JP7193250B2 - vessel - Google Patents

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JP7193250B2
JP7193250B2 JP2018082991A JP2018082991A JP7193250B2 JP 7193250 B2 JP7193250 B2 JP 7193250B2 JP 2018082991 A JP2018082991 A JP 2018082991A JP 2018082991 A JP2018082991 A JP 2018082991A JP 7193250 B2 JP7193250 B2 JP 7193250B2
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liquefied gas
ship
tank
section
gas tank
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JP2019188984A (en
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次郎 佐々木
正規 中村
直樹 大庭
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SASAKI SHIPBUILDING CO.,LTD.
Mitsui E&S Shipbuilding Co Ltd
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SASAKI SHIPBUILDING CO.,LTD.
Mitsui E&S Shipbuilding Co Ltd
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Priority to JP2018082991A priority Critical patent/JP7193250B2/en
Priority to CN201980027905.9A priority patent/CN112272638A/en
Priority to PCT/JP2019/017111 priority patent/WO2019208530A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
    • B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
    • B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
    • B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
    • B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B71/00—Designing vessels; Predicting their performance

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Description

本発明は、船舶に関し、より詳細には、液化ガスを輸送する船舶に、または、液化ガスを燃料とする船舶に液化ガスを供給する、船舶に関する。 The present invention relates to ships, and more particularly to ships that transport liquefied gas or that supply liquefied gas to ships fueled by liquefied gas.

従来の液化ガスを積荷として多量の液化ガスを運搬する液化天然ガス運搬船（ＬＮＧ船）においては、１個のタンク容量が２万ｍ3～３万ｍ3にもなる大容量の球形のＭＯＳＳ型タンクを３～４個搭載しているものや、大容量のメンブレン式のタンクを搭載しているものが多い（例えば、特許文献１参照）。 In a conventional liquefied natural gas carrier (LNG ship) that carries a large amount of liquefied gas as cargo, a large-capacity spherical MOSS type with a tank capacity of 20,000 m 3 to 30,000 m 3 Many of them have 3 to 4 tanks or a large-capacity membrane type tank (see, for example, Patent Document 1).

一方、比較的小型の液化ガス運搬船やバンカー船においては、国際海事機関（ＩＭＯ）の規則の「ＴＹＰＥ－Ｃ」と呼ばれる横置きの円筒状の液化ガスタンクが船体の長手方向に２個配置されている液化ガス運搬船が提案されている（例えば、特許文献２、３参照）。 On the other hand, in relatively small liquefied gas carriers and bunker ships, two horizontal cylindrical liquefied gas tanks called "TYPE-C" in accordance with International Maritime Organization (IMO) regulations are arranged in the longitudinal direction of the hull. A liquefied gas carrier has been proposed (see Patent Documents 2 and 3, for example).

この複数個のタンク配置は、損傷時復原性（ダメージスタビリティ）に関して、船体部分に損傷が発生した場合に、残存能力を確保できて船舶の大部分の浮力を失うことが無いように、船体の前後方向を幾つかの水密隔壁で区切っているため、この水密隔壁間の水密区画に合わせて配置するために、タンクも複数個になってしまう。 With regard to damage stability, this arrangement of multiple tanks is designed to ensure the remaining capacity of the hull without losing most of the buoyancy in the event of damage to the hull. are partitioned by several watertight partitions in the fore-and-aft direction, and in order to arrange them according to the watertight partitions between these watertight partitions, a plurality of tanks are required.

このような複数個の液化ガスタンクを船長方向に配置している場合には、例えば、液化ガスを供給先に供給する際に、１つずつのタンクから液化ガスを供給することになり、供給している側のタンクのみが軽くなっていくため、船舶の前後傾斜の姿勢であるトリム状態が変化することになる。このような荷役（カーゴローディング/アンローディング）中におけるトリム状態を維持するために、船体前後の複数のバラストタンクのそれぞれにおけるバラスト水の量を細かく調整するバラストオペレーションが必要となり、供給作業時のオペレーションが複雑になるという問題がある。さらに、各タンクごとに、それぞれガス機器を配置せざるを得ないため、コスト的に不利であるという問題もある。 When such a plurality of liquefied gas tanks are arranged in the longitudinal direction, for example, when supplying liquefied gas to a destination, the liquefied gas is supplied from each tank. Since only the tank on the side of the tank becomes lighter, the trim state, which is the posture of the ship, is changed. In order to maintain the trim state during such cargo handling (cargo loading/unloading), ballast operation is required to finely adjust the amount of ballast water in each of the multiple ballast tanks at the front and rear of the hull. is complicated. Furthermore, there is also the problem of being disadvantageous in terms of cost because the gas equipment must be arranged for each tank.

また、最近の船舶においては環境問題特に排気ガス規制の面から、排気ガスがクリーンである液化天然ガス（ＬＮＧ）を船舶の燃料として使用することが考えられ、液化ガス運搬船以外の船舶においても、液化ガスを燃料として使用する船舶が増加することが見込まれている。これらの液化ガスを燃料として使用する船舶に対して、燃料としての液化ガスを供給するための液化ガスタンクを搭載した液化ガス供給船が必要になる。 In recent years, from the viewpoint of environmental issues, especially exhaust gas regulations, it is possible to use liquefied natural gas (LNG), which emits clean exhaust gas, as fuel for ships. It is expected that the number of ships using liquefied gas as fuel will increase. Vessels using these liquefied gases as fuel require liquefied gas supply vessels equipped with liquefied gas tanks for supplying liquefied gas as fuel.

特開２０１６－２２９３１号公報JP 2016-22931 A 特許第６０２７６７８号公報Japanese Patent No. 6027678 特表２０１７－５２３０８４号公報Japanese Patent Publication No. 2017-523084

本発明は、上記の状況を鑑みてなされたものであり、その目的は、液化ガスを液化ガスタンクで運搬する船舶において、液化ガスタンク１個の構成にしても、ダメージスタビリティを確保できて、荷役時のバラストオペレーションを簡便にすることができる船舶を提供することにある。 The present invention has been made in view of the above situation, and its object is to ensure damage stability even with a single liquefied gas tank in a ship that transports liquefied gas in a liquefied gas tank, and to improve cargo handling. To provide a vessel capable of simplifying ballast operation at times.

上記のような目的を達成するための本発明の船舶は、液化ガスを液化ガスタンクで運搬する船舶において、船の船長方向に関して、船の全長の４０%以上で７５％以下の長さの前記液化ガスタンクを１個のみ備えると共に、前記液化ガスタンクの前方に設けられる船の全長の１０％以上で２５％以下の予備浮力区画である船首部区域と、前記液化ガスタンクの後方に設けられて主機関が配置され、船の全長の１５％以上で３５％以下の予備浮力区画である船尾部区域を設け、燃料油を貯蔵する燃料油タンクを、前記船首部区域内において、船首隔壁よりも後方に備えて構成される。 The ship of the present invention for achieving the above objects is a ship that transports liquefied gas in a liquefied gas tank, in which the liquefied With only one gas tank , the bow section which is a reserve buoyancy section of 10% or more and 25% or less of the total length of the ship provided in front of the liquefied gas tank, and the main engine provided behind the liquefied gas tank. A stern section, which is a reserve buoyancy section of 15% or more and 35% or less of the total length of the ship, is provided , and a fuel oil tank for storing fuel oil is placed behind the collision bulkhead in the bow section. configured with .

この構成によれば、液化ガスの荷役を行う際に、液化ガスを運搬する液化ガスタンクが１つであるため、トリム変化が小さく、船の状態を一定に保つためのバラスト水によるトリム調整が少なくて済み、オペレーションが簡便になる。このことは、船員の負担軽減に寄与し、将来の船員不足に対しても有効である。 According to this configuration, when the liquefied gas is loaded and unloaded, there is only one liquefied gas tank for transporting the liquefied gas, so the trim change is small and the trim adjustment by ballast water for keeping the ship state constant is small. operation is simple. This will contribute to reducing the burden on seafarers and will also be effective in dealing with future crew shortages.

さらには、液化ガスが１個のタンクのみに積載されているため、小さいトリム変化で浮心と重心が釣り合いやすく、設計時に重量物の配置の自由度が増すという効果もある。 Furthermore, since the liquefied gas is loaded in only one tank, the center of buoyancy and the center of gravity can easily be balanced with a small trim change, and there is also the effect of increasing the degree of freedom in designing the arrangement of heavy objects.

また、ＩＧＣコード（液化ガスのばら積み運送のための船舶の構造及び設備に関する国際規則）で求められる損傷時復原性規則に対して、液化ガスをばら積みするタンクが配置されている区画が損傷時に船の大半の浮力を消失するが、船首部又は船体後部に十分な予備浮力を有するため、同規則に適合できる。 In addition, with respect to the damage stability rules required by the IGC Code (International Rules for the Construction and Equipment of Ships for the Bulk Carriage of Liquefied Gas), the section where the tanks for carrying the liquefied gas in bulk are located. Although most of the buoyancy of the hull disappears, it has sufficient reserve buoyancy in the bow or rear of the hull, so it can comply with the regulation.

そして、液化ガスタンクの前方、即ち船首部に予備浮力区画を設けた場合には、船体損傷時においても、船首部に設けた予備浮力により、船首部の沈下による船首トリムが大きくなるのを容易に防止できるようになる。 In addition, when a reserve buoyancy compartment is provided in front of the liquefied gas tank, that is, in the bow, even if the hull is damaged, the reserve buoyancy provided in the bow can easily prevent the bow trim from becoming large due to sinking of the bow. be able to prevent it.

上記の船舶において、船の全長の２５％以上を予備浮力区画とすると、より容易に十分な予備浮力を確保でき、損傷時復原性規則をより容易に満たすことができるようになる。 If 25% or more of the total length of the ship is reserved for the reserve buoyancy section, it will be easier to secure sufficient reserve buoyancy and to more easily meet the damage stability regulations.

上記の船舶において、燃料油を貯蔵する燃料油タンクを前記液化ガスタンクの後方に備えていると、液化ガスタンクの後に確保した予備浮力区画を有効に活用できる。 In the ship described above, if a fuel oil tank for storing fuel oil is provided behind the liquefied gas tank, the spare buoyancy compartment secured behind the liquefied gas tank can be effectively utilized.

上記の船舶において、前記船舶が、船の全長が、６５ｍ以上で１２０ｍ以下であると、より、この構造の利点が生かせる船舶となる。さらに、船の乾舷用長さが７０ｍより小さい船舶には、船級協会による損傷時復原性規則の斟酌が一部認められるため、特に船の乾舷用長さが７０ｍ以上の船舶に有効である。 In the above ship, if the ship has a total length of 65 m or more and 120 m or less, the ship can take advantage of this structure. Furthermore, it is particularly effective for ships with a freeboard length of 70m or more, as a partial consideration of damage stability rules by classification societies is allowed for ships with a freeboard length of less than 70m. be.

上記の船舶において、前記船舶が、前記液化ガスタンクの液化ガスを他船の液化ガスタンクに供給する液化ガス供給船であると、他船への燃料供給時におけるバラスティングの簡便さのみならず、安全性もさらに高くできる。 In the above ship, if the ship is a liquefied gas supply ship that supplies the liquefied gas in the liquefied gas tank to the liquefied gas tank of another ship, not only the convenience of ballasting at the time of fuel supply to the other ship but also the safety You can make it even more sexual.

本発明の船舶によれば、液化ガスタンク１個の構成にしても、ダメージスタビリティを確保できて、荷役時のバラストオペレーションを簡便にすることができる According to the ship of the present invention, even with a single liquefied gas tank configuration, damage stability can be ensured, and ballast operation during cargo handling can be simplified.

本発明に係る実施の形態の船舶の構成を模式的に示す側面図である。BRIEF DESCRIPTION OF THE DRAWINGS It is a side view which shows typically the structure of the ship of embodiment which concerns on this invention. 液化ガスタンクを船体の前後方向に２個直列に設けた、従来の船舶の構成を模式的に示す側面図である。FIG. 2 is a side view schematically showing the configuration of a conventional vessel in which two liquefied gas tanks are provided in series in the longitudinal direction of the hull.

以下、本発明に係る実施の形態の船舶について、図面を参照しながら説明する。この液化ガスタンクを備えた船舶としては、ここでは、液化ガスを燃料とする船舶に、燃料としての液化ガスを運搬して供給する液化ガス供給船（バンカー船）を例にして説明するが、本発明の船舶は、ＬＮＧ（液化天然ガス）やＬＰＧ（液化プロパン）等の液化ガスを運搬する小型の液化ガス運搬船で特に効果がある。しかし、本発明は、この液化ガス運搬船に限定されず、それ以外の液化ガス運搬船、液化ガス燃料タンクを備えた船舶等にも適用可能である。 Hereinafter, ships of embodiments according to the present invention will be described with reference to the drawings. As a ship equipped with this liquefied gas tank, here, a liquefied gas supply ship (bunker ship) that transports and supplies liquefied gas as fuel to a ship using liquefied gas as fuel will be described as an example. The ship of the invention is particularly effective as a small liquefied gas carrier that carries liquefied gas such as LNG (liquefied natural gas) and LPG (liquefied propane). However, the present invention is not limited to this liquefied gas carrier, but can also be applied to other liquefied gas carriers, vessels equipped with liquefied gas fuel tanks, and the like.

なお、ここでいう「小型」の船舶とは、船の全長が６５ｍ以上で１２０ｍ以下であり、液化ガスタンクの全容量が５００ｍ3～１３０００ｍ3程度の船舶をいう。また、損傷時復原性規則が適用される船舶である。 The term "small size" ships refers to ships with a total length of 65m or more and 120m or less and a total capacity of liquefied gas tanks of about 500m 3 to 13,000m 3 . It is also a vessel to which damage stability rules apply.

この損傷時復原性とは、例えば、船体の片舷側が船舶の種類や大きさに応じて予め設定された船体損傷に対して、船体が浸水した状態の復原性のことである。この浸水時においては、損傷範囲内の区画に搭載している水及び油は完全に流出し海水と入れ替わり、また、浮力を喪失する。このような状態では、損傷による浮力の喪失と重量の不釣り合い（非対称浸水）から、横傾斜とトリム変化が起こる。この横傾斜とトリム変化の最終平衡状態での復原力を計算して、計算結果の復原力に関する損傷時の残存要件（最大横傾斜角度、復原性範囲、最大復原挺、残存復原面積）等が予めその船舶に対して設定された条件を満足させることが必要であるとの規則（損傷時復原性規則）が国際海事機関（ＩＭＯ）や船級にて設定されている。 The damage stability is, for example, stability when one side of the hull is flooded with respect to hull damage preset according to the type and size of the ship. During this flooding, the water and oil on board the compartments within the damaged area are completely drained and replaced by sea water, and also lose buoyancy. In such conditions, the loss of buoyancy and weight imbalance (asymmetric flooding) due to damage causes roll and trim changes. Calculate the stability in the final equilibrium state of this lateral tilt and trim change, and the residual requirements (maximum lateral tilt angle, stability range, maximum stability , residual stability area) etc. The International Maritime Organization (IMO) and ship classifications stipulate that it is necessary to satisfy the conditions set in advance for the ship (damage stability rules).

図１に示すように、本発明の係る実施の形態の船舶１は、液化ガス供給船であり、船体２の長手方向に水密隔壁７、８が設けられ、船首部区域１１とタンク区画１２と船尾部区域１３とに区画されている。 As shown in FIG. 1, a ship 1 according to an embodiment of the present invention is a liquefied gas supply ship, watertight bulkheads 7 and 8 are provided in the longitudinal direction of a hull 2, and a bow section 11 and a tank section 12 are provided. It is divided into the stern section 13.

そして、この船首部区域１１は、予備浮力区画として、液化ガスタンク２０の前方に設けられる船の全長Ｌｓの１０％以上で２５％以下の長さＬｆとして構成される。この船首部区域１１には、水密隔壁７と船首隔壁と呼ばれる水密隔壁７ａとが設けられ、図示しないフォアピークタンクが配置されている。また、この位置に燃料油タンク２１を配置すれば、船首部区域１１をより有効に活用できる。この船首部区域１１を予備浮力区画とし、従来の船舶１Ｘに比べて、船の前後方向に長く形成することにより、損傷時復原性を十分に確保できるようにする。 The bow section 11 is configured as a reserve buoyancy section with a length Lf of 10% or more and 25% or less of the overall length Ls of the ship provided in front of the liquefied gas tank 20 . A watertight bulkhead 7 and a watertight bulkhead 7a called a bow bulkhead are provided in the bow section 11, and a forepeak tank (not shown) is arranged. Further, by arranging the fuel oil tank 21 at this position, the bow area 11 can be used more effectively. This bow section 11 is used as a reserve buoyancy section, and is formed longer in the longitudinal direction of the ship than in the conventional ship 1X, so that the damage stability can be sufficiently ensured.

また、タンク区画１２は、船の全長Ｌｓの４０%以上で７５％以下の長さＴの液化ガスタンク２０を１個のみ備えて、長さＬｔで構成される。この液化ガスタンク２０は、２つの半球の間に円筒を接続した円筒形状のタンクであり、液化ガスタンクとして、国際海事機関の規則の「ＴＹＰＥ-Ｃ」のタンクとする。 Also, the tank section 12 has a length Lt with only one liquefied gas tank 20 having a length T equal to or greater than 40% and equal to or less than 75% of the total length Ls of the ship. This liquefied gas tank 20 is a cylindrical tank in which a cylinder is connected between two hemispheres, and the liquefied gas tank is a "TYPE-C" tank under the rules of the International Maritime Organization.

船尾部区域１３は、図示しない主機関と補機類等が配置され、その後部下側には、推進及び操縦のためのプロペラ３と舵４が設けられている。また、この船尾部区域１３の上甲板より上に、上部構造物５と煙突６が設けられている。この上部構造物５には、船員が船舶１を操船している船橋が設けられている場合が多い。 The stern section 13 is provided with a main engine and auxiliary machinery (not shown), and a propeller 3 and a rudder 4 for propulsion and steering are provided below the rear section. Above the upper deck of this stern section 13, a superstructure 5 and a chimney 6 are provided. The superstructure 5 is often provided with a bridge on which a sailor steers the ship 1 .

船尾部区域１３は、船の全長Ｌｓの１５％以上で３５％以下の長さＬａで構成される。この船尾部区域１３に燃料タンク２２を配置すれば、より船尾部区域１３を有効に活用できる。また、上部構造物５を大きくすれば、居住区設計の自由度が増し、船員の快適性を向上できる。この船尾部区域１３を予備浮力区画とし、従来の船舶１Ｘではなかった十分な予備浮力を有することにより、損傷時復原性を十分に確保できるようにする。 The stern section 13 has a length La that is 15% or more and 35% or less of the overall length Ls of the ship. By arranging the fuel tank 22 in the stern section 13, the stern section 13 can be used more effectively. Also, if the upper structure 5 is made larger, the degree of freedom in designing the accommodation space increases, and the comfort of the crew can be improved. This stern section 13 is used as a reserve buoyancy section, and by having a sufficient reserve buoyancy that the conventional ship 1X did not have, stability at the time of damage can be sufficiently ensured.

この構成によれば、液化ガスの荷役を行う際に、液化ガスを運搬する液化ガスタンク２０が１つであるため、トリム変化が小さく、船舶１の状態を一定に保つためのバラスト水によるトリム調整が少なくて済み、オペレーションが簡便になる。 According to this configuration, since there is only one liquefied gas tank 20 for carrying liquefied gas when carrying out cargo handling of liquefied gas, the trim change is small and the trim adjustment by ballast water for keeping the state of the ship 1 constant. less, and the operation becomes simpler.

また、ＩＧＣコードで求められる損傷時復原性規則に対して、液化ガスをばら積みする液化ガスタンク２０が配置されているタンク区画１２が損傷時に船の大半の浮力を消失するが、船首部区域１１又は船尾部区域１３に十分な予備浮力を有するため、同規則に容易に適合できる。 In addition, against the damage stability rules required by the IGC Code, the tank compartment 12 in which the liquefied gas tanks 20 for storing liquefied gas in bulk lose most of the ship's buoyancy when damaged, but the bow area 11 or Having sufficient reserve buoyancy in the stern section 13 makes it easier to comply with this regulation.

そして、液化ガスタンク２０の前方、即ち船首部に予備浮力区画を設けた場合には、船体損傷時においても、船首部区域１１の予備浮力により、船首部の沈下による船首トリムが大きくなるのを容易に防止できるようになる。 If a reserve buoyancy section is provided in front of the liquefied gas tank 20, i.e., in the bow, even if the hull is damaged, the reserve buoyancy of the bow section 11 can easily prevent the bow trim from becoming large due to sinking of the bow. can be prevented.

そして、液化ガスタンク２０の前方と後方の両方に予備浮力区画を設けた場合には、十分な予備浮力を確保できる。 In addition, when the reserve buoyancy compartments are provided both forwardly and rearwardly of the liquefied gas tank 20, sufficient reserve buoyancy can be ensured.

図１に示す本発明の船舶１と、図２に示す従来の船舶１Ｘとを比較すると、従来の船舶１Ｘが、円筒形状の液化ガスタンク２０を船の前後方向に直列に２個配置しているのに対して、本発明の船舶１は、液化ガスタンク２０がより細長い円筒形状で一つ配置している。 Comparing the ship 1 of the present invention shown in FIG. 1 with the conventional ship 1X shown in FIG. 2, the conventional ship 1X has two cylindrical liquefied gas tanks 20 arranged in series in the longitudinal direction of the ship. In contrast, the ship 1 of the present invention has one liquefied gas tank 20 arranged in a more elongated cylindrical shape.

この配置により、従来の船舶１Ｘでは、船の前後方向に水密隔壁７、８で、船首部区域１１、２つのタンク区画１２，１２、船尾部区域１３の４区画に区画されており、損傷時復原性規則を、このタンク区画１２を２つとすることで確保している。これに対して、本発明の船舶１では、１つのタンク区画１２で構成すると共に、船首部区域１１を長く構成することで、あるいは、船尾部区域１３を設けることで、予備浮力を大きくし、損傷時復原性規則を満足する構成としている。 With this arrangement, the conventional ship 1X is divided into four sections, a bow section 11, two tank sections 12 and 12, and an aft section 13, by watertight bulkheads 7 and 8 in the longitudinal direction of the ship. The stability rule is ensured by having two tank compartments 12 . On the other hand, in the ship 1 of the present invention, the reserve buoyancy is increased by configuring with one tank section 12 and by configuring the bow section 11 longer, or by providing the stern section 13, The structure satisfies damage stability regulations.

つまり、本発明の船舶１では、船体のタンク区画１２がダメージを受けた場合は、従来の船舶１Ｘに比べて、タンク区画１２が大きいため、より多くの浮力を失うが、船首部区域１１がより長く大きな予備浮力をもつという適切な船体要目を選定しているので、損傷時復原性規則のダメージスタビリティを満足させることができる。 In other words, when the hull tank compartment 12 is damaged, the ship 1 of the present invention loses more buoyancy than the conventional vessel 1X because the tank compartment 12 is larger, but the bow section 11 loses more buoyancy. By selecting appropriate hull specifications for a longer length and greater reserve buoyancy, it is possible to satisfy the damage stability requirements of the Damage Stability Regulations.

また、この配置により、他船に、液化ガスを供給する際に、２つの液化ガスタンク２０を備える従来の船舶１Ｘでは、片方の液化ガスタンク２０からのみ他船に液化ガスを供給するため、一方の液化ガスタンクのみが軽くなるため、比較的大きなトリム変化が生じるので、このトリム変化を相殺してトリム姿勢を維持するために、船首部区域１１、タンク区画１２に設けたバラストタンクのバラスト水を増減するバラストオペレーションを行う必要が生じる。 Also, due to this arrangement, when supplying liquefied gas to another ship , in the conventional ship 1X equipped with two liquefied gas tanks 20, the liquefied gas is supplied to the other ship only from one liquefied gas tank 20. Since only the liquefied gas tank becomes lighter, a relatively large trim change occurs. In order to offset this trim change and maintain the trim attitude, the ballast water in the ballast tanks provided in the bow section 11 and the tank section 12 is increased or decreased. It becomes necessary to perform ballasting operations that

一方、本発明の船舶１では、液化ガスタンク２０は、他船に、液化ガスを供給する際に、１つの液化ガスタンクの中で液化ガスが減少するので、略タンクの長さＴに近い範囲で均等に軽くなるため、トリム変化は比較的小さくなり、トリム姿勢を維持するためのバラストオペレーションを規模の小さいものにできる。 On the other hand, in the ship 1 of the present invention, when the liquefied gas is supplied to another ship, the liquefied gas in one liquefied gas tank decreases, so the length of the liquefied gas tank 20 is approximately the length T of the tank. Because the weight is evenly reduced, the trim change is relatively small, and the ballast operation to maintain the trim attitude can be reduced in scale.

従って、本発明の船舶１では、液化ガスを供給する際のトリム変化を小さくできて、バラストオペレーションを規模が小さく比較的簡単なものにできると共に、船体のタンク区画１２がダメージを受けた場合のダメージスタビリティを満足させることができる。 Therefore, in the ship 1 of the present invention, the trim change when supplying liquefied gas can be reduced, the ballast operation can be made small and relatively simple, and the tank compartment 12 of the hull can be damaged. It can satisfy damage stability.

その上、液化ガスをばら積みする液化ガスタンク２０が１個しかないので、この液化ガスタンク２０ごとに必要になるガス機器類が1セットで済む。そのため、従来の船舶１Ｘのように複数のガス機器を有する必要がなくなり、コストメリットが高くなる。 Moreover, since there is only one liquefied gas tank 20 for storing liquefied gas in bulk, only one set of gas equipment is required for each liquefied gas tank 20 . Therefore, unlike the conventional ship 1X, it is not necessary to have a plurality of gas appliances, which increases the cost advantage.

そして、この液化ガスの供給（アンローディング）中におけるトリム変化がおき難く、バラスト操作が簡便になる効果は、特に安全性を要求される液化ガス供給船（バンカー船）における顧客船（他船）に対するガス供給時（Ship to Ship transfer時）に効果が高い。 Furthermore, the effect that trim change does not easily occur during the supply (unloading) of the liquefied gas and the ballast operation is simple, is especially beneficial for customer ships (other ships) in liquefied gas supply ships (bunker ships) that require safety. It is highly effective when supplying gas to

１ 本発明の船舶
１Ｘ 従来の船舶
２ 船体
３ プロペラ
４ 舵
５ 上部構造物
６ 煙突
１１ 船首部区域
１２ タンク区画
１３ 船尾部区域
２０ 液化ガスタンク
２１ 燃料タンク
２２ 燃料タンク
Ｔ 液化ガスタンクの長さ
Ｌａ 船尾部区域の長さ
Ｌｆ 船首部区域の長さ
Ｌｓ 船の全長
Ｌｔ タンク区画の長さ 1 Ship of the Invention 1X Conventional Ship 2 Hull 3 Propeller 4 Rudder 5 Superstructure 6 Chimney 11 Bow Section 12 Tank Section 13 Stern Section 20 Liquefied Gas Tank 21 Fuel Tank 22 Fuel Tank T Liquefied Gas Tank Length La Stern Length of section Lf Length of bow section Ls Overall length of ship Lt Length of tank section

Claims (5)

液化ガスを液化ガスタンクで運搬する船舶において、船の船長方向に関して、船の全長の４０%以上で７５％以下の長さの前記液化ガスタンクを１個のみ備えると共に、前記液化ガスタンクの前方に設けられる船の全長の１０％以上で２５％以下の予備浮力区画である船首部区域と、
前記液化ガスタンクの後方に設けられて主機関が配置され、船の全長の１５％以上で３５％以下の予備浮力区画である船尾部区域を設け、
燃料油を貯蔵する燃料油タンクを、前記船首部区域内において、船首隔壁よりも後方に備えていることを特徴とする船舶。 A ship that transports liquefied gas in a liquefied gas tank has only one liquefied gas tank with a length of 40% or more and 75% or less of the total length of the ship in the longitudinal direction of the ship, and is provided in front of the liquefied gas tank. a bow section which is a reserve buoyancy section of not less than 10% but not more than 25% of the total length of the ship;
A stern section is provided behind the liquefied gas tank and the main engine is arranged, and is a reserve buoyancy section of 15% or more and 35% or less of the total length of the ship ,
A vessel, characterized in that a fuel oil tank for storing fuel oil is provided behind the collision bulkhead in the bow area . 船の全長の２５％以上を予備浮力区画とすることを特徴とする請求項１に記載の船舶。 2. A vessel according to claim 1, characterized in that 25% or more of the overall length of the vessel is reserved for reserve buoyancy compartments. 燃料油を貯蔵する燃料油タンクを前記液化ガスタンクの後方に備えていることを特徴とする請求項１又は２に記載の船舶。 3. The ship according to claim 1, further comprising a fuel oil tank for storing fuel oil behind the liquefied gas tank . 前記船舶が、船の全長が、６５ｍ以上で１２０ｍ以下であることを特徴とする請求項１～３のいずれか１項に記載の船舶。 The ship according to any one of claims 1 to 3, wherein the ship has a total length of 65m or more and 120m or less. 前記船舶が、前記液化ガスタンクの液化ガスを他船の液化ガスタンクに供給する液化ガス供給船であることを特徴とする請求項１～４のいずれか１項に記載の船舶。 The ship according to any one of claims 1 to 4, wherein the ship is a liquefied gas supply ship that supplies the liquefied gas in the liquefied gas tank to the liquefied gas tank of another ship.
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