JP6903851B2 - Ship - Google Patents

Description

The present invention relates to a ship, and more particularly to a ship having a stern bottom shape capable of improving course stability performance and reducing the impact of waves related to pitching of the hull and the like.

As one of the conventional techniques for improving the course stability performance in the maneuverability of a ship, a plate-shaped skeg is attached in a shape protruding downward from the inclined bottom of the stern, which rises backward (for example, a patent). Reference 1).

In such a stern-shaped structure, the base of the stern skin and the skeg has a substantially perpendicular shape to the bottom of the ship, so that the ship is pitched by the waves and the stern is exposed on the water surface. If the ship is submerged after the stern, the flat bottom surface of the stern will collide with the water surface, which has the disadvantage of increasing the impact on the hull.

In addition, the frictional resistance due to the water flow is also increased by providing the skeg, which increases the inundation area for this skeg, and the base part of this skeg is approximately right-angled when viewed in cross section. There is also a problem that turbulence and vortices are likely to occur, which adversely affects propulsion performance.

Japanese Unexamined Patent Publication No. 2004-9913

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a ship having a stern bottom shape capable of improving course stability performance and reducing the impact of waves related to pitching of the hull. There is.

The ship of the present invention for achieving the above object has a first cross section perpendicular to the hull direction in a region of 5% or more and 25 % or less of the water line length of the ship from the stern end to the nose side. The shape of the hull is such that the first lowermost position of the lowermost end on the hull center line is located above the keel line within a range of 0% or more and 5% or less of the mold depth of the ship, and from the hull center line to the hull side. The first lower end position at a position of 5% of the mold width of the ship is located in a range of 5% or more and 15% or less of the mold depth upward from the keel line, and in the first cross section, the center of the hull. The second lower end position at a position of 15% of the mold width of the ship is located on the ship side from the line in a range of 15% or more and 20% or less of the mold depth on the upper side of the keel line, and from the hull center line. The third lower end position at a position of 25% of the mold width of the ship on the ship side is located in a range of 15% or more and 30% or less of the mold depth on the upper side from the keel line, and from the first lower end position. The shape of the bottom of the ship in the range up to the first lower end position changes from a convex curve shape on the outer side of the hull to a convex curve shape on the inner side of the hull at a position between the first lowermost position and the first lower end position. A changing point is provided, and the first lower end position side has a downwardly convex curved shape, and the first lower end position side has a convex curved shape toward the inside of the hull, with the changing point as a boundary. range to said third lower end position (P3) from a first end position (P1) has a curve convex shape hull inner side, further, smoothly from the first lowermost position to the third lower end position It is characterized by having a continuous curved shape.

The stern end is the end of the water line surface of the set draft. The set draft refers to a draft draft for which it is desired to improve course stability and propulsion performance. For example, a full draft draft, a light draft draft (ballast draft), a scantling draft, a regular draft, and a standard draft. Draft, consumption state draft, sailing draft, draft in a specific loaded state from light load to full load, planned draft, etc.

According to this configuration, in the cross-sectional shape of at least a part of the stern portion in a predetermined range, the hull is inclined upward from the hull center line satisfying the above conditions toward the hull side and is convex toward the inside of the hull. By forming a hull with a curved shape and a cross-sectional shape, the hull itself can have a course holding function like a skeg. As a result, the course stability performance of the ship can be improved.

Furthermore, by making the range from the first lower end position to the third lower end position a curved shape that is convex toward the inside of the hull, even if the stern bottom is exposed and then submerged due to pitching of the hull, etc., the water flow can be prevented. It can be smoothly released to the ship side. Therefore, it is possible to significantly reduce the impact on the bottom of the ship due to the pitching of the hull, etc., as compared with the case where the skeg is attached to the substantially flat bottom of the ship according to the prior art.

Further, as compared with the case where the skeg is attached to the substantially flat bottom of the ship, the inundation area can be reduced by forming the curved shape, so that the frictional resistance can be reduced. Further, by making the cross-sectional shape of the bottom of the ship a smooth curved shape, turbulence of water flow and vortex are less likely to occur, so that propulsion resistance can be reduced. Further, since the available space inside the ship can be widened as compared with the case where the skeg is attached, the degree of freedom in arranging the equipment related to the tank and the engine can be increased. That is, since the integrated skeg can be used as a tank or a compartment, volumetric efficiency can be improved.

The overall length of the horizontal keel part can be lengthened, making it easier to support the hull on the construction dock or slipway, contributing to ensuring construction accuracy and improving construction efficiency during construction. In addition, the work of attaching the skeg becomes unnecessary, and the construction becomes easier than in the case of attaching the skeg.

In the above ship, in the first cross section, the second lower end position at a position of 15% of the mold width of the ship from the hull center line to the ship side is 15% of the mold depth upward from the keel line. When the configuration is located in the range of 20% or less, the curved shape from the first lower end position to the third lower end position becomes a more optimum ship bottom shape. Therefore, even when a wave collides with the bottom of the stern due to pitching of the hull or the like, the water flow can be smoothly released to the side of the ship. Therefore, it is possible to more effectively reduce the impact of the wave with respect to the pitching of the hull and the like.

With these configurations, the shape of the bottom of the ship can be made more suitable by reducing the impact of waves with respect to the pitching of the hull while ensuring a high course holding function.

In the above-mentioned ship, at least one place from the stern end to the nose side of the water line length of the ship is 3% or more and 10% or less and behind the first cross section, and is perpendicular to the ship length direction. In the hull shape of the cross section, the second lowermost position of the lowermost end on the hull center line is on the upper side of the first lowermost end position, and the shape depth of the ship is 5 on the upper side from the keel line. The fourth lower end position at a position of 5% of the mold width of the ship from the center line of the hull to the ship side is located above the first lower end position and the keel is located in the range of% or more and 10% or less. The sixth lower end position at a position of 10% or more and 20% or less of the mold depth on the upper side of the line and 25% of the mold width of the ship on the ship side from the hull center line is the third lower end position. It is located on the upper side of the hull and above the keel line in a range of 20% or more and 35% or less of the mold depth, and the range from the 4th lower end position to the 6th lower end position is on the upper side. It is also possible to have a configuration having a convex curved shape.

With this configuration, the shape of the bottom of the ship slopes upward from the bow side to the stern side, so even if the stern bottom is exposed and then submerged due to pitching of the hull, the water flow will flow smoothly from the bow side to the stern side. You can escape. Therefore, it is more advantageous to reduce the impact on the bottom of the ship due to the pitching of the hull. In addition, by extending to the stern transom part, the moment lever for holding the needle can be increased in the same area as the conventional skeg, and the depth can be made shallower by the amount that can be gained to secure the same area in the conventional skeg. Narrow areas during work can be reduced.

According to the ship of the present invention, the cross-sectional shape of at least a part of the region of 3% or more and 10% or less of the water line length of the ship from the stern end to the bow side is directed toward the ship side from the hull center line satisfying a predetermined condition. By forming the bottom of the ship so as to incline upward, the hull itself can have a course holding function like a skeg, and the course stability performance of the ship can be improved.

Furthermore, since the shape of the stern bottom on the hull center line side is a curved shape that is convex toward the inside of the hull, when the stern bottom is exposed and submerged due to pitching of the hull, etc., the water flow smoothly toward the hull side. You can escape. Therefore, it is possible to reduce the impact of waves with respect to the pitching of the hull, etc., as compared with the case where the skeg is attached to the bottom of the stern which is substantially flat.

It is a side view which shows typically the structure of the ship of embodiment which concerns on this invention. It is a figure which shows the hull shape of the 1st cross section in the S1-S1 cross section of FIG. It is a figure which shows the hull shape of the 2nd cross section in the S2-S2 cross section of FIG. It is a figure which shows the rear end shape of the ship of FIG.

Hereinafter, the ship of the embodiment according to the present invention will be described with reference to the drawings. In this ship 1, the course stability performance of the ship 1 is improved by devising the hull shape on the stern 1a side so that the hull 2 itself has a course holding function like a skeg without attaching a skeg. ..

The drawings are partially exaggerated in order to show the characteristics of the hull shape of the ship 1 in an easy-to-understand manner, and the overall dimensional ratio is not always accurate. Consistency in the cross-sectional views of FIGS. 2 to 4 is not maintained.

The ship 1 of the embodiment according to the present invention is particularly effective in a ship having a stern shape of a batock flow shape, a ship equipped with a swivel (pod) propulsion device having a large steering force, and a high lift rudder. It can be adopted even in a ship that does not have such a feature, and the course stability performance can be improved. In addition, the ratio of draft to waterline length during voyage where course stability becomes unstable is 0.05 or more, or the value obtained by multiplying the square coefficient indicating the degree of fertility by the mold width and dividing by the waterline length is 0.08. The effect is particularly large in the above-mentioned ships, but it can also be adopted in ships whose respective values are 0.05 or less or 0.08 or less, and the course stability performance can be improved.

The term "stern end A.E." as used herein refers to the set draft line W. L. It refers to the end of the water line surface. This set draft refers to a draft draft for which it is desired to improve course stability and propulsion performance. For example, a full draft draft, a light draft draft (ballast draft), a scantling draft, a regular draft, and a standard draft. , Consumption draft, sailing draft, draft draft to full load draft, planned draft, etc.

In the ship 1, the number of propulsion units and rudders is not particularly limited, and a single axis or a multi-axis having two or more axes can be adopted. The configuration of the propulsion device included in the ship 1 is not particularly limited, and it can also be adopted in the case of making a ship equipped with various propulsion devices such as a propeller propulsion device and a water jet propulsion device.

The characteristics of the hull shape of the ship 1 will be described below. As shown in FIGS. 1 to 4, the stern 1a side of the hull 2 of the ship 1 is composed of a hull bottom 3, an upper deck 4, a hull side 5, and a stern end 6. Although not shown in FIGS. 1 to 4, the ship 1 is provided with a thruster and a rudder on the stern 1a side.

As shown in FIG. 1, in ship 1, the stern end A. of ship 1 E. At least one area (area between X1 and X2) Ra of 5% or more and 25% or less of the water line length Lwl of ship 1 on the bow side, perpendicular to the hull direction (hull front-back direction: X direction). The hull shape Sap of the first cross section (S1-S1 cross section) has a hull shape as shown in FIG. 2, and the hull 2 of the ship 1 has a hull centerline C.I. L. It has a symmetrical ship bottom shape centered on.

In ship 1, the hull center line C.I. L. The first lowermost position Pa0 at the lowermost end on the top is the keel line K.I. L. It is located in a range of 0% or more and 5% or less (Ha1), more preferably 0% or more and 3% or less of the mold depth Dm of the ship 1 on the upper side. In addition, the hull Chuo Line C.I. L. The first lower end position P1 at the position Ba1 at 5% of the mold width Bm of the ship 1 is on the side of the ship from the keel line K. L. It is located in a range (Ha1) of 5% or more and 15% or less, more preferably 5% or more and 8% or less of the mold depth Dm on the upper side.

In addition, the hull Chuo Line C.I. L. The second lower end position P2 at the position Ba2, which is 15% of the mold width Bm, is located on the side of the ship from the keel line K. L. It is located in a range (Ha2) of 15% or more and 20% or less, more preferably 17% or more and 20% or less of the mold depth Dm on the upper side. In addition, the hull Chuo Line C.I. L. The third lower end position P3 at the position Ba3 of 10% to 25% of the mold width Bm on the side of the ship is the keel line K.I. L. It is located in a range (Ha3) of 15% or more and 30% or less of the mold depth Dm, more preferably 20% or more and 25% or less, on the upper side from the mold depth.

In the configuration of the ship 1, the shape of the bottom of the ship in the range from the first lowermost position Pa0 to the first lower end position P1 is located on the outer side of the hull at a position between the first lowermost position Pa0 and the first lower end position P1. An inflection point that changes from a convex curved shape to the inside of the hull (upward to the center of the hull) is provided on the lower side (outside the ship side), and the first lower end is defined by this inflection point. The position Pa0 side has a downwardly convex curved shape, and the first lower end position P1 side has a hull internal side convex curved shape.

The range from the first lower end position P1 to the third lower end position P3 is a ship bottom shape having a convex curved shape on the inner side of the hull. Further, the curved shape is smoothly continuous from the first lower end position Pa0 to the third lower end position P3. That is, the hull center line C.I. L. Make the shape that the central part on the side hangs down.

In such a ship 1, in the cross-sectional shape of at least a part of the stern 1a portion in a predetermined range, the hull center line C.I. L. The hull 2 itself can be provided with a course holding function such as a skeg by forming the hull into a hull shape having a curved shape that is convex on the inner side of the hull and has a cross-sectional shape that inclines upward toward the hull side. Thereby, the course stability performance of the ship 1 can be improved.

Further, by forming the range from the first lower end position P1 to the third lower end position P3 into a curved shape that is convex toward the inside of the hull, the water flow even when the stern bottom is exposed and then submerged due to the pitching of the hull 2 or the like. Can be smoothly released to the ship side. Therefore, it is possible to significantly reduce the impact on the bottom of the hull 2 due to pitching or the like, as compared with the case where the skeg is attached to the substantially flat bottom of the ship according to the prior art.

Further, in the ship 1, the range from the first lower end position P1 to the third lower end position P3 is formed into a curved shape that is convex toward the inside of the hull, so that the ship 1 is flooded as compared with the case where the skeg is attached to a substantially flat bottom. Since the area can be reduced, the frictional resistance can be reduced. Further, by making the cross-sectional shape of the bottom of the ship a smooth curved shape, it is possible to improve the propulsion performance because the turbulence of the water flow and the vortex are less likely to occur. Further, since the available space inside the ship can be widened as compared with the case where the skeg is attached, the degree of freedom in arranging the equipment related to the tank and the engine can be increased. Further, since the work of attaching the skeg is not required, there is an advantage that the construction is easier than the case of attaching the skeg.

Further, when the ship bottom shape including the second lower end position P2 satisfying the above conditions is formed, the curved shape from the first lower end position P1 to the third lower end position P3 secures a high course holding function, and the hull 2 The shape becomes more suitable for reducing the impact of waves with respect to pitching and the like. In addition, the water flow flowing through this portion flows smoothly, and the water flow is not disturbed or a vortex is generated, so that the water flow can be smoothed. Therefore, even when a wave collides with the bottom of the stern due to the pitching of the hull 2, the water flow can be smoothly released to the side of the ship, and the impact of the wave is more effectively reduced with respect to the pitching of the hull 2. be able to.

Further, by forming the hull shape that satisfies the conditions of the inclination angle shown below, the hull shape is more suitable for reducing the impact of waves with respect to the pitching of the hull 2 while ensuring a higher course holding function. Can be.

As for the relative positional relationship between the first lowermost position Pa0 and the first lower end position P1, the angle α01 between the straight line L01 connecting the first lowermost position Pa0 and the first lower end position P1 and the horizontal line is 30 degrees or more. It is preferable that the temperature is 70 degrees or less, more preferably 45 degrees or more and 65 degrees or less. As for the relative positional relationship between the first lower end position P1 and the third lower end position P3, the angle α13 formed by the straight line L13 connecting the first lower end position P1 and the third lower end position P3 and the horizontal line is 10 degrees or more. It is preferable that the temperature is 30 degrees or less, more preferably 17 degrees or more and 25 degrees or less.

By configuring the structure with an inclination angle that satisfies these conditions, the water flow flowing on the bottom of the ship will flow smoothly, and the water flow will not be disturbed or vortices will be generated. Can be smoothed out. Therefore, it is possible to obtain a more suitable hull shape by reducing the impact of waves with respect to pitching of the hull while ensuring a high course holding function.

In the above, the stern end of Vessel 1 A. E. The hull shape SAP of the first cross section in the region of 5% or more and 25% or less of the water line length Lwl of the ship 1 was described on the bow side. E. From to the bow side at least at least one of the regions (areas between X3 and X4) Rb that are 3% or more and 20% or less of the water line length Lwl and behind the first cross section, the second that is perpendicular to the captain's direction. By making the hull shape Sbp of the cross section (S2-S2 cross section) have the cross section shape as shown in FIG. 3, the hull shape is advantageous for further reducing the impact on the bottom of the hull 2 due to pitching or the like. Can be. In FIG. 3, the hull shape Sbp of the second cross section is shown by a solid line, and the hull shape Sap of the first cross section is shown by a broken line.

In the hull shape Sbp of the second cross section, the hull center line C.I. L. The second lowermost position Pb0 at the lowermost end on the top is above the first lowermost position Pa0, and the keel line K.I. It is located in a range (Hb0) of 5% or more and 10% or less, more preferably 5% or more and 7% or less of the mold depth Dm of the ship 1 on the upper side from L. In addition, the hull Chuo Line C.I. L. The fourth lower end position P4 at the position Bb1 at 5% of the mold width Bm on the ship side is above the first lower end position P1 and the keel line K.I. L. It is located in a range (Hb1) of 10% or more and 20% or less, more preferably 12% or more and 18% or less of the mold depth Dm on the upper side.

And the hull Chuo Line C.I. L. The fifth lower end position P5 at the position Bb2, which is 15% of the mold width Bm, is located on the side of the ship from the keel line K. L. It is located in a range (Hb2) of 15% or more and 20% or less, more preferably 16% or more and 18% or less of the mold depth Dm on the upper side. In addition, the hull Chuo Line C.I. L. The sixth lower end position P6 at the position Bb3 at 25% of the mold width Bm on the ship side is above the third lower end position P3, and the keel line K.I. L. It is located in a range (Hb3) of 20% or more and 35% or less, more preferably 18% or more and 27% or less of the mold depth Dm on the upper side.

In FIG. 3, regarding the cross-sectional shape, the sixth lower end position P6 is shown at the same point as the third lower end position P3, but it does not necessarily have to match.

The bottom shape in the range from the second lowermost position Pb0 to the fourth lower end position P4 is located between the second lowermost position Pb0 and the fourth lower end position P4, from the curved shape convex to the outside of the hull. An inflection point that changes to a convex curved shape is provided on the inside of the hull, and with this inflection point as a boundary, the second lowermost position Pb0 side has a downwardly convex curved shape, and the fourth lower end position P4 side is the hull. It has a convex curved shape on the inner side (upward to the center of the hull).

Further, the range from the 4th lower end position P4 to the 5th lower end position P5 is made into a ship bottom shape having a convex curved shape on the inner side of the hull. Further, it is preferable to form a smoothly continuous curved shape from the second lower end position Pb0 to the sixth lower end position P6.

By forming these shapes, the curved shape from the second lowermost position Pb0 to the fifth lower end position P5 is more suitable for reducing the impact of waves with respect to the pitching of the hull 2 while ensuring a high course holding function. Shape. Further, if the ship bottom shape has a convex curved shape on the inner side of the hull from the fourth lower end position P4 to the range of the outer water line position, the ship bottom shape becomes more optimal.

In ship 1, the above-mentioned effects can be obtained by forming a hull shape that satisfies the above-mentioned conditions, but further, by forming a hull shape that satisfies the following conditions, the course holding function can be provided. It is possible to obtain a more suitable hull shape by reducing the impact of waves with respect to the pitching of the hull 2 while securing a higher value.

As for the relative positional relationship between the second lowermost position Pb0 and the fourth lower end position P4, the angle α04 between the straight line L04 connecting the second lowermost position Pb0 and the fourth lower end position P4 and the horizontal line is 30 degrees or more. It should be 70 degrees or less, more preferably 45 degrees or more and 65 degrees or less. As for the relative positional relationship between the 4th lower end position P4 and the 6th lower end position P6, the angle α46 formed by the straight line L46 connecting the 4th lower end position P4 and the 6th lower end position P6 and the horizontal line is 10 degrees or more. It should be 30 degrees or less, more preferably 19 degrees or more and 25 degrees or less.

By configuring the hull shape SAP in the second cross section to satisfy these conditions, the water flow flowing on the bottom of the ship will flow smoothly, and the water flow will not be disturbed or vortices will not be generated. The flow of water can be smoothed as a whole. Therefore, it is possible to obtain a more suitable hull shape by reducing the impact of waves with respect to pitching of the hull while ensuring a high course holding function.

Further, whether the rear end shape Sep of the shape of the ship 1 viewed from the rear is substantially the same as the hull shape Sbp of the second cross section of FIG. 3, or is configured as the rear end shape Sep as shown in FIG. It is configured to have the shape of the hull. In FIG. 4, the hull shape SAP of the first cross section and the hull shape Sbp of the second cross section are shown by broken lines.

The rear end shape Sep is defined by the hull center line C.I. L. The third lowermost position Pe0 on the top is above or in the same height range (Hb0) as the second lowermost position Pb0, and the hull center line C.I. L. The 7th lower end position Pe1 at the position Be1 at 5% of the mold width Bm is on the upper side or the same height range (Hb1) as the 4th lower end position P4. And the hull Chuo Line C.I. L. The eighth lower end position Pe2 at the position Be2, which is 15% of the mold width Bm, is on the upper side or the same height range (Hb2) as the fourth lower end position P4, and is located on the hull center line C.I. L. The ninth lower end position Pe3 at the position Be3, which is 25% of the mold width Bm, is on the upper side or the same height range (Hb2) as the sixth lower end position P6. Then, it is formed into a smoothly continuous curved shape from the third lower end position Pe0 to the ninth lower end position Pe3.

By configuring the rear end shape Sep to satisfy these conditions, the water flow flowing on the bottom of the ship will flow smoothly, and the water flow will not be disturbed or vortices will not be generated. It can be smoothed as a whole. Therefore, it is possible to obtain a more suitable hull shape by reducing the impact of waves with respect to pitching of the hull while ensuring a high course holding function.

In addition to forming a ship bottom shape having the rear end shape Sep as described above, from the bow side to the stern 1a from the hull shape SAP of the first cross section to the rear end shape Sep via the ship shape Sbp of the second cross section in the captain direction. Make the bottom shape so that it smoothly shifts to the side. As a result, even when the stern bottom is exposed and then submerged due to the pitching of the hull 2, the water flow can be smoothly released from the bow side to the stern 1a side. It is more advantageous to reduce the impact. Further, by configuring the rear end shape Sep so as to satisfy the above-mentioned conditions, it is possible to secure a sufficiently wide available inboard space.

In the above, after explaining the basic configuration of the ship 1, the ship shape conditions and their effects are listed, which are more advantageous for reducing the impact of waves with respect to the pitching of the hull while ensuring a high course holding function. However, the ship 1 is not limited to the ship 1 that satisfies all the above conditions, and may be a ship that selectively satisfies the above additional conditions.

1 Ship 1a Stern 2 Hull 3 Hull bottom 4 Upper deck 5 Hull side 6 Stern end A. E. Stern end K. L. Keel line C.I. L. Hull center line W. L. Setting waterline Pa0 1st lower end position on the hull center line of the 1st cross section P1 1st lower end position of the 1st cross section P2 2nd lower end position of the 1st cross section P3 3rd lower end position of the 1st cross section Pb0 2nd 2nd lower end position on the hull center line of the cross section P4 4th lower end position of the 2nd cross section P5 5th lower end position of the 2nd cross section P6 6th lower end position of the 2nd cross section Pe0 On the hull center line of the rear end shape 3rd lowest end position Pe1 7th lower end position of the rear end shape Pe2 8th lower end position of the rear end shape Pe3 9th lower end position of the rear end shape

Claims (4)

In the area from the stern end to the bow side in the area of 5% or more and 25 % or less of the water line length of the ship.
The shape of the first cross section perpendicular to the captain's direction is
The first lowermost position of the lowermost end on the center line of the hull is located above the keel line within a range of 0% or more and 5% or less of the mold depth of the ship.
The first lower end position at a position of 5% of the mold width of the ship from the hull center line to the ship side is located in a range of 5% or more and 15% or less of the mold depth on the upper side from the keel line.
In the first cross section, the second lower end position at a position of 15% of the mold width of the ship from the hull center line to the ship side is 15% or more and 20% or less of the mold depth upward from the keel line. Located in the range,
The third lower end position at a position of 25% of the mold width of the ship is located on the ship side from the hull center line in a range of 15% or more and 30% or less of the mold depth on the upper side from the keel line.
The shape of the bottom of the ship in the range from the first lower end position to the first lower end position is a position between the first lowermost position and the first lower end position, from a curved shape convex to the outside of the hull to the inside of the hull. An inflection point that changes to a convex curved shape is provided on the side, and with this inflection point as a boundary, the first lower end position side is a downwardly convex curved shape, and the first lower end position side is on the inner side of the hull. Make it a convex curve shape
Range from the first lower end position to said third lower end position has a curve convex shape hull inner side,
Further, the ship is characterized by having a smoothly continuous curved shape from the first lower end position to the third lower end position. The ship according to claim 1 , wherein the angle between the straight line connecting the first lower end position and the first lower end position and the horizon is 45 degrees or more and 70 degrees or less. The ship according to claim 1 or 2 , wherein the angle between the straight line connecting the first lower end position and the third lower end position and the horizontal line is 15 degrees or more and 30 degrees or less. From the stern end to the bow side at least in one area of 3% or more and 10% or less of the water line length of the ship and behind the first cross section.
The shape of the ship in the second cross section, which is perpendicular to the captain's direction,
The second lowermost position of the lowermost end on the center line of the hull is above the first lowermost position, and the range above the keel line is 5% or more and 10% or less of the mold depth of the ship. Located in
The fourth lower end position at a position 5% of the mold width of the ship from the hull center line to the ship side is on the upper side of the first lower end position, and the mold depth is 10 on the upper side from the keel line. Located in the range of% or more and 20% or less,
The sixth lower end position at a position 25% of the mold width of the ship from the hull center line to the ship side is above the third lower end position, and the mold depth is 20 above the keel line. Located in the range of% or more and 35% or less,
Ship according to any one of claims 1 to 3, ranging from the fourth lower position to the sixth lower end position has a curve upwardly convex shape.

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