JP2018193054A - Vessel - Google Patents

Abstract

To provide a vessel capable of obtaining weight saving of component parts of a slop tank.SOLUTION: A pump chamber 21 is composed to include: a bottom unit pump chamber 21b and a top unit pump chamber 21a arranged on the bottom unit pump chamber 21b through a step 58, and a slop tank 22 is arranged on the step 58 of the bottom unit pump chamber 21b. Thus, a bottom unit of a slop tank 22 is positioned higher than an inner bottom plate 17 of conventional technology, water head of the slop tank 22 can be lower than conventionally, and hydraulic pressure of liquid such as oil polluted water pooled in the slop tank 22 can be reduced.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an internal structure of a large-sized ship, and particularly to a ship that is characterized by the arrangement of slop tanks.

  Conventionally, in a ship such as a tanker, the engine room in which the main engine, etc. are arranged from the stern side to the bow side, the pump room in which the pump is arranged, the slop tank, and the cargo oil tank that contains oil are partitioned by a horizontal partition. Ships arranged in this order are known (see, for example, Patent Document 1). The slop tank is used to separate the oily sewage from which the cargo oil tank has been washed. The engine room, pump room, slop tank, and cargo oil tank have a height above the inner deck of the hull. It is up to.

JP 2011-70373 A

  Recently, it has been demanded to reduce the light load of the ship (the ship's own weight).

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a ship capable of reducing the weight of members such as partition walls constituting a slop tank.

  A ship according to the present invention is a ship including a pump chamber in which a pump is disposed, a cargo tank disposed on the bow side of the pump chamber, and a slop tank that stores liquid, and the pump chamber includes a lower pump. And an upper pump chamber disposed on the lower pump chamber via a step, a slop tank is disposed on the step of the lower pump chamber, and a cargo tank is disposed on the bow side of the pump chamber and the slop tank. It is characterized by being arranged.

  According to such a ship, since the slop tank is disposed on the level difference of the lower pump chamber, the bottom of the slop tank is positioned above the inner bottom plate of the prior art, and the head of the slop tank is higher than before. Lower. For this reason, it becomes possible to reduce the force of the liquid including oil sewage stored in the slop tank, and it is possible to reduce the weight of the components of the slop tank.

  Here, the step in the lower pump chamber is provided with a step protruding toward the bow side from the upper pump chamber, and if the slop tank is disposed on the step protruding toward the bow side, the capacity of the slop tank is easily secured. it can.

  Further, the step of the lower pump chamber has a step protruding to the left and right sides of the upper pump chamber, and even when a slop tank is disposed on the step protruding to the left and right sides, the capacity of the slop tank can be easily secured. .

  Moreover, it is preferable to provide a cargo line that penetrates the lower horizontal partition wall that separates the lower pump chamber and the cargo tank and connects the pump of the lower pump chamber and the cargo tank. When such a configuration is adopted, the cargo line passes through the horizontal partition that separates the lower pump chamber and the cargo tank. Therefore, as in the prior art, the cargo line separates the pump chamber and the slop tank. Compared with the case of penetrating two horizontal bulkheads separating the tank and the cargo tank, the number of penetrating portions is reduced, and the workability can be improved. In addition, since the cargo line that has been conventionally arranged in the slop tank is eliminated, the degree of freedom of arrangement of fittings such as ladders in the slop tank can be increased.

  In addition, the stern tank bulkhead separating the slop tank and the cargo tank is provided with a horizontal girder extending in the horizontal direction of the hull, and the stern tank rear horizontal bulkhead forming the slop tank, and the slop tank front horizontal bulkhead It is preferable that a plurality of reinforcing struts extending in the longitudinal direction of the hull are provided between the two. When such a configuration is adopted, since a plurality of struts are provided in addition to the horizontal girder, the horizontal girder can be made smaller without increasing the size, and the weight can be reduced.

  According to such this invention, the ship which can aim at the weight reduction of the component of a slop tank can be provided.

It is a top view below the upper deck which shows the stern side of the ship which concerns on embodiment of this invention. It is sectional drawing along the II-II line of FIG. 1, and is a figure which shows the whole ship. It is sectional drawing along the III-III line of FIG. It is a perspective view which shows a slop tank, a pump chamber, an engine room, and a cofferdam. It is a perspective view which shows a pump chamber. It is a perspective view which shows an engine room. It is a perspective view which shows a cofferdam. It is a top view for demonstrating the structure of a slop tank. It is a longitudinal cross-sectional view for demonstrating the structure of a slop tank. It is a perspective view which shows the stern side of the ship which concerns on other embodiment of this invention, and shows a slop tank, a pump room, an engine room, and a cofferdam. It is sectional drawing which shows the structure of the stern side of the ship of a comparative example, and the ship which concerns on embodiment of this invention. It is a top view which shows the structure of the stern side of the ship of a comparative example. It is a schematic diagram which shows the mode of the liquid level detection by the radar irradiation of the ship of a comparative example, and the ship which concerns on embodiment of this invention.

  Hereinafter, preferred embodiments of a ship according to the present invention will be described with reference to the drawings. In the following description, the words “front” and “rear” correspond to the direction of travel of the hull, the word “vertical” corresponds to the front-rear direction, and the word “horizontal” refers to the hull. It corresponds to the left-right (width) direction, and the words “upper” and “lower” correspond to the vertical direction of the hull. Note that the words “front”, “rear”, and “vertical”, and the words “horizontal”, “left”, and “right” are properly used in the sentence. In the drawings, the thickness of each member is substantially omitted for convenience.

  1 shows a stern side of a ship according to an embodiment of the present invention, and is a plan view below the upper deck. FIG. 2 is a cross-sectional view taken along line II-II in FIG. 3 is a cross-sectional view taken along line III-III in FIG. 1, FIG. 4 is a perspective view showing a slop tank, a pump chamber, an engine room, and a cofferdam, FIG. 5 is a perspective view showing a pump chamber, and FIG. FIG. 7 is a perspective view showing the cofferdam, FIG. 8 is a plan view for explaining the structure of the slop tank, and FIG. 9 is a longitudinal sectional view for explaining the structure of the slop tank. The ship is here an oil tanker.

  As shown in FIG. 2, the ship 10 includes a hull 11, a propulsion device and a rudder (not shown), the bow portion is located on the front side (right side in the drawing) of the hull 11, and the stern portion is behind the hull 11. It is located on the side (left side in the figure). As shown in FIGS. 1 and 2, the hull 11 is watertightly provided on the inner side of the hull of the outer plate 13 and the outer plate (outer wall) 13 that forms the outer shell of the hull 11, as shown in FIGS. 1 and 2. The inner plate (inner wall) 14 is provided, and the outer plate 13 and the inner plate 14 constitute a double hull structure (double hull structure).

  The outer plate 13 includes a ship bottom outer plate 15 that constitutes an outer shell on the boat bottom side, and a ship side outer plate 16 that constitutes an outer shell on the boat side. On the other hand, the inner plate 14 includes an inner bottom plate 17 that extends in the vertical direction on the ship bottom side, and a longitudinal partition wall 18 that extends in the vertical direction on the boat side. As shown in FIG. 2, the inner bottom plate 17 on the bottom of the ship extends from the bow side to a first horizontal partition wall 31 (described in detail later) that forms the engine room 20. As shown in FIG. 1, as shown in FIG. 18 extends from the bow side to a third horizontal partition wall 33 (details will be described later) constituting the slop tank 22.

  As shown in FIGS. 1 and 2, the hull 11 has an engine room 20, a pump room 21, a slop tank 22, a cargo along the center line from the stern side toward the bow side inside the inner plate 14. Oil tanks 23 to 28 are respectively formed, and a cofferdam 29 is formed on the rear side of the pump chamber 21 and on the side of the engine chamber 20 as shown in FIG. As shown in FIG. 2, each of the above spaces is partitioned by a first horizontal partition wall 31 to a tenth horizontal partition wall 40 that are spaced apart along the front-rear direction (vertical direction) of the hull 11.

  Specifically, an engine room 20 (see FIGS. 4 and 6) in which a main engine is disposed is formed between the first horizontal partition wall 31 and the second horizontal partition wall 32, and the center of the second horizontal partition wall 32 is formed. An upper pump chamber 21 a (see FIGS. 4 and 5) that constitutes the pump chamber 21 is formed between this portion and the central portion of the third horizontal partition wall 33. Between the outer side from the central part of the second horizontal partition wall 32 and the outer side from the central part of the third horizontal partition wall 33, a cofferdam 29 that is a fuel tank or space used in the main engine or the like (see FIGS. 3, 4, and 7) The slop tank 22 (see FIGS. 3 and 4) is formed between the third horizontal partition wall 33 and the upper portion of the fourth horizontal partition wall 34. The slop tank 22 stores oily sewage from which the cargo oil tanks 23 to 28 have been washed, and is allowed to stand still to separate the oil and water. The lower layer water after the separation is discharged out of the ship. Note that the slop tank 22 may be used as a cargo oil tank by loading cargo oil in addition to the application of collecting oily sewage.

  As shown in FIG. 2, a cargo oil tank 23 for loading a liquid such as heavy oil is formed between the fourth horizontal partition wall 34 and the fifth horizontal partition wall 35. Cargo oil tanks 24 to 28 are partitioned and formed between the horizontal partition walls 40. As shown in FIGS. 1 to 4, the space between the outer plate 13 and the inner plate 14 is a ballast tank 41 for charging ballast water. The ballast tank 41 is also partitioned in the front-rear direction by the third horizontal partition wall 33 to the tenth horizontal partition wall 40 shown in FIG. As shown in FIG. 1, the slop tank 22, the cargo oil tanks 23 to 28, and the ballast tank 41 are divided into left and right by a vertical partition wall (centerline bulkhead) 50 that is arranged at the center in the left-right direction and extends in the front-rear direction. ing. Incidentally, two or more longitudinal partition walls 50 may be arranged side by side.

  As shown in FIGS. 2 to 5, the pump chamber 21 having the upper pump chamber 21 a includes a lower pump chamber 21 b at the lower portion thereof. The lower pump chamber 21b and the upper pump chamber 21a are divided with the position of the deck 51 as a boundary portion in the vertical direction. However, the upper pump chamber 21a and the lower pump chamber 21b are mutually continuous as a space.

  The lower pump chamber 21b is opposed to the inner bottom plate 17, the ship-side outer plates 16 and 16 on both sides, the lower portion 52 of the fourth horizontal partition wall 34, and the lower portion 52 of the fourth horizontal partition wall 34. The lower pump chamber rear transverse bulkhead 53 connected to the ship side outer plates 16 and 16 and a deck 51 serving as an upper lid of these spaces. The lower part 52 of the fourth horizontal partition wall 34 is connected to the upper part 54 of the fourth horizontal partition wall 34 in a flush manner, and forms a lower pump chamber front horizontal partition wall that forms the lower pump chamber 21b.

  The upper pump chamber 21a is a substantially rectangular parallelepiped cylinder extending upward from a substantially central portion of the deck 51 of the lower pump chamber 21b (see FIG. 5). The upper pump chamber 21a and the lower pump chamber 21b It communicates through the opening 55 which penetrates.

  A more specific shape of the upper pump chamber 21a will be described. As shown in FIG. 4, the third horizontal partition wall 33 has a step 33 a by being separated from the second horizontal partition wall 32 to the bow side at a predetermined interval, and the center part thereof is further convex toward the bow side. A step 33b is provided. The convex portion 56 that is the most convex toward the bow side of the third horizontal partition wall 33 and the central portion of the second horizontal partition wall 32 that faces the convex portion 56 extend in the vertical direction and face the horizontal direction, and the lower pump It connects with the vertical partition walls 57 and 57 which reach the deck 51 of the chamber 21b. Thereby, the rectangular parallelepiped upper pump chamber 21a is formed (see FIG. 5).

  In the above description, the pump chamber 21 is configured by dividing the space by each partition wall. Instead, first, a pump chamber 21 is formed, and a wall portion is connected to the pump chamber 21 from the periphery, whereby each partition wall 32 having a shape as shown in FIGS. 3 and 4 described above. , 33, 34 may be configured. That is, first, a lower pump chamber 21b extending in the horizontal direction and an upper pump chamber 21a extending in the vertical direction shown in FIG. 5 are formed. By connecting a wall portion from the periphery to the pump chamber 21 including the lower pump chamber 21b and the upper pump chamber 21a, a second horizontal partition wall 32 having a shape as shown in FIGS. The partition wall 33 and the fourth horizontal partition wall 34 may be configured.

  2 to 4, the slop tank 22 includes the step-shaped third horizontal partition wall 33, the upper portion 54 of the fourth horizontal partition wall 34, the vertical partition walls 18 and 18 on both sides, and the deck 51. It is an enclosed space and is arranged on the deck 51. The deck 51 forms a step 58 between the upper pump chamber 21a and the lower pump chamber 21b. The step 58 includes a step 68 that is a portion protruding toward the bow from the upper pump chamber 21a. The third horizontal partition 33 forms a slop tank rear horizontal partition, and the upper portion 54 of the fourth horizontal partition 34 forms a slop tank front horizontal partition. The “step” means a horizontal direction extending between the lower end of the partition wall extending in the vertical direction to form the upper pump chamber 21a and the upper end of the partition wall extending in the vertical direction to configure the lower pump chamber 21b. It is a wall part that spreads along. In this embodiment, the wall portion constituting the “step” extends in parallel with the horizontal direction, but does not have to be completely parallel to the horizontal direction, as long as it has a directional component extending in the horizontal direction. It may be inclined, curved or the like.

  Further, as shown in FIG. 9, a girder 59 extending in the vertical direction is connected to the slop tank front horizontal partition wall 54, the slop tank rear horizontal partition wall 33, and the upper deck 12. A plurality of the girders 59 are provided along the lateral direction. Further, as shown in FIG. 8, a horizontal girder (horizontal girder) 60 extending in the lateral direction is connected to the slop tank front horizontal partition wall 54 on the stern side. This horizontal girder 60 is connected to the longitudinal partition walls 18, 18, and as shown in FIG. 9, a plurality (three in this case) are provided in the vertical direction. A vertical stiffener 61 extending in the vertical direction is connected to the slop tank front horizontal partition wall 54. As shown in FIGS. 8 and 9, between the slop tank rear horizontal partition wall 33 and the slop tank front horizontal partition wall 54, the slop tank rear horizontal partition wall 33, the horizontal girder 60, and the vertical are extended in the front-rear direction (vertical direction). A plurality of struts 62 connected to the stiffener 61 are provided. A plurality (six here) of the struts 62 are arranged along the horizontal direction, and a plurality (two here) are arranged along the vertical direction. The horizontal girder 60 is connected to the stern side of the slop tank front horizontal partition wall 54, but may be connected to the bow side. In this case, the strut 62 is connected to the slop tank front horizontal partition wall 54.

  And as shown in FIG. 2, the some pump 48 is arrange | positioned in the lower pump chamber 21b of the pump chamber 21 mentioned above. Further, in the engine room 20, turbines 49 for driving the pumps 48 are respectively disposed on the steps of the lower pump chamber 21 b protruding to the engine room side (stern side). Further, a cargo oil line 47 extending from the pump chamber 21 to each of the cargo oil tanks 23 to 28 is disposed. The cargo oil line 47 extends to the bow side through the front horizontal partition wall 52 (fourth horizontal partition wall 34) of the lower pump chamber, and passes through the fifth horizontal partition wall 35 to the ninth horizontal partition wall 39. The pump 48 in the pump chamber 21 supplies oil to the cargo oil tanks 23 to 28 through the cargo oil line 47 and discharges oil from the cargo oil tanks 23 to 28.

  Further, the cargo oil tanks 23 to 28 are provided with a plurality of trans rings (not shown) arranged at equal intervals in the vertical direction (front-rear direction) from the positions of the pump chamber 21 and the slop tank 22. Since the slop tank 22 is located on the step 58 of the lower pump chamber 21b, the spacing of the slop tank 22 in the front-rear direction is different from the spacing between the cargo oil tanks 23 to 28. Alternatively, depending on the length of the slop tank 22 in the front-rear direction, the slop tank 22 may not be provided with a trans ring. There may be one transring provided for the slop tank 22, or two or more.

  Next, the operation and effect of the ship 10 according to the present embodiment will be described. Here, the structure of the ship which concerns on the comparative example of the ship 10 is demonstrated. As shown in FIG. 11A, the ship of the comparative example has a slop tank 122 formed between the third horizontal partition wall 133 and the fourth horizontal partition wall 134. The lower end of the third horizontal partition wall 133 extends to the inner bottom plate 17. Accordingly, no step is provided on the bow side of the pump chamber 121 between the upper pump chamber 121a and the lower pump chamber 121b. For this reason, the bottom 122 a of the slop tank 122 is formed at the position of the inner bottom plate 17. The slop tank 122 is disposed adjacent to the bow side of the pump chamber 121.

  In the ship according to such a comparative example, as shown in FIG. 12, a slop tank 122 is provided between the pump chamber 121 and the cargo oil tank 23. Accordingly, the cargo oil line 47 is disposed at the bottom 122 a of the slop tank 122. Therefore, the slop tank 122 ensures an area for arranging the cargo oil line 47 in the bottom portion 122a. Furthermore, the slop tank 122 needs to secure the measurement area MP at the bottom 122a in order to detect the liquid level with a radar. As shown in FIG. 13, when the radar-type liquid level gauge 160 is arranged on the upper part 122b of the slop tank 122 of the comparative example, the radar-type liquid level gauge 160 has a beam toward the measurement region MP set on the bottom part 122a. To measure the liquid level. In the conical region formed between the circular measurement region MP and the radar 160, it is necessary to prevent other members and fittings from being arranged so as not to interfere with the beam. Accordingly, since the cargo oil line 47 needs to be disposed so as not to interfere with the conical region, it is necessary to further increase the area of the bottom 122a. Thus, since the slop tank 122 needs to ensure a large area in the bottom part 122a, a capacity | capacitance becomes large in connection with it. Therefore, it is necessary to ensure a large distance between the fourth horizontal partition wall 134 and the third horizontal partition wall 133. Further, since the slop tank 122 has a depth up to the position of the inner bottom plate 17, the water pressure in the vicinity of the bottom portion 122a increases when oily sewage is accumulated. Therefore, it is necessary to design such that the thickness of the constituent parts of the slop tank 122 is increased and a reinforcing member is provided so as to withstand the water pressure.

  On the other hand, according to the ship 10 of the present embodiment, since the slop tank 22 is disposed on the step 58 of the lower pump chamber 21b, the bottom of the slop tank 22 is a conventional technique (for example, the structure of the above-described comparative example). ) And the water head of the slop tank 22 is lower than the conventional one. For this reason, it becomes possible to reduce the water pressure of the oily sewage stored in the slop tank 22 and the cargo oil to be loaded, and the components of the slop tank 22 can be reduced in weight.

  More specifically, the bottom 122a of the slop tank 122 of the comparative example is set at the position of the inner bottom plate 17, whereas the bottom 22a of the slop tank 22 of the present embodiment is the position of the step 58 of the lower pump chamber 21b. Set to For example, when the liquid level of the oily sewage in the slop tank 122 and the liquid level of the oily sewage in the slop tank 22 are the same, the head of the slop tank 22 having a shallow depth is lower. Therefore, if the water pressure acting near the bottom portion 122a is compared with the water pressure acting near the bottom portion 22a, the water pressure acting near the bottom portion 22a is lower. Further, when the capacity of the slop tank 122 is large as in the comparative example, the inertial force to be taken into consideration increases, but in the slop tank 22 according to the present embodiment, the inertial force to be taken into account can be reduced. Accordingly, the structural force of the slop tank 22 according to the present embodiment can be reduced, the number of reinforcing members, and the like can be reduced because the acting force is reduced. Thereby, weight reduction of the structural component of the slop tank 22 can be achieved.

  Further, the step 58 of the lower pump chamber 21b includes a step 68 protruding toward the bow side from the upper pump chamber 21a, and the slop tank 22 is disposed on the step 68 protruding toward the bow side. Can be easily secured.

  Further, since the cargo oil line 47 penetrates the lower pump chamber front lateral partition wall 52 that separates the lower pump chamber 21b and the cargo oil tank 23, the cargo oil line, as in the prior art, connects the pump chamber and the slop tank. Compared with the case where the two horizontal partition walls of the horizontal partition wall, the slop tank and the cargo oil tank are separated, the number of penetrating portions is reduced, and the workability is improved. In addition, since the cargo oil line 47 that has been conventionally arranged is eliminated from the slop tank 22, it is possible to increase the degree of freedom of arrangement of fittings such as ladders in the slop tank 22.

  Further, in the slop tank 122 according to the comparative example, it is necessary to secure an area for arranging the cargo oil line 47 in the bottom portion 122a, and thus the capacity of the slop tank 122 is large. On the other hand, in the slop tank 22 according to the present embodiment, it is not necessary to secure an area for arranging the cargo oil line 47. Therefore, the area of the bottom 22a can be suppressed to the minimum necessary area for securing the oil / water separation performance. Thereby, the capacity | capacitance of the slop tank 22 can be made small.

  As shown in FIG. 11B, by reducing the capacity of the slop tank 22, the fourth horizontal partition wall 34 can be moved closer to the stern side than the fourth horizontal partition wall 134 of the comparative example. Here, the pump chamber 21 has a configuration in which the lower pump chamber 21b is projected to the bow side so as to ensure a step 58 for arranging the slop tank 22. Accordingly, the capacity of the upper pump chamber 21a can be reduced by the amount of increase in the capacity of the lower pump chamber 21b on the bow side. For example, the structure 150 arranged in the upper pump chamber 121a in the comparative example can be arranged in a space below the step 58 of the lower pump chamber 21b. Accordingly, the third horizontal partition wall 33 can be moved closer to the stern side than the third horizontal partition wall 133 of the comparative example, and the slop tank 22 can be further moved closer to the stern side. As described above, the ship 10 according to the present embodiment can increase the capacity of the cargo oil tank 23 as compared with the comparative example.

  The slop tank front horizontal partition wall 54 separating the slop tank 22 and the cargo oil tank 23 is provided with a horizontal girder 60 extending in the lateral direction of the hull 11, and the slop tank rear horizontal partition wall 33 forming the slop tank 22, A plurality of reinforcing struts 62 extending in the vertical direction are provided between the tank front horizontal partition wall 54, that is, since a plurality of struts 62 are provided in addition to the horizontal girder 60, the horizontal girder 60 is provided. Can be made into a small girder without increasing the size, and the weight can be reduced.

  More specifically, since the slop tank 122 of the comparative example has a large capacity, the dimension between the third horizontal partition wall 133 and the fourth horizontal partition wall 134 is large. When a strut extending in the vertical direction is provided at a location having a large dimension in this manner, the strut is weak against buckling, and thus it may be difficult to ensure sufficient strength. Accordingly, the slop tank 122 of the comparative example requires a large horizontal girder 153 because the strut cannot be provided, and the horizontal girder 153 does not interfere with the radar measurement area MP. Strength was ensured by providing a parallel girder 153 on the bow side (see, for example, FIG. 12). On the other hand, since the slop tank 22 of this embodiment has a small capacity and a small size in the vertical direction, it is possible to reduce the effect of strut buckling. That is, since it becomes possible to provide a plurality of struts 62 for the slop tank 22, the horizontal girder 60 can be made smaller than that of the comparative example. Furthermore, since the horizontal girder 60 can be made smaller, even if the horizontal girder 60 is provided on the stern side of the fourth horizontal partition wall 134, interference with the radar measurement area MP can be avoided. Thus, in the present embodiment, the horizontal girder 60 can be provided on the stern side of the fourth horizontal partition wall 134. Furthermore, by providing the horizontal girder 60 on the stern side, the span of the strut 62 can be shortened, and a synergistic effect that the weight can be reduced can be obtained.

  Further, in the present embodiment, a radar-type liquid level gauge (not shown) for detecting the liquid level is disposed on the upper deck 12 constituting the slop tank 22, and the liquid level of the slop tank 22 is changed. I try to detect it. For this reason, there exist the following effects and effects. That is, the bottom of the slop tank 22 is positioned above the conventional level, and the area of the bottom of the tank necessary for radar irradiation can be reduced as compared with the conventional level. Get higher. Further, since the slop tank 22 does not have the cargo oil line 47 that is the greatest obstacle to radar irradiation, it is possible to reduce the restriction on the irradiation position (arrangement of the radar type liquid level gauge).

  More specifically, as shown in FIG. 13B, the bottom 22a where the measurement region MP is set is set at a position higher than the bottom 122a of the comparative example. Therefore, when the diameter of the measurement region MP of the bottom portion 122a is D1, and the diameter D2 of the measurement region MP of the bottom portion 22a is, the diameter D2 of the measurement region MP of the bottom portion 22a is smaller. Therefore, the area of the bottom 22a necessary for radar irradiation can be reduced as compared with the comparative example.

  Further, in the present embodiment, as described above, the slop tank 22 may or may not have a transling. When a transling is provided, the spacing in the front-rear direction of the slop tank 22 is determined. The slop tank 22 can be shortened in the front-rear direction because it is not necessary to align the spacing between the trans rings of the cargo oil tanks 23 to 28 in the front-rear direction. As a result, the slop tank 22 can be further reduced in weight. As described above, the slop tank 22 is shortened in the front-rear direction as compared with the conventional case, but when the same amount of oily sewage as that in the conventional slop tank is put in the slop tank 22, Since the water head is higher than that in the case of the conventional slop tank, the oil / water separation performance can be maintained.

  FIG. 10 is a perspective view showing a stern side of a ship according to another embodiment of the present invention and showing a slop tank, a pump room, an engine room, and a cofferdam.

  This embodiment is different from the previous embodiment in that the lateral bulkhead on the bow side of the upper pump chamber 21a of the previous embodiment (the convex portion 56 of the third lateral bulkhead 33 (see FIG. 4)) is further located on the bow side. The lower pump chamber 21b is flush with the lower pump chamber front transverse partition wall 52, and the step 58 between the upper pump chamber 21a and the lower pump chamber 21b is projected to the left and right sides of the upper pump chamber 21a. 69, 69, and the slop tank 22 is disposed on the steps 69, 69 on the left and right sides of the upper pump chamber 21a without being positioned on the bow side from the pump chamber 21. Even if comprised in this way, the capacity | capacitance of the slop tank 22 is easily securable similarly to previous embodiment.

  The slop tank 22 is divided into two tanks, a port side tank and a starboard side tank. In one tank, newly supplied oily sewage is stored and oil-water separation is performed. In the other tank, the treated water separated in the one tank is stored. Therefore, the one tank and the other tank are connected by a communication channel. When the form of FIG. 10 is adopted, one tank and the other tank of the slop tank 22 are arranged in a separated state. Therefore, piping is provided outside the slop tank 22 and both tanks are connected by the piping. On the other hand, in the form of FIG. 4, one tank and the other tank are arranged adjacent to each other with one partition wall interposed therebetween. Therefore, both tanks are connected by providing a communication hole in the partition wall. As described above, when the configuration shown in FIG. 4 is adopted, piping arranged outside the slop tank 22 can be omitted.

  Although the present invention has been specifically described above based on the embodiment, the present invention is not limited to the above embodiment. For example, in the above embodiment, the tank is a cargo oil tank and the ship is an oil tanker. However, it can be applied to LPG ships that contain liquefied natural gas in cargo tanks and cargo oil lines as cargo lines, and ships that contain liquid in cargo tanks. It is applicable also to the ship which is not employ | adopted. Moreover, as above-mentioned, the liquid accommodated in a cargo tank may be stored in the slop tank 22 depending on timing besides oil-sewage. The present invention is applicable to a ship including a pump chamber in which a pump is disposed, a slop tank that stores liquid, and a cargo tank that is disposed on the bow side of the pump chamber.

  DESCRIPTION OF SYMBOLS 10 ... Ship, 11 ... Hull, 21 ... Pump chamber, 21a ... Upper pump chamber, 21b ... Lower pump chamber, 22 ... Slop tank, 23-28 ... Cargo oil tank (cargo tank), 33 ... Slop tank rear transverse bulkhead ( 3rd horizontal partition), 47 ... Cargo oil line (cargo line), 48 ... Pump, 52 ... Lower pump chamber front horizontal partition (below the 4th horizontal partition), 54 ... Slop tank front horizontal partition (4th horizontal) 58, 68, 69 ... step, 60 ... horizontal girder, 62 ... strut.

Claims (5)

A ship provided with a pump chamber in which a pump is disposed, a cargo tank disposed on the bow side of the pump chamber, and a slop tank for storing liquid,
The pump chamber includes a lower pump chamber and an upper pump chamber disposed on the lower pump chamber through a step,
The slop tank is disposed on the step of the lower pump chamber,
The ship, wherein the cargo tank is disposed closer to the bow than the pump chamber and the slop tank. The step of the lower pump chamber comprises a step protruding toward the bow from the upper pump chamber,
The ship according to claim 1, wherein the slop tank is disposed on a step projecting toward the bow side. The step of the lower pump chamber includes a step protruding to the left and right sides of the upper pump chamber,
The ship according to claim 1, wherein the slop tank is disposed on a step projecting to the left and right sides.   4. A cargo line that passes through a lower horizontal partition wall that separates the lower pump chamber and the cargo tank and connects the pump of the lower pump chamber and the cargo tank is provided. The ship according to any one of the above. A horizontal girder extending in the transverse direction of the hull is provided on the front side bulkhead of the slop tank separating the slop tank and the cargo tank,
A plurality of reinforcing struts extending in the vertical direction are provided between a stern tank rear lateral bulkhead on the stern side forming the slop tank and the slop tank front lateral bulkhead. Item 5. The ship according to any one of Items 1 to 4.

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