KR20060057003A - Container ship - Google Patents

Abstract

Disclosed is a container ship having a limited length and width in order to be able to navigate through the Panama Canal. Said container ship comprises a hold (4) which allows twelve rows of containers (15) to be accommodated next to each other across the width of the ship and is located in a hull (2) that is provided with a double shell (3). At least one three-dimensional stabilizing device (5) which connects the ship's double shell (3) on one side of the hull (2) to the ship's double shell on the other side of the hull is disposed inside the hull (2).

Description

Container ship {CONTAINER SHIP}

The present invention relates to a container ship having defined dimensions of length and width for passage of the Panama Canal, according to the preamble of claim 1.

Container ships that can pass through the Panama Canal have a maximum length of about 294m and a maximum width of about 32m. Such vessels are also called "Panmax" container ships.

The largest container ships with a maximum width of 32.2m and a length of less than 200m are known, and the vessel has a double shell width so that 12 containers (20ft or 40ft standard containers) are placed side by side in the cargo hold. It is reduced from about 2m to 1m. As a result, the width of the cargo hold is enlarged to accommodate 12 rows of containers side by side. Reducing the width of the ship's double shell lowers the torsional stability. However, by limiting the drying method and the length of the ship to less than 200 m, sufficient torsional stability can be obtained and excessive cambering of the hull can be suppressed as possible.

In order to maximize the length of the ship for the passage of the Panama Canal, the above method is no longer possible, so keeping the maximum width while arranging 12 rows of containers in the cargo hold of the ship for longer periods of time Torsional stiffness has been so low that it has not been successful to date.

Extending existing transverse deck beams in the cargo hold bulkhead area would result in undesirable reductions in loading capacity in these vessels.

However, a substantial competitive advantage in building ships of the maximum possible length for the passage of the Panama Canal is to increase the loading capacity of the container.

The present invention aims to provide a container ship suitable for passing through the Panama Canal and having an increased number of container loads.

This object is solved by a container ship having the features of claim 1. Preferred implementations of such container ships are described in the dependent claims.

The container ship according to the present invention has a limited dimension in length and width for passage of the Panama Canal, and has a cargo hold capable of accommodating 12 rows of containers side by side in the width direction of the ship in a hull having a double shell. The hull is characterized in that at least one spatial stabilization device is arranged to connect one double shell and the other double shell of the hull.

According to the present invention, in order to prevent cambering due to torsion, a spatial stabilization device connecting the ship double shell is disposed in the ship's hull to accommodate 12 rows of containers in the ship's width direction. Due to the fact that the ship double shell is spread from one side of the ship to the other by the stabilization device, the torsional rigidity of the hull is increased and the cambering due to the torsion is reduced. As a result, the width of the ship's double shell is reduced so that the cargo hold is wide enough to accommodate 12 rows of containers side by side, and the torsional rigidity of the fanmax container ship can be higher than that of the prior art container ship. In the construction of ships having a length of less than 200 m, improved torsional stiffness is taken into account in order to improve navigation and reduce costs. In addition, even in ships having a length of 200 m or more, sufficient torsional rigidity is obtained. This fact is in accordance with a preferred embodiment of the present invention wherein the container ship has a length of about 200 m to 294 m, with a length of about 240 m to 290 m being particularly preferred. In conventional Panmax container ship drying of corresponding lengths, sufficient torsional stiffness was only possible by widening the double shell. However, this did not accommodate 12 rows of containers. According to the present invention, the Panmax container ship has a loading capacity of a conventional container ship having a ship double shell of 200 m or more in length and a wide width, as well as a ship double shell of less than 200 m in length and a reduced width. It may have a loading capacity exceeding.

According to one preferred embodiment, the width of the container ship is about 32 m. According to one preferred embodiment, the ship double shell is about 1 m wide.

According to an embodiment, the stabilization device in the hull separates the two regions of the cargo hold from each other. The hull of container ships is particularly vulnerable to the cargo hold area. By arranging the stabilization device in the cargo hold so that the two regions of the cargo hold are separated from each other, the torsional rigidity of the container ship is particularly well increased.

According to one preferred embodiment, the stabilization device is arranged at approximately half the length of the hold. According to yet another embodiment, the stabilization device is located at approximately half the length of the cargo hold in front of the ship propulsion device. This significantly improves torsional stiffness. The case of additional cargo holds arranged behind the ship propulsion system is not very important, because in the area of the ship propulsion the hull rigidity is in itself.

The stabilization device extends in the longitudinal and transverse direction of the ship. Preferably it has a box-shaped structure. The stabilization device preferably has a substantially closed spatial structure. Substantially closed spatial structures are particularly rigid. This structure is made of sheet metal or steel sheet and optionally steel frame. Such a structure is arranged, for example, in the longitudinal direction of the ship, and the transverse bulkheads closing the stabilization device from the front and the rear are connected with the ship double bottom and the strength deck. The term "frame" includes means for strengthening the structure through sheet metal or steel sheet. The construction of the spatial stabilization device, which is a substantially closed spatial structure, comprises a structure in which the opening is closed to a very high degree and completely closed.

According to one embodiment, the stabilization device is substantially closed on the lateral side. This is particularly advantageous for the strengthening of the hull. According to one embodiment, the stabilization device is wrapped by the transverse bulkhead.

According to another embodiment which increases the torsional rigidity of the hull, the stabilization device is connected with the ship double bottom of the ship double bottom shell. According to one embodiment, the upper strong deck of the stabilization device is substantially closed and on a plane connecting with the main deck. Through this, the rigidity of the hull is particularly well improved.

According to one embodiment, the stabilization device is connected with the surrounding structure of the hull by a material-fitting manner and / or a fixture. This applies in particular to the upper strong deck of the lateral plating and / or stabilization device. Preferably, the material fitting connection is a welding connection and the additional fastening means is a rivet.

The size of the cargo hold for arranging 12 rows of containers side by side narrows the width of the ship double shell, thereby reducing the capacity of the tank housed in the ship double shell. According to one embodiment, the stabilization device and / or the space located thereon comprises at least one storage device for the tank and / or liquid and / or solid and / or other medium and / or the product and And / or at least one source space. By using as a tank space the volume of the stabilization device and / or the space located thereon, the disadvantage of reducing the tank capacity in the ship double shell area is compensated. At the same time, fuel can be stored in a protective manner separated from the shell by the vessel double shell. This avoids the risk of fuel leakage due to damage to the shell.

The tank disposed in the stabilization device forms an elevated tank with the known advantages regarding the trimming and longitudinal stability of the vessel. The recovery of the stored fuel from the tank near the longitudinal center of gravity increases the safety of the ship, since the trim is considerably lowered, accompanied by a reduction in the longitudinal bending moment of the ship. According to another embodiment, these preferred effects are realized by a water ballast tank in the ship's double shell.

Finally, according to one embodiment, the deckhouse is arranged above the stabilization device, which is particularly advantageous because the area under the deckhouse cannot be used as a cargo hold for containers. In addition, by arranging the deckhouse above the stabilization device, an additional loading space is obtained on the main deck compared to ships in which the deckhouse is placed above the ship propulsion system, because the captain's view at the water in front of the bow of the ship This is because is more preferably secured. As a result, even when the container is loaded high in front of the deckhouse, an accurate view of the water surface according to legal regulations (for example, the length of two ships according to IMO) is secured. In addition, by arranging the deckhouse away from the ship propulsion device, the stress of the source from the engine noise and vibration is reduced.

1 is a schematic perspective view of a container ship having a stabilization device.

2 is a cross-sectional view of the stabilization device of the container ship.

3 shows a part of a ship hull with a stabilization device.

Figure 4 (a) is a cross-sectional view schematically showing a container arranged in a cargo hold of a conventional container ship, (b) is a cross-sectional view schematically showing a container arranged in a cargo hold of a container ship according to the present invention.

Figure 5 (a) is a longitudinal sectional view schematically showing a container arranged in a conventional container ship, (b) is a longitudinal sectional view schematically showing a container arranged in a cargo hold of a container ship according to the present invention.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings.

The container ship shown in FIG. 2 includes a hull 2 having a ship double shell 3. The ship double shell 3 has a port side portion 3.1 and a starboard side portion 3.2 of the container ship. It also has a ship double bottom 3.3.

Inside the hull 2 is a cargo hold 4. In the hull 2, a stabilization device extending laterally with respect to the centerline of the container ship 1, both sides of which are respectively connected to both ship double shells 3.1 and 3.2, and the lower side of which is connected to the ship double bottom 3.3. 5) is arranged. The stabilization device 5 is provided in the position most effective for increasing the torsional rigidity and preventing the cambering. This position is preferably half the length of the cargo hold 4. Thus, the cargo hold 4 has a front region 4.1 and a rear region 4.2 of the stabilization device 5.

2 shows a stabilization device 5 arranged between both parts 3. 1, 3.2 of the ship double shell and the ship bottom 2. The marine double shell 3 is formed by the shell 6 and the longitudinal bulkhead 7 of the hull 2. The dotted line represents the subdivided internal structure (tank, reservoir, etc.) of the stabilization device 5. Preferably, the stabilization device 5 is embodied as a tank 8 used for the storage of liquids (such as fuel) or other media in the hull 2. In addition, the space above the stabilization device 5 is preferably used for the arrangement of storage devices for liquid or solid media. It is preferable that the deck room 9 is arrange | positioned in this space.

According to FIG. 3, the stabilization device 5 is formed by a substantially closed spatial structure by planing an outer plate on both sides in the form of transverse bulkheads 10.1, 10.2. The transverse bulkheads 10.1 and 10.2 are connected with the sheath 6 and the inner longitudinal bulkheads 7, respectively. Thus, the stabilization device 5 and the ship double shell 3 form two interlaced double structures. The upper strong deck 11 of the stabilization device is preferably embodied in a closed manner and is preferably connected coplanar with the main deck 12 (compare FIG. 1).

According to Fig. 4 (a), 11 rows of containers 13 are arranged side by side in a conventional container ship having a width of a ship double shell of about 2 m. According to FIG. 4 (b), 12 rows of containers 13 are arranged side by side in the cargo hold 4 of the container ship according to the invention, where the width of the ship double shell is reduced to about 1 m and the width of the ship is about 32 m. Due to the stabilization device 5, the container ship 1 according to the present invention has no problem in that its length is dried to a length of about 294 m.

According to Fig. 5 (a), in a conventional container ship, a container can be loaded to the maximum height in front of the deckhouse only up to about the middle of the ship and the deckhouse is arranged above the ship propulsion device on the main deck. According to Fig. 5 (b), in the container ship according to the present invention, since the deck chamber 9 is disposed above the stabilization device 5 far in front of the ship propulsion device 14, even when the container is loaded at the maximum height. The captain may have a clear view of the water surface. The path of view 15 which must be maintained in accordance with legal regulations is secured by loading the container up to some container length behind the bow, thereby further increasing the loading capacity.

Claims (16)

Cargo hold 4 having limited dimensions in length and width for passage of the Panama Canal and which can accommodate 12 rows of containers 13 side by side in the ship's width direction in a hull 2 having a double shell 3 In a container ship with Within the hull 2 is arranged one or more spatial stabilization devices 5 connecting one double shell 3 of the hull 2 and the other double shell 3. Container ship. The method of claim 1, Container ship, characterized in that having a length in the range of about 200m to 294m. The method according to claim 1 or 2, Container ship, characterized in that the width of about 32m. The method according to any one of claims 1 to 3, Container ship, characterized in that the width of the vessel double shell (3) is about 1m. The method according to any one of claims 1 to 4, The stabilization device (5) in the hull (2) is characterized by separating two regions (4.1, 4.2) of the cargo hold (4) from each other. The method of claim 5, The stabilization device (5) is characterized in that the container ship, characterized in that disposed at approximately half the position of the length of the cargo hold (4). The method of claim 6, The stabilization device (5) is characterized in that it is disposed at approximately half the position of the cargo hold (4) in front of the ship propulsion device (14). The method according to any one of claims 1 to 7, The stabilization device (5) is characterized in that it has a substantially closed space structure. The method according to any one of claims 1 to 8, The stabilization device (5) is characterized in that the container ship is surrounded by partitions (10.1, 10.2). The method according to any one of claims 1 to 9, The stabilization device (5) is characterized in that it is connected to the double bottom (3.3) of the ship double shell (3). The method according to any one of claims 1 to 10, Container deck characterized in that the upper strength deck (11) of the stabilization device (5) is substantially closed and connected in the same plane as the main deck (12). The method according to any one of claims 1 to 11, The stabilization device (5) is characterized in that it is connected to the peripheral structure of the hull (2) by a material-fitting method and / or fixture (fixture). The method according to any one of claims 1 to 12, The stabilization device 5 and / or the space located above the stabilization device 5 may comprise a tank 8 and / or one or more storage devices for liquid and / or solid and / or other media, and / or goods Container ship comprising at least one storage compartment for, and / or at least one source space. The method according to any one of claims 1 to 13, The vessel double shell (3) is characterized in that it comprises at least one ballast tank (water ballast tank). The method according to any one of claims 1 to 14, Container ship, characterized in that the deck chamber (9) is arranged on the stabilization device (9). The container ship according to any one of claims 1 to 15, having limited dimensions in length and width for passage of the Panama Canal, Containers characterized in that one or more spatial stabilization devices 5 are arranged in the hull 2 for connecting the ship double shells 3, 3.1, 3.2 in order to accommodate the containers 13 in the row direction of the ship. line.

Images