KR20160144350A - Cargo ship - Google Patents

Abstract

It provides a cargo ship with a dock capable of loading long cargoes. A cargo ship (1) having a cargo hold (C) capable of loading a long cargo is characterized in that the cargo hold width CB of the cargo area C is 25% to 40% of the cargo width B, (3), and the height of the raised floor is 1/5 to 1/10 of the line width. Even if the pod C having the pod length CL of about 80% of the pod length L is provided, the strength of the pod can be sufficiently secured. Therefore, it is possible to carry a long cargo such as a rail, for example, about 150 m that can not be transported in the past.

Description

Cargo ship {CARGO SHIP}

The present invention relates to a cargo ship. More particularly, the present invention relates to a cargo ship having a cargo hold capable of loading a long cargo (150 m rail).

Conventionally, when a long cargo is to be transported, there is no way to load a long cargo having a length corresponding to the longitudinal length of the cargo port. For this reason, a long cargo (for example, a long rail of about 480 feet (146.3 m)) of about 150 m in length can not be transported by a ship longer than the longitudinal length of the dock. Long cargo can be loaded on the upper deck of a ship, but it is not desirable to load long cargo on the upper deck of the ship because the stability is poor and the risk of overturning increases.

As a technique relating to a cargo ship, for example, there is the following patent application (Patent Document 1).

The present application aims to provide a cargo ship with a high operating efficiency while securing a large amount of grain, and in a cargo ship having three or more holds (H1 to H3) in the forward and backward direction, And the second pier H2 in the middle excluding the pier H1 and the third pier H3 is used as a pier having a double hull structure. With such a configuration, there is double hull in the intermediate pier, so that the transverse movement of the grain is restrained, so that the stability of the hull in the transverse direction is enhanced, and the measures for preventing transverse movement such as bag pressing and strapping are not taken. In addition, the piles (H1, H3) on the bow side and the stern side are stacked and stacked as much as possible. Even if this operation is not completed, This is an application that has the effect of increasing the efficiency of the ship because it can be carried out immediately after the ladder loading on the intermediate hatch (H2) is completed because it is required during bulk loading. However, the cargo ship in this application is a cargo ship considering the loading of grain, for example, there is a problem that it can not carry a long cargo such as a 150m rail.

Japanese Patent Application Laid-Open No. 2006-219132

SUMMARY OF THE INVENTION It is an object of the present invention to provide a cargo ship having a dock capable of loading long cargoes in consideration of the above circumstances.

The cargo ship of the first invention is a cargo ship having a dock capable of loading long cargoes, wherein the dock width of the dock is 25% to 40% of the line width, the transverse bulkhead is arranged below the upper deck, The width of the ship is 1/5 to 1/10 of the width of the ship).

The cargo ship of the second invention is characterized in that, in the first invention, openings are respectively provided on the forward side and the aft side of the ship longitudinal direction bulkhead on the left and right of the ship.

The cargo ship of the third invention is characterized in that, in the first or second invention, the bow shape is an upright bow.

The cargo ship of the fourth invention is characterized in that, in the first, second or third invention, a main engine is provided above the aft anchor.

The cargo ship of the fifth invention is characterized in that, in the first, second, third or fourth invention, a plurality of deck cranes are provided only on either the right or left side of the dock.

The cargo ship of the sixth invention is the cargo ship of the first, second, third, fourth, or fifth invention, wherein a plurality of evacuation spaces are provided on the left and right of the ship along the ship longitudinal direction bulkhead, And an entrance through the evacuation space is provided in the ship longitudinal direction bulkhead.

The cargo ship of the seventh aspect of the present invention is the cargo ship of the first, second, third, fourth, fifth or sixth invention, wherein a lashing space is provided along the longitudinal direction partition wall on the right and left sides of the cargo holds, And a lashing fixing device is provided on the bottom surface of the lashing space at intervals of 3 m to 7 m in the longitudinal direction of the ship.

In the first, second, third, fourth, fifth, sixth, or seventh invention, the fuel tank of the eighth aspect of the present invention is characterized in that the fuel tank is provided on the front hull, Is provided.

According to the first aspect of the present invention, it is possible to provide a dock having a dock length of about 80% of the length of the ship while sufficiently securing the strength of the ship. For this reason, it is possible to carry a long cargo such as a rail of about 150 m which has not been conventionally transported.

According to the second aspect of the present invention, the bending moment acting on the hull can prevent the stress concentration on the longitudinal bulkhead of the pail.

According to the third invention, it is possible to maximize the dock length of the dock while suppressing the length of the dock.

According to the fourth aspect of the present invention, the engine room can be positioned at the stern side as much as possible by providing the main engine at a position having a wide line width (ship width) at the stern side. Therefore, it is possible to secure the maximum dock length of the dock while suppressing the length of the dock.

According to the fifth invention, in the unloading operation of the long cargo, the deck crane itself does not become an obstacle.

According to the sixth aspect of the present invention, it is possible to secure a place for evacuating the worker who performs the unloading work in the dock.

According to the seventh invention, lashing of long cargo can be efficiently performed.

According to the eighth invention, it is possible to easily adjust the trim at the time of loading and unloading of a long cargo.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view showing a dock of a cargo ship according to an embodiment of the present invention,
Fig. 2 is a side view showing various tanks in the cargo ship of Fig. 1,
Fig. 3 is a plan view of the cargo ship of Fig. 1,
Fig. 4 is a plan view of the bottom surface of the dock of the cargo ship of Fig. 1,
Fig. 5 is a cross-sectional view taken along line XX of Fig. 4,
Fig. 6 is an enlarged side view of the longitudinal direction bulkhead on the forward side in the cargo ship of Fig. 1,
Fig. 7 is an enlarged side view of the stern side longitudinal bulkhead in the cargo ship of Fig. 1,
Fig. 8 is an explanatory view of the evacuation space according to the cargo ship of Fig. 1,
Fig. 9A is a plan view of Fig. 8A, Fig. 8B is a plan view of bb in Fig. 8, Fig. 8C is a plan view of cc in Fig. 8,
Fig. 10 is an explanatory view showing an embodiment of the lashing method,
11 is an explanatory view showing another embodiment of the lashing method.

BEST MODE FOR CARRYING OUT THE INVENTION Next, an embodiment of the present invention will be described with reference to the drawings.

The cargo ship of the present invention is characterized by having a berth capable of loading long cargoes.

As shown in Figs. 1, 2, 4 and 5, the cargo ship 1 according to the present embodiment is provided with a cargo hold C capable of loading long cargo.

First, a cargo water tank 50 is provided at the fore end of the cargo hold C and a stern water tank 51 is provided at the stern side of the cargo hold C. These will be described later.

Water ballast tanks 53, 54P, 54S, 55P, 55S, 56P, 56S, 57P, 57S, 58P, 58S, 59 are provided on both sides and below the hold C as shown in Figs. 2 and 4 have.

5 is a cross-sectional view taken along the line X-X in Fig. As shown in the figure, a second deck 15 is provided below the upper deck 2 and partitioned by the vertical partition 14 to provide pipe spaces 61P and 61S and lashing spaces 30P and 30S have.

A water ballast tank 56P is provided below the second deck by means of the side shell plating 12, the longitudinal bulkhead 13, the boat bottom shell plating 10, the inner bottom plating 8 and the center line girder 16. [ , 56S are formed.

The voids 60P and 60S are formed below the second deck by the longitudinal bulkhead 13, the longitudinal bulkhead 4 and the inner bottom plate 8 of the boat. In addition, for example, in a section in the line width direction of the position where the fuel tanks 42P and 42S are provided, fuel tanks are provided at the positions of the voids 60P and 60S.

That is, the bottom of the cargo ship 1 has a double bottom structure composed of a ship bottom outside sheathing 10 and an internal bottom sheathing 8. The ship side of the cargo ship 1 is connected to the side sheathing 12, The vertical partition wall 13 or the vertical partition wall 14 and the ship longitudinal partition wall 4 form a triple side structure.

The hold C is formed by left and right longitudinal direction bulkheads 4 and 4 extending in the longitudinal direction of the ship and a collision bulkhead 7, aft barriers 9 and an inner bottom plate 8.

It is preferable that the berth width CB of the berth C is set to 25% to 40% of the line width B, more preferably 30% to 35%.

Further, as the berth width CB of the berth C is set to 25% to 40% of the line width B, the left and right deck widths of the berth C are set to 30% to 37.5%, respectively.

Further, as shown in Fig. 4, a plurality of lateral barrier ribs 3 are arranged below the upper deck 2. As shown in Fig. The conventional cargo ship has a plurality of berths, and a transverse bulkhead is disposed between the berths to secure the strength of the ship. However, the hold C in the present embodiment is very weak in the lateral force acting on the hull because it is a very long wharf length CL.

Therefore, as the present embodiment, a plurality of horizontal barrier ribs 3 are disposed below the upper deck 2, so that the berth C having a longer berth length CL can be provided while securing the strength of the hull.

5, the height H of the raised floor of the pile C is set to 1/5 to 1/10 of the line width B, as shown in Fig. The bottom of the cargo ship 1 has a double bottom structure composed of a ship bottom shell sheath 10 and an inner bottom sheath 8. The height of the double bottom of a conventional cargo ship is about 1/13 to 1/16 of the line width Respectively. However, the hold C in the present embodiment is very weak in the horizontal and vertical directions acting on the hull because it is a very long hold length CL.

Therefore, as in the present embodiment, by setting the height H of the raised floor of the hold C to 1/5 to 1/10 of the line width B, that is, by ensuring the height H of the raised floor sufficiently, CL can be provided.

At least according to the cargo ship 1 having the above configuration, it is possible to provide the dock C having the dock length CL of about 80% of the double length L while sufficiently securing the strength of the hull. For this reason, a long cargo such as a rail of about 150 m which can not be transported in the past can be carried.

The pod length CL is determined by the pod length L. It is preferable that the pod length CL is set to 75% to 85% of the pod length L and is set to 78% to 82% Is more preferable. That is, for example, if the cargo ship 1 has a length of 200 m, it is possible to secure the length CL of the cargo holds C of 150 m to 170 m. Therefore, even a long cargo with an overall length exceeding 150 m can be carried by the cargo ship 1 having the cargo hold C having a long cargo length CL while suppressing the cargo length L from becoming long.

≪ Openings 5 and 6 of the longitudinal direction bulkhead 4 >

As shown in Figs. 1, 6 and 7, in the pod C relating to the cargo ship 1 of the present embodiment, in the longitudinal direction bulkheads 4, 4 forming the pod C, It is preferable that openings 5 and 6 are provided on the forward side and the aft side respectively.

When a longitudinal bending moment acts on the cargo ship 1, it becomes a state of sagging or hogging. In the sagging state, a compressive force acts on the upper deck 2 side, and tensile force acts on the side of the deck side outer sheath 10 side. On the other hand, in the state of hogging, a tensile force is applied to the upper deck 2 side and a compression force acts on the side of the ship bottom outside sheath 10. In the sagging or hogging state, a compressive force and a tensile force are naturally applied to the longitudinal bulkheads 4 and 4, and stress concentration occurs particularly at the forward and aft ends.

Therefore, first, the openings 5, 5 are provided on the forward side of the longitudinal direction bulkheads 4, 4 on the left and right sides. The lower portions of the openings 5, 5 reach the inner bottom plate 8, but the upper portions of the openings 5, 5 are not reached at the upper end of the longitudinal wall portion 4. This is because if the lower portion of the longitudinal bulkhead 4 is connected to the transverse bulkhead, stress may concentrate on the portion and buckle or break.

In addition, openings 6 and 6 are also provided on the stern side of the longitudinal direction bulkheads 4 and 4 on the left and right. The lower portions of the openings 6 and 6 reach the inner bottom plate 8 but the upper portions of the openings 6 and 6 are not reached at the upper end of the longitudinal wall portion 4 of the boat. This is for the same reason as the above-mentioned openings 5, 5.

6 and 7, the inner edge 5a of the opening 5 and the inner edge 6a of the opening 6 are formed smoothly. The inner edges 5a and 6a of the openings 5 and 6 are smoothly formed so that when compressive and tensile forces are exerted on the longitudinally extending partition walls 4 and 4, 5 and 6 can be prevented from being cracked.

It is preferable that lattices 5b and 6b are provided in the openings 5 and 6, respectively. By providing these gratings 5b and 6b, it is possible to prevent collapse of the cargo bag when, for example, a cargo bag such as powder form is loaded on the cargo space C. However, these gratings 5b and 6b do not constitute the openings 5 and 6, but are provided separately from the openings 5 and 6, so that they have different operating effects.

<Upright player (upright bow)>

As shown in Fig. 1, it is preferable that the bow S related to the cargo ship 1 of the present embodiment is an upright bow.

In a typical cargo ship, a bulbous bow is generally installed to minimize wave resistance. However, when a ball player is installed, the length of the cargo ship becomes longer. Therefore, by making the bow S relating to the cargo ship 1 of this embodiment an upright bow, it is possible to maximize the berth length CL of the berth C while suppressing the long length of the berth L can do.

(Main agency)

As shown in Fig. 1, it is preferable that the main engine related to the cargo ship 1 of the present embodiment is installed above the aft airstream.

Generally, when the main engine is installed on the stern side, it is preferable to install the main stern below the stern as possible in consideration of the stability of the stern. However, the bottom of the ship's stern becomes gradually narrower toward the stern side. Therefore, if the main engine is to be installed downward as far as possible, it will be a portion that is located forward of the stern and can secure a sufficient ship width for installing the main engine.

However, if the main engine is installed ahead of the stern, it is only necessary to install the dock in front of the stern, and if the dock having a long dock is provided, the length of the ship is changed.

Therefore, by installing the main engine according to the present embodiment above the aft stern having a sufficient line width for installing the main engine, the engine room ER can be installed at the stern side as much as possible. Therefore, it is possible to provide the cargo ship 1 having the pod C having the long pod length CL while suppressing the pod length L. [

<Deck crane (11)>

As shown in Figs. 1 and 2, a plurality of deck cranes 11 relating to the cargo ship 1 of the present embodiment are provided on only one of left and right sides of the pile C, respectively.

In a cargo ship (bulk cargo ship or the like) having a plurality of holds, a deck crane is generally installed between the berths at the center of the hull. However, in the cargo ship 1 according to the present embodiment, a berth C having a long berth length CL is provided at the center of the berth, and a deck crane can not be installed at the center of the berth.

When the deck crane is installed on the left and right sides of the ship C in consideration of the stability of the ship, the deck crane itself is used when loading the long cargo to the cargo hold C and unloading the long cargo from the cargo hold C. It becomes an obstruction.

Therefore, by providing a plurality of deck cranes 11 related to the cargo ship 1 of this embodiment only on either one of the left and right sides of the cargo holds C, the deck crane itself is not obstructed in the unloading operation of the long cargo.

<Evacuation Space (20)>

9 and 9, a plurality of evacuation spaces 20 are formed along the longitudinal bulkhead 4 on the left and right sides of the berth C related to the cargo ship 1 of the present embodiment. As shown in Figs. 3, 4, 8, Is installed.

8 and 9, the escape space 20 is provided with steps 23a, 23b and 23c extending from the bottom 24 of the dock to the floor 27 via the floor 25 and the floor 26, A ladder 22a extending from the bottom 24 of the dock to the floor 26 and a ladder 22b extending from the floor 27 to the upper deck 2. [ The upper deck 2 and the escape space 20 are made conductive through the escape space hatch 28. [

The escape space 20 and the catch C are electrically connected to each other by an entrance 21 provided in the boat longitudinal direction partition 4. The operator can move the floor 24, 25, 26, 27 and the catch C in the escape space 20 through the entrance 21 according to the height of the cargo stack in the cargo space C. Therefore, it is possible to secure a place for evacuating the worker who carries out the unloading work in the container (C).

<Lashing Fixing Device (31)>

As shown in Figs. 10 and 11, lashing spaces 30 and 30 are provided along the longitudinal direction partition walls 4 and 4 on the left and right of the loading window C relating to the cargo ship 1 of the present embodiment, It is preferable that the lashing and securing devices 31 are provided on the bottom surface of the lashing spaces 30 and 30 every 3 m to 7 m in the longitudinal direction of the ship.

The lashing method is not particularly limited. For example, as shown in Fig. 10, the lashing beam 32 is placed on the upper end of the long cargo (R, R, ...) Lashing of the long cargo R can be achieved by fastening the end of the lashing beam 32 and the lashing securing devices 31 and 31 with the lashing wire 33, respectively.

11, lashing of the long cargo R is performed by crossing and tightly fastening the lashing wire 33 to the lashing securing device 31 on the other side in the lashing securing device 31 on one side .

Lashing of the long cargo can be efficiently performed by previously providing the lashing and securing device 31 in the lashing space 30 in advance at every 3 m to 7 m in the ship lengthwise direction by any lashing method.

&Lt; Fuel tank (40), fore water tank (50) and stern water tank (51)

As shown in Figs. 2, 4 and 5, the cargo ship 1 according to the present embodiment is provided with a plurality of fuel tanks in a front hull, a fore water tank 50 and a stern water tank 52 ).

41P and 42P are provided on the forward side of the cargo ship 1 along the cargo ship C and the fuel tanks 40S and 41S and 42S are provided on the left side of the cargo ship 1 along the cargo hold C on the starboard side, Respectively. All these fuel tanks are provided on the front hull.

A fore water tank 50 is provided at the bow of the cargo ship 1, and a stern water tank 51 is provided at the fore end thereof.

In the cargo ship 1 according to the present embodiment, the main engine ER is provided on the stern side, thereby forming a stern trim. When a long cargo hoisted horizontally in the state of aft stern is to be loaded on the cargo hold C, the cargo is loaded on the cargo side in the cargo hold C and the long cargo is unstable, The inner bottom plate 8 of the hold C may be damaged.

Therefore, by providing the fore water tanks 50 and the stern water tanks 51 while the fuel tanks 40P, 41P, 42P, 40S, 41S, 42S are installed on the front hull, The trim can be easily adjusted.

&Lt; Industrial Availability >

The cargo ship of the present invention is suitable for transporting long cargoes, but can also be applied to the transportation of general cargoes (such as grains filled in bags) and containers.

One; Cargo ship
2; Upper deck
3; Horizontal bulkhead
4; Boat length direction bulkhead
5.6; The opening (opening)
11; Deck crane
20; Evacuation space
21; entrance
31; Lashing fastening device
40; Fuel tank
50; Athlete water tank
51; Stern water tank
B; Line width (ship width)
C; Hold
CB; Dock width
CL; Dock length
ER; Main engine
H; Height of double floor
L; Baek Gil (Captain)

Claims (8)

In a cargo ship having a cargo hold capable of loading a long cargo (long cargo)
The dock width of the dock is 25% to 40% of the line width (ship width)
A transverse bulkhead is disposed below the upper deck,
And the height of the double bottom is 1/5 to 1/10 of the line width.
The method according to claim 1,
Characterized in that openings are respectively provided on the bow side and the stern side of the ship longitudinal direction bulkheads on the right and left sides of the ship.
3. The method according to claim 1 or 2,
Characterized in that the shape of the bow is an upright bow.
The method according to claim 1, 2, or 3,
A cargo ship characterized by a main engine installed above the aft.
The method according to claim 1, 2, 3, or 4,
Characterized in that a plurality of deck cranes are provided only on either side of the dock.
The method of claim 1, 2, 3, 4, or 5,
A plurality of evacuation spaces are provided on the left and right of the hold along the ship longitudinal direction bulkhead,
And an exit port through the pod and each of the escape spaces is provided in the ship longitudinal direction bulkhead.
The method of claim 1, 2, 3, 4, 5, or 6,
A lashing space is provided on the right and left of the hold along the ship longitudinal direction partition wall,
Characterized in that a lashing fixing device is provided on the bottom surface of each of the lashing spaces at intervals of 3 m to 7 m in the longitudinal direction of the lashing space.
The method of claim 1, 2, 3, 4, 5, 6, or 7,
Characterized in that a forward water tank and a stern water tank are provided on the hull.

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