NL7904643A - DOUBLE WALL, CHANGEABLE TANKER. - Google Patents

Description

<L

s VO 7805

Igor Belamaric Split

Yugoslavia

Double-walled, changeable tanker.

Existing tankers above 20,000 tons have a loading area that is divided by two longitudinal and a number of transverse, watertight bulkheads. The longitudinal baffles divide the transverse space into three equal parts or they form a central hold, which is 1 / 3-1 / 2 up to a maximum 3/5 of the width. The distance between transverse bulkheads is normally 0.1 of the length or less.

If the distance is greater than 0.1 of the length (0.2 is a maximum permissible size, non-watertight bulkheads are placed in the mid-length along the length of the tank in transverse direction, so that the dynamic forces of the liquid masses in the tank are be reduced.The number of central and wing tanks is then 10 to 20 or more.

Longitudinal and transverse bulkheads must render the vessel resistant to static and dynamic forces. Primary and secondary construction elements are included in the wing tanks, so that the central tanks are kept as free as possible from obstacles that wash and clean or clean. would make maintenance difficult. High and heavy structures in the bottom of the central tanks cannot be avoided, creating cells from which it is difficult to remove liquid and dirt. The lower backs and stiffeners in the 20 wing tanks also make washing and cleaning difficult. Air pockets and gases are always left behind.

One of the objects of the invention is to provide a tanker with a minimum draft when loaded. To prevent contamination of the vessel, special tanks are used which can be filled with sea water and which are separated from liquid cargo. Under severe weather conditions, tanks for the cargo are often additionally filled with seawater, but in many cases separate tanks are provided for this purpose.

The above applies in particular to tankers for φ 7904543 \ T "2 crude oil above 20,000 tons and cargo ships above 30,000 tons.

However, existing tankers generally do not meet these requirements and several proposals have already been made to reduce the vessel's own weight.

The object of the invention is to provide a tanker of the above-described type in which the loading surface is practically unaltered, i.e. the loading surface is divided into three parts transversely by two bulkheads running in the longitudinal direction. These longitudinal bulkheads also promote the stability of the vessel.

The disadvantages of such a construction are: a) the stiffeners in the bottom, sides, the deck and the bulkheads make it difficult to clean the holds and the cargo can be unloaded or removed in its entirety. removed from the bottom cells, b) there are no separate ballast tanks along the entire length of the payload platform, c) the single bottom makes it difficult if not impossible to unload cargo and to clean it spaciously and is very unfavorable in case of grounding or other damage, d) practically 65% of the entire exterior siding of the cargo space 20 is in direct contact with sea or air. This results in a very large heat exchanging surface, heavier heating pipes and a greater energy consumption, e) one is not free in the design, ie the vessel is immediately set up as an oil tanker and in the absence of cargo in the form of crude oil or products it is difficult to use the vessel for other purposes.

These problems can be solved in a simple manner according to the invention. by designing the tanker as a vessel with a double wall which extends over the entire loading surface, so that a space is created which can be loaded with ballast. The walls delimiting the loading space are smooth and can easily be washed or washed. cleaned. Any horizontal surfaces are kept as small as possible, so that residual cargo or dirt can be avoided.

The bottom can be horizontal or inclined, whereby liquid cargo can be completely removed by using nozzles suitable for this purpose. A part of the deck can be in the form of a hatch, so that the tanker can also be used for bulk goods. Only 17 # of the entire surface of the cargo tanks does not have a full wall; this mainly concerns the deck section above the hold. This means a reduced heat exchange and a saving of energy and heating installations. Already in the design, shutters can be provided which are of suitable dimensions and provided with markers and watertight cover plates, which are attached to the top edge of the markers and are suitably reinforced. The tankers for which these measures have already been provided for in the design may have a larger loading capacity.

This means that a tanker constructed according to the invention has great advantages over the hitherto known constructions.

15 Further details are discussed in more detail with reference to the signature. In the drawing: Fig. 1 schematically shows a cross-section over a tanker according to the invention and Fig. 2 further details.

20 '' In the drawing, 1 shows a loading space. The length of each hold is determined separately by regulations and special requirements of the shipowner. 2 is the double bottom for liquid ballast.

The height has been laid down by rules and will generally not exceed 2 m. 3 is the space between the ship's hull and the inner wall 25 and also serves to take up ballast. The space 3 can be directly connected to the neighboring spaces 2 and k and if the space 3 is a separate space, pipes and accessories can be sewn in there. Spaces 2, 3 and 4 generally extend over the entire length of the loading space. Optionally, a given length may correspond to the length of an adjacent tank or be roomy or longer, e.g. extend over two or three tanks'1. The width of the space 3 is generally not less than 2 m.

One of the wing tanks is shown with. These are delimited by the ship's skin 11, the deck 19, the bottom surface 8 and a 7904643.

It purlin 9 · The dimensions and shape may play a role in the stability of the water, but the details thereof have also been recorded.

5 is the inner bottom of a tank or hold. This can be horizontal or sloping, in the latter case from the outside to the inside.

Constructionally, however, it can be advantageous to make the bottom horizontal.

A transition is indicated by 6, which is generally straight and makes an angle of ^ with the horizontal. Optionally, the transition can take the form of a circular arc, which increases the strength. T is the inner or side wall of a tank or hold.

8 is the inclined plane of. a wing tank shown, which can also form an upper boundary of a tank or hold. The surface 8 is inclined at an angle of 30 ° to the horizontal in accordance with the natural wear slope of granular material.

The boundary is generally straight, but may also be curved, in which case the transition will be somewhat lower at 17. Dimensions and shape of the surface 8 depend on the height of the purlin 9 and the space between the purlins with regard to the permissible free surface and the stability of the construction, respectively. the loading capacity of the vessel.

9 is the deck purlin that extends over the entire length of the cargo hold. The height is between 600 to 1200 mm depending on the dimensions of the vessel. Sometimes the purlin may be higher than 1200mm, while a height less than 600mm is not recommended due to technological considerations. The distance between the purlins 9 is generally equal to half the width of the vessel. By choosing the distance smaller, the free surface becomes larger and vice versa. As the distance between the purlins increases, the access to the loading space 1 becomes larger and the tanks k will become correspondingly smaller. The size of a hatch, which is used when changing into a cargo ship, also depends on this distance. With larger ships and with a larger width / height ratio, the distance between the purlins can also be chosen accordingly. In any case, the manufacturer will decide separately, if necessary in consultation with a shipowner.

The closing deck of a tank or the hold is indicated by 10.

This can form a flat surface, but may also be corrugated or lied.

5 Depending on the dimensions of the vessel, the relations between the main dimensions and the space between the purlins, a secondary stiffening construction can be applied either in the longitudinal or transverse direction of the deck. In the most extreme case, the deck would be double-walled The bottom deck will then bridge the distance between the purlins 9. In such a case, the distance between the outer and bottom deck does not exceed 900 mm, which is related to the structural structure and possible accessibility. By mounting transversely extending double-walled bulkheads, a vessel is obtained, of which the tanks 15 and 15, respectively. hold smooth walls, which are easy to maintain and clean. The disadvantage, however, is that the construction becomes more expensive and loading space is lost. However, this also depends on the type of tank. It is clear that the stiffening construction is located between the plates, so that so-called trunk-20 teeth are formed in the spaces 2, 3 and U.

11 indicates the outer wall of the vessel and 12 the bottom. 13 is the transition between the bottom 12 and the side wall 11.

1¼ shows the connection of the outer wall and the deck, which transition can be straight or possibly rounded. 15 is a center purlin of which two or more may be present to form tunnels for pipes, etc. The connection between the edge plate 6 and the adjacent plating 5 and 7 is indicated by 16 and this connection may be straight or rounded. The connection between the plane 8 and the inner wall J can be straight or rounded as shown at IJ. A connection between purlin 9 and plane 8 is shown by 18, whereby a rounded transition can also be used. The connection can be a welded connection. The purlin 9 can also have a flange with a smaller or larger radius of curvature, which | continues into the plane. "Plane 8 can also extend straight up to the upper deck 3... So that a purlin 9 is omitted. In that case 7904643 6, the slope of the plane 8 with respect to the horizontal must be greater than 30 °. By 19, the upper boundary of the wing tank Ij · indicated.

Fig. 2 clearly shows the layout of the tanker. At the stern follows the engine room with above the wheelhouse and 5 accessories. Furthermore, the division of the cargo space in a number of tanks or holds as well as the double bottom appears. The dotted part in the middle of fig. 2 shows the boundary of the upper deck 19, which is located above the wing tahks. Between the engine room and the first tank or the first hold is a so-called trunk-10 dam in which pumps can be included. . Due to the transverse continuous tanks or holds, pipes, pumps, etc. can be saved.

15 y * * * 20 25 30 | 35 '79046 43

Claims (7)

1. Double-walled, changeable tanker with separate ballast tanks along the entire length of the cargo space, the boundary walls of which are smooth, characterized by a double bottom (2), side wall (3) with wing tanks (¼) above which the bottom surface 5 inclines 130 ° to the horizontal and merges into a purlin (9), which is attached to the deck siding, which may or may not be corrugated. Tanker according to claim 1, characterized in that the bottom surface (8) transitions directly into the deck at an angle greater than 30 °. Tanker according to claim 1, characterized in that the bottom surface (8) is rounded in the outer wall (7) and the deck (10). Tanker according to claims 1-3, characterized in that the deck (20) is double-walled. Tanker according to claims 1-t, characterized in that double-walled bulkheads are used for stiffening the load of the vessel, through which the tanks, resp. the holds have a smooth inner surface. Tanker according to Claims 1 to 5, characterized in that a watertight hatch rinses the resp. seals the tanks that are welded to the markers 20 and can be closed by one or more hatch covers. Tanker according to claims 1-6, characterized in that transverse or saddle tanks are arranged transversely, which are rectangular, trapezoidal or concave and serve as ballast tank. Tanker according to claims 1-7, characterized in that stiffening members are arranged on the top of the deck (10). Tanker as claimed in claims 1-8, characterized in that it is provided with an under-deck tunnel within the wing tanks (h) for receiving pipes, cable, etc. 7904643