CN112272638A - Ship with a detachable cover - Google Patents
Ship with a detachable cover Download PDFInfo
- Publication number
- CN112272638A CN112272638A CN201980027905.9A CN201980027905A CN112272638A CN 112272638 A CN112272638 A CN 112272638A CN 201980027905 A CN201980027905 A CN 201980027905A CN 112272638 A CN112272638 A CN 112272638A
- Authority
- CN
- China
- Prior art keywords
- ship
- liquefied gas
- tank
- region
- length
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000002828 fuel tank Substances 0.000 claims description 6
- 239000000295 fuel oil Substances 0.000 claims description 3
- 238000011084 recovery Methods 0.000 abstract description 15
- 239000007789 gas Substances 0.000 description 87
- 239000000446 fuel Substances 0.000 description 11
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 239000003949 liquefied natural gas Substances 0.000 description 4
- 230000008520 organization Effects 0.000 description 3
- 239000000969 carrier Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 230000032258 transport Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000007654 immersion Methods 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 239000013535 sea water Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B11/00—Interior subdivision of hulls
- B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/02—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods
- B63B25/08—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid
- B63B25/12—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed
- B63B25/16—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods fluid closed heat-insulated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B71/00—Designing vessels; Predicting their performance
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
Abstract
A ship (1) for transporting liquefied gas tanks (20) is configured to have only liquefied gas tanks (20) of a length (T) that is 40% to 75% of the total length (Ls) of one ship in the ship length direction, and to be provided with a reserve buoyancy region that is at least one of 10% to 25% of the total length (Ls) of the ship provided in front of the liquefied gas tanks (20) and 15% to 35% of the total length (Ls) of the ship provided behind the liquefied gas tanks (20). Thus, even if the ship is configured with one liquefied gas tank, damage recovery can be ensured, and the ballast operation at the time of loading and unloading can be simplified.
Description
Technical Field
The present invention relates to a ship, and more particularly, to a ship for transporting liquefied gas or a ship for supplying liquefied gas to a ship using liquefied gas as fuel.
Background
As described in japanese patent application laid-open No. 2016-22931, a conventional liquefied natural gas carrier (LNG carrier) for carrying a large amount of liquefied gas by using liquefied gas as cargo has a tank capacity of 2 km/m3To 3 km3The large-capacity spherical MOSS type tank is loaded with 3 to 4 large-capacity membrane (メンブレン) type tanks.
On the other hand, as described in japanese patent application No. 6027678 and japanese laid-open patent publication No. 2017-523084, among relatively small liquefied gas carrying ships and fuel ships, there is proposed a liquefied gas carrying ship in which two horizontal cylindrical liquefied gas tanks called "TYPE-C" specified by International Maritime Organization (IMO) are arranged in the longitudinal direction of the hull.
In the case of damage to a hull portion, the plurality of tanks are arranged so as to be matched with watertight regions between watertight partitions, because the tanks are spaced apart from each other in the fore-and-aft direction of the hull by the watertight partitions so as to ensure a remaining capacity without losing most of buoyancy of the ship.
When a plurality of such liquefied gas tanks are arranged in the ship longitudinal direction, for example, when liquefied gas is supplied to a supply destination, liquefied gas is supplied from one tank, and only the tank on the side to which the liquefied gas is supplied is light, so that the posture of the ship inclined in the fore-and-aft direction, that is, the trim state, changes. In order to maintain such a trim state during loading and unloading (loading/unloading), a ballast operation for finely adjusting the amount of ballast water in each of a plurality of ballast tanks at the front and rear of the hull is required, and there is a problem that the operation at the time of the supply operation becomes complicated. Further, since it is necessary to dispose a gas facility for each tank, there is a problem that cost is not high.
In recent ships, in view of environmental problems, particularly exhaust gas restriction, it is considered to use Liquefied Natural Gas (LNG) with clean exhaust gas as fuel for ships, and ships using liquefied gas as fuel are expected to increase in addition to liquefied gas carriers. In these ships using liquefied gas as fuel, a liquefied gas supply ship equipped with a liquefied gas tank for supplying liquefied gas as fuel is required.
Disclosure of Invention
The present invention has been made in view of the above circumstances, and an object thereof is to provide a ship for transporting a liquefied gas tank for liquefied gas, which can ensure recovery from damage and can facilitate ballast work at the time of loading and unloading even if the ship is configured with one liquefied gas tank.
In order to achieve the above object, a ship according to the present invention for transporting a liquefied gas tank includes only one liquefied gas tank having a length of 40% to 75% of the total length of the ship with respect to the ship longitudinal direction, and is configured to include a reserve buoyancy region of at least one of 10% to 25% of the total length of the ship provided in front of the liquefied gas tank and 15% to 35% of the total length of the ship provided behind the liquefied gas tank.
According to this aspect, since there is only one liquefied gas tank for transporting liquefied gas when loading and unloading liquefied gas, the change in trim is small, and the trim adjustment of ballast water for keeping the state of the ship constant is small, and the operation is simple. This helps reduce the burden on the crew, and is effective against the shortage of crew in the future.
Further, since the liquefied gas is stored in only one tank, the floating center and the center of gravity are easily balanced due to a small change in trim, and the degree of freedom in arrangement of the weight is increased in designing.
Further, in contrast to the damage-time recovery rule required by the IGC rule (international rule on the structure and facilities of a ship for bulk transport of liquefied gas), most of the buoyancy of the ship disappears when the region where the tank in which liquefied gas is bulk-loaded is disposed is damaged, but the bow portion or the aft portion has sufficient reserve buoyancy, and therefore the rule can be applied.
Further, in the case where the preliminary buoyancy region is provided in front of the liquefied gas tank, that is, in the bow portion, even when the hull is damaged, the large bow trim due to the sinking of the bow portion can be easily prevented by the preliminary buoyancy provided in the bow portion.
In the above-described ship, if the reserve buoyancy region is set to 25% or more of the entire length of the ship, sufficient reserve buoyancy can be more easily secured, and the rules for recovery from damage can be more easily satisfied.
In the above-described ship, if the fuel tank for storing fuel oil is provided in front of or behind the liquefied gas tank, the reserve buoyancy area secured in front of or behind the liquefied gas tank can be effectively used.
In the above ship, if the overall length of the ship is 65m or more and 120m or less, the advantage of the structure is more easily exhibited. Further, since the ship having a length for a topsides of less than 70m is partially approved as appropriate by the ship-level association for the rules of recovery from damage, it is effective particularly for a ship having a topsides length of 70m or more.
In the above-described ship, if the ship is a liquefied gas supply ship that supplies the liquefied gas in the liquefied gas tank to a liquefied gas tank of another ship, not only the ease of bulk storage at the time of fuel supply to another ship but also the safety can be further improved.
Effects of the invention
According to the ship of the present invention, even if the ship is configured as one liquefied gas tank, the damage recovery can be ensured, and the ballast operation at the time of loading and unloading can be simplified.
Drawings
Fig. 1 is a side view schematically showing the structure of a ship according to an embodiment of the present invention.
Fig. 2 is a side view schematically showing a structure of a conventional ship in which two liquefied gas tanks are provided in series in the fore-and-aft direction of a hull.
Detailed Description
Hereinafter, a ship according to an embodiment of the present invention will be described with reference to the drawings. As a ship provided with such a liquefied gas tank, a liquefied gas supply ship (fuel (バンカー) ship) that transports liquefied gas as fuel and supplies the liquefied gas is described as an example of a ship that uses liquefied gas as fuel. However, the present invention is not limited to this liquefied gas carrier, and can be applied to other liquefied gas carriers, ships equipped with liquefied gas fuel tanks, and the like.
The term "small-sized" as used herein means that the overall length of the ship is 65m to 120m inclusive, and the total capacity of the liquefied gas tank is 500m3~13000m 3Left and right ships. Further, the vessel is a vessel to which the rules of recovery from damage are applied.
The recovery from damage refers to, for example, recovery from a state in which the hull is submerged due to damage to the hull, which is set in advance according to the type and size of the ship, on a single side of the hull. In this immersion, the water and oil carried in the region within the damage range completely flow out and are replaced with seawater, and the buoyancy is lost. In such a state, the heeling and the pitching change occur due to loss of buoyancy and imbalance of weight (asymmetric flooding) caused by damage. The restoring force in the final equilibrium state of the heeling and pitching changes is calculated, and a rule (restoring rule at damage) such that the condition set for the ship is satisfied in advance regarding the residual requirements (maximum heeling angle, restoring range, maximum stability arm (maximum initial stiffness), residual restoring area) at damage of the restoring force of the calculation result is set by International Maritime Organization (IMO) and ship class.
As shown in fig. 1, a ship 1 according to an embodiment of the present invention is a liquefied gas supply ship, and watertight bulkheads 7 and 8 are provided along the longitudinal direction of a hull 2 and divided into a bow region 11, a tank region 12, and a stern region 13.
The bow region 11 is configured as a preliminary buoyancy region having a length Lf that is 10% to 25% of the total length Ls of the ship placed in front of the liquefied gas tank 20. In the bow region 11, a watertight bulkhead 7 and a watertight bulkhead 7a called a bow bulkhead are provided, and a quadtree tank, not shown, is disposed. Further, if the fuel oil tank 21 is disposed at this position, the bow region 11 can be used more effectively. The bow region 11 is formed to be longer in the fore-and-aft direction of the ship than the conventional ship 1X as a preliminary buoyancy region, and thus sufficient recovery from damage can be ensured.
The tank region 12 is configured to have a length Lt and only one liquefied gas tank 20 having a length T of 40% to 75% of the total length Ls of the ship. The liquefied gas tank 20 is a cylindrical tank in which a cylinder is connected between two hemispheres, and the liquefied gas tank is a "TYPE-C" tank in the regularity of the international maritime organization.
In the stern region 13, a main engine, an auxiliary engine, and the like, not shown, are disposed, and a propeller 3 and a rudder 4 for propulsion and steering are provided at the rear lower side thereof. Further, an upper structure 5 and a chimney 6 are provided above the upper deck of the stern region 13. In many cases, a bridge for a crew to operate the ship 1 is provided in the upper structure 5.
The stern region 13 is formed with a length La of 15% to 35% of the total length Ls of the ship. If the fuel tank 22 is disposed in the stern area 13, the stern area 13 can be used more effectively. Further, if the upper structure 5 is enlarged, the degree of freedom in designing the residential area is increased, and the comfort of the crew can be improved. The stern region 13 is a preliminary buoyancy region, and sufficient preliminary buoyancy not available in the conventional ship 1X is provided, whereby recovery from damage can be sufficiently ensured.
According to this embodiment, since there is only one liquefied gas tank 20 for transporting liquefied gas when loading and unloading liquefied gas, the change in trim is small, and the trim adjustment of ballast water for keeping the state of the ship 1 constant is small, and the operation is simple.
In addition, in contrast to the damage-time recovery rule required by the IGC rule, most of the buoyancy of the ship disappears when the tank region 12 in which the liquefied gas tanks 20 in which liquefied gas is dispersed are disposed is damaged, but the ship can easily adapt to this rule because sufficient reserve buoyancy is provided in the bow region 11 or the stern region 13.
Further, in the case where the preliminary buoyancy region is provided in front of the liquefied gas tank 20, that is, in the bow portion, even when the hull is damaged, the large bow trim due to the sinking of the bow portion can be easily prevented by the preliminary buoyancy of the bow portion region 11.
In addition, when the reserve buoyancy region is provided in both the front and rear of the liquefied gas tank 20, sufficient reserve buoyancy can be ensured.
When comparing the ship 1 of the present invention shown in fig. 1 with the conventional ship 1X shown in fig. 2, two cylindrical liquefied gas tanks 20 are disposed in series in the fore-and-aft direction of the ship as opposed to the conventional ship 1X, and one liquefied gas tank 20 is disposed in a more elongated cylindrical shape in the ship 1 of the present invention.
With this arrangement, in the conventional ship 1X, four regions, namely, the bow region 11, the two tank regions 12 and 12, and the stern region 13, are divided by the watertight bulkheads 7 and 8 in the fore-and-aft direction of the ship, and the rules for recovery from damage are secured by setting the tank regions 12 to two. In contrast, the vessel 1 according to the present invention is configured to satisfy the recovery rule at the time of damage by configuring the one tank region 12 and configuring the bow region 11 to be long or configuring the stern region 13 to be large.
That is, in the ship 1 of the present invention, when the tank region 12 of the hull is damaged, the tank region 12 is larger than the conventional ship 1X, and therefore more buoyancy is lost, but the proper hull point that the bow region 11 has a longer and larger preparatory buoyancy is selected, and therefore the damage restorability rule at the time of damage can be satisfied.
Further, with this arrangement, when liquefied gas is supplied to another ship, in the conventional ship 1X including two liquefied gas tanks 20, liquefied gas is supplied to the other ship only from one liquefied gas tank 20, and therefore only one liquefied gas tank becomes light, and therefore a relatively large trim change occurs, and therefore, in order to maintain the trim attitude while canceling the trim change, it is necessary to perform a ballasting operation of increasing or decreasing the ballast water of the ballast tanks provided in the bow region 11 and the tank region 12.
On the other hand, in the ship 1 according to the present invention, when the liquefied gas tank 20 supplies liquefied gas to another ship, since the liquefied gas is reduced in one liquefied gas tank, the liquefied gas is uniformly reduced in a range close to the tank length T, so that the change in trim is small, and the size of the ballast operation for positioning the trim attitude can be small.
Therefore, in the ship 1 of the present invention, the change in trim when liquefied gas is supplied can be reduced, the scale of the ballast operation can be relatively easily performed with a small scale, and the recovery from damage in the case where the tank region 12 of the hull is damaged can be satisfied.
Since there are only 1 liquefied gas tank 20 in which liquefied gas is bulk-stored, a group of gas devices necessary for each liquefied gas tank 20 is sufficient. Therefore, there is no need to have a plurality of gas facilities as in the conventional ship 1X, which increases the cost advantage.
Further, since the change in trim in the supply (loading and unloading) of the liquefied gas is difficult, the effect of easy ballast operation is high in the case of gas supply to a passenger Ship (another Ship) of a liquefied gas supply Ship (fuel Ship) which is particularly required to be safe (when Ship to shipwrensfer).
Description of the reference numerals
1 vessel of the invention
1X past ship
2 hull of ship
3 Propeller
4 rudder
5 Upper structure
6 chimney
11 bow region
12 tank field
13 stern area
20 liquefied gas tank
21 fuel tank
22 fuel tank
Length of T liquefied gas tank
Length of the La stern area
Length of Lf bow region
Full length of Ls vessel
Length of Lt can region.
Claims (5)
1. A ship for transporting liquefied gas in a liquefied gas tank, characterized in that,
the length direction of the ship is provided with only the liquefied gas tank having a length of 40% to 75% of the total length of one ship, and the reserve buoyancy region is provided in at least one of a reserve buoyancy region of 10% to 25% of the total length of the ship provided in front of the liquefied gas tank and a reserve buoyancy region of 15% to 35% of the total length of the ship provided behind the liquefied gas tank.
2. The vessel of claim 1,
the reserve buoyancy region is set to 25% or more of the entire length of the ship.
3. The vessel according to claim 1 or 2,
a fuel tank for storing fuel oil is provided in front of or behind the liquefied gas tank.
4. Ship according to any of claims 1 to 3,
the overall length of the ship is 65m to 120 m.
5. Ship according to any of claims 1 to 4,
the vessel is a liquefied gas supply vessel for supplying the liquefied gas in the liquefied gas tank to a liquefied gas tank of another vessel.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018082991A JP7193250B2 (en) | 2018-04-24 | 2018-04-24 | vessel |
| JP2018-082991 | 2018-04-24 | ||
| PCT/JP2019/017111 WO2019208530A1 (en) | 2018-04-24 | 2019-04-23 | Ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112272638A true CN112272638A (en) | 2021-01-26 |
Family
ID=68293957
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980027905.9A Pending CN112272638A (en) | 2018-04-24 | 2019-04-23 | Ship with a detachable cover |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP7193250B2 (en) |
| CN (1) | CN112272638A (en) |
| WO (1) | WO2019208530A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112874720A (en) * | 2021-03-01 | 2021-06-01 | 南通中远海运船务工程有限公司 | Lost buoyancy construction method of deepwater dynamic positioning crude oil transport ship |
| CN116902164A (en) * | 2023-09-14 | 2023-10-20 | 常州市戍海智能技术有限公司 | Unmanned ship navigation stability performance simulation test system |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114830557A (en) | 2019-10-15 | 2022-07-29 | 株式会社Ntt都科摩 | Terminal and wireless communication method |
| JP7446928B2 (en) * | 2020-06-12 | 2024-03-11 | 三井Ｅ＆Ｓ造船株式会社 | liquefied gas carrier |
| CN113212640B (en) * | 2021-06-15 | 2022-07-22 | 江南造船(集团)有限责任公司 | Semi-closed bulkhead structure of cargo hold |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1135438A (en) * | 1995-01-20 | 1996-11-13 | 英国石油有限公司 | Improvement of ship |
| US20130065461A1 (en) * | 2011-09-13 | 2013-03-14 | Stx Us Marine, Inc. | Small size floating vessel using a dual fuel system |
| CN203975160U (en) * | 2014-06-12 | 2014-12-03 | 中国海洋石油总公司 | A kind of Liquefied Natural Gas fuel filling ship |
| CN105605416A (en) * | 2015-12-25 | 2016-05-25 | 江苏现代造船技术有限公司 | Marine liquefied natural gas (LNG) filling machine |
| CN205686599U (en) * | 2016-06-04 | 2016-11-16 | 上海新奥新能源技术有限公司 | A kind of mobile LNG fills ship |
| CN107848606A (en) * | 2015-08-25 | 2018-03-27 | 三井造船株式会社 | Possess the floating body structure and its design method of liquefied gas storage equipment |
| CN109863080A (en) * | 2016-10-11 | 2019-06-07 | 三井易艾斯造船有限公司 | Liquefied gas carrier |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100961867B1 (en) | 2009-10-16 | 2010-06-09 | 대우조선해양 주식회사 | Floating structure with a fuel gas tank |
| JP2014108759A (en) | 2012-12-04 | 2014-06-12 | Kawasaki Heavy Ind Ltd | Low-boiling fuel transfer system, low-boiling fuel transfer method and fuel supply vessel of low-boiling fuel |
| CN105889751B (en) | 2016-04-11 | 2018-07-10 | 上海新奥新能源技术有限公司 | LNG loading systems, BOG processing systems and mobile LNG filling ship |
| KR102222840B1 (en) * | 2016-08-24 | 2021-03-03 | 한국조선해양 주식회사 | A system and method for analyzing cruising information for retrofit |
-
2018
- 2018-04-24 JP JP2018082991A patent/JP7193250B2/en active Active
-
2019
- 2019-04-23 CN CN201980027905.9A patent/CN112272638A/en active Pending
- 2019-04-23 WO PCT/JP2019/017111 patent/WO2019208530A1/en active Application Filing
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| US20130065461A1 (en) * | 2011-09-13 | 2013-03-14 | Stx Us Marine, Inc. | Small size floating vessel using a dual fuel system |
| CN203975160U (en) * | 2014-06-12 | 2014-12-03 | 中国海洋石油总公司 | A kind of Liquefied Natural Gas fuel filling ship |
| CN107848606A (en) * | 2015-08-25 | 2018-03-27 | 三井造船株式会社 | Possess the floating body structure and its design method of liquefied gas storage equipment |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112874720A (en) * | 2021-03-01 | 2021-06-01 | 南通中远海运船务工程有限公司 | Lost buoyancy construction method of deepwater dynamic positioning crude oil transport ship |
| CN112874720B (en) * | 2021-03-01 | 2023-09-26 | 南通中远海运船务工程有限公司 | Lost buoyancy construction method for deepwater dynamic positioning crude oil transport ship |
| CN116902164A (en) * | 2023-09-14 | 2023-10-20 | 常州市戍海智能技术有限公司 | Unmanned ship navigation stability performance simulation test system |
| CN116902164B (en) * | 2023-09-14 | 2023-11-21 | 常州市戍海智能技术有限公司 | Unmanned ship navigation stability performance simulation test system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2019208530A1 (en) | 2019-10-31 |
| JP2019188984A (en) | 2019-10-31 |
| JP7193250B2 (en) | 2022-12-20 |
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Application publication date: 20210126 |
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