KR810001196B1 - Ship's hull - Google Patents

Abstract

A freighter suitable for carrying different types of cargo, has the lower part of its hull in the form of a trapeze in cross section, with a portion above the water line when fully laden. Above this are supported full width decks (7) forming a rectangular superstructure. The retangular part can be used for containers or mixed cargo, and the lower trapeze shaped part(8) for bulk material. Two triangular compartments (9',9") are formed by vertical divisions, and these can be used for pipelines or other loading and discharge equipment for the bulk material. The sloping sides (6',6") are at angle of between 35o and 50o to the bottom of the trapeze.

Description

Hull

1 is a perspective view of a hull according to the present invention.

2 is a cross sectional view of the hull of FIG.

The present invention relates to a hull of a cargo ship for transporting large and relatively light cargoes such as forest products, containers, automobiles, etc., and relatively heavy cargoes such as oil, coal, etc. or only such light cargoes.

There is a growing need in the shipping industry for the transport of bulky items by weight. One example is container packaged cargo whose weight per unit volume of cargo space is less than one tenth of the density of water. Another example of a light object that is generally transported by a ship is a car, the weight per unit volume of which is less than 10% of the density of water.

Transporting forest products, containers, cars and other light cargoes required large cargo spaces, which resulted in a new design of the hull. Therefore, shipbuilding engineers have been under pressure to design different types of hulls to suit different purposes.

Thus, the tendency to dry certain hulls is remarkable, and each type of hull is designed to meet the requirements of a given transport. This development is economically beneficial in many ways, but brings new, relatively unexpected problems with international ships. Vessels with high tonnage and relatively low drainage are, of course, thousands of waterlines, which have poor stability and propulsion. Moreover, specially constructed ships are generally inadequate for transporting other than their designed ones. This means that all parts of all current vessels only sail in one direction at full load, and sailing without load requires a large space for the ballast tanks to give the vessel the necessary stability and odd number.

It is an object of the present invention to provide a vessel which can advantageously carry other types of cargo or only transport light and large volumes of cargo or heavy and small volumes of cargo by providing a hull that optimally uses the loading volume and tonnage.

The hull according to the invention has several obvious advantages over the hulls known to date, with the following advantages being particularly mentioned.

(A) By giving a narrower width to the underwater hull to reduce the lower beams of the hull, deeper odds are achieved, and thus ships without cargo without ballasts can sail with good stability and oddity.

(B) Due to the shape of the hull, a larger deck area is obtained for the storage of the cargo, and a good stability is achieved with only a small ballast, so that the bulk of the ship's loading capacity does not adversely affect the stability of the ship, Both tanks are used as small ballasts.

(C) Maintain good stability by placing heavy goods and cargo on or near the main deck.

(D) Due to the reduction of the lower beams of the hull, the stability and propulsion required for the propulsion of the ship may be maintained even with very light cargo or with no cargo at all.

When the cost of loading and unloading of the cargo ship accounts for most of the total transportation costs, it is important that the cargo ship be built to be easy to load and unload in all respects. The savings are much greater than the propulsion costs of the ship. Moreover, using the ship form according to the present invention, different kinds of cargo can be harmonized so as to optimally utilize the ship's total loading capacity-for volume and weight-so that sailing without cargo loading is rare.

The maximum widths obtained for ships constructed with hulls according to the present invention enable the use of large continuous drop areas that allow for the rapid loading and unloading of cargo on trucks or other vehicles, which is readily available at the large areas provided by the decks. This is because it can be activated.

Moreover, this new type of hull solves a problem that has not been recognized to date, namely the limited range of ships actually present when navigating icy waters. The icebreaker currently in use and the icebreaker to be used in the near future cannot destroy the frost passages of the ship width required for ships having a descent width that can be achieved as the hull according to the invention.

In addition, the hull according to the present invention offers the possibility of using the latest known technology in the construction of light and heavy cargo ships using longitudinal loading conveyors installed under the main deck.

The triangular cross section space formed on both sides of the hull according to the invention is suitable for accommodating front and rear conveyors for loading large volumes of cargo through the bow and stern. Therefore, there is no need to install hatches on the main deck and on the cargo deck above them.

For a clear understanding of the invention, one embodiment is described with reference to the drawings showing the hull according to the invention.

Referring to the drawings, the vessel has a bottom 1 and a top structure 2, 3. The lower or hull 1 between the bow 4 and the stern 5 of the ship is trapezoidal in cross section. Thus, the steel plates 6 'and 6' 'for the hull are inclined at about 45 degrees to the main deck 7 and the bottom 8 of the ship. However, the sides of the hull may be inclined at any suitable angle in the range of 35 ° to 55 ° with respect to the horizontal.

Moreover, the side walls of the hull extend upwards to intersect at the main deck above the ship's design waterline at a distance of at least one quarter the height of the hull.

Thus, the hull according to the invention is significantly different from the forms known so far, in which a portion of the upper part of the waterline having the entire portion below the waterline has a trapezoidal cross section instead of a rectangular cross section. This allows the hull of the corresponding breadth of the main deck to be dried so that the ship can obtain the large tonnage required for the transport of relatively light cargoes, with the same good stability and required draft.

Moreover, the new hull of the ship according to the present invention has the advantage that the ship does not need to receive the ballast almost as conventional ships when transporting only light cargo or sailing without freight. If a ballast tank is installed at the bottom of the ship, stability is obtained when the light cargo is carried on the main deck. When sailing without cargo, only a portion of the ballast is required under the corresponding conditions of a conventional vessel. The stability calculations show that about 90% of the ship's total loading capacity is on and above the main deck without jeopardizing stability.

The shape of the hull according to the present invention satisfactorily solves other problems caused by loading and unloading other kinds of objects. Thus, as mentioned above, spaces on both sides of the top, shown as 9 'and 9' 'in FIG. 2, can be used for the installation of pipelines, conveyors or the like, in particular oil, ore, coal or the like. Useful for loading or unloading water through the bow or stern to the dock below the main deck. The main deck 7 and any cargo deck above it may have a surface which does not need to be installed and is virtually indestructible. This means that cargo stored under the main deck can be loaded or unloaded even if the cargo on the main deck is loaded with low density cargo.

Therefore, the ship according to the present invention can be optimally used for heavy cargo, light cargo or a mixture of heavy cargo and light cargo. It also allows the hull to load and unload selected docks with or without other docks.

Although the present invention has been described with reference to one embodiment, it may be arbitrarily changed within the scope of the following claims.

Claims (1)

The hull has an inclined side wall which is trapezoidal in constant cross section and extends between the bow and the stern of the ship and downwards inward, forming an angle of 35 ° to 55 ° with respect to the horizontal plane, with the main deck resting on the hull and The side wall of the hull extends above the design waterline of the ship at least a quarter of the height of the hull and ends at the main deck, at least one added cargo deck with the main deck. Drainage hull for the selective transport of high-density cargoes extending over and positioned over in length and width.

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