JP2010184631A - Marine vessel - Google Patents

Marine vessel Download PDF

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JP2010184631A
JP2010184631A JP2009030758A JP2009030758A JP2010184631A JP 2010184631 A JP2010184631 A JP 2010184631A JP 2009030758 A JP2009030758 A JP 2009030758A JP 2009030758 A JP2009030758 A JP 2009030758A JP 2010184631 A JP2010184631 A JP 2010184631A
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ship
cargo
width
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loading
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Yukihisa Fujiwara
行久 藤原
Naoki Oba
直樹 大庭
Takemi Matsumura
竹実 松村
Akihiko Fujii
昭彦 藤井
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Mitsui Engineering and Shipbuilding Co Ltd
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Mitsui Engineering and Shipbuilding Co Ltd
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Priority to JP2009030758A priority Critical patent/JP2010184631A/en
Priority to KR1020100006892A priority patent/KR20100092876A/en
Priority to CN201010119820A priority patent/CN101804850A/en
Publication of JP2010184631A publication Critical patent/JP2010184631A/en
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    • 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
    • B63B25/04—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for bulk goods solid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • 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
    • B63B11/02—Arrangement of bulkheads, e.g. defining cargo spaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/04—Arrangement of ship-based loading or unloading equipment for cargo or passengers of derricks, i.e. employing ships' masts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B27/00—Arrangement of ship-based loading or unloading equipment for cargo or passengers
    • B63B27/10—Arrangement of ship-based loading or unloading equipment for cargo or passengers of cranes

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a marine vessel having a beam exceeding the beam (present Panamax beam) capable of passing through the existing Panama Canal, capable of entering and leaving a number of the existing medium-scaled harbors although having a fully loaded weight, and capable of effectively loading and unloading using the harbor loading and unloading facilities when land harbor loading and unloading facilities are present for the existing Panamax, and using own ship's loading and unloading facilities when the harbor loading and unloading facilities are absent. <P>SOLUTION: The marine vessel 1 for loading dry cargo in bulk and having the beam B exceeding 32.31 m and less than 40.00 m includes a jib deck crane for loading and unloading, and one-layered deck board 4, having a distance B2 of 3.0 m or more but less than 9.7 m from a hatch coaming 7b side edge of a cargo-hold 7 to a shipside 3. A top side tank 6 and a hopper side tank 5 are provided in a cargo area 7. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、現状のパナマ運河を通行可能な船幅を超える船幅を有しながらも、中規模の港湾に出入り可能で、かつ、現状のパナマックス船向けの港湾荷役施設を利用できる乾貨物をばら積みする船舶に関する。   The present invention is a dry cargo that has a width that exceeds the width of the current Panama Canal and that can enter and exit medium-sized ports and that can use the current port handling facilities for Panamax ships. It relates to ships that bulk up.

船舶の中に乾貨物をばら積みするばら積み船と呼ばれる船舶がある。このばら積み船の多くは、太平洋と大西洋を結ぶ交通の要所であるパナマ運河を通行できるように、現状のパナマ運河を通行できる最大幅（以下、現パナマックス幅という）である３２．３１ｍ以下の船幅で建造されている。   There is a ship called a bulk carrier that carries dry cargo in bulk. Many of these bulk carriers have a maximum width of 32.31m or less (hereinafter referred to as the current Panamax width) that can pass through the current Panama Canal so that it can pass through the Panama Canal, which is a key point of transportation between the Pacific Ocean and the Atlantic Ocean. It is built with the width of the ship.

また、ばら積み船は、荷役設備や港湾施設が整備された大規模な港湾だけに出入港する大型コンテナ船や大型タンカー船等とは異なり、現在急成長を遂げている資源産出国および新興工業国等の中規模の港湾にも出入港して荷役することが要求される。これらの中規模の港湾においては、未だ整備中の港湾が多数存在するため、十分な水深が得られなかったり、陸上の荷役設備を使えなかったりすることがある。   Bulk carriers are different from large container ships and large tanker ships that enter and exit only large ports with cargo handling facilities and port facilities. It is required to enter and leave a medium-sized port, etc. In these medium-sized ports, there are still many ports under development, so that sufficient water depth may not be obtained or land handling equipment may not be used.

このような中規模の港湾に出入港するばら積み船は、浅い港湾にも出入りできるように最大満載喫水も浅喫水であることと、荷役設備が整備されていない港湾においても荷役できることが要求される。それと共に、資源輸送などに対する需要の高まりから、１船当りの載荷重量をより多くすることが要求され始めている。   Bulk carriers that enter and exit such medium-sized ports are required to have a maximum draft and shallow draft so that they can also enter and exit shallow ports, and that they can also handle cargo at ports that do not have cargo handling facilities. . At the same time, due to the increasing demand for resource transportation and the like, it has begun to be required to increase the load capacity per ship.

しかしながら、この載荷重量を大きくするためには、船の主要目である船長、船幅、喫水を大きくする必要があるが、船長と喫水を大きくすると、従来技術のばら積み船の出入港を想定している港湾には、物理的に入港できなくなる可能性が高いという問題がある。   However, in order to increase this load capacity, it is necessary to increase the master, ship width, and draft, which are the main features of the ship. However, if the master and draft are increased, it is assumed that the conventional bulk carriers will enter and exit the port. There is a problem that there is a high possibility that the port is physically unable to enter the port.

そこで、船幅を大きくすることが考えられるが、単に船幅を大きくするだけでは、現パナマックス幅に合致して建造された港湾荷役設備を使用できなくなる可能性がある。なぜならば、倉口側端部から船側までの距離が従来技術のばら積み船よりも大きくなってしまうと、荷役設備の陸側からのリーチが足りず、ばら積み船の倉口側端部を十分に超えられなくなり、その港湾の荷役設備を使用できなくなるためである。   Therefore, it is conceivable to increase the width of the ship, but simply increasing the width of the ship may make it impossible to use the port handling equipment constructed to match the current Panamax width. This is because if the distance from the end of the kuraguchi side to the ship side becomes larger than the bulk carrier of the prior art, the reach from the land side of the cargo handling equipment will be insufficient, and the end of the bulkhead side of the bulk carrier will be fully This is because the cargo handling equipment of the port cannot be used.

従って、現パナマックス幅に合致して整備された港湾荷役設備を使用するためには、倉口側端部から船側までの距離を、従来技術のばら積み船の距離未満に抑える必要がある。   Therefore, in order to use the port handling equipment that is maintained in conformity with the current Panamax width, it is necessary to keep the distance from the end of the warehouse side to the ship side less than the distance of the conventional bulk carrier.

ここで、従来技術のばら積み船の貨物倉の倉口幅であるが、第一に荷役効率の点からできるだけ大きい方が好ましい。一方で、船殻重量という点からは、貨物倉の倉口幅をあまり大きくすると、強度上の要件から、船殻構造の重量が増加してしまうので、倉口幅を船幅の４０％から５０％程度以下とすることが望ましいことも知られている（例えば、非特許文献１参照。）。   Here, although it is the width of the cargo hold of the bulk carrier of the prior art, first, it is preferably as large as possible from the viewpoint of cargo handling efficiency. On the other hand, from the viewpoint of hull weight, if the hold width of the cargo hold is made too large, the weight of the hull structure will increase due to strength requirements, so the hold width will be reduced from 40% of the ship width. It is also known that it is desirable to make it about 50% or less (for example, refer nonpatent literature 1).

従来技術のばら積み船では、これらの荷役効率及び船殻重量の両者を勘案して、重量の増加を最小限に留めつつ広い倉口幅を確保するため、貨物倉の倉口幅を、船幅の４０％以上の範囲で、各船の事情に合った幅に設定することが一般的である。即ち、倉口幅端部から船側までの距離は、船幅の３０％（０．３０）未満となっている。   In conventional bulk carriers, taking into account both the cargo handling efficiency and hull weight, the cargo hold width is set to the width of the cargo hold in order to secure a wide hold width while minimizing the increase in weight. Generally, it is set to a width suitable for the circumstances of each ship in the range of 40% or more. That is, the distance from the end of the width of the warehouse to the ship side is less than 30% (0.30) of the ship width.

つまり、現パナマックス船を対象にしている港湾荷役設備の多くは、倉口側端部から船側までの距離が９．７ｍ未満（３２．３１ｍ×０．３０）であることを前提として整備されており、これを超えると港湾荷役設備を使えなくなり、荷揚げや荷降ろしに要する時間が長くなってしまうという問題がある。   In other words, many of the cargo handling facilities for the current Panamax ship are developed on the assumption that the distance from the end of the Kuraguchi side to the ship side is less than 9.7 m (32.31 m x 0.30). If this is exceeded, there will be a problem that the port handling equipment cannot be used and the time required for unloading and unloading will become longer.

なお、このばら積み船と陸上の荷役装置に関連して、高いハッチコーミングを設ける事により、載荷容積を大きくとりつつ、陸上の荷役装置による荷役の際に、ハッチコーミングと陸上の荷役装置の腕が干渉して荷役を行うことができなくなることを避けるために、通常のばら積み船のハッチコーミングの側面に扉を設けたり、１又は２の貨物倉に他の貨物倉のハッチコーミングより低いハッチコーミングを設けたりしたばら積み船が提案されている（例えば、特許文献１参照。）。しかしながら、この構成のばら積み船では上記の問題を解決することはできない。   In addition, in relation to this bulk carrier and land handling equipment, by installing high hatch coaming, while taking a large loading capacity, when handling with land handling equipment, hatch combing and the arm of land handling equipment are In order to avoid interfering and unloading, it is possible to provide doors on the side of the hatch combing of a normal bulk carrier, or to lower hatch combing in one or two cargo holds than that in other cargo holds. Proposed bulk carriers have been proposed (see, for example, Patent Document 1). However, the above problem cannot be solved by a bulk carrier of this configuration.

特開平９−７６９８９号公報Japanese Patent Laid-Open No. 9-76989

造船テキスト研究会著、「商船設計の基礎知識」、株式会社成山堂書店発行、平成１３年８月１８日初版発行、第１００頁Shipbuilding Text Study Group, “Basic Knowledge of Merchant Ship Design”, published by Naruyamado Shoten Co., Ltd., August 18, 2001, first edition, page 100

本発明は、上述の状況を鑑みてなされたものであり、その目的は、現状のパナマ運河を通行可能な船幅（現パナマックス幅）を超える船幅を有して、大きな載荷重量を有するにもかかわらず、現状の数多くの中規模の港湾に出入り可能で、かつ、現状のパナマックス船向けの陸上の港湾荷役施設がある場合にはその港湾荷役施設を利用して、また、港湾荷役施設が無い場合は自船の荷役装置を使用して、効率よく荷役できる船舶を提供することにある。   The present invention has been made in view of the above-described situation, and its purpose is to have a ship width that exceeds the current width of the Panama Canal (current Panamax width) and has a large load capacity. Nonetheless, if there is a land-based port handling facility for current Panamax ships that can enter and exit many medium-sized ports, use that port handling facility, and When there is no facility, the object is to provide a ship that can efficiently handle by using the cargo handling device of the ship.

上述の目的を達成するための船舶は、船幅が３２．３１ｍを超えてかつ４０．００ｍ未満の乾貨物をばら積みする船舶において、荷役用ジブ式デッキクレーンを備え、貨物倉の倉口縁材側端部から船側までの距離を３．０ｍ以上９．７ｍ未満とすると共に、一層の甲板を備え、貨物区域にトップサイドタンクおよびホッパーサイドタンクを設けて構成される。   A ship for achieving the above-mentioned object is a ship that bulks dry cargo having a ship width of more than 32.31 m and less than 40.00 m, and is equipped with a jib deck crane for cargo handling, and has a cargo mouth edge. The distance from the side edge to the ship side is set to 3.0 m or more and less than 9.7 m, and a single deck is provided, and a top side tank and a hopper side tank are provided in the cargo area.

荷役用ジブ式デッキクレーンを備えることにより、中規模や新設中の港湾では必ずしも荷役設備が整備されているとは限らないので、荷役用ジブ式デッキクレーンを備えて、これらの荷役設備が十分に整っていない港湾でも荷役可能なようにする。   By providing a jib deck crane for cargo handling, cargo handling facilities are not always provided in medium-sized or newly constructed ports.Therefore, these cargo handling facilities are fully equipped with cargo handling jib deck cranes. Make cargo handling possible even at unequipped ports.

また、貨物倉の倉口縁材側端部から船側までの距離を３．０ｍ以上とすることにより、倉口の支持構造、交通、艤装品設置のために必要な幅を確保し、９．７ｍ未満とすることにより、現パナマックス幅に対応して設けられている現存の港湾荷役設備を使用できるようになる。   In addition, by ensuring that the distance from the edge of the cargo hold edge to the ship side of the cargo hold is 3.0 m or more, the necessary width for the support structure, traffic, and fitting installation of the hold is secured. By setting the length to less than 7 m, it is possible to use the existing harbor handling equipment provided for the current Panamax width.

当該距離を９．７ｍ未満とすると、倉口幅が広がることにより、倉口側端部から船側までの距離が短くなる。その場合には甲板縦通板材の板厚を上げて必要な船体横断面係数を確保することになるが、甲板縦通板材の板厚を揚げる場合、その板厚と対応し、より高いグレードの鋼材を使用する必要が生じてくる。これを回避するために船側やトップサイドタンクの縦通板材の板厚を上げることで、甲板縦通板材の板厚を一定値以下に抑え、かつ、必要な船体横断面係数を確保することができる。   If the distance is less than 9.7 m, the distance from the end on the side of the warehouse to the ship side becomes shorter due to the wide width of the warehouse. In that case, the thickness of the deck vertical plate will be increased to secure the necessary hull cross-sectional modulus, but when the plate thickness of the deck vertical plate is raised, it will correspond to the plate thickness and the higher grade It becomes necessary to use steel. In order to avoid this, by increasing the thickness of the longitudinal plate material of the ship side and the top side tank, the thickness of the deck vertical plate material can be kept below a certain value, and the necessary hull cross section coefficient can be secured. it can.

また、ハッチ構造に関しては、サイドローリングタイプのハッチ構造等を採用してもよいが、エンドフォールディングタイプのハッチカバーを備えると、サイドローリングタイプのハッチ構造を採用している場合に生じる貨物倉の倉口縁材側端部から船側までの距離に関する制限を緩和することができる。   As for the hatch structure, a side rolling type hatch structure or the like may be adopted. However, if an end folding type hatch cover is provided, a cargo hold that is generated when the side rolling type hatch structure is adopted. Restrictions on the distance from the edge portion on the rim material side to the ship side can be relaxed.

また、一層の甲板を備え、貨物区域にトップサイドタンクおよびホッパーサイドタンクを設けることにより、穀類等をばら積みした際の荷くずれを防止できることに加え、これらのタンクにバラスト水を注水することにより、船体の姿勢を調整できるようになる。   In addition to providing a single deck and providing a top side tank and a hopper side tank in the cargo area, in addition to preventing grain breakage when bulking grains, etc., by pouring ballast water into these tanks, You can adjust the attitude of the hull.

また、上述の船舶において、前記荷役用ジブ式デッキクレーンの荷役用吊り上げ部を、前記貨物倉の倉口部全体に届くように形成する。これにより、荷役効率を向上させることができる。   Moreover, in the above-mentioned ship, the lifting part for cargo handling of the jib deck crane for cargo handling is formed so as to reach the whole warehouse part of the cargo hold. Thereby, cargo handling efficiency can be improved.

また、上述の船舶において、船の全長を１６２ｍ以上２００ｍ未満で、計画最大満載喫水を１２．０ｍ以上１３．５ｍ未満で、船幅を、垂線間長の６分の１以上５分の１未満に形成する。   In the above-mentioned ship, the total length of the ship is 162 m or more and less than 200 m, the planned maximum full draft is 12.0 m or more and less than 13.5 m, and the ship width is 1/6 or more and less than 1/5 of the vertical length. To form.

ここで、船の全長（length over all）とは、船首の最前端から船尾の最後端までの水平距離のことをいい、船幅（breadth）とは、ここでは最大幅(extreme breadth）を指し、船体の最大幅における横断面で、外板の外面から外面までの距離をいう。また、垂線間長（length between perpendiculars）とは、船首垂線と船尾垂線の間の水平距離であり、船首垂線（fore perpendicular）とは、計画満載喫水線（designed load water line）と船首材前面との交点において計画満載喫水線と直角な線のことをいい、船尾垂線（after perpendicular）とは、計画満載喫水線と舵の軸の中心との交点において、計画満載喫水線と直角な線のことをいう。   Here, the total length of the ship (length over all) refers to the horizontal distance from the foremost end of the bow to the end of the stern, and the breadth refers to the extreme breadth here. In the cross section at the maximum width of the hull, the distance from the outer surface to the outer surface of the outer plate. The length between perpendiculars is the horizontal distance between the bow perpendicular and the stern perpendicular, and the fore perpendicular is the distance between the designed load water line and the front of the bow. A line perpendicular to the planned full water line at the intersection is called a stern vertical line (after perpendicular) means a line perpendicular to the planned full water line at the intersection of the planned full water line and the center of the rudder axis.

船の全長に間しては、船幅を３２．３１ｍ＜Ｂ＜４０．００ｍとし、垂線間長（Ｌｐｐ）と船幅（Ｂ）の比（Ｌｐｐ／Ｂ）を５≦Ｌｐｐ／Ｂ＜６とするためには、垂線間長Ｌｐｐは１６１．５５ｍ以上となるので、船の全長は１６２ｍ以上とし、また、中規模の港湾に出入港可能で、かつ、その港湾の荷役施設を使用できるために、２００ｍ未満とする。   For the total length of the ship, the width of the ship is 32.31 m <B <40.00 m, and the ratio of the length between the normals (Lpp) to the width of the ship (B) (Lpp / B) is 5 ≦ Lpp / B <6 To achieve this, the length Lpp between perpendiculars is 161.55 m or more, so the total length of the ship is 162 m or more, and it is possible to enter and exit a medium-sized port and use the port's cargo handling facilities. And less than 200 m.

また、喫水に関しては、計画満載喫水が、浅過ぎると載荷重量が減少し、海外輸送における輸送効率が確保できなくなるので、１２．０ｍ以上とし、深過ぎると中規模の港湾に出入りできなくなるので、１３．５ｍ未満とする。   Regarding drafts, if the planned draft is too shallow, the load will be reduced and it will not be possible to secure transport efficiency in overseas transportation, so it will be 12.0 m or more, and if it is too deep, it will not be possible to enter or exit medium-sized ports. It shall be less than 13.5m.

また、船幅に関しては、従来技術のばら積み船に比べて、載荷重量を大きくするために３２.３１ｍを超えるものとし、船幅が大き過ぎると推進性能が低下するので４０．００ｍ未満とする。また、垂線間長と船幅の関係に関しては、船長に対して船幅が狭過ぎると載荷重量が減少し、船長に対して船幅が広過ぎると推進性能が低下し、また、構造規則上、特別な強度検討を要求されるので、垂線間長の６分の１以上５分の１未満とする。   Also, the ship width should be over 32.31 m in order to increase the load capacity compared to the bulk carrier of the prior art, and the propulsion performance will be reduced if the ship width is too large, so it will be less than 40.00 m. As for the relationship between the vertical length and the ship width, if the ship width is too narrow relative to the captain, the loaded load will decrease, and if the ship width is too wide for the captain, the propulsion performance will decrease, and Since special strength considerations are required, the length between the perpendiculars is set to 1/6 or more and less than 1/5.

上述の目的を達成するための船舶は、船幅が３２．３１ｍを超えてかつ４０．００ｍ未満の乾貨物をばら積みする船舶において、荷役用ジブ式デッキクレーンを備え、貨物倉の倉口縁材側端部から船側までの距離を３．０ｍ以上９．７ｍ未満とすると共に、一層の甲板を備え、貨物区域にトップサイドタンクおよびホッパーサイドタンクを設けて構成される。   A ship for achieving the above-mentioned object is a ship that bulks dry cargo having a ship width of more than 32.31 m and less than 40.00 m, and is equipped with a jib deck crane for cargo handling, and has a cargo mouth edge. The distance from the side edge to the ship side is set to 3.0 m or more and less than 9.7 m, and a single deck is provided, and a top side tank and a hopper side tank are provided in the cargo area.

本発明の船舶によれば、現パナマックス幅を超えて、従来技術のばら積み船に較べて載荷重量が大きくなる船舶において、荷役用ジブ式デッキクレーンを備えることで、荷役設備が不十分な港湾でも、自船のこのクレーンにより荷役でき、貨物倉の倉口縁材側端部から船側までの距離を、９．７ｍ未満にすることにより、現パナマックス幅に合致した港湾荷役設備が使用できるようになる。   According to the ship of the present invention, in a ship that exceeds the current Panamax width and has a larger load capacity than a bulk ship of the prior art, a port having insufficient cargo handling facilities by including a jib deck crane for cargo handling However, it can be handled by this crane of its own ship, and by making the distance from the cargo edge edge side of the cargo hold to the ship side less than 9.7 m, it is possible to use harbor handling equipment that matches the current Panamax width. It becomes like this.

従って、中規模の港湾においても、荷役設備が不十分な港湾では、自船の荷役用ジブ式デッキクレーンにより荷役でき、また、現パナマックス幅に対応した港湾荷役設備を備えた港湾では、その港湾荷役設備を使用して荷役を迅速に行うことができる。   Therefore, even in a medium-sized port, a port with insufficient cargo handling facilities can be handled by a jib deck crane for own cargo handling, and in a port equipped with a port handling facility corresponding to the current Panamax width, Cargo handling can be carried out quickly using harbor handling equipment.

よって、現状のパナマ運河を通行可能な船幅（現パナマックス幅）を超える船幅を有して、大きな載荷重量を有するにもかかわらず、現状の数多くの中規模の港湾に出入港可能で、かつ、現状のパナマックス船向けの港湾荷役施設を利用できるようになる。   Therefore, it has a ship width that exceeds the current width of the Panama Canal (current Panamax width) and is capable of entering and exiting many current medium-sized ports despite having a large load capacity. In addition, the port handling facilities for the current Panamax ship can be used.

本発明に係る実施の形態における船舶の構成を示した横断面図である。It is the cross-sectional view which showed the structure of the ship in embodiment which concerns on this invention. 本発明に係る実施の形態における船舶の構成を示した側面図である。It is the side view which showed the structure of the ship in embodiment which concerns on this invention. 本発明に係る実施の形態における船舶の構成を示した平面図である。It is the top view which showed the structure of the ship in embodiment which concerns on this invention. 貨物倉関係の寸法を示した横断面図である。It is a cross-sectional view showing dimensions related to cargo hold. エンドフォールディングタイプのハッチ構造の一例を示した斜視図である。It is the perspective view which showed an example of the end folding type hatch structure.

以下、図面を参照して本発明に係る船舶について説明する。なお、図面では、船体構造やハッチ構造の概要を示し、細かい構造を示すものではなく、ビームやステイフナ等の補強部材は省略している。   Hereinafter, a ship according to the present invention will be described with reference to the drawings. In the drawings, an outline of a hull structure and a hatch structure is shown, and a detailed structure is not shown, and reinforcing members such as a beam and a stiffener are omitted.

図１〜図４に示すように、本発明に係る実施の形態の船舶１は、一層の甲板４を備え、貨物区域７にトップサイドタンク６およびホッパーサイドタンク５を設けて構成され、主として乾貨物をばら積みする。なお、この船舶１では貨物区域７の底部では船底外板２と船底内板２ａとで二重底を形成し、船側側では、船側構造を一枚の船側外板だけで形成しているが、船側を船側外板と船側内板で二重船側構造としてもよい。   As shown in FIGS. 1 to 4, a ship 1 according to an embodiment of the present invention is provided with a single deck 4 and is provided with a top side tank 6 and a hopper side tank 5 in a cargo area 7. Bulk cargo. In this ship 1, a double bottom is formed by the ship bottom outer plate 2 and the ship bottom inner plate 2 a at the bottom of the cargo area 7, and on the ship side, the ship side structure is formed by only one ship side outer plate. The ship side may have a double ship side structure with a ship side outer plate and a ship side inner plate.

この船舶１は、図２及び図３に示すように、船体の前後方向に隔壁８で分割された貨物倉７を備えている。この貨物倉７は、図１及び図４に示すように、船底２の上に設けられた二重底２ａと船底２側の両サイドに設けられたホッパーサイドタンク５と、船側３と、甲板４側の両サイドに設けられたトップサイドタンク６に囲まれて形成されており、上部に開口部である倉口７ａが設けられている。この倉口７ａは前後方向の倉口縁材（ハッチコーミング）７ｂと船幅方向の倉口縁材７ｃで囲まれて形成され、更に、その上に航海中はハッチカバー１０が載置され、海水などの浸入を防止している。   This ship 1 is provided with the cargo hold 7 divided | segmented by the partition 8 in the front-back direction of the hull, as shown in FIG.2 and FIG.3. As shown in FIGS. 1 and 4, the cargo hold 7 includes a double bottom 2 a provided on the bottom 2, a hopper side tank 5 provided on both sides of the bottom 2, a ship 3, a deck It is formed to be surrounded by top side tanks 6 provided on both sides on the 4 side, and a holding opening 7a as an opening is provided at the upper part. The hatch 7a is formed by being surrounded by a front and rear direction hatch edge material (batch coaming) 7b and a ship width direction warehouse edge material 7c, and further, a hatch cover 10 is placed thereon during voyage, Prevents intrusion of seawater.

ハッチ構造に関しては、この実施の形態の船舶１では、図５に一例を示すようなエンドフォールディングタイプ（前後折り畳み式）のハッチカバー１０を備えて構成される。なお、この形態以外に、サイドローリングタイプのハッチ構造を採用してもよい。   Regarding the hatch structure, the ship 1 according to this embodiment includes an end folding type (front and rear folding type) hatch cover 10 as shown in FIG. In addition to this form, a side rolling type hatch structure may be adopted.

このエンドフォールディングタイプでは、ハッチカバー１０の２枚のパネルをロッド又はヒンジで接合して、モータ等の駆動力を使用して、油圧シリンダ１１でパネルを押し上げる。これにより２枚のパネルを船の前後方向に折り畳んで、倉口（ハッチ）７ａの前後方向の端部に立てた状態で収納する。   In this end folding type, two panels of the hatch cover 10 are joined by a rod or a hinge, and the panel is pushed up by the hydraulic cylinder 11 using a driving force such as a motor. As a result, the two panels are folded in the front-rear direction of the ship and stored in an upright position at the end of the hatch 7a.

このエンドフォールディングタイプのハッチカバー１０を備えることにより、貨物倉７の倉口縁材側端部から船側３までの距離Ｂ２に関する制限が生じないようにする。また、荷役用ジブ式デッキクレーン９を備えても、倉口７ａを開口したときのハッチカバー１０を格納できる。   By providing this end folding type hatch cover 10, there is no restriction on the distance B <b> 2 from the edge of the cargo hold edge side of the cargo hold 7 to the ship side 3. Moreover, even if the jib deck crane 9 for cargo handling is provided, the hatch cover 10 when the warehouse 7a is opened can be stored.

この船舶１において、船の全長Ｌａを１６２ｍ以上２００ｍ未満とし、船幅Ｂを３２．３１ｍより広く、４０．００ｍ未満とし、かつ、船幅／垂線間長＝Ｂ／Ｌｐｐを６分の１以上５分の１未満、即ち、約０．１６７〜０．２００とする。更に、計画最大満載喫水ｄｍａｘを１２．０ｍ以上１３．５ｍ未満とする。これにより、中規模の港湾に出入港可能で、かつ、その港湾の荷役施設を使用できるようにすると共に、大きな載荷重量を確保しながら、適度な推進性能を確保する。   In this ship 1, the total length La of the ship is 162 m or more and less than 200 m, the ship width B is wider than 32.31 m and less than 40.00 m, and the ship width / interval length = B / Lpp is 1/6 or more. Less than one fifth, that is, about 0.167 to 0.200. Furthermore, the planned maximum full draft dmax is set to 12.0 m or more and less than 13.5 m. As a result, it is possible to enter and exit a medium-sized port and to use the port's cargo handling facility, and to ensure a moderate propulsion performance while ensuring a large load capacity.

また、甲板４上の隣接する倉口７ａの間に、張り出したジブ（腕）の先端に荷物をつり下げて荷役を行う荷役用ジブ式デッキクレーン９を備える。中規模や新設中の港湾では必ずしも荷役設備が整備されているとは限らないので、自船の荷役装置により、荷役設備が十分に整っていない港湾でも荷役可能なようにする。   In addition, a cargo handling jib deck crane 9 is provided between the adjacent warehouses 7a on the deck 4 to hang the cargo at the tip of the overhanging jib (arm). Since cargo handling facilities are not always provided in medium-sized or newly constructed ports, the cargo handling equipment of the own ship will be able to handle cargo even in ports where cargo handling facilities are not fully equipped.

また、本発明の船舶１は、図４に示す貨物倉７の倉口縁材側端部から船側３までの距離Ｂ２を３．０ｍ以上９．７ｍ未満として構成する。これを９．７ｍ未満とすることにより、現パナマックス幅Ｂｐに対応して設けられた港湾荷役設備を使用できるようになる。   Further, the ship 1 of the present invention is configured such that the distance B2 from the cargo edge edge side end portion of the cargo hold 7 shown in FIG. 4 to the ship side 3 is 3.0 m or more and less than 9.7 m. By setting this to less than 9.7 m, it becomes possible to use the harbor handling equipment provided corresponding to the current Panamax width Bp.

従って、上記の船舶１によれば、現パナマックス幅Ｂｐを超えることにより、従来技術のばら積み用の船舶に較べて載荷重量を大きくすることができる。また、貨物倉７の倉口縁材側端部から船側３までの距離Ｂ２を、９．７ｍ未満にすることにより、現パナマックス幅Ｂｐに合致した港湾荷役設備が使用できるようになる。   Therefore, according to said ship 1, by exceeding the present Panamax width | variety Bp, a load load can be enlarged compared with the ship for bulk loading of a prior art. Further, by setting the distance B2 from the end of the cargo hold 7 to the ship side 3 to be less than 9.7 m, it is possible to use the harbor handling equipment that matches the current Panamax width Bp.

従って、中規模の港湾に出入港できると共に、荷役設備が不十分な港湾では、自船の荷役用ジブ式デッキクレーン９により荷役でき、また、現パナマックス幅Ｂｐに対応した港湾荷役設備を備えた港湾では、その港湾荷役設備を使用して荷役を迅速に行うことができる。   Therefore, in a port that can enter and exit a medium-sized port and has insufficient cargo handling facilities, it can be handled by the own ship's jib deck crane 9 for loading and unloading and equipped with a port handling facility corresponding to the current Panamax width Bp. In other ports, cargo handling can be carried out quickly using the port handling equipment.

よって、現状のパナマ運河を通行可能な船幅（現パナマックス幅）Ｂｐを超える船幅Ｂを有して、大きな載荷重量を有するにもかかわらず、現状の数多くの中規模の港湾に出入り可能で、かつ、現状のパナマックス船向けの港湾荷役施設を利用できるようになる。   Therefore, it has a ship width B that exceeds the current width of the Panama Canal (current Panamax width) Bp and can enter and exit a number of current medium-sized ports despite having a large load capacity. In addition, the port handling facilities for the current Panamax ship can be used.

本発明の船舶は、現状のパナマ運河を通行可能な船幅（現パナマックス幅）を超える船幅を有して、大きな載荷重量を有するにもかかわらず、現状の数多くの中規模の港湾に出入港可能で、かつ、現状のパナマックス船向けの港湾荷役施設を利用できるので、現状のパナマックス船向けの陸上の港湾荷役施設がある場合にはその港湾荷役施設を利用して、また、港湾荷役施設が無い場合は自船の荷役装置を使用して、効率よく荷役できる船舶として利用できる。   The ship of the present invention has a ship width that exceeds the current width of the Panama Canal (current Panamax width) and has a large load capacity, despite the fact that it has a large load capacity. It is possible to enter and leave the port, and since the current port handling facility for Panamax ships can be used, if there is a land port handling facility for the current Panamax ship, use that port handling facility, When there is no port cargo handling facility, it can be used as a ship that can efficiently handle cargo using its own cargo handling device.

１ 船舶
２ 船底
２ａ 二重底
３ 船側
４ 甲板
４ａ 倉口の横の甲板
５ ホッパーサイドタンク
６ トップサイドタンク
７ 貨物倉（貨物区域）
７ａ 倉口
７ｂ，７ｃ 倉口縁材（ハッチコーミング）
８ 隔壁
９ 荷役用ジブ式デッキクレーン
１０ ハッチカバー
１１ 油圧シリンダ
Ｂ 船幅
Ｂｐ 現パナマックス幅
Ｂ１ 倉口の幅
Ｂ２ 倉口縁材側端部から船側までの距離
ｄｍａｘ 計画最大満載喫水
Ｌａ 船の全長
Ｌｐｐ 垂線間長 DESCRIPTION OF SYMBOLS 1 Ship 2 Ship bottom 2a Double bottom 3 Ship side 4 Deck 4a Deck next to Kurakuchi 5 Hopper side tank 6 Top side tank 7 Cargo hold (cargo area)
7a Kuraguchi 7b, 7c Kuraguchi edge material (hatch combing)
8 Bulkhead 9 Jib deck crane for cargo handling 10 Hatch cover 11 Hydraulic cylinder B Ship width Bp Current Panamax width B1 Kuraguchi width B2 Distance from the edge of the Kuraguchi rim material side to the ship side dmax Plan maximum full load draft La Total length of the ship Lpp perpendicular length

Claims (3)

船幅が３２．３１ｍを超えてかつ４０．００ｍ未満の乾貨物をばら積みする船舶において、荷役用ジブ式デッキクレーンを備え、貨物倉の倉口縁材側端部から船側までの距離を３．０ｍ以上９．７ｍ未満とすると共に、一層の甲板を備え、貨物区域にトップサイドタンクおよびホッパーサイドタンクを設けたことを特徴とする船舶。   For ships that ship dry cargo with a width of more than 32.31m and less than 40.00m, equipped with a jib deck crane for cargo handling, the distance from the edge of cargo hold edge to the ship side of the cargo hold is 3. A ship having a height of 0 m or more and less than 9.7 m, having a deck, and having a top side tank and a hopper side tank in a cargo area. 前記荷役用ジブ式デッキクレーンの荷役用吊り上げ部を、前記貨物倉の倉口部全体に届くように形成したことを特徴とする請求項１記載の船舶。   The ship according to claim 1, wherein a lifting part for cargo handling of the jib type deck crane for cargo handling is formed so as to reach the entire warehouse part of the cargo hold. 船の全長を１６２ｍ以上２００ｍ未満で、計画最大満載喫水を１２．０ｍ以上１３．５ｍ未満で、船幅を、垂線間長の６分の１以上５分の１未満に形成したことを特徴とする請求項１又は２記載の船舶。   The total length of the ship is 162 m or more and less than 200 m, the planned maximum full draft is 12.0 m or more and less than 13.5 m, and the ship width is formed to be 1/6 or more and less than 1/5 of the vertical length. The ship according to claim 1 or 2.
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