receives a bulk cargo conveyed by the deck crane; and is disposed in a ship length direction along the one shore side below the hopper and next to the hatch, and the bulk cargo from the hopper A first conveyor group having at least one conveyor for conveying in the captain direction, and at least one conveyor for conveying a bulk cargo received from the first conveyor group to one other side with one end connected to the first conveyor group A second conveyor group having one end connected to the second conveyor group and having a turning center on the other side Configured to include a first pivoting boom conveyor is the other end pivoted on land side from the other broadside. Note that the number of the first swivel boom conveyor is usually one, but a plurality of the first swivel boom conveyors may be provided depending on the situation of cargo handling facilities at the port.

  According to this configuration, the deck crane is arranged between the hatches, and bulk cargo is put into the hopper arranged on the side of the hatch, so that the loading range of the deck crane can be reduced, and the boom length of the deck crane can be reduced. Can be made as short as possible. Alternatively, since the unloading operation is performed only by the turning and winding operation of the deck crane and the operation of the scooping device such as the grab bucket, the workability in the unloading operation is good.

  In addition, the cargo handling equipment of this configuration is a relatively simple structure and is a combination of relatively lightweight equipment, so that the overall weight can be reduced, and the weight balance in the ship width direction is good, and the cargo handling in the ship length direction is achieved. Since there is little change in the weight balance, the control of the hull attitude during cargo handling is not complicated.

  Further, in the bulk carrier described above, the second end is connected to the first conveyor group, has a turning center on the one side, and the other side turns from the one side to the land side. If it comprises and comprises a swivel-type boom conveyor, it will be able to respond not only to the cargo handling on the other side of the shore but also to the cargo handling on the one side. The number of the second swivel boom conveyor is normally one, but a plurality of the second swivel boom conveyors may be provided depending on the situation of the cargo handling facilities at the port.

  Further, in the above-described bulk carrier, when a distribution device that distributes the bulk cargo from the first conveyor group to the second conveyor group and the second swivel boom conveyor is provided, the operation by the distribution device is performed. It becomes possible to easily change the port side cargo handling and the starboard side cargo handling.

  Moreover, in the above-described bulk carrier, when the second conveyor group is arranged at the rear end part or the front end part or the stern part of the cargo hold group with respect to the captain direction, it is not necessary to provide the second conveyor group between the hatches. It is no longer necessary to reduce the number of deck cranes arranged between the cargo hold hatches, and the handling efficiency of the deck crane can be maintained high.

  In addition, when the second conveyor group is arranged at the rear end or the stern part of the cargo hold group with respect to the ship's direction, avoid the impact from the blue waves launched at the bow as compared to the case where it is placed at the front end of the cargo hold group. In addition, since it is close to the engine room often provided at the stern part, the wiring for the second conveyor group, the wiring of the first and second swivel boom conveyors, and the like are shortened. Moreover, since it is close to the residential area often provided in the stern part, the maintenance check of the 2nd conveyor group and the 1st and 2nd turning boom conveyor becomes easy.

  In addition, if the second conveyor group is arranged at the front end of the cargo hold group in the direction of the ship's head, it will be separated from the residential area, so passengers who are not involved in cargo handling will be inadvertently carrying out the cargo handling work during the cargo handling by the first and second swivel boom conveyors. There is a safety advantage that can significantly reduce the range.

  In the bulk cargo ship described above, if the second conveyor group is placed between the hatches near the center of the cargo hold group with respect to the direction of the ship, the bulk cargo in the cargo hold on the bow side is placed on the rear side, The bulk cargo moves to the front side and is transported to the second conveyor near the center with respect to the captain direction, and the travel distance of the bulk cargo can be shortened, so that waste of power of the conveyor and the like can be further suppressed.

  Further, in the bulk carrier described above, when the hopper is provided so as to be movable along the first conveyor, the hopper is scooped up according to the loading status of the deck crane so that the moving distance of the device becomes the shortest. By moving the deck crane, it is possible to increase the efficiency of the loading work of the deck crane, and accordingly, the time and power required for the cargo handling work can be saved.

  In the above bulk carrier, a part or all of the second conveyor group is formed by the second swivel boom conveyor, or the second conveyor group is the most of the conveyors of the first conveyor group. If the second swivel boom conveyor is not used when the front or rearmost conveyor in the front-rear direction of the ship is formed by the second swivel boom conveyor, the second conveyor or the first conveyor The number of conveyors as a whole can be reduced by combining the two.

  In order to achieve the above object, the bulk cargo ship handling method of the present invention is a method characterized in that in the bulk cargo ship described above, cargo handling is performed using the first swivel boom conveyor. Alternatively, in the above bulk cargo ship, the second swivel boom conveyor is used for cargo handling. Also by these methods, the same effect as the above bulk carrier can be obtained.

  Further, in this bulk cargo ship handling method, in the bulk cargo ship handling method that uses a deck crane to unload bulk cargo, it is arranged between hatches and is used in a cargo hold by a scooping device suspended on the deck crane. The bulk cargo is picked up, the bulk cargo thus raised is put into a hopper arranged on one side of the hatch, and the loaded bulk cargo is placed on the one side below the hopper and next to the hatch. The first conveyor group arranged in the ship's direction along the shore side is transported in the ship's direction, and the transferred bulk cargo is transferred to the second conveyor group arranged so as to be transported from the one side to the other side. The transferred bulk cargo is transported from the one side to the other side by the second conveyor group, and the transported bulk cargo is The second cargo group is connected to the second conveyor group and has a turning center on the other side, and the other end is passed to the first turning type boom conveyor that turns from the other side to the land side. The first swivel boom conveyor conveys it to the land-side cargo handling facility.

  Alternatively, instead of the first swivel boom conveyor, the bulk cargo transported from the first conveyor group is connected to the first conveyor group at one end side, and has a swivel center on the one heel side. The end side is transferred to the second swivel boom conveyor that turns from the one side to the land side, and the transferred bulk cargo is transported to the land-side cargo handling facility by the second swivel boom conveyor.

  According to the bulk carrier and the cargo handling method of the bulk cargo ship of the present invention, it is possible to combine simple and relatively light equipment without providing a complicated mechanism for unloading bulk cargo to a plurality of ports. The load handling equipment to be mounted can be reduced in weight, the loading capacity can be further increased, and the efficiency of cargo handling can be increased, so that the amount of carbon dioxide emission can be reduced.

It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 1st Embodiment concerning this invention. It is a side view of the starboard side of FIG. It is a side view of the port side of FIG. It is the top view to which the vicinity of the 2nd conveyor of FIG. 1 and a 1st turning type boom conveyor was expanded. It is the enlarged view to which the vicinity of the 2nd conveyor of FIG. 2 and a 1st turning type boom conveyor was expanded. It is the enlarged view to which the vicinity of the 2nd conveyor of FIG. 3 and a 1st turning type boom conveyor was expanded. It is an AA arrow line view of FIG. It is a BB arrow line view of FIG. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 2nd Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 3rd Embodiment concerning this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 4th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 5th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 6th Embodiment concerning this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 7th Embodiment concerning this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 8th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the other example of 9th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in 10th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the 11th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in the other example of 12th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in 13th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in 14th Embodiment which concerns on this invention. It is the top view which showed typically the structure of the cargo handling equipment of the bulk carrier in 15th Embodiment based on this invention.

  Hereinafter, a bulk cargo ship and a bulk cargo ship handling method according to embodiments of the present invention will be described with reference to the drawings. As shown in FIGS. 1 to 13, the bulk carrier 1 </ b> A to 1 </ b> H according to the embodiment of the present invention is a bulk carrier that unloads and loads bulk cargo using a deck crane 10, and includes the deck crane 10. Composed. In addition, although a jib type deck crane is illustrated and demonstrated as the deck crane 10, the deck crane of another system may be sufficient.

  As shown in FIGS. 1 to 8, the bulk carrier 1 </ b> A according to the first embodiment is a deck arranged between adjacent hatches (kuraguchi) 4 and 4, for example, in the vicinity of the center in the width direction of the ship. A crane 10 and a hopper 20 disposed on one side of the hatch 4 (on the port side in the drawing), and the one side of the hatch 4 below the hopper 20 and on the side of the hatch 4 (on the port side in the drawing). The first conveyor 30 (first conveyor group having at least one conveyor) arranged in the direction of the captain, and the rear hatch 4 and the residential area (the bridge) at the rear end of the cargo hold 3 group in the direction of the captain 6 and a second conveyor (second conveyor group having at least one conveyor) 40 arranged in the ship width direction, one end side is connected to the terminal side of the second conveyor 40, and the other end side is landed from the anchor side. First turn to the side Configured with an expression boom conveyor 50. The first swivel boom conveyor 50 has a swivel center on the other side (the starboard side in the drawing).

  A deck crane 10 shown in FIGS. 1 to 8 is a jib deck crane, and as shown in FIGS. 5 and 7, as shown in FIGS. It has a post 12 and a boom 13. The boom 13 is fixedly supported on the lower side of the rotary post 12 so that one end side (base side) can rotate up and down in the vertical plane, and the other end side (tip side) is provided on the top of the rotary post 12. It is supported by the wire 14 from the raising / lowering winch. By winding and unwinding the wire 14, the elevation angle of the boom 13 is increased or decreased, that is, it is close to vertical or horizontal.

  Further, the rotary post 12 is provided with a crane cockpit 15 and a hanging winch, and a wire 14 from the hanging winch is suspended via a sheave provided on the tip side of the boom 13 and is attached to the tip of the grab. A scooping device such as a bucket is arranged. Then, the bulk cargo in the cargo hold 3 is lifted by the scooping device on the tip end side of the wire 14 of the deck crane 10. With this configuration, the direction change of the boom 13 due to the rotation operation of the rotary post 12 around the vertical axis, the change in the elevation angle of the boom 13 due to the driving operation of the lifting / lowering winch, the driving operation of the lifting load winch, and the scooping device The cargo handling is done by operation.

  When a grab bucket is adopted as the scooping device, the pair of buckets is opened and lowered into the cargo hold 3 and when the bulk cargo is reached, the bucket is closed and the bulk cargo is scooped into the bucket. The bucket 13 is moved up to the position above the hatch combing of the cargo hold 3 with the bucket closed, and then the boom 13 is swung to move the grab bucket directly above the hopper 20. When it reaches just above the hopper 20, the bucket is opened, and the bulk cargo that has been scooped up is dropped into the hopper 20. After dropping, the grab bucket is moved again into the cargo hold 3. By repeating this, the bulk cargo in the cargo hold 3 is conveyed to the hopper 20.

  The hopper 20 is disposed on one side of the hatch 4 (on the left side in the drawing) and receives the bulk cargo in the grab bucket. The upper part of the hopper 20 has a size that allows grab buckets to enter, and the lower part has a size that allows bulk cargo to be loaded on the first conveyor 30 reliably.

  If the hopper 20 is configured to be movable along the first conveyor 30, the hopper 20 can be moved to a position where the grab bucket moving distance is the shortest according to the cargo handling situation of the deck crane 10. The efficiency of unloading work can be improved. As a result, it is possible to save time and power required for the cargo handling work.

  The first conveyor 30 is arranged in the captain direction below the hopper 20 and along one side of the hatch 4 (left port in the drawing), and conveys bulk cargo descending from the hopper 20 in the captain direction. . The first conveyor 30 is connected or integrated with a first conveyor 31 in a horizontal portion arranged horizontally on the upper deck and a first conveyor 32 in an inclined portion arranged in a portion close to the second conveyor 40. Formed. If necessary, the first conveyor 31 in the horizontal portion is eliminated, and only the inclined first conveyor 32 is gradually inclined from the one end side (conveyance source) toward the second conveyor 40 (conveyance destination). May be.

  The first conveyor 30 is disposed in front of the second conveyor 40. The front first conveyor 30 conveys the bulk cargo from the cargo hold 3 on the bow side to the relay unit 41 to the second conveyor 40.

  The second conveyor 40 is arranged at the rear end portion of the cargo hold 3 group in the ship direction, that is, between the rearmost hatch 4 and the residential area (funnel) 6 in the ship width direction, and one end (conveyance source) side is Provided in the relay unit 41. The second conveyor 40 is provided to be inclined so as to gradually rise from one side (left side in the drawing) to the other side (right side in the drawing). Further, one end of the second conveyor 40 is provided at the lower part of the relay part 41, receives the bulk cargo conveyed from the first conveyor 30 to the upper part of the relay part 41, and from the one side (left side in the drawing) to the other side To the first swivel boom conveyor 50 provided on the heel side (right side in the drawing).

  As shown in FIGS. 5 and 8, the first swivel boom conveyor 50 is disposed on the other side (right side in the drawing), and the column part 51 into which the other end (conveyance destination) side of the second conveyor 40 enters and this column A boom 52 that turns around the portion 51 is provided. The boom 52 reinforces support by a wire 53. Further, a conveyor 54 is disposed on the boom 52, and the bulk cargo transported from the second conveyor 40 is transported to the shooter 55 on the front end side. The shooter 55 is connected to a land-side cargo handling facility during cargo handling.

  In this configuration, as shown in FIG. 6, by providing the inclined first conveyor 32, the bulk cargo is transported to a position higher than the upper deck, so that the configuration of the relay unit 41 can be simplified and the high position The bulk cargo can be delivered to the second conveyor 40.

  Further, as shown in FIG. 8, the second conveyor 40 is inclined so as to rise from one side (left side in the drawing) to the other side (right side in the drawing), so that it is at a position higher than the relay unit 41. Bulk cargo can be carried into the first swivel boom conveyor 50. Thereby, it is not necessary to transfer the bulk cargo in the vertical direction in the first swivel boom conveyor 50, or the distance to transfer the vertical cargo can be shortened. The structure can be simplified and reduced in weight.

  Further, according to this configuration, with respect to the width direction of the ship, the deck crane 10 is arranged on or near the hull center line, the hopper 20 and the first conveyor 30 are arranged on one side (the port side in the drawing), The two conveyors 40 are arranged from one side (left side in the drawing) to the other side (right side in the drawing), and the first swivel boom conveyor 50 is placed on the other side (right side in the drawing). It is an arrangement that makes it easy to balance the weight in the direction.

  Further, with respect to the captain direction, the deck crane 10 is distributed between the adjacent hatches 4 and 4, the hopper 20 and the first conveyor 30 are arranged from the bow side to the stern side, and the second conveyor 40 and the first swivel type. By disposing the boom conveyor 50 at the rear end of the cargo hold 3 group in the ship length direction, the second conveyor 40 is not disposed between the hatches 4 and 4, so that it does not interfere with cargo handling. Also, the impact from the blue waves launched at the bow can be avoided, and since it is close to the engine room often provided at the stern part, the wiring for the second conveyor 40, the wiring of the first swivel boom conveyor 50, etc. Shorter. Moreover, since it is close to the residential area 6 often provided in the stern part, the maintenance check of the 2nd conveyor 40 or the 1st turning boom conveyor 50 becomes easy. In this case, since the first swivel boom conveyor 50 is disposed on the stern side, the deck crane 10 can be disposed between all the adjacent hatches 4 and 4.

  In addition, since only the hopper 20 that is light in weight is moved between the time of navigation and the time of cargo handling and in the middle of the cargo handling, there is little influence on the hull posture, and the hull before and after the cargo handling. The posture can be easily controlled.

  Furthermore, since the deck crane 10, the hopper 20, the first conveyor 30, the second conveyor 40, the first swivel boom conveyor 50, etc. are all disposed above the upper deck, these devices are relatively structured. Since it is simple, it becomes easy to perform installation work and maintenance inspection work after installation, and workability is improved.

  In the above description, “one heel side” is a port side. However, if necessary, the “one heel side” may be a starboard side by reversing the left and right sides.

  Next, a cargo handling method for bulk carriers will be described. This loading / unloading method is a loading / unloading method for a bulk cargo ship that unloads and loads bulk cargo using the deck crane 10. In this cargo handling method, bulk cargo in the cargo hold 3 is picked up by a grab bucket suspended from a deck crane 10 disposed in the vicinity of the center between adjacent hatches 4, 4, for example, near the center. The raised bulk cargo is put into a hopper 20 arranged on one side of the hatch 4.

  The loaded bulk cargo is conveyed in the ship length direction by the first conveyor 30 disposed in the ship length direction along the one side of the hatch 4 (on the left side in the drawing) below the hopper 20. The transported bulk cargo is transferred from one side (from the port side in the drawing) to the rear end of the cargo hold 3 group, that is, between the rearmost hatch 4 and the residential area (the bridge) 6 in the captain direction. To the second conveyor 40 arranged up to the heel side (right side in the drawing).

  In the second conveyor 40, the delivered bulk cargo is conveyed from one side (left side in the drawing) to the other side (right side in the drawing). The transported bulk cargo is transferred to the first swivel boom conveyor 50, one end of which is connected to the second conveyor 40 and the other end is swung from the anchor side (starboard in the drawing) to the land side. It is transported to the land-side cargo handling facility by a one-turn boom conveyor 50. Thereby, the bulk cargo in the cargo hold 3 can be conveyed to the land-side cargo handling facility.

  Next, the bulk carrier 1B according to the second embodiment will be described. As shown in FIG. 9, the bulk carrier 1 </ b> B is configured such that the second conveyor 40 is disposed in front of the hatch 4 a on the most bow side of the cargo hold 3 group with respect to the captain direction. The other configurations are the same except for the bulk carrier 1A of the first embodiment which is arranged at the rear end of the third group of warehouses. In this case, the length of the first conveyor 30 is shortened by the length of the hatch 4b on the most stern side, but is increased by the length of the hatch 4a on the most bow side, and the length of the hatch 4a on the bow side is increased. The length is shortened due to the provision of the second conveyor 40. And since the 2nd conveyor 40 is not arrange | positioned between the hatches 4 and 4, and the 1st turning type boom conveyor 50 is also arrange | positioned at the bow side, it does not become the hindrance of cargo handling. Further, the deck crane 10 can be disposed between all the adjacent hatches 4 and 4.

  Next, a bulk carrier 1C according to a third embodiment will be described. As shown in FIG. 10, the bulk carrier 1 </ b> C has the second conveyor 40 disposed between adjacent hatches 4, 4 near the center of the cargo hold 3 group in the captain direction. The other configuration is the same except for the bulk cargo ship 1A of the first embodiment which is arranged behind the hatch 4b on the most stern side of the cargo hold 3 group and in front of the residential area 6 with the bridge with respect to the direction. is there.

  In this case, the length of the first conveyor 30 is shortened by the length of the hatch 4b on the most stern side and the length of the hatch 4a on the most bow side. The bulk cargo in the cargo hold 3 on the bow side moves to the rear side, and the bulk cargo in the cargo hold 3 on the stern side moves to the front side and is transported to the second conveyor 40 near the center in the direction of the captain. Since the moving distance can be shortened, waste of power such as a conveyor can be further suppressed.

  Moreover, in this case, it can arrange | position in the position where the weight balance of the hull front-back direction is easy to be taken by arrange | positioning between the hatches 4 near the center of the cargo hold 3 group, and it becomes the arrangement | positioning which is easy to take the weight balance of the ship length direction. However, because the first swivel boom conveyor 50 is disposed between the adjacent hatches 4 and 4, the deck crane 10 cannot be disposed at at least one position between the adjacent hatches 4 and 4.

  Next, a bulk carrier 1D according to a fourth embodiment will be described. As shown in FIG. 11, the bulk carrier 1 </ b> D is configured such that the second conveyor 40 is composed of three conveyors, and is arranged at the stern portion around the rear side of the residential area 6 where the bridge is located. Other than the bulk cargo ship 1A of the first embodiment in which the conveyor 40 is disposed at the rear end of the cargo hold 3 group in the ship length direction and on the front side of the residential area 6, the other configurations are the same. In this case, the deck crane 10 can be arranged between all the adjacent hatches 4 and 4, and the hatch 4 of the cargo hold 3 at the rearmost end is more than the bulk carrier 1 </ b> A of the first embodiment. Can be bigger.

  Next, a bulk carrier 1E according to a fifth embodiment will be described. As shown in FIG. 12, the bulk carrier 1E has one end connected to the first conveyor 30, and has a turning center on one side (left side in the drawing), and the other end on the land side from one side. The second swivel boom conveyor 50A that swivels into the second swivel includes only the first swivel boom conveyor 50 having a swivel center on the other side, and turns from one side toward the land side. The other configurations are the same except for the bulk cargo ship 1A of the first embodiment that does not include the type boom conveyor 50A.

  In this case, the second swivel boom conveyor 50A having a turning center on one side can handle not only the other side, but also the other side. A sorting device (not shown) is provided at the end of the first conveyor 30 so that cargo can be handled from either of the left and right swivel boom conveyors 50, 50A, and the bulk cargo is also sorted to the second swivel conveyor 50A. Configure to be able to. In other words, the bulk cargo transported from the first conveyor 30 is transferred to the second swivel boom conveyor at the delivery portion of the bulk cargo between the first conveyor 30 and the second conveyor 40 or the second swivel boom conveyor 50A. A sorting device is provided for sorting to 50A or the second conveyor 40. With this configuration, it is possible to handle not only the cargo handling on the other side of the bay but also the cargo handling on the one side of the heel.

  Next, the bulk carrier 1F according to the sixth embodiment will be described. As shown in FIG. 13, in this bulk carrier 1F, instead of the second swivel boom conveyor 50A of the bulk carrier 1E of the fifth embodiment, a part or all of the second conveyor 40 is placed on one side. The difference is that the second swivel boom conveyor 40A having a swivel center on the side is formed.

  Next, a bulk carrier 1G according to a seventh embodiment will be described. As shown in FIG. 14, this bulk carrier 1G has one end connected to the first conveyor 30, and has a swivel center on one side (left side in the drawing), and the other end on the land side from one side. The second swivel boom conveyor 50A that swivels into the second swivel includes only the first swivel boom conveyor 50 having a swivel center on the other side, and turns from one side toward the land side. The other configurations are the same except for the bulk cargo ship 1B of the second embodiment that does not include the type boom conveyor 50A.

  In this case, the second swivel boom conveyor 50A having a turning center on one side can handle not only the other side, but also the other side. In addition, in the delivery part of the bulk cargo between the 1st conveyor 30 and the 2nd turning boom conveyor 50A or the 2nd conveyor 20, the distribution apparatus which distributes a bulk cargo to the 2nd turning boom conveyor 50A or the 2nd conveyor 20 (Not shown) is provided.

  Next, a bulk carrier 1H according to an eighth embodiment will be described. As shown in FIG. 15, in this bulk carrier 1H, instead of the second swivel boom conveyor 50A of the bulk carrier 1G of the seventh embodiment, a part or all of the second conveyor 40 is placed on one side. The difference is that the second swivel boom conveyor 40A having a swivel center on the side is formed.

  Next, a bulk carrier 1I according to a ninth embodiment will be described. As shown in FIG. 16, the bulk carrier 1I has one end connected to the first conveyor 30, and has a swivel center on one side (left side in the drawing), and the other end on the land side from one side. The second swivel boom conveyor 50A that swivels into the second swivel includes only the first swivel boom conveyor 50 having a swivel center on the other side, and turns from one side toward the land side. The other configurations are the same except for the bulk cargo ship 1C of the third embodiment that does not include the type boom conveyor 50A.

  In this case, the second swivel boom conveyor 50A having a turning center on one side can handle not only the other side, but also the other side. In addition, in the delivery part of the bulk cargo between the 1st conveyor 30 and the 2nd turning boom conveyor 50A or the 2nd conveyor 40, the distribution apparatus which distributes the bulk cargo to the 2nd turning boom conveyor 50A or the 2nd conveyor 40 (Not shown) is provided.

  Next, a bulk carrier 1J according to a tenth embodiment will be described. As shown in FIG. 17, in this bulk carrier 1J, instead of the second swivel boom conveyor 50A of the bulk carrier 1I of the ninth embodiment, a part or all of the second conveyor 40 is placed on one side. The difference is that the second swivel boom conveyor 40A having a swivel center on the side is formed.

  Next, a bulk carrier 1K according to an eleventh embodiment will be described. As shown in FIG. 18, the bulk carrier 1K has one end connected to the first conveyor 30, and has a turning center on one side (left side in the drawing), and the other end on the land side from one side. The second swivel boom conveyor 50A that swivels at the stern portion includes only the first swivel boom conveyor 50 that has a swivel center on the other side, and swivels from one side to the land side. The other configurations are the same except for the bulk cargo ship 1D of the fourth embodiment that does not include the second swivel boom conveyor 50A.

  In this case, the second swivel boom conveyor 50A having a turning center on one side can handle not only the other side, but also the other side. In addition, in the delivery part of the bulk cargo between the 1st conveyor 30 and the 2nd turning boom conveyor 50A or the 2nd conveyor 40, the distribution apparatus which distributes the bulk cargo to the 2nd turning boom conveyor 50A or the 2nd conveyor 40 (Not shown) is provided.

  Next, a bulk carrier 1L according to a twelfth embodiment will be described. As shown in FIG. 19, in this bulk carrier 1L, instead of the second swivel boom conveyor 50A of the bulk carrier 1K of the eleventh embodiment, a part or all of the second conveyor 40 is placed on one side. The difference is that the second swivel boom conveyor 40A having a swivel center on the side is formed.

  Next, a bulk carrier 1M according to a thirteenth embodiment will be described. As shown in FIG. 20, in this bulk carrier 1M, instead of the second swivel boom conveyor 50A of the bulk carrier 1K of the eleventh embodiment, a part or all of the first conveyor 30 is placed on one side. The difference is that the second swivel boom conveyor 30A having a swivel center on the side is formed.

  Next, a bulk carrier 1N according to a fourteenth embodiment will be described. In this bulk carrier 1N, as shown in FIG. 21, the second swivel boom conveyor 50A is arranged at the rearmost end of the cargo hold 3 group. Other configurations are the same except for the bulk carrier 1K according to the eleventh embodiment.

  Next, a bulk carrier 10 according to the fifteenth embodiment will be described. As shown in FIG. 22, this bulk carrier 1O is configured such that a part or all of the first conveyor 30 is placed on one side instead of the second swivel boom conveyor 50A of the bulk carrier 1N of the fourteenth embodiment. The difference is that the second swivel boom conveyor 30A having a swivel center on the side is formed.

  In addition, at the port where the bulk cargo ships 1A to 1O having the above-mentioned structure call, the land-side cargo handling facilities are substantial and the cargo handling can depend on the land-side cargo handling facilities. When there is a lifting place at a position where the shooter on the tip side of the swivel boom conveyors 30 and 50A (40A and 30A) can reach, the turning range of the deck crane 10 on the ship side is set as the hatch 4 and the hopper 20 In addition, since there is little change in the distance between the two, the deck crane 10 can be reduced in size and the operation amount for standing and laying the crane during loading can be reduced. , Cargo handling efficiency can be increased.

  In addition, bulk cargo that has a large bulk specific gravity can be loaded equally in all cargo holds 3, but only in some specific cargo holds 3 in consideration of cargo handling efficiency. The cargo may be loaded and the other cargo hold 3 may be operated while being empty.

  For example, when five cargo holds 3 (NO.1 to NO.5) are arranged in the ship's direction, only the middle (NO.3) cargo hold 3 is emptied and others (NO.1, 2, Bulk cargo may be loaded in the cargo hold 3 of (4, 5). In this case, NO. 2 cargo hold 3 and NO. Deck crane 10 between 3 cargo holds 3 and NO. 3 cargo hold 3 and NO. Remove the deck crane 10 between the four cargo holds 3, 1 cargo hold 3 and NO. 2 cargo hold 3 and NO. 4 cargo hold 3 and NO. Two deck cranes between five cargo holds 3 can be configured.

  According to the bulk cargo ship and the bulk cargo ship handling method described above, it is possible to combine simple and relatively light equipment without providing a complicated mechanism of cargo handling equipment to unload bulk cargo to multiple ports. It is possible to reduce the weight of the cargo handling equipment to be loaded, to further increase the loading capacity, and to increase the cargo handling efficiency, it is possible to reduce carbon dioxide emissions.

  In addition, the basic performance of a ship designed as a bulk carrier, such as cargo hold volume and weight, can be reduced as much as possible, and design changes can be reduced as much as possible. In addition, it is not necessary to change the section of the conventional bulk carrier and it is only necessary to place various conveyors on the upper deck. There is an advantage that it is easy to cope with the modification of the ship.

  The bulk carrier and the cargo handling method of the bulk cargo ship according to the present invention include the above-described simplification of cargo handling equipment, weight reduction, ease of maintenance and inspection, simplification of cargo handling work, and simplification of hull attitude control during cargo handling. Therefore, the present invention can be used as a bulk carrier equipped with a deck crane for transporting bulk cargo and a bulk cargo ship handling method.

1A ~ 1O Ship 3 Cargo hold 4 Hatch 5 Upper deck between hatches (cross deck)
6 residential area (Funabashi)
10 deck crane 20 hopper 30 first conveyor (first conveyor group)
30A 1st conveyor replaced with 2nd swivel type boom conveyor 31 1st conveyor of a horizontal part 32 1st conveyor of an inclined part 40 2nd conveyor (2nd conveyor group)
40A Second conveyor replacing the second swivel boom conveyor 41 Relay unit 50 First swivel boom conveyor 50A Second swivel boom conveyor 54 Conveyor 55 Shooter

Claims (10)

In a bulk carrier that unloads bulk cargo using a deck crane,
The deck crane disposed between the hatches;
A hopper disposed on one side of the hatch next to the bulk crane that is transported by the deck crane;
A first conveyor group having at least one conveyor, which is disposed in the captain direction along the one side of the hatch below the hopper and transports the bulk cargo from the hopper in the captain direction;
One end side is connected to the first conveyor group and a second conveyor group having at least one conveyor for conveying the bulk cargo received from the first conveyor group to the other side, and one end side is connected to the second conveyor group. A bulk cargo ship comprising a first swivel boom conveyor having a turning center on the other side and the other end turning from the other side to the land side.   Furthermore, one end side is connected to the first conveyor group, and the second swivel boom conveyor has a turning center on the one side and the other end turns from the one side to the land side. The bulk carrier according to claim 1, wherein the bulk carrier is a bulk carrier.   The bulk carrier according to claim 2, further comprising a sorting device that distributes the bulk cargo from the first conveyor group to the second conveyor group and the second swivel boom conveyor.   The bulk carrier according to any one of claims 1 to 3, wherein the second conveyor group is disposed at a rear end portion, a front end portion, or a stern portion of the cargo hold group with respect to the ship length direction.   The bulk carrier according to any one of claims 1 to 3, wherein the second conveyor group is disposed between hatches in the vicinity of the center of the cargo hold group with respect to the ship length direction.   The bulk carrier according to claim 1, wherein the hopper is provided so as to be movable along the first conveyor group.   The bulk carrier according to any one of claims 2 to 6, wherein a part or all of the second conveyor group is formed by the second swivel boom conveyor.   The conveyor of the first conveyor group, the conveyor closest to the second conveyor group, or the frontmost or rearmost conveyor in the longitudinal direction of the ship is formed by the second swivel boom conveyor. Item 7. A bulk carrier according to any one of Items 2 to 6.   The bulk cargo ship according to any one of claims 1 to 8, wherein cargo handling is performed using the first swivel boom conveyor.   9. A bulk cargo handling method according to claim 2, wherein cargo handling is performed using the second swivel boom conveyor.

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