JP7609461B2 - How a cruise ship operates - Google Patents

Description

The present invention relates to a passenger ship operating method suitable for ferryboats and the like.

On passenger ships, where passengers spend a lot of time on board, the rooms are classified according to the needs of the passengers. For example, on a ferryboat, the rooms are classified as first class, first class, second class, driver's room, etc.
Generally, the lower class cabins are located on the lower deck, and the higher class cabins are located on the upper deck. For example, 3rd class at the bottom of the ship, 2nd class on the middle deck, 1st class on the upper deck, etc.

The applicant is aware of the following Patent Documents 1 and 2 as prior art documents relating to the accommodation structure and cabin arrangement of passenger ships.

The above-mentioned Patent Document 1 relates to the accommodation structure of a passenger ship, and includes the following description.
[Page 1, lower left column, line 20 to lower right column, line 5]
As a living area structure for a passenger ship, for example, as shown in the longitudinal section of Figure 3 and the transverse section of Figure 4, a structure in which a plurality of pillars 03 are erected on the public deck or upper passenger deck (hereinafter referred to as the public deck) 01, aligned in the front-to-back and left-to-right positions on each of the upper and lower passenger decks 02, is known.

The above-mentioned Patent Document 2 relates to a cabin/deck arrangement and arrangement method on a large passenger ship, and includes the following description.
[0006]
The object of the present invention is to provide a new method of arranging cabin decks on large passenger ships, which allows to increase the amount of cabin decks in a simple and cost-effective manner, and which is preferably applicable also for Panamax cruisers, large passenger ships, referred to herein as ships, preferably having a length of more than 100 meters.
[0007]
...According to the invention, the cabin units are arranged on both sides of the longitudinal space next to the longitudinal direction of the ship according to the pitch of the transverse bulkheads of the deck, the lower parts of the cabin unit walls parallel to the transverse bulkheads are attached to the deck together with said transverse bulkheads, and the upper parts of the cabin unit walls are arranged between said transverse bulkheads and provide recesses or similar spaces for the flanges of the transverse bulkheads. In addition, said system of technical spaces is connected to the cabin units between said transverse bulkheads by pipes, ducts or cables that are at least approximately transverse to the ship.
[0008]
For example, a Panamax cruiser would normally have 4-6 cabin decks, typically arranged on the superstructure of the ship. With the present invention, the height of each cabin deck can essentially be lowered, thereby increasing the amount of cabin decks. In this way, typically several extra decks can be provided on the ship. This arrangement allows the ship's center of gravity to be lowered, and the weight of each deck can be reduced due to the lighter steel structure, thereby reducing material costs.
[0021]
...Alternatively, the onboard cabins can be arranged adjacent to the cabin corridor, and technical space can be provided in the middle of the hull. Thus, the onboard cabin units can be lowered, or recesses can be provided in the ceiling to guide ducts and pipes to the onboard cabins. If necessary, the cabin units can also extend to some extent on the side, for example to think of balconies. The important thing is to arrange the cabin units in one or several large enough groups so that the overall effect of the invention is fully achieved.

Japanese Patent Application Publication No. 3-231091 Patent No. 4443268

However, if lower-class rooms are placed on the lower deck and higher-class rooms are placed on the upper deck, the following will happen:

For example, if a ferry travels between point A and point B, during peak season, both the outbound and return trips are almost fully booked, so no particular problems arise. However, during off-season, there are few passengers, so the low-class rooms on the lower deck and the high-class rooms on the upper deck are not fully booked. Therefore, when the ferry leaves point A and arrives at point B, there is unused space.
At point B, the passengers must disembark and new passengers must board. For this reason, maintenance is carried out on both the upper and lower decks. Maintenance involves changing linens such as sheets and pillowcases, collecting trash, and cleaning. This needs to be done not only in the passenger rooms, but also in shared spaces such as toilets and bathrooms. This must be done for all areas on both the upper and lower decks. Since low-class cabins are shared rooms, the entire room must be cleaned even if only a few passengers have used it, and the blanket next to it may be used.
The same is true when returning from point B to point A.

Thus, even during the off-season when there are few passengers, almost the entire upper and lower decks must be cleaned, which is inefficient for maintenance. Also, cleaning of linens and disposal of garbage are done at both points A and B, which is inefficient. Even if one tries to process the garbage at only one point (for example, point A), the used linen and garbage must be transported (for example, from point B to point A), which is also inefficient.
In addition, operating during off-season periods is also less energy efficient, as air conditioning and electricity must be used on almost the entire upper and lower decks, even though there are fewer passengers.

As described above, passenger ships that allocate graded guest rooms between upper and lower decks have the problem of extremely poor operating efficiency during the off-season.

With regard to the above-mentioned circumstances,
The above-mentioned Patent Document 1 merely discloses a structure in which the columns 03 and transverse bulkheads 05 are arranged at the same positions on the upper deck and the lower deck (FIG. 3).
The above-mentioned Patent Document 2 merely discloses a structure in which passenger cabins are arranged at the same positions on the upper and lower decks (FIG. 1).
The above-mentioned Patent Documents 1 and 2 do not include any technical idea of determining the layout depending on the class of the cabin.
Regardless of the relative positions of the deck hierarchy, the grades are determined based on front and rear.

The present invention has been made in order to solve the above problems and with the following objectives.
To provide a passenger ship operating method which improves operating efficiency during the off-season by arranging graded guest room areas regardless of the upper or lower deck levels.

In order to achieve the above object, the passenger ship operating method described in claim 1 employs the following configuration.
A method for operating a passenger ship having a first accommodation space provided on an upper deck and a second accommodation space provided on a lower deck, comprising the steps of:
The first living area includes a first upper class cabin area, a first lower class cabin area, and a first common space;
The second living area includes a second upper class cabin area, a second lower class cabin area, and a second common space;
An arrangement structure of the first upper class cabin area, the first lower class cabin area and the first common space in the first living area;
An arrangement structure of the second upper class guest room area, the second lower class guest room area, and the second common space in the second living area,
By making the first and second accommodation spaces have the same layout and structure, a structure that enables a ship to operate using only the first accommodation space on the outbound route and only the second accommodation space on the return route during the off-season can be achieved , thereby eliminating the need for maintenance of each accommodation space and reducing the use of air conditioning and electricity.

The passenger ship operating method described in claim 1 has the above-mentioned configuration, and therefore during the off-season, the ship can be operated in either the first accommodation area or the second accommodation area. The passenger ship operating method described in claim 2 can operate the ship with passengers only in the first accommodation area on the outbound route, for example, on a round-trip route between point A and point B, and with passengers only in the second accommodation area on the return route .
In this case, even if the first accommodation is used up on the outbound journey, the maintenance of the first accommodation can be omitted before passengers are loaded on the return journey, and passengers can be loaded on the second accommodation. Conventionally, both the first and second accommodations had to be maintained at the end of both the outbound journey and the return journey. This is only required at the end of the outbound and return journeys, so the maintenance work is almost halved. In addition, cleaning of linens and disposal of garbage only need to be done at either point A or point B, so it is extremely efficient. In addition, during the off-season when there are few passengers, for example, air conditioning and electricity can be used only in the first accommodation on the outbound journey, and air conditioning and electricity can only be used in the second accommodation on the return journey, so energy efficiency is also improved. In this way, the accommodation structure of the passenger ship of the present invention improves the operating efficiency during the off-season.

In the present invention , when the first and second accommodation areas are separated into an upper deck and a lower deck, for example, during the off-season, the outbound journey can be operated with passengers only on the upper deck, and the return journey can be operated with passengers only on the lower deck. In this case, even if the first accommodation area is used up on the outbound journey, maintenance of the first accommodation area is omitted, and the return journey passengers are operated in the second accommodation area, the return journey passengers do not have to see the first accommodation area that was used up on the outbound journey. This does not cause discomfort to the return journey passengers.

In the present invention , when a common space is provided between the upper class passenger cabin area and the lower class passenger cabin area in both the first and second accommodation areas, the common space can be used by both the passengers in the upper class passenger cabin area and the passengers in the lower class passenger cabin area without inconvenience, and contact between passengers in both the upper class passenger cabin area and the lower class passenger cabin area can be reduced.

In the present invention , when the first and second accommodation areas are separated into starboard and port sides by a common space or a wall, for example, during the off-season, the outbound journey can be operated with passengers only in the first accommodation area, and the return journey can be operated with passengers only in the second accommodation area. In this case, even if the first accommodation area is used up on the outbound journey, maintenance of the first accommodation area is omitted, and the return journey passengers are operated in the second accommodation area, the return journey passengers do not have to see the first accommodation area that was used up on the outbound journey. This does not cause discomfort to the return journey passengers.

In the present invention , when the first accommodation area, the second accommodation area, and the common space or wall surface are arranged in the same configuration on both the upper deck and the lower deck, during the off-season, for example, the ship can operate with passengers in the first accommodation area on the upper deck and the second accommodation area on the lower deck on the outbound journey, and with passengers in the second accommodation area on the upper deck and the first accommodation area on the lower deck on the return journey. In this way, the ship can be stabilized during operation by carrying passengers in a balanced manner on both the left and right sides.

In the present invention , when the passenger ship is a ferryboat having a driver's room, the operating efficiency during the off-season can be improved in the ferryboat having a driver's room.

FIG. 2 is a schematic diagram illustrating the accommodation structure of the passenger ship used in the first embodiment of the present invention. FIG. 13 is a schematic diagram illustrating the accommodation structure of a passenger ship used in a second embodiment of the present invention. FIG. 2 is a plan view of the upper floor deck in the embodiment. FIG. 2 is a plan view of the lower floor deck in the embodiment.

Hereinafter, a method for operating a passenger ship according to an embodiment of the present invention will be described in detail , including the structure of the accommodation area.

First Embodiment
FIG. 1 is a schematic diagram illustrating the accommodation structure of a passenger ship according to a first embodiment of the present invention.
(A) is a vertical cross-sectional view of the upper and lower decks, (B) is a plan view of the upper deck, (C) is a plan view of the lower deck, and (D) is a vertical cross-sectional view of the upper and lower decks in a modified example having a driver's room.

[Basic example]
1A, 1B, and 1C show basic examples.
This embodiment has a first accommodation area 1 and a second accommodation area 2. In this example, the first accommodation area 1 is provided on an upper deck 3, and the second accommodation area 2 is provided on a lower deck 4.
The upper deck 3 and the lower deck 4 are provided in a deck building provided on the upper part of the hull.

In the first living area 1, a first upper class passenger room area A1, a first lower class passenger room area B1 and a first common space C1 are arranged.
In the second living area 2, a second upper class passenger room area A2, a second lower class passenger room area B2 and a second common space C2 are arranged.

The first upper class passenger room area A1 and the second upper class passenger room area A2 are areas in which, for example, first class rooms, first class rooms, etc. The first upper class passenger room area A1 and the second upper class passenger room area A2 may include, for example, passenger rooms having a private room structure.
The first lower class passenger area B1 and the second lower class passenger area B2 are areas in which, for example, second-class berths, second-class rooms, etc. The first lower class passenger area B1 and the second lower class passenger area B2 may include passenger rooms in a shared room structure.

The first shared space C1 and the second shared space C2 may include, for example, an entrance, a lobby, a corridor, men's and women's restrooms, men's and women's bathrooms, a shop, an entertainment room, a smoking room, etc. The first shared space C1 and the second shared space C2 function as shared spaces used jointly by users of the first upper class cabin area A1 and the second upper class cabin area A2 and users of the first lower class cabin area B1 and the second lower class cabin area B2.

In this example, in the first living area 1, the first common space C1 is arranged between the first upper class passenger cabin area A1 and the first lower class passenger cabin area B1.
In addition, in the second living area 2, the second common space C2 is arranged between the second upper class passenger cabin area A2 and the second lower class passenger cabin area B2.

In this example, the first upper class cabin area A1 and the second upper class cabin area A2 are arranged at the front side in the traveling direction of the passenger ship (indicated by the arrow in the figure), while the first lower class cabin area B1 and the second lower class cabin area B2 are arranged at the rear side in the traveling direction.
Therefore, in the first living area 1, the first upper class passenger area A1, the first common space C1, and the first lower class passenger area B1 are arranged in this order from the front in the direction of travel. In the second living area 2, the second upper class passenger area A2, the second common space C2, and the second lower class passenger area B2 are arranged in this order from the front in the direction of travel.

An arrangement structure of the first upper class cabin area A1, the first lower class cabin area B1 and the first common space C1 in the first living area 1;
The layout structure of the second upper class cabin area A2, the second lower class cabin area B2 and the second common space C2 in the second living area 2 is as follows:
The first living area 1 and the second living area 2 have the same layout structure.
In other words, the layout structure of the first upper class passenger cabin area A1, the first lower class passenger cabin area B1 and the first common space C1, and the layout structure of the second upper class passenger cabin area A2, the second lower class passenger cabin area B2 and the second common space C2 have the same layout structure on the upper deck 3 and the lower deck 4.

[Modifications]
FIG. 1D shows a modified example having a driver's compartment.
The first living area 1 further includes a first driver's room area D1.
The second living area 2 further includes a second driver's room area D2.

In this example, the first driver's room area D1 and the second driver's room area D2 are located at the rear end in the direction of travel.

The first driver's room area D1 and the second driver's room area D2 may each include a driver's room with a private room structure.

In addition, a first separation space S1 and a second separation space S2 are arranged between the first driver's room area D1 and the second driver's room area D2 and the other areas to separate the first driver's room area D1 and the second driver's room area D2 from the other areas. This reduces contact between drivers and general customers. Drivers are less likely to be disturbed while resting, and general passengers are less likely to wander into the driver's area.

The first and second separated spaces S1 and S2 may include, for example, an entrance, a lobby, a passageway, men's and women's restrooms, men's and women's bathrooms, a shop, an entertainment room, a smoking room, etc. The first and second separated spaces S1 and S2 may also function as shared spaces used jointly by users of the driver's room and other users.

The layout structure of the first driver's room area D1 in the first living area 1 and the layout structure of the second driver's room area D2 in the second living area 2 are the same in the first living area 1 and the second living area 2.

In other words, in this example, in the first living area 1, from the front in the direction of travel, the first upper class passenger room area A1, the first common space C1, the first lower class passenger room area B1, the first separation space S1, and the first driver's room area D1 are arranged in this order. In the second living area 2, from the front in the direction of travel, the second upper class passenger room area A2, the second common space C2, the second lower class passenger room area B2, the second separation space S2, and the second driver's room area D2 are arranged in this order.

[Effects of the First Embodiment]
The above-described first embodiment provides the following advantageous effects due to the above-described configuration.

The accommodation structure of the passenger ship of the first embodiment has the above-mentioned configuration, and therefore, during the off-season, it is possible to operate either the first accommodation area 1 or the second accommodation area 2. For example, in the case of a route that travels between point A and point B, it is possible to operate with passengers on board only the first accommodation area 1 on the outward journey, and with passengers on board only the second accommodation area 2 on the return journey . In this case, even if the first accommodation area 1 is used on the outward journey, the maintenance of the first accommodation area 1 can be omitted before passengers are loaded on the return journey, and passengers can be loaded on the second accommodation area 2. Therefore, in the past, both the first accommodation area 1 and the second accommodation area 2 had to be maintained at the end of both the outward journey and the return journey. This can be done only at the end of the outward journey and the return journey, so the maintenance work can be reduced by almost half. In addition, cleaning of linen and disposal of garbage can be done at either point A or point B, which is extremely efficient. Furthermore, during operation during the off-season when there are fewer passengers, energy efficiency is improved because, for example, air conditioning and electricity are used only in the first accommodation area 1 on the outbound journey, and air conditioning and electricity are used only in the second accommodation area 2 on the return journey. In this way, the accommodation structure of the passenger ship of the present invention improves operational efficiency during the off-season.

In the accommodation structure of the passenger ship of the first embodiment described above, the first accommodation area 1 and the second accommodation area 2 are separated into the upper deck 3 and the lower deck 4. For this reason, for example, during the off-season, the outbound journey can be operated with passengers only on the upper deck 3, and the return journey can be operated with passengers only on the lower deck 4. In this case, even if the first accommodation area 1 is used on the outbound journey, maintenance of the first accommodation area 1 is omitted, and the return journey passengers are operated in the second accommodation area 2, the return journey passengers will not have to see the first accommodation area 1 that was used on the outbound journey. This does not cause discomfort to the return journey passengers.

In the accommodation structure of the passenger ship of the first embodiment, common spaces C1, C2 are arranged between the upper class cabin areas A1, A2 and the lower class cabin areas B1, B2 in both the first accommodation area 1 and the second accommodation area 2. Therefore, the common spaces C1, C2 can be used without inconvenience by passengers in both the upper class cabin areas A1, A2 and the lower class cabin areas B1, B2. In addition, contact between passengers in both the upper class cabin areas A1, A2 and the lower class cabin areas B1, B2 can be reduced.

The accommodation structure of the passenger ship of the first embodiment described above can improve the operational efficiency during the off-season in a ferryboat having a driver's room.

Second Embodiment
FIG. 2 is a schematic diagram illustrating the accommodation structure of a passenger ship according to a second embodiment of the present invention.
(A) is a plan view of the upper deck, (B) is a plan view of the lower deck, and (C) is a plan view of the upper deck (lower deck) in a modified example having a driver's room.

[Basic example]
2(A) and (B) are basic examples. (A) is the upper deck 3, and (B) is the lower deck 4.

This embodiment has a first living area 1 and a second living area 2. In this example, the first living area 1 is provided on the port side, and the second living area 2 is provided on the starboard side opposite the first living area 1. The first living area 1 and the second living area 2 are separated by a common space P.

The first living area 1 may be provided on the starboard side, and the second living area 2 may be provided on the port side. Also, the first living area 1 and the second living area 2 may be separated by a wall.

In this example,
an upper deck 3 on which the first living area 1, the second living area 2 and a common space P are arranged;
The lower deck 4 on which the first living area 1, the second living area 2 and the common space P are arranged is
They have the same arrangement structure.

Otherwise, it is the same as the first embodiment described above, and similar parts are given the same reference numerals.

[Modifications]
FIG. 2C shows a modified example having a driver's compartment.
The first living area 1 further includes a first driver's room area D1.
The second living area 2 further includes a second driver's room area D2.

In this example, the first driver's room area D1 and the second driver's room area D2 are located at the rear end in the direction of travel. In addition, a first separation space S1 and a second separation space S2 are located between the first driver's room area D1 and the second driver's room area D2 and the other areas to separate the first driver's room area D1 and the second driver's room area D2 from the other areas. In this way, contact between drivers and general customers can be reduced. Drivers are less likely to be disturbed while resting, and general passengers are less likely to wander into the driver's area.

The layout structure of the first driver's room area D1 in the first living area 1 and the layout structure of the second driver's room area D2 in the second living area 2 are the same in the first living area 1 and the second living area 2.

That is, in this example, in the first living area 1, from the front in the traveling direction, the first upper class passenger room area A1, the first common space C1, the first lower class passenger room area B1, the first separation space S1, and the first driver's room area D1 are arranged in this order. In the second living area 2, from the front in the traveling direction, the second upper class passenger room area A2, the second common space C2, the second lower class passenger room area B2, the second separation space S2, and the second driver's room area D2 are arranged in this order.
The first living area 1 and the second living area 2 are separated by a common space P.

Otherwise, it is the same as the first embodiment described above, and similar parts are given the same reference numerals.

[Effects of the second embodiment]
The second embodiment, due to the above configuration, provides the following advantageous effects.

In the accommodation structure of the passenger ship of the second embodiment described above, the first accommodation area 1 and the second accommodation area 2 are separated on the starboard and port sides by a shared space P. For this reason, for example, during the off-season, the outbound journey can be operated with passengers only in the first accommodation area 1, and the return journey can be operated with passengers only in the second accommodation area 2. In this case, even if the first accommodation area 1 is used on the outbound journey, maintenance of the first accommodation area 1 is omitted, and the return journey passengers are operated in the second accommodation area 2, the return journey passengers will not have to see the first accommodation area 1 that was used on the outbound journey. This does not cause discomfort to the return journey passengers.

In the accommodation structure of the passenger ship of the second embodiment, the first accommodation area 1, the second accommodation area 2, and the common space P are arranged in the same configuration on both the upper deck 3 and the lower deck 4. Therefore, during the off-season, for example, the ship can operate with passengers on board in the first accommodation area 1 on the upper deck 3 and the second accommodation area 2 on the lower deck 4 on the outbound journey, and on the return journey, the ship can operate with passengers on board in the second accommodation area 2 on the upper deck 3 and the first accommodation area 1 on the lower deck 4. In this way, passengers can be loaded in a balanced manner on both the left and right sides, stabilizing the hull during operation.

Other than that, it has the same effects as the first embodiment.

[Example]
3 and 4 show an embodiment.

[First residential area]
3 is a plan view of the upper deck 3. The first accommodation area 1 is provided on the upper deck 3.

The first living area 1 is provided with a first upper class passenger compartment area A1, a first lower class passenger compartment area B1, and a first common space C1. The first living area 1 is further provided with a first driver's compartment area D1 and a first separation space S1.

In this example, the first upper class passenger area A1 includes a premium passenger area 11 and a first class passenger area 12. The premium passenger area 11 is located closest to the ship's owner (forward in the direction of travel). The first class passenger area 12 is located behind the premium passenger area 11, divided between the starboard and port sides. The premium passenger area 11 is a private cabin structure including multiple premium cabins. The first class passenger areas 12 are also private cabin structures including multiple first class cabins.

A machine room 13 and a multipurpose room 14 are provided between the left and right first-class passenger areas 12. An aisle 15 is provided between the first-class passenger area 11 and the left and right first-class passenger areas 12 and the machine room 13 and multipurpose room 14. The aisle 15 functions as part of the first common space C1.

The first lower class passenger compartment area B1 is located away from the first upper class passenger compartment area A1 via the first common space C1. The first driver's compartment area D1 is located away from the first lower class passenger compartment area B1 via the first separation space S1.

The first lower class passenger compartment area B1 is the second class passenger compartment area 16. The second class passenger compartment area 16 has a shared room structure. The first driver's room area D1 has a private room structure including a private driver's room.

The first separation space S1 includes a restroom area 17 and a passageway 18. A men's restroom, a women's restroom, and a multi-purpose toilet are provided in the restroom area 17. In this example, passageways 19 are provided on the starboard, port, and stern sides of the first driver's room area D1. The starboard, port, and stern passageways 19 communicate with the passageway 18 adjacent to the restroom area 17.

On the starboard and port sides of the second-class passenger area 16, there is an aisle 20 that connects to the aisles 18 and 19.

The first common space C1 includes, in this example, a lobby 21, a bathroom area 22, a restroom area 23, and a staircase 24. As described above, the passage 15 also functions as part of the first common space C1. The lobby 21 is connected to the passage 20 and the passage 15. The bathroom area 22 is provided with a men's bathroom and dressing room, and a women's bathroom and dressing room. The restroom area 23 is provided with a men's restroom, a women's restroom, and a multi-purpose toilet. The staircase 24 leads to the lower deck 4.

[Second residential area]
4 is a plan view of the lower deck 4. The second living area 2 is provided on the lower deck 4.

In the second living area 2, a second upper class passenger compartment area A2, a second lower class passenger compartment area B2, and a second common space C2 are arranged. In addition, in the second living area 2, a second driver's compartment area D2 and a second separation space S2 are arranged.

In this example, the second upper class passenger area A2 includes a first class passenger area 12. The first class passenger areas 12 are arranged separately on the starboard side and the port side. Each of the first class passenger areas 12 has a private room structure including multiple first class cabins. A crew cabin 35 is provided on the ship's closest side.

A restaurant 33 and a galley 34 are provided between the left and right first-class passenger areas 12. An aisle 15 is provided between the crew cabin 35 and the left and right first-class passenger areas 12 and between the restaurant 33 and the galley 34. The aisle 15 functions as part of the second common space C2.

A second lower class passenger room area B2 is located away from the second upper class passenger room area A2 via the second common space C2.A second driver's room area D2 is located away from the second lower class passenger room area B2 via the second separation space S2.

The second lower class passenger area B2 is the second class passenger area 16. The second class passenger area 16 has a shared room structure. The second driver's room area D2 has a private room structure including a private driver's room.

The second separation space S2 includes a restroom area 17 and a passageway 18. A men's restroom, a women's restroom, and a multi-purpose toilet are provided in the restroom area 17. In this example, passageways 19 are provided on the starboard, port, and stern sides of the second driver's room area D2. The starboard, port, and stern passageways 19 communicate with the passageway 18 adjacent to the restroom area 17.

On the starboard and port sides of the second-class passenger area 16, there is an aisle 20 that connects to the aisles 18 and 19.

The second common space C2 includes, in this example, an entrance 31, a shop and recreation room 32, a restroom area 23, and a staircase 24. As described above, the passageway 15 also functions as part of the second common space C2. The entrance 31 is connected to the passageway 20 and the passageway 15. The restroom area 23 is provided with a men's restroom, a women's restroom, and a multi-purpose toilet. The staircase 24 leads to the upper deck 3.

In this embodiment, the cabins are primarily classified from front to back, regardless of their vertical position. In other words, first class, first class, second class, and the driver's room are located from the front, away from the engine room at the stern and less affected by noise and vibration. In this way, lower class cabins are located toward the rear, where the engine room and chimney are located.

Furthermore, air conditioning rooms for each area can be placed on the rooftop, with ducts and pipes running directly down to the floors below. This reduces the amount of ductwork inside the ceilings on each floor. By aligning the placement of shared toilets and other facilities above and below, water supply and drainage pipes can be connected vertically, reducing the amount of water supply and drainage pipes inside the ceilings on each floor.

As the rooms are aligned on the upper and lower floors, passengers can easily recognize the relative positions of their rooms and are less likely to get lost on the ship. During off-season and normal times when the ship is not fully booked, the rear zone of lower deck 4 (second class cabins, driver's cabin) is used on the outbound journey, and the forward zone of upper deck 3 (first class cabins, first class cabins) is used, allowing passengers in premium cabins to be separated from those in regular cabins. On the return journey, the forward zone of lower deck 4 (first class cabins) is used, and the rear zone of upper deck 3 (second class cabins, driver's cabin) is used, allowing passengers in premium cabins to be separated from those in regular cabins in the same way. In this way, closed areas can be set up on the outbound and return journeys, so the scope of cleaning work after arrival can also be controlled.

[Other Modifications]
Although the above describes a particularly preferred embodiment of the present invention, the present invention is not intended to be limited to the embodiment shown, but can be modified and embodied in various forms, and the present invention is intended to encompass various modified examples.

For example, in the above example, the first class cabin and the first class cabin are exemplified as the upper class cabin, and the second class cabin and the driver's cabin are exemplified as the lower class cabin, but the present invention is not limited to this. The upper class cabin and the lower class cabin may be divided into the above-mentioned four classes, or into two or three classes, as long as the upper class cabin and the lower class cabin include two levels of classes relatively. Of course, they may be divided into five or more classes.

A1: First upper class passenger cabin area A2: Second upper class passenger cabin area B1: First lower class passenger cabin area B2: Second lower class passenger cabin area C1: First common space C2: Second common space D1: First driver's room area D2: Second driver's room area S1: First separated space S2: Second separated space P: Common space 1: First living area 2: Second living area 3: Upper deck 4: Lower deck 11: First class passenger cabin area 12: First class passenger cabin area 13: Machine room 14: Multipurpose room 15: Corridor 16: Second class passenger cabin area 17: Restroom area 18: Corridor 19: Corridor 20: Corridor 21: Lobby 22: Bathroom area 23: Restroom area 24: Stairs 31: Entrance 32: Shop and recreation room 33: Restaurant 34: Kitchen 35: Crew cabins

Claims (1)

A method for operating a passenger ship having a first accommodation space provided on an upper deck and a second accommodation space provided on a lower deck, comprising the steps of:
The first living area includes a first upper class cabin area, a first lower class cabin area, and a first common space;
The second living area includes a second upper class cabin area, a second lower class cabin area, and a second common space;
An arrangement structure of the first upper class cabin area, the first lower class cabin area, and the first common space in the first living area;
An arrangement structure of the second upper class guest room area, the second lower class guest room area, and the second common space in the second living area,
A passenger ship operating method characterized in that, by making the first living quarters and the second living quarters have the same layout and structure, it is possible to operate a round trip route during the off-season using only the first living quarters on the outbound journey and only the second living quarters on the return journey, thereby eliminating the need for maintenance of each living quarter and reducing the use of air conditioning and electricity.

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