Ballast-free ship

Abstract

The present invention relates to a ballast-free ship. By adjusting the amount of air supplied from compressed-air supply piping (20), a seawater level in an air cushion chamber (15) is adjusted. Accordingly, even in a case of the ballast-free ship, there is secured a function to adjust a hull equivalent to an adjusting function of a ship having ballast tanks. One end of the compressed-air supply piping (20) is opened to the air cushion chamber (15) divided by horizontal and vertical partition plates (14, 13). Below the horizontal partition plate (14), a current plate (18) is disposed with a space through which seawater passes. In an air chamber (4) arranged on an inner side of a side wall (2), one end of an ventilation pipe (17) is opened at a position with a height identical to an upper surface of the current plate (18). The other end of the ventilation pipe (17) is opened to a seawater lever outside the side wall (2).

Description

technical field [0001] The present invention relates to a non-ballast water ship in which an air cushion chamber functions as a ballast water tank even if no ballast water tank is provided on the ship body. Background technique [0002] Since the ship, especially the cargo ship, is designed to include the weight of the loaded cargo, the center of gravity of the hull rises and easily capsizes when it is empty, and the draft drops. The ship floats and becomes unstable against shear waves and crosswinds, and the dead zone area expands and cannot be seen. There is a danger of collision due to small ships, a danger of being killed due to a decrease in the intensity of external stress, and an obstacle of a decrease in propulsion efficiency. In order to prevent these, seawater is accumulated in ballast water tanks installed in the ship's hull as a substitute weight to stabilize the ship's body. In general, the larger the ship, the greater the need for ballast water. The ballast w...

AI Technical Summary

Problems solved by technology

[0004] The non-ballasted water ships described in Non-Patent Document 1 and Non-Patent Document 2 have the following problems: Since the bottom of the ship is formed into an isosceles triangle shape in longitudinal section by increasing the width of the hull to compensate for the inclination of the lower parts of the port and starboard sides, Insufficient load capacity, so berthing is limited by the width of the canal and harbor conditions. In addition, due to the reduction of the stern draft, the diameter of the propeller is reduced by about 10% compared with the conventional ship, so the horsepower is increased to compensate for the decrease in propeller efficiency. lead to an increase in the amount of fuel used

[0005] The non-ballasted water vessel described in Non-Patent Document 3 has the following problem: since large-diameter pipes are arranged from the bow to the stern in the underwater part of the hull, the pipes are easily corroded by seawater when seawater always passes through the pipes , the maintenance workability of the pipeline is poor, and in addition, depending on the flow rate of seawater passing through the pipeline, it becomes a habitat for aquatic organisms, and aquatic organisms travel to and from other countries in a short period of time.

Therefore, a ship with a ballast water tank inside has a problem that the deadweight and the tax amount of the ship become high.

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