JP6206771B2 - Ship - Google Patents

Description

  The present invention relates to a ship.

  Generally, a ship is designed to have a stability that can return to a normal position even if it is tilted to the left or right. Also, due to the recent strengthening of the restoration stability rules at the time of damage, the demand for the remaining restoration power after the ship is damaged and flooded has become stricter. That is, when a ship is inundated due to damage, the inundation affects the stability. Therefore, it is required to secure a necessary restoring force even at the time of inundation.

For example, Patent Document 1 discloses a method of ensuring stability at the time of damage in a ship by introducing seawater that has been submerged in the ship body due to damage into a void formed in the center of the ship width direction near the ship bottom. A method of lowering is disclosed.
Furthermore, in this patent document 1, an opening is provided at a position where the ship is submerged in a final equilibrium state at the time of damage in the ship, water introduced from the opening is guided to the cofferdam, and a void near the ship bottom is passed through the cofferdam. A technique to be introduced in is disclosed. In general, the cofferdam is not in contact with the left and right side outer plates of the hull, and is provided on the center side in the ship width direction so as to be separated from the outer plate.

JP 2008-94345 A

  By the way, in the technique of the above-mentioned patent document 1, since water is introduced into the void at the bottom of the ship only after the opening is submerged in water, for example, from the start of inundation due to damage to the outer plate until the stability is secured. It takes a considerable amount of time. In addition, if water is introduced only into other spaces such as the engine room, cargo hold, ballast tank, etc. without water being introduced into the space near the bottom of the ship when the outer skin on the shore side is damaged, The center of gravity cannot be lowered, and it may be difficult to ensure stability.

  This invention is made | formed in view of such a subject, Comprising: It aims at providing the ship which can ensure the stability at the time of damage appropriately.

The present invention employs the following means in order to solve the above problems.
That is, the ship according to the first aspect of the present invention includes a hull having a left and right dredging side and a skin that forms the bottom of the ship, and is a double space that is disposed on the bottom side of the ship and extends in the fore and aft direction. A pair of bottom pipe passages and a pair arranged on both sides in the width direction of the ship, and a space extending upward while touching the outer plate from the bottom side toward the outside in the width direction of the ship , and a lower end of the double bottom A ridge side cofferdam communicating with the pipe passage is formed.

  When the outer plate is damaged due to a collision or the like of the ship, water is introduced from the outside into the coffin dam through the damaged part because the coffin dam is in contact with the outer plate. The water introduced into the shore side cofferdam in this manner flows downward along the outer side of the shore side cofferdam, and is then introduced into the double bottom pipe passage communicating with the heel side cofferdam. Thereby, the center of gravity of the hull can be lowered.

  In the above-mentioned ship, the pair of shore side cofferdams are formed at the same fore-and-aft direction position, and are a space that divides the inside of the hull in the fore-and-aft direction between the pair of shore side cofferdams inside the hull. A central cofferdam whose lower end communicates with the double bottom pipe passage may be formed.

  As a result, when damage occurs near the bow-side position of the center side cofferdam on the outer plate, water is introduced into the area inside the hull that the center side cofferdam divides, and at the same time, Is introduced. Therefore, even if water is introduced into the area demarcated by the central cofferdam, water is also introduced into the double bottom pipe passage that greatly contributes to the improvement of stability. Sex can be secured.

  In the ship, an engine room in which the main engine is disposed and a cargo hold disposed on the bow side of the engine room and on the upper side of the double bottom pipe passage are formed in the hull, and the center The side cofferdam may partition the engine room and the cargo hold in the bow-stern direction.

  As a result, the heel side cofferdam is arranged at the boundary between the engine room and the cargo hold. Therefore, when damage occurs near the boundary between the engine room and the cargo hold on the outer side plate, water is introduced into the engine room and the cargo hold, and at the same time, water is also introduced into the side cofferdam. The Therefore, even if water stability is reduced due to the introduction of water into the engine room and cargo hold, water is also introduced into the double bottom pipe passage that greatly contributes to the improvement of stability. Can be secured.

  The ship may include a fuel tank in which fuel of the main engine is accommodated between the center side cofferdam and the pair of side cofferdams inside the hull.

  Thereby, the arrangement | positioning space between a center side cofferdam and a ridge side cofferdam can be used efficiently.

  In the ship, the hull has a pair of ballast tanks arranged on both sides in the width direction of the ship inside the hull, and the dredging cofferdam is on either side of the bow-stern direction of the pair of ballast tanks. You may arrange | position adjacently.

  As a result, when damage occurs in the vicinity of the ballast tank on the outer plate, water is introduced into the ballast tank and at the same time, water is introduced into the coffin dam. Therefore, even if water stability is reduced due to the introduction of water into the ballast tank, water will also be introduced into the double bottom pipe passage that greatly contributes to the improvement of stability. Can do.

  According to the ship of the present invention, the stability at the time of damage can be appropriately ensured.

It is a side view of the ship concerning the embodiment of the present invention. It is a schematic diagram which shows the positional relationship of an engine room, a shore side cofferdam, a center side cofferdam, a ballast tank, a fuel tank, and a double bottom pipe passage when the ship which concerns on embodiment of this invention is seen from the side. It is AA sectional drawing of FIG. It is BB sectional drawing of FIG. It is CC sectional drawing of FIG. It is DD sectional drawing of FIG. It is a side view of the ship of the modification of embodiment which concerns on this invention.

Hereinafter, a ship according to an embodiment of the present invention will be described in detail with reference to FIGS.
As shown in FIGS. 1 and 2, the ship 100 includes a hull 1, a plurality of LNG tanks 45, and a continuous tank cover 50, and a damaged water guide section 70 is formed inside the hull 1. .
In the present embodiment, an LNG ship that transports liquefied natural gas (LNG) is described as an example of the ship 100, but the ship type of the ship 100 is not limited to a specific type, and other resources and cargo are transported. Various ship types such as a carrier ship and a passenger ship can be employed.

  The hull 1 has a skin 4 that forms left and right sides 2 and a ship bottom 3. The outer plate 4 includes a boat side outer plate 4 a that forms the left and right sides 2 and a ship bottom outer plate 4 b that forms the boat bottom 3. As shown in FIGS. 3 to 6, the hull 1 is formed in a substantially box shape with a cross section perpendicular to the bow-stern direction by the outer plate 4.

Inside the hull 1, an engine room 10, a cargo hold 20, a ballast tank 30 and a fuel tank 40 are provided.
The engine room 10 is provided in the stern side of the hull 1, and a main engine 11 (not shown) is disposed in the engine room 10. The main engine 11 drives a screw 5 provided at the stern of the hull 1. Further, an upper structure 60 such as a wheelhouse or a living area is provided on the upper deck 6 immediately above the engine room 10.

  The cargo hold 20 is provided on the bow side of the engine room 10 inside the hull 1. The cargo hold 20 has a receiving recess 21 that is recessed from the upper deck 6 toward the bottom 3 and extends in the bow-stern direction. In the cargo hold 20, a plurality of partition walls 22 (three in this embodiment) are provided at intervals in the bow-stern direction to divide the space in the housing recess 21 in the bow-stern direction. Thus, a plurality (four in this embodiment) of storage compartments 23 are formed in the storage recess 21 so as to be arranged in the bow-stern direction.

  A plurality of ballast tanks 30 are provided inside the hull 1, and are arranged along the outer plates 4 on the left and right and front and rear sides of the hull 1, for example. 1 and 2, only the ballast tank 30 disposed in the storage section 23 on the most stern side in the cargo hold 20 is illustrated, and the others are not illustrated. Hereinafter, only the illustrated ballast tank 30 will be described, and description of the other ballast tanks 30 will be omitted.

  As shown in FIG. 5, the ballast tanks 30 arranged in the accommodation section 23 closest to the stern side are provided on both sides in the ship width direction inside the hull 1. A pair is provided at intervals in the direction. The pair of ballast tanks 30 extends upward along the ship side from the ship bottom 3 toward the outside in the ship width direction from the center in the ship width direction. These ballast tanks 30 are arranged so as to be in contact with the ship bottom outer plate 4b forming the ship bottom 3 and the dredging side outer plate 4a forming the dredging side 2, respectively.

As shown in FIGS. 1 and 2, these ballast tanks 30 are arranged at the same fore-and-aft direction positions apart from the boundary between the cargo hold 20 and the engine room 10 toward the bow side.
A space capable of accommodating ballast water is formed in the ballast tank 30, and the weight and the position of the center of gravity of the hull 1 are adjusted by introducing the ballast water into the space.

As shown in FIGS. 1, 2, 3, and 4, a pair of fuel tanks 40 are provided in the cargo compartment 20 at the most stern side accommodation section 23, spaced apart in the ship width direction. A pair is provided on the left and right inside the hull 1 with a gap in the width direction. As shown in FIGS. 3 and 4, these fuel tanks 40 are disposed at positions spaced from the left and right outer plates 4 inside the hull 1 to the inside in the ship width direction and spaced upward from the ship bottom outer plate 4 b. ing. In addition, these fuel tanks 40 are arranged at the same fore-and-aft position, and more specifically, as shown in FIGS. 1 and 2, so as to be in contact with the boundary between the cargo hold 20 and the engine room 10. And it arrange | positions so that the bow side may contact a pair of ballast tank 30, respectively.
In the fuel tank 40, a space capable of accommodating fuel used in the main engine 11 is formed. The fuel in the fuel tank 40 can be introduced into the main engine 11 through a fuel pipe (not shown).

As shown in FIG. 1, a plurality of LNG tanks 45 are arranged along the bow-stern direction in the accommodation recess 21 of the cargo hold 20. In the present embodiment, one LNG tank 45 is arranged in each of the plurality of accommodation sections 23. Has been. Each of the LNG tanks 45 has a spherical shape, and only the lower hemisphere portion is disposed in the accommodating section 23, and the upper hemisphere portion is disposed so as to protrude upward from the upper deck 6. The lower hemisphere portion of the LNG tank 45 is supported by a support portion (not shown) provided in each storage compartment 23.
The ballast tank 30 and the fuel tank 40 described above are disposed on both sides in the ship width direction of the LNG tank 45 of the accommodation section 23 on the most stern side. More specifically, the LNG tank 45 is disposed so as to avoid the LNG tank 45 in the stern side of the LNG tank in the stern direction so as not to erode the arrangement space of the LNG tank 45.

  The continuous tank cover 50 is a cover for covering the LNG tank 45, and is disposed so as to continuously cover the plurality of LNG tanks 45 in the bow-stern direction as shown in FIG. The continuous tank cover 50 is formed in an arch shape (gate shape) surrounding the upper part of the LNG tank 45 in a cross section orthogonal to the bow-stern direction. An end portion on the bow side of the continuous tank cover 50 is formed so as to taper toward the bow side. Further, the stern side end of the continuous tank cover 50 is formed so as to taper toward the stern side.

  Next, the damaged water conveyance section 70 formed in the hull 1 will be described. The damaged water conveyance section 70 is formed of a double bottom pipe passage 71, a center side cofferdam 72, and a pair of ridge side cofferdams 73.

  As shown in FIGS. 1 to 6, the double bottom pipe passage 71 is a space formed so as to extend in the bow-stern direction at the center in the ship width direction and on the ship bottom 3 side in the hull 1. More specifically, the double bottom pipe passage 71 is a space extending in the fore-and-aft direction defined in the double bottom at the bottom of the cargo hold 20, and includes the bottom plate of the receiving recess 21 and the ship bottom outer plate in the cargo hold 20. A partition is formed between 4b and 4b. As a result, the cargo hold 20 is positioned above the double bottom pipe passage 71. In the double bottom pipe passage 71, various pipes (not shown) such as pipes for connecting a plurality of ballast tanks 30 (including a ballast tank not shown) to each other are provided.

  As shown in FIGS. 1 and 2, the double bottom pipe passage 71 has an end on the stern side reaching the boundary between the engine room 10 and the cargo hold 20, and an end on the bow side is the cargo hold 20. To the end of the bow side. As shown in FIGS. 3 to 6, the double bottom pipe passage 71 has a cross-sectional shape orthogonal to the bow-tail direction with the ship width direction as the longitudinal direction. The size of the double bottom pipe passage 71 in the ship width direction is set to be smaller than the width of the hull 1, that is, the both ends of the double bottom pipe passage 71 in the ship width direction are the outer skins 4 forming the heel side 2. From the inside of the ship in the width direction.

  As shown in FIGS. 1 to 3, the central cofferdam 72 is a space that separates the engine room 10 and the cargo hold 20 by being formed at the boundary between the engine room 10 and the cargo hold 20. The center side cofferdam 72 is defined between a wall plate serving as a boundary between the engine room 10 and the cargo hold 20 and a wall plate on the stern side of the accommodating recess 21 disposed away from the wall portion in the bow direction. It is made.

The center side cofferdam 72 extends in the vertical direction of the hull 1, that is, the upper end of the center side cofferdam 72 reaches the upper deck 6, and the lower end of the center side cofferdam 72 reaches the double bottom pipe passage 71. Further, the ends of the center side cofferdam 72 on both sides in the ship width direction are arranged at a distance from the shore side outer plate 4a forming the shore side 2 and the inside in the ship width direction. That is, the ends of the center side cofferdam 72 on both sides in the width direction of the ship are spaced apart from the shore side outer plate 4a on the inner side in the width direction of the ship.
The lower end of the center side cofferdam 72 is connected to the double bottom pipe passage 71, that is, the lower end of the center side cofferdam 72 is connected to the double bottom pipe passage 71.

  As shown in FIGS. 1 to 4, the shore side cofferdam 73 is a space in which a pair is formed on both sides in the ship width direction in the hull 1 with a space in the ship width direction. The pair of coffin dams 73 are disposed between the outer plate 4 including the outer plate 4a and the bottom plate 4 and the wall plate that is disposed on both sides in the ship width direction of the outer plate 4 and defines the side wall of the housing recess 21. Is defined. As a result, the pair of dredging cofferdams 73 extends along the outer plate 4 from the bottom 3 side toward the both sides in the width direction of the ship, that is, from the bottom 3 side toward the outside in the width direction, respectively. The plate 4 extends upward while in contact with the plate 4.

  The upper ends of the lower cofferdams 73 reach the upper deck 6 respectively. On the other hand, the lower end of the coffin dam 73 is connected to the double bottom pipe passage 71, that is, the lower end of the cofferdam 73 is connected to the double bottom pipe passage 71. Thus, the outer side plate 4 is formed so as to be in contact with the outer plate 4 from the cofferdam 73 double bottom pipe passage 71 to the upper deck 6.

Further, the pair of shore side cofferdams 73 are disposed at the same bow-and-tail position, and are further disposed at the bow-and-tail positions including the boundary between the engine room 10 and the cargo hold 20. As a result, the pair of anchor-side cofferdams 73 are disposed at the same fore-and-aft position as the center-side cofferdam 72. In the present embodiment, the stern side ends of the pair of side cofferdams 73 are arranged so as to coincide with the boundary between the engine room 10 and the cargo hold 20, that is, in contact with the engine room 10.
Furthermore, the upper part of a pair of shore side cofferdam 73 is spaced apart from the center side cofferdam 72 in the ship width direction. On the other hand, in the present embodiment, the lower part of the pair of coffin dams 73 is connected to the central cofferdam 72 from the width direction, that is, the lower part of the pair of coffin dams 73 communicates with the central cofferdam 72.

  Further, the size of the pair of shore side cofferdams 73 in the bow-stern direction is set to be larger than the size of the center side cofferdam 72 in the bow-stern direction, that is, the thickness of the center side cofferdam 72. In the present embodiment, the stern side ends of the side cofferdam 73 and the center side cofferdam 72 coincide with the boundary between the engine room 10 and the cargo hold 20, respectively. It is arranged so that the side protrudes toward the bow side.

  The pair of fuel tanks 40 described above are disposed so as to fit between the pair of ridge side cofferdams 73 and the center side cofferdam 72 as shown in FIGS. 3 and 4. That is, the pair of tanks are arranged so as to be sandwiched between the center side cofferdam 72 and the shore side cofferdam 73 from the ship width direction, respectively. In addition, the wall board | substrate inside the ship width direction which defines the shore side cofferdam 73 has the site | part extended in the ship width direction, and is mounted so that the fuel tank 40 may contact | connect on the said site | part.

  Further, as shown in FIGS. 1 and 2, the pair of shore side cofferdams 73 is disposed adjacent to the stern side of the pair of ballast tanks 30. That is, the shore side cofferdam 73 is in contact with the pair of ballast tanks 30 from the stern side. As a result, the pair of anchor-side cofferdams 73 are in contact with the engine room 10 at the stern side end over the entire ship height direction, while the end on the bow side is in contact with the ballast tank 30. It arrange | positions so that it may be pinched | interposed into the ballast tank 30 from the bow-stern direction.

  Thus, the water conveyance section 70 at the time of the damage includes the double bottom pipe passage 71 formed along the ship bottom 3, the center side cofferdam 72 extending upward from the stern side end of the double bottom pipe passage 71 bottom passage, A narrow cofferdam 73 extending upward while contacting along the outer plate 4 from the bottom pipe passage 71 toward both sides in the width direction of the boat is communicated with each other to form a space in the hull 1.

Next, the operation of the ship 100 according to this embodiment will be described.
When an accident such as a collision occurs during the navigation of the ship 100, the outer plate 4 may be damaged. At this time, if the damaged portion is in the same fore-and-aft direction position as the shore side cofferdam 73 on the shore side outer plate 4a, water is introduced from the outside into the shore side cofferdam 73 through the damaged portion of the shore side outer plate 4a. That is, since the coffin dam 73 is formed so as to be in contact with the outer plate 4, if the coffin outer plate 4 a is damaged, water is first introduced into the coffin dam 73.

  Thus, the water introduced into the dredging side cofferdam 73 flows downward along the inner side of the dredging side outer plate 4a and the bottom bottom plate 4b, that is, toward the bottom 3 of the vessel. And since the lower end of the coffin dam 73 is connected to the double bottom pipe passage 71, the water flowing through the coffin dam 73 is introduced into the double bottom pipe passage 71. In this way, the water introduced into the hull 1 from the outside through the damaged portion of the outer plate 4 is sequentially introduced into the double bottom pipe passage 71, whereby the weight of the ship bottom 3 side in the hull 1 can be increased. . As a result, the center of gravity of the hull 1 including the weight of water to be introduced transitions to the bottom 3 side. As described above, when the center of gravity of the hull 1 is lowered, the stability of the ship 100 is generally increased. As a result, the safety level of the ship 100 at the time of damage can be improved.

  Thus, in this embodiment, since it can be directly introduced into the double bottom pipe passage 71 that contributes to the improvement of stability, directly through the damaged portion of the outer plate 4 (particularly the heel side outer plate 4a), It is possible to quickly and appropriately secure the stability at the time of damage.

In addition, since the pair of coffin dams 73 are disposed at the same fore-and-aft position as the center-side cofferdam 72, both sides of the center-side cofferdam 72 in the fore-and-aft direction through the damaged portion when the outer plate 4 is damaged. When water is introduced into this area, water is also introduced into the coffin dam 73 at the same time.
In particular, in this embodiment, since the center side cofferdam 72 partitions the engine room 10 and the cargo hold 20, the heel side cofferdam 73 is disposed at the boundary between the engine room 10 and the cargo hold 20. Therefore, when damage occurs in the vicinity of the boundary between the engine room 10 and the cargo hold 20 in the heel side outer plate 4a, water is introduced into the engine room 10 and the cargo hold 20 and at the same time in the heel side cofferdam 73. Water is introduced.

  Here, if water is introduced only into the engine room 10 and the cargo hold 20 from the outside, the ship height positions of the engine room 10 and the cargo hold 20 are higher than the double bottom pipe passage 71. The center of gravity cannot be lowered properly, and in some cases, the stability of the hull 1 may be lowered. On the other hand, in the present embodiment, water is introduced into the double bottom pipe passage 71 in addition to the engine room 10 and the cargo hold 20 in the case of the damage described above. Even if water is introduced inside, the center of gravity of the hull 1 can be appropriately shifted to the bottom 3 side. Accordingly, it is possible to appropriately ensure the stability of the hull 1 at the time of damage.

  Further, since the fuel tank 40 is provided between the center side cofferdam 72 and the pair of coffin dams 73 inside the hull 1, the arrangement space between the center side cofferdam 72 and the coffin dam 73 is efficient. Can be used for

  In addition, since the shore side cofferdam 73 and the ballast tank 30 are arranged adjacent to each other in the bow-stern direction, if damage occurs in the vicinity of the ballast tank 30 in the shore side outer plate 4a, water is introduced into the ballast tank 30 from the outside. As water is introduced, water is also introduced into the coffin dam 73 on the shore side. As described above, even if water is introduced into the ballast tank 30 as described above, water can be introduced to the double bottom pipe passage 71 that contributes most to the decrease in the center of gravity via the coffin dam 73, so that the water can be damaged. It becomes possible to ensure the stability of the hull 1 appropriately.

In particular, in this embodiment, the stern side end of the side cofferdam 73 is in contact with the boundary between the engine room 10 and the cargo hold 20, and the bow side end of the side cofferdam 73 is in the cargo hold 20. It is in contact with the ballast tank 30 arranged on the most stern side. In other words, the side cofferdam 73 is disposed so as to be sandwiched between the engine room 10 and the ballast tank 30 disposed on the most stern side in the cargo hold 20 from the stern direction.
As a result, even if the outer plate is damaged and water is introduced into the three compartments of the engine room 10, the cargo hold 20, and the ballast tank 30, the double bottom pipe passage 71 that contributes most to the lowering of the center of gravity. Since water can be introduced into the interior, the stability of the hull 1 as a whole can be ensured.

  The embodiment of the present invention has been described above, but the present invention is not limited to this, and can be appropriately changed without departing from the technical idea of the present invention.

For example, in the embodiment, an example in which a plurality of LNG tanks 45 are covered with one continuous tank cover 50 has been described. However, the present invention is not limited to this. For example, a single tank cover 51 as shown in the modification of FIG. The structure provided may be sufficient.
In the modified example, the plurality of LNG tanks 45 are each covered with a single tank cover 51 in the upper hemisphere portion of the LNG tank 45. The single tank cover 51 has a hemispherical shape along the upper hemispherical portion of the LNG tank, and each LNG tank 45 is accommodated inside thereof. In addition, a uniform interval is formed between the individual tank covers 51 that cover the adjacent LNG tanks 45.

  Also in such a modification, since the coffin dam 73 on the heel side is formed as in the embodiment, it is introduced directly into the double bottom pipe passage 71 that contributes most to the improvement of stability through the damaged part of the outer plate 4. be able to. As a result, the stability at the time of damage can be secured promptly and appropriately.

Further, for example, in the embodiment, the dredging cofferdam 73 is arranged at the boundary between the engine room 10 and the cargo hold 20 similarly to the central cofferdam 72. However, the present invention is not limited to this, and the dredging cofferdam 73 is arranged in the fore / aft direction. It may be provided at any position.
In particular, it is preferable to provide the coffin dam 73 in the vicinity of a device or space in which stability is reduced by introducing water from the damage when the outer plate 4 is damaged. As a result, when water is introduced into the equipment and space at the time of damage, water can be introduced also into the double bottom pipe passage 71 that contributes to the most improvement in stability. Can do.

  In the embodiment, the central cofferdam 72 is disposed at the boundary between the engine room 10 and the cargo hold 20. However, the present invention is not limited to this, and the central cofferdam 72 may be disposed in another part of the hull 1. For example, instead of the partition wall 22 in the storage recess 21 of the cargo hold 20, a central side cofferdam 72 may be arranged, and the central side cofferdam 72 may define the storage section 23.

  At this time, if the side cofferdam 73 is disposed at the same fore-and-aft position as the center side cofferdam 72, water is introduced into each region in the hull 1 partitioned by the center side cofferdam 72 when the outer plate 4 is damaged. At the same time, water can be introduced into the double bottom pipe passage 71 via the heel side cofferdam 73. As a result, even if water is introduced into the region within the hull 1 and the stability is lowered, the water is introduced into the double bottom pipe passage 71 that is most effective in improving the stability. Can be secured.

  It should be noted that the shore side cofferdam 73 may be arranged at a different position in the fore-and-aft direction than the center side cofferdam 72, or the pair of eaves-side cofferdams 73 may be arranged at different positions in the fore and aft direction.

From the viewpoint of ensuring stability when water is introduced into the engine room 10 and the cargo hold 20 at the time of damage, the engine room 10 and the cargo are at least within the range of the bow-side cofferdam 73 in the fore-and-aft direction. The coffin dam 73 may be formed so that the boundary with the hold 20 is located.
At the same time, if the ballast tank 30 is arranged in contact with the coffin dam 73 on the heel side, even if water is generated in the three compartments of the engine room 10, the cargo hold 20 and the ballast tank 30 as in the embodiment, Restorability can be ensured by the occurrence of water in the cofferdam 73.

  Moreover, the setting of the dimension of the bow tail direction of the shore side cofferdam 73 is arbitrary. Therefore, for example, it is also possible to provide the shore side cofferdam 73 over the entire bow-tail direction of the cargo hold 20 or over the range beyond it. However, an increase in the size of the stern side cofferdam 73 in the fore-and-aft direction leads to an increase in useless space during normal times. Therefore, it is preferable to appropriately set the location and dimensions of the shore side cofferdam 73 in accordance with the needs of each ship type.

  Further, in the embodiment, the example in which the ballast tank 30 is disposed adjacent to the bow side of the dredging side cofferdam 73 has been described, but the ballast tank 30 may be disposed adjacent to the stern side of the dredging side cofferdam 73. In other words, the ballast tank 30 may be disposed so as to be adjacent to either one of the bow-side cofferdams 73 in the bow-stern direction. In this case as well, as in the embodiment, when water is introduced into the ballast tank 30 due to damage to the outer plate 4, water can be introduced into the coffin dam 73 at the same time. Thereby, the stability of the hull 1 can be secured.

  In the embodiment, the fuel tank 40 is disposed between the center side cofferdam 72 and the side cofferdam 73. However, the fuel tank 40 is not limited to the fuel tank 40, and tanks, devices, voids, and the like for other purposes may be disposed. Good. As a result, the space in the hull 1 can be effectively used.

  In the embodiment, the case where the outer plate 4 is damaged particularly in the shore side outer plate 4a has been described. However, even when the ship bottom outer plate 4b in the outer plate 4 is damaged due to grounding or the like, If the damaged part is the position of the stern side cofferdam 73 in the fore-and-aft direction, water can be introduced into the side cofferdam 73 through the damaged part. As a result, the stability can be ensured as described above.

DESCRIPTION OF SYMBOLS 1 ... Hull 2 ... Side side 3 ... Ship bottom 4 ... Outer plate 4a ... Outer side outer plate 4b ... Ship bottom outer plate 5 ... Screw 6 ... Upper deck 10 ... Engine room 11 ... Main engine 20 ... Cargo hold 21 ... Containment recess 22 ... Bulkhead 23 ... Container section 30 ... Ballast tank 40 ... Fuel tank 45 ... LNG tank 50 ... Continuous tank cover 51 ... Single tank cover 60 ... Upper structure 70 ... Water conveyance section 71 ... Double bottom pipe passage 72 ... Center side cofferdam 73 ... Bear side Cofferdam 100 ... ship

Claims (5)

It has a hull with skins on the left and right sides and the bottom of the ship,
Inside the hull,
A double bottom pipe passage which is a space arranged on the ship bottom side and extending in the bow-stern direction;
A pair is arranged on both sides of the ship width direction, and is a space extending upward while contacting along the outer plate as it goes from the ship bottom side toward the ship width direction outer side , and a lower end communicates with the double bottom pipe passage Minor cofferdam,
A ship characterized by being formed. The pair of shore side cofferdams are formed at the same fore and aft position,
Inside the hull is a space which is arranged between the pair of shore side cofferdams and divides the inside of the hull in the fore-and-aft direction, and a central side cofferdam whose lower end communicates with the double bottom pipe passage is formed. The ship according to claim 1, wherein: The hull is inside the hull,
An engine room where the main engine is located;
A cargo hold disposed on the bow side of the engine room and on the upper side of the double bottom pipe passage;
Have
The ship according to claim 2, wherein the central cofferdam partitions the engine room and the cargo hold in a bow-stern direction.   4. The ship according to claim 3, further comprising a fuel tank that accommodates fuel of the main engine, between each of the center side cofferdam and the pair of side cofferdams inside the hull. The hull has a ballast tank disposed inside the hull, with a pair disposed on both sides in the width direction of the ship,
The ship according to any one of claims 1 to 4, wherein the shore side cofferdam is disposed adjacent to one side of the bow-stern direction of the pair of ballast tanks.

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