KR100568479B1 - Dropship - Google Patents

Abstract

The invention relates to a transport ship (20) having a hull comprising a sheathing (22), a weather deck (23, 23') and a hold (28, 28', 30), and having a front part (35), a rear part (25) and a central part (29). The ship is unique in that the front part (35) of the ship comprises a hold section (28') defined by the hull and the weather deck (23'), and access hatches provided in the weather deck (23') to give access to said hold section (28'), that the rear part (25) of the ship comprises a hold section (28) defined by the hull and the weather deck (23), and access hatches provided in the weather deck (23) to give access to said hold section (28), that the central part (29) of the ship comprises a refrigerated hold section (30) defined by an upper thermally insulated refrigerated hold deck (130), a thermally insulated bottom and by thermally insulated walls (132, 133...) extending in the transverse direction and longitudinal direction of the ship, and in that the weather deck (23, 23') is adapted to support a cargo.

Description

A TRANSPORT SHIP}

The present invention seeks to solve the problem of providing a transport ship which can increase the load capacity and the flexibility by uniquely arranging a refrigerated product hold or a liquid product dock.

In a first basic embodiment the invention has a hull comprising a sheath and a weather deck, the front part, the rear part and the central part. The branch relates to the transport.

Usually the rear part of such ships includes a deck superstructure equipped with the means for propulsion of the ship, including the ship's navigating bridge and the machinery and fuel tanks, while the forward part of the ship has a stem and a store. rooms). The central part of the ship includes a dock constructed according to the type of product to be transported. The dock is thus particularly suited for the transport of certain types of products, for example refrigerated products, liquefied gases, dry cargoes, oils or containers. In particular, it has previously been very difficult to use transport ships to transport a combination of products of the type described above.

In order to increase the flexibility of transporting by ship to a certain level, in the last 20 years, especially for transporting open decks for transporting containers, trailers that can be shipped using stern ramps or for example automobiles So-called Ro-Ro ships have been developed with a number of tween decks that can be used.

However, so-called refrigerator ships, which are particularly suitable for transporting refrigerated products, have not achieved optimal flexibility and capacity in the past. In particular, the general structure and stability deliberation of refrigeration vessels has been limited by the amount of additional types of goods that can be transported and the conditions under which they can be transported. In general, refrigerated ships are fitted with internal refrigerated docks over most of the hull length (see European Patent Application 0 601 233), where a relatively large number of intermediate decks have a low free height. . This is because the goods are usually stored on pallets and thus cannot afford lamination. The article may be, for example, a banana, lemon, or vegetable that must be refrigerated during transportation. The article is typically a cargo that must be transported over a long distance, such as from South America to Europe.

In view of this, efforts have been made to build refrigeration vessels that can transport standard containers stacked on open decks of ships. This allows these vessels to be used for the transportation of refrigerated cargo as well as surface cargo, providing some flexibility, which increases the profits per voyage. However, these refrigeration vessels are not suitable because of their loading conditions, causing stability problems at sea. This problem can occur when returning when the ship returns with no surface-loaded cargo but a surface cargo such as a container. Since surface cargo usually consists of containers that are much heavier than the same volume of refrigerated cargo, it is necessary to limit the height that the container can stack on the open deck in consideration of stability, even when sailing with refrigerated cargo. .

It is an object of the present invention to be able to transport a large number of different types of cargo at the same time, while reducing the stability problem and to transport various combinations of cargo, at least one of these cargo types being preferably transported in refrigerated form. To provide a transport. The combination of various cargoes here means to sail with or without refrigerated cargo and, optionally, to be able to transport one or more other cargo types, in particular in the form of standard containers. This ensures a high degree of flexibility, thus allowing owners to achieve higher revenue per voyage compared to known refrigeration vessels.

The objective is to include a hold section formed by the hull and the open deck, access hatches installed on the open deck to allow access to the dock area, and the rear of the ship. In addition, a dock area defined by the hull and an open deck, including access hatches provided on the open deck for access to the dock area, the central part of the vessel, an upper insulated refrigerated dock deck, an insulated bottom A bottom, comprising a built-in dock area formed by insulated walls extending in the transverse and longitudinal directions of the ship, wherein the open deck is suitable for supporting the cargo.

When the ship is constructed in this way, the cold dock can sail without cargo because the remaining cargo can be loaded relatively low for keels on each side of the cold dock area in the longitudinal direction of the ship. Since only the ship's draught is changed, the desired metacenter height can be maintained. In conventional refrigeration vessels, since the rest of the cargo has to be transported on the open deck to prevent damage to the thermal barrier walls, the height of warp in these vessels is very undesirable when sailing without refrigerated cargo in the hold.

According to a particularly preferred embodiment the upper refrigerated dock deck is arranged above the open deck at a height of 20 to 200%, preferably 50 to 150% of the molded depth of the vessel as measured from the open deck. The core in this case is measured from the ship's base line. The result is that the refrigerated cargo loading volume is the same as in conventional refrigeration vessels of approximately the same length, and the refrigerated dock area can be easily insulated. In addition, when sailing without surface cargo, the sunlit surface of the refrigerated dock area will be reduced compared to conventional refrigerated ships. In conventional refrigeration vessels, solar energy is incident on the entire open deck, which forms the upper part of the refrigerated dock over approximately the entire length of the vessel. This can also reduce the required refrigeration energy. If necessary, the ship may also be slightly wider than conventional refrigeration ships.

It is preferred that the transversely insulated walls come into direct contact with the dock area at the front and / or rear of the ship, and more preferably the longitudinally extending thermal insulation walls also come into contact with the shell of the hull. As a result, the walls are usually used to define a variety of docks, so the flexibility in the ship can be maximized.

It is particularly preferred that the upper refrigerated dock deck supports the cargo and that the navigating bridge and the premises of the crew for the crew are installed on the upper refrigerated dock deck. This allows all horizontal faces to be used to support other types of cargo, in particular containers. Even when sailing missions are placed simultaneously in the center of the hull, current maritime legislation relating to the mate's line of sight to the horizon is still observed, allowing the container to be stacked very high above the open deck.

In addition, an intermediate deck is provided in the refrigerated dock area, the distance between the decks is preferably about 2 to 3m, preferably about 2.25m to about 2.5m. As a result, unnecessary space between the upper part of the pallet and the lower part of the middle deck is remarkably reduced, thereby making it possible to carry the cargo placed on the pallet while maximally utilizing the loading volume. Furthermore, similar to the conventional refrigeration ship, the intermediate deck can be dried in a grating form, so that refrigeration can be achieved by circulation of air.

According to certain embodiments, access to the refrigerated dock area may be provided in a thermal insulation wall, preferably in a longitudinal wall, to simultaneously unload surface cargo and refrigerated cargo.

Furthermore, the length of the refrigerated dock zone is advantageously about 20% to 50%, preferably about 25% to 45% of the total length of the vessel. The longitudinal walls of the refrigerated dock area are, to a considerable extent, arranged only within the hull area where the shell is almost flat, thereby facilitating the formation of thermal insulation of the walls.

With respect to the ship's trim moment, it is desirable that the insulation walls defining the refrigerated dock area extend symmetrically with respect to the center and center plane of the hull so as to obtain relatively symmetrical loading conditions in order to ensure the desired stability. desirable.

Finally, access hatches to the dock area are to be provided for substantially the full width of the dock area. The dock area of the front and rear of the ship can thus be filled and emptied basically in the same way as a conventional ship.

A second basic embodiment of the invention relates to a transporter suitable for the simultaneous transport of cargo consisting of i) a liquid, in particular oil, ii) a plurality of containers, as well as iii) optionally, one or more additional types of goods, which transport In addition to the front, rear and center portions, it has a hull including a shell, a bottom, an open deck and a tank for storing the liquid. Container here means a standard container of the type generally used for transporting cargo on board containership.

The prior art (see DE-A-2 462 202 for example) includes a number of examples of tankers having oil tanks that carry crude oil in the same voyage while also being able to carry other types of cargo. The rear part of these ships usually includes a deck superstructure equipped with the navigational bridge of the ship and the means necessary for the propulsion of the ship, including machinery and fuel tanks, the forward part of the ship comprising a bow. The center portion of a conventional vessel includes an oil tank, and the boundary walls of the oil tank may be formed by the outer plate of the vessel. The central part of the ship further includes a plurality of docks for receiving different types of cargo. The oil tank is bounded upward by an open deck of the ship, as in the case of the dock.

However, in the past, optimum flexibility and capacity could not be obtained for these vessels. Therefore, these vessels were inconvenient because only by reducing the crude oil volume capacity was able to obtain the volume capacity for additional types of cargo, that is, the volume of cargo that could be transported. When these vessels sailed in the absence of crude oil, they were forced to carry only additional goods of volume capacity, such as the volume capacity of the dock provided for crude oil. The use of ships was not optimal for sailing with oil and other types of cargo, or with only other types of cargo.

It is an object of the present invention to transport various combinations of cargo in which one or more cargoes are liquid, while simultaneously transporting a substantial number of standard containers and, optionally, other types of cargo, for example general cargo, To provide a highly improved transport. Containers and, for example, general cargoes, should be able to transport relatively large quantities in comparison with conventional tankers of the same size and construction cost without significantly reducing the volumetric capacity for the liquid, ie the volume of liquid to be transported. Thus, for example, when transporting oil, owners can achieve much higher profits per voyage than conventional tankers.

The above object is that in the present invention the transport ship comprises a plurality of dock areas formed by the bottom and the open deck, wherein the dock areas store containers and / or optionally other types of cargo, Adapted to support containers, installing access hatches on the open deck to allow access to the dock area, and tanks for storing liquid extending upwards from the bottom of the ship to heights above the open deck. Solved by It is desirable to provide the total volume capacity of the tank substantially the same as the tank volume capacity in a conventional tanker having the same size of hull.

When the transport is constructed in this way, the remainder of the cargo can be carried relatively low for each or both keels of the liquid tank in the longitudinal direction of the transport, so that it can sail without liquid cargo. Thus, since only the draft line of the transport ship is significantly changed by changing shipping conditions, the desired center of gravity can be maintained even when cargo is generally combined. Since only a small part of the hull itself surrounds the liquid tank, the risk of liquid leakage in the event of a collision is reduced compared to conventional tankers.

According to a preferred embodiment of the present invention, the tank has a total volume capacity of about 5,000 to 100,000 m ³ , preferably about 40,000 m ³ , and the dock area comprises a total of at least 200 standard containers, preferably at least about 450 standard containers. Suitable to accommodate Transports of this size are typically sized to navigate the Panama Canal.

In particular, when the front of the ship includes one of the dock zones, the rear of the ship includes one of the dock zones, and the center of the ship includes the tank, symmetrical with respect to the ship in all load conditions. A symmetrical load impact can be obtained.

The dock section has a transverse wall, which is substantially vertical and is in direct contact with the tank, and optionally with intermediate coffer dams, and the wall of the dock section extending longitudinally of the ship is formed by the shell of the hull. More preferred. As a result, walls are usually used to define the various docks, thus maximizing the use of the transport.

It is desirable for the tank to include a plurality of independent compartments, which may optionally be cylindrical, boxed or spherical, to provide the same advantages as conventional tanks. The cylindrical compartment may be arranged about a longitudinal axis extending vertically or horizontally.

According to a particularly preferred embodiment, the tank is arranged on the open deck at 10% to 200%, preferably 50% to 150% of the shape of the transport measured from the open deck. The core in this case is measured from the base line of the transport. In particular, the tank may be extended above the open deck to a height of at least 10 m and preferably at least 15 m, and / or such that the volume on the open deck is at least 20%, preferably about 40 to 60% of the total volume of the tank. This yields an appropriate volume capacity ratio for each part of the cargo.

In order to obtain a relatively symmetrical loading state and to ensure the desired stability with respect to the trim moment of the ship, it is preferred that the tank extends symmetrically with respect to the hull center and the center plane.

Finally, it is preferred that the hatch area is fitted with access hatches substantially over its entire width. The dock area can be filled and emptied in the same way as a conventional container ship.

As embodied below, the invention as defined in the first and second basic embodiments seeks to maximize the loading and flexibility of the transport by using the general concept of optimizing the position of the tank for the dock or liquid cargo for refrigerated products. do.

The present invention will be described in more detail with reference to the preferred embodiment shown in the drawings.

1 shows an example of a known refrigeration ship in a partial vertical cross section with respect to the longitudinal direction,

Figure 2 shows a preferred embodiment of the refrigerating vessel according to the first basic embodiment of the present invention in a longitudinal partial vertical section,

3 schematically shows a known tanker in a longitudinal partial vertical section,

4 schematically shows a preferred embodiment of a transport ship according to a second basic embodiment of the present invention in a partial vertical sectional view,

FIG. 5 shows a more detailed view from the side of the embodiment of FIG. 4 with a tank comprising a vertical cylindrical section.

First basic embodiment of the present invention

1 shows a known refrigeration ship 1 having a hull comprising a shell 2, an open deck 3 and a dock 10. The refrigerating vessel 1 has a mechanism necessary for the propulsion of a transport, a deck superstructure containing premises 6 for the crew, and a rear portion 5 comprising a sailing bridge 7. The transport ship 1 also includes a front 15 having a bow and a bulb, and a central 9 having a refrigerated dock 10. The refrigerated dock 10 is formed by an insulated wall and an insulated bottom, and a superjacent open deck 3 is also insulated over the refrigerated dock 10.

The refrigerated dock 10 further comprises a number of intermediate decks 11, indicated by dashed lines, which can be dried in the form of a grating, the free height between which is usually 2.25 m. This free height is determined according to the standard pallet height of the refrigerated cargo, for example banana, and the intermediate deck 11 is also dried so that it can usually be moved by a forklift truck. In the example shown, the transport ship 1 comprises four intermediate decks 11 and the height of the transport ship 1 from the baseline to the open deck is chosen so that the required number of intermediate decks can be installed. The unloading of the refrigerated dock 10 can be done by elevators or cranes, whereby the refrigerated products marked by hatching are from each intermediate deck 11 to the side of the ship at a height above the waterline CWL on the side of the transport. It can be moved to an installed door or, optionally, to a hatch on an open deck.

The open deck 3, which forms a closure in the direction of the hull, also serves to support the surface cargo 12, which is indicated by the dotted line in the drawing, which consists of a container that is usually stacked up and has an open deck ( Tied to 3). The stack height of the container 12 is usually limited, in part, by the intention to maintain stability against heeling of the ship, and in part by international maritime law, which, according to the maritime law, is a line of sight from sailing missions. (line of sight; 4) is to be reached at sea level a distance equal to the length of the ship.

The conventional refrigeration vessel shown can thus be used to transport refrigerated products as well as containers. However, if the refrigerated dock 10 is to be emptied and only containers on the open deck 3 will be transported, then the stability of the transport will be significantly affected. This will be typical, especially for reversals. To compensate for this loading, ballast tanks in which seawater is pumped into the interior will usually combine up to about 30% of the transport load. However, these tanks occupy hull bottom space that can be used for cargo.

However, when refrigerated products are transported in refrigerated docks, the stackable height of the containers on the open deck 3 is also limited. This is because the weight per unit volume of refrigerated products, typically bananas, is significantly lighter than the weight per unit volume of cargo on the open deck. It is therefore possible to carry a relatively small quantity of containers and the containers have to be stacked very low on the open deck 3.

From an economic point of view, this is of course undesirable because it unfairly reduces the interests of the owners.

2 is a vertical longitudinal cross section through a transport ship 20 according to a first basic embodiment of the present invention. The illustrated transport ship 20, like a conventional transport ship, includes a hull having an outer shell 22, open decks 23, 23 'and a dock. The hull is divided into three dock sections, and the rear portion 25 of the transport ship includes a mechanism and a rear dock section 28. The front portion 35 of the transport ship 20 includes the bow and the front dock area 28 '. Both the front and rear dock areas 28 and 28 'are demarcated upwards by their respective open decks 23 and 23', which have access to the dock area for vertically lowering goods, especially containers. An access hatch is formed that allows it. In order to lower the container, it is preferable that hatches are installed over the entire width of the dock area as in conventional container ships and the hatch covers are dried to support the surface cargo. Furthermore, the front 23 'and rear 23 of the open deck are preferably at the same level as the open deck 3 of the conventional refrigeration line 1 above the base line.

The transport ship 20 further comprises a central portion 29 having a refrigerated dock area 30 indicated by a hatch ship, wherein the refrigerated dock area 30 is the full length of the fore-and-aft direction of the ship. It is advantageous that it is about 20% to 50%, preferably about 25% to 45%. The width of the refrigerated dock 30 is preferably the same as the width of the transport ship. The refrigerated dock area 30 is for transporting refrigerated cargo, such as bananas or similar foods, and is bounded by an insulated refrigerated dock deck 130 upwards. The refrigerated dock area 30 is in contact with the insulated bottom portion disposed adjacent the bottom of the transport ship, the insulated longitudinal and transverse walls 132, 133, and the transverse walls 132, 133, as shown. It further has a front portion 23 'and a rear portion 23 of the open deck. Furthermore, it is desirable for the transverse walls 132, 133 to form transverse boundaries of the front and rear dock regions 28, 28 ′. The refrigerated dock deck 130 is suitable for supporting the deck superstructure by the sailing bridges 27 of the transport ship 20 and optionally by surface layer cargo in the form of a few stacked containers tied to the refrigerated dock deck 130. desirable.

As with conventional refrigeration vessels, the refrigerated dock area 30 is provided with a number of fixed intermediate decks 31, for example in the form of grids, which can be accessed via doors (not shown) on the side of the transport using an elevator. Partitions may be installed which, if desired, divide the refrigerated dock area 30 into small sections, for example, maintained at different temperatures above and below freezing point. The distance between the intermediate decks 31 is determined by the height of the standard pallet and is therefore usually about 2.25 m as in conventional refrigeration ships.

In the embodiment shown in FIG. 2, the refrigerated dock deck 130 is positioned above the open deck 23 ′ at about 100% height of the shape of the transport vessel measured against the open deck 23 ′ from the baseline, which is a refrigerated dock. Zone 30 includes a total of eight intermediate decks, four of which are below open deck 23, 23 'height. Therefore, refrigerated products can be stacked higher than in conventional refrigeration vessels. Compared with the conventional refrigeration vessel 1 of the same height shown in FIG. 1, it is certain that the same loading capacity for the refrigerated product can be provided by selecting the refrigerated dock deck 130 at an appropriate height.

2 also shows a plurality of containers 32, 32 ′ (indicated by dashed lines) in which the transport ship 20 is stacked on top of each other in the dock area 28, 28 ′ and above the open deck 23, 23 ′. A refrigerated product (indicated by a hatch line) represents a fully loaded refrigerated dock region 30. Since the weight per unit volume of refrigerated products is usually smaller than the container, the possibility of stacking containers near the keel as described above means that the center of gravity of the entire cargo as compared to conventional refrigeration ships containing the same number and number of containers This means that it is relatively low. Thus, a considerable number of containers can be stacked under conditions with nearly the same stability as conventional refrigeration vessels. When sailing in the absence of refrigerated products, in some embodiments, the size of the water ballast may be further reduced.

Table 1 below shows some of the features of the present invention. According to the present invention, the capacity of the transport ship, which is equipped with a refrigerated dock and eight intermediate decks (Fig. 2), having a hull length of 150 m, a length of about 50 m and a width approximately equal to the width of the transport ship (about 25 m), according to the present invention. Compared with the conventional transport of the same length shown in FIG. The construction cost of both transport ships is usually 220,000,000 DKK (1997). For both transports the distance between the baseline and the open deck is approximately 13.3m and the width is approximately equal.

Table 1

(First basic embodiment of the present invention)

        Cargo Invention Conventional Transport Ship

A Banana 5,000 Tons 5,000 Tons

B Banana 5,000 Tons 5,000 Tons

      Other cargo up to 600 containers up to 150 containers

C Banana 0 0

      Other cargo up to 600 containers up to 150 containers

The rear open deck 23 can be arranged much better at a lower height than the front open deck 23 ', and the rear portion of the transport does not need to extend at the same height to be shielded from waves. In this case the position of the refrigerated dock deck 130 relative to the open deck is determined based on the height of the front open deck 23 '.

Second basic embodiment of the present invention

3 shows a conventional tanker 201 having an open deck 203 constituting an upper closure of the hull and a hull comprising an outer shell 202. The oil tanker 201 has a rear portion 205 that includes a deck superstructure that includes the necessary space for the propulsion of the ship, fuel tanks and crew, and a voyage bridge 207. In addition, the tanker 201 includes a front portion 215 including a bulb and a bow, and a central portion 209 provided with a dock 210. The dock 210 is formed by a tank represented by a hatch line, which includes a plurality of independent compartments in which walls are formed by the shell plate 202. The upper boundary of the tank is defined by the open deck 203 of the transport ship, and the lower boundary is defined by the bottom 208 of the transport ship. This type of transport is entirely dry to transport as much liquid as possible, mainly oil, which will be free of cargo when returning to the reservoir. The tank extends in the forward and backward direction of the tanker beyond about 80% of its total length.

Due to the current safety regulations, the transport of surface cargo, for example in the form of containers, on tanks in the open deck 203 of conventional tankers is not tolerated and the owner's income is significantly limited. If such surface cargo is permitted by safety regulations, the stacking height of the container, for example on the open deck 203, will always be limited when sailing without liquid in the tank, since in this loading condition the height of reverberation is very high. . To compensate for this safety condition, installation of a ballast tank is usually required, with the result that only a small amount of unprofited pumped water is sailed. Thus, if so regulated by law, tankers are generally disadvantageous because only a relatively limited number of containers can be carried on the open deck.

4 shows a longitudinal vertical section of a transport ship 220 according to a second basic embodiment of the invention. The illustrated transport ship 220 includes a hull provided with an outer shell 222, an open deck 223, 223 ′, a bottom 218 and a dock, similar to a conventional oil tanker. The dock is divided into three parts, and the rear portion 225 of the transport ship includes the transport dock machinery as well as the rear dock area 228. The front portion 235 of the transport ship 220 includes the bow and the front dock area 228 '. Both the front and rear dock areas 228, 228 'are each part 223 of the open deck formed by access hatches which allow access to goods, in particular the dock areas 228, 228' to lower the container vertically. 223 ') defines the upper boundary. To lower containers or other items towards the bottom 218, hatches are disposed over the entire width of the dock area 228, 228 'as in conventional container ships, and placed on the open deck 223, 223'. The hatch cover is preferably dried to support surface cargo in the form of containers 232, 232 '. In addition, the front 223 'and rear 223 of the open deck are preferably at the same level as the open deck 203 in the conventional tanker 201 (FIG. 3) above the ship's baseline.

In addition, the transport ship 220 includes a central portion 229 including a tank 230, wherein the tank 230 is about 20% to 50% of the total length of the transport ship in a forward and backward direction of the transport ship, preferably about 25% to 45%. It is advantageous to be%. The width of the tank 230 is preferably equal to the width of the transport ship. The tank 230 is for transporting liquid articles such as wine, oil, chemicals, etc., and forms an upper boundary by the horizontal tank wall 330, optionally with conventional pipe stubs for filling or emptying. ) May be included. As shown, the front portion 223 ′ and rear portion 223 of the open deck are in contact with the tank 230. The transverse walls of the dock regions 228, 228 ′ closest to the tank 230 are preferably substantially vertical and contact the tank 230 directly, optionally via intermediate coffer dams.

In the embodiment shown in FIG. 4, the upper horizontal tank wall 330 is disposed above the open deck 223 ′ at about 100% height of the mold core measured relative to the open deck 223 ′ from the baseline of the transport. In addition, the volume of the portion of the tank 230 extending above the open deck 223 'is about 50% of the total volume of the tank. Comparison with the volumetric capacity of the conventional tanker 201 of the same length shown in FIG. 3 can generally provide the same volumetric capacity for the liquid as in conventional tankers by appropriately selecting the height of the horizontal tank wall 330. Will show that there is.

4 shows that the vessel 220 is fully loaded with liquid (indicated by hatch lines) in the tank 230, and has a plurality of containers 232 (2) in the dock area (228, 228 ′) and on the open decks 223, 223 ′. 232 ') (indicated by dashed lines) indicates the stacked state. The stacking heights of the containers 232, 232 'are, in part, intended to maintain stability against inclination of the ship, and in part are limited by international maritime law. The sight 204 should reach the sea level away from the bow by a distance corresponding to the length of the ship. Because the container can be loaded relatively low on the bottom 218 of the ship, multiple containers can be transported with or without oil cargo in tank 230 without the risks associated with ship stability.

FIG. 5 is a side view illustrating the transport of FIG. 4 in more detail. This figure shows an example of conveniently stacking containers 232 and 232 'and drying tank 230 firmly. The tank 230 may consist of a plurality of independent cylindrical compartments, which have a longitudinal axis extending vertically and extending from the bottom 218 of the transport to the line of sight 204. The compartments can be arranged at a distance from each other, and can optionally be adapted to transport various types of liquids.

Although FIG. 5 shows containers 232, 232 ′ disposed in all dock areas, all or part of these dock areas 228, 228 ′ may be of different types of cargo, eg general cargo or granular articles. It can also be filled with. Because of the stability of the transport ship 220, it is important to place the cargo in the dock area, whether it is a normal cargo or a container, especially when sailing without liquid in the tank 230.

Table 2 below shows some of the advantages of the present invention, for example 180 m long and 30 m wide, according to the invention, with a volume of 20,000 m ³ , a horizontal tank wall above the open deck 23 '. A capacity ship (see FIG. 5) having a tank up to 330 30 m in height is compared with the conventional transport ship shown in FIG. 3 having the same length / width and capacity. The construction cost of both ships will usually reach 220,000,000 DKK (1997). For both transports, the distance from the baseline to the open deck is approximately 14 meters.

TABLE 2

(Second Basic Embodiment of the Invention)

     Combination of Cargoes Conventional Transport

A 16,000 tons of oil 16,000 tons

       Container 0 0

B oil 16,000 tons 16,000 tons             

       container

        About 1,000 0 on deck

        -About 500 0 on the dock

C oil 0 0

       container

        About 1,000 0 on deck

        -About 500 0 on the dock

The open deck 223 in the rear may be arranged much better at a lower height than the open deck 223 'in the front because the rear open deck does not have to be extended to the same height and shielded against waves. In this situation, the horizontal tank wall 330 position above the tank 230 relative to the open deck may be determined based on the height of the front open deck 223 '.
Effects of the Invention
As such, the present invention is capable of transporting large quantities of different types of cargo at the same time while reducing stability issues, allowing the transport of various combinations of cargo, at least one of these cargo types being preferably shipped in refrigerated form. By providing a transport ship, a high degree of flexibility is ensured, and therefore, there is an effect that the owner can obtain a higher return per voyage than the known refrigeration ship.

Claims (38)

Hull including outer shell 22, open decks 23 and 23 'and docks 28, 28' and 30, and a transport ship having a front portion 35, a rear portion 25 and a central portion 29 20), The front portion 35 of the transport vessel 20 is provided with a dock area 28 'formed by the hull and the open deck 23', and installed in the open deck 23 'and provided with the dock area 28. Including an access hatch to allow access to '), The rear portion 25 of the transport ship 20 is provided with a dock area 28 formed by the hull and the open deck 23, and installed in the open deck 23 to the dock area 28. Includes an access hatch to enable access; The central portion 29 of the vessel is an insulated upper refrigerated dock deck 130, an insulated bottom arranged below the open deck 23, 23 ′ and an insulated wall extending transversely and longitudinally of the vessel. A refrigerated dock region 30 defined by (132, 133 ...), In a transport ship, in which the open decks 23, 23 'support cargo, The refrigerated dock area 30 allows for storing goods above and below the open deck 23, 23 ′, The insulated upper refrigerated dock deck 130 is installed on the open deck 23, 23 ′ at a height of 20% to 200% of the center of the transport vessel 20 measured from the open deck 23, 23 ′. Characterized in that, Transport ship. The method of claim 1, Characterized in that intermediate decks for supporting the article are arranged at levels above and below the open deck 23, 23 ′, Transport ship. The method according to claim 1 or 2, The voyage bridge 27 of the transport ship and the premises space 26 for the crew is installed on the upper refrigerated dock deck 130, Transport ship. The method according to claim 1 or 2, The upper refrigerated dock deck 130 is installed on the open deck (23, 23 ') at a height of 50% to 150% of the center of the transport ship 20 measured from the open deck (23, 23'). Made, Transport ship. Hull including outer shell 22, open decks 23 and 23 'and docks 28, 28' and 30, and a transport ship having a front portion 35, a rear portion 25 and a central portion 29 20), -The front part 35 of the transport ship 20 is provided with a dock area 28 'defined by the hull and the open deck 23' and installed in the open deck 23 'with the dock area ( 28 '), including an access hatch to allow access to -The rear part 25 of the transport ship 20 is provided with a dock area 28 formed by the hull and the open deck 23 and installed in the open deck 23 to the dock area 28. An access hatch to allow entry and exit of The central part 29 of the transport ship is an insulated upper refrigerated dock deck 130, an insulated bottom arranged below the open deck 23, 23 ′ and an insulated transverse and longitudinal extension of the transport ship. A refrigerated dock region 30 defined by walls 132, 133... In a transport ship wherein the open deck 23, 23 ′ supports cargo; Iii) the insulated upper refrigerated dock deck 130 is installed at a height above the open deck 23, 23 ′, Ii) the refrigerated dock area 30 includes an intermediate deck for storing pallet goods above and below the levels of the open deck 23, 23 ′, Iii) characterized in that the navigation bridge 27 and the premises space 26 for the crew of the transport ship is installed on the upper refrigerated dock deck 130, Transport ship. The method according to claim 1, 2 or 5, The insulated bottom is arranged close to the bottom of the transport ship, Transport ship. The method according to claim 1, 2 or 5, The upper refrigeration dock deck 130 is installed above the open deck 23, 23 'at a height of 20% to 200% of the center of the transport vessel 20 measured from the open deck 23, 23'. Characterized by Transport ship. The method according to claim 1, 2 or 5, Characterized in that the laterally extending insulated walls 132, 133 directly contact the dock area 28, 28 ′ at the front or rear portions 25, 35 of the transport ship, Transport ship. The method according to claim 1, 2 or 5, The insulated wall extending in the longitudinal direction is in contact with the outer plate 22 of the hull, Transport ship. The method according to claim 1, 2 or 5, Characterized in that the upper refrigerated dock deck 130 is configured to support the cargo, Transport ship. The method according to claim 2 or 5, The distance between the intermediate deck is characterized in that 2m to 3m, Transport ship. The method according to claim 2 or 5, The intermediate deck 31 is formed in a grid shape, characterized in that the cooling is made by circulating air, Transport ship. The method according to claim 1, 2 or 5, An entrance to the refrigerated dock area 30 is provided in the insulated wall, Transport ship. The method according to claim 1, 2 or 5, Characterized in that the transport propulsion means are installed behind the dock area 28 of the rear portion 25, Transport ship. The method according to claim 1, 2 or 5, The length of the refrigerated dock region 30 is characterized in that it consists of 20% to 50% of the total length of the transport ship, Transport ship. The method according to claim 1, 2 or 5, Insulated walls 132, 133,... Of the refrigerated dock region 30 are arranged symmetrically with respect to the midship section and the middle-line plane, Transport ship. The method according to claim 1, 2 or 5, Characterized in that hatch access to the dock area (28, 28 ') is installed over the entire width of the dock area (28, 28'), Transport ship. Iii) a transport suitable for transporting liquid and ii) a plurality of containers 232, 232 'simultaneously, A hull comprising an outer shell 222, an open deck 223, 223 ′, a bottom 18 and a tank 230 for storing and transporting the liquid, and In a transport having a front part 235, a rear part 225 and a center part 229, The transport ship comprises a plurality of dock sections 228, 228 'formed by the bottom 218 and an open deck 223, 223', wherein the dock sections 228, 228 'have a container 232, 232 '), The open deck 223, 223 ′ is suitable for supporting containers 232, 232 ′, The open deck 223, 223 'includes access hatches to allow access to the dock area 228, 228', The tank 230 for storing liquid extends higher than the open deck from the bottom 218 of the transport, Transport ship. The method of claim 18, Characterized in that the total volume capacity of the tank 230 is equal to the volume capacity of the tank of a conventional tanker 201 having the same hull size, Transport ship. The method of claim 18 or 19, The total volume capacity of the tank 230 is between 5,000 and 100,000 m 3, Said dock area 228, 228 'can accommodate a total of 200 or more standard containers, Transport ship. The method of claim 18 or 19, The dock regions 228, 228 ′ are vertical and have transverse walls directly in contact with the tank 230, A wall of the dock region 228, 228 ′ extending longitudinally of the transport ship is formed by the outer shell 222 of the hull, Transport ship. The method of claim 18 or 19, The front portion 235 of the transport ship includes one of the dock sections 228 ', The rear portion 225 of the transport ship comprises one of the dock sections 228, Characterized in that the central portion 229 of the transport ship includes the tank 230, Transport ship. The method of claim 18 or 19, Characterized in that the tank 230 is divided into a plurality of independent compartments, Transport ship. The method of claim 23, The independent compartments are characterized in that the cylindrical or spherical, Transport ship. The method of claim 18 or 19, Characterized in that the tank 230 extends above the open deck 223, 223 'to a height of 10% to 200% of the center of the transport vessel 20 measured from the open deck 223, 223', Transport ship. The method of claim 18 or 19, Characterized in that the tank 230 is extended to a height of 10m or more above the open deck (223, 223 '), Transport ship. The method of claim 18 or 19, Characterized in that the tank volume on the open deck 223, 223 'constitutes at least 20% of the total volume of the tank, Transport ship. The method of claim 18 or 19, Characterized in that the release to and from the dock area 228, 228 'is installed over the entirety of the width of the dock area 228, 228', Transport ship. The method according to claim 1, 2 or 5, The upper refrigerated dock deck 130, characterized in that installed on the open deck (23, 23 ') at a height of 50% to 150% of the center of the transport ship 20 measured from the open deck (23, 23'). , Transport ship. The method according to claim 2 or 5, Characterized in that the distance between the middle deck is 2.25 to 2.5m, Transport ship. The method according to claim 1, 2 or 5, Characterized in that the length of the refrigerated dock region 30 constitutes 25% to 45% of the total length of the ship, Transport ship. As a transport vessel 220 suitable for simultaneously transporting at least one of i) a liquid, ii) a plurality of containers 232, 232 'and iii) a general cargo or granular article: A hull comprising an outer shell 222, an open deck 223, 223 ′, a bottom 218 and a tank 230 for storing and transporting the liquid, and In a transport ship having a front part 235, a rear part 225 and a center part 229, The transport ship comprises a plurality of dock sections 228, 228 'defined by the bottom 218 and the open deck 223, 223', wherein the dock sections 228, 228 'have a container ( 232, 232 ') or general cargo or granular goods, The open deck 223, 223 ′ is suitable for supporting containers 232, 232 ′, An open deck (223, 223 ') having access hatches that allow access to the dock area (228, 228'), A tank 230 for storing the liquid, extending above the open deck from above the bottom 218 region of the ship, Transport ship. 33. The method of claim 18, 19 or 32, The total volume capacity of the tank is 40,000 m ³ , The dock area 228, 228 ′ is suitable for accommodating a total of 450 or more standard containers, Transport ship. The method of claim 18 or 19, The dock regions 228, 228 'are vertical and have transverse walls and intermediate cofferdams in contact with the tank 230, A transport ship characterized in that a wall of the dock region (228, 228 ') extending in the longitudinal direction of the transport ship is formed by the hull shell plate (222). The method of claim 18 or 19, The tank 230 is characterized in that it extends above the open deck (23, 23 ') to a height of 50% to 150% of the shape of the transport ship 20 measured from the open deck (23, 23'), Transport ship. The method of claim 18 or 19, Characterized in that the tank 230 is extended to a height of 15m or more above the open deck (223, 223 '), Transport ship. The method of claim 18 or 19, Characterized in that the tank volume on the open deck 223, 223 'constitutes 40% to 60% of the total volume of the tank, Transport ship. 33. The method of claim 18 or 32, The liquid is characterized in that, Transport ship.

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