JP2024142469A - Ships - Google Patents

Abstract

[Problem] To improve stability in the event of damage by reducing the number of compartments that will be flooded in the event of damage. [Solution] A ship comprises a hull having a pair of left and right side panels, a bulkhead deck that divides the interior of the hull into a lower space and an upper space, a pair of first transverse bulkheads that are arranged in the lower space with a gap in the bow-stern direction to divide a room, a side casing that is arranged along the side panel directly above the room in the upper space and forms a watertight compartment on its inside that communicates with the room via an opening formed in the bulkhead deck, and a pair of water-ingress prevention walls that extend upward from the bulkhead deck and are provided across the width of the watertight compartment inside the side casing on both the bow and stern sides of the opening in the watertight compartment inside the side casing. [Selected Figure] Figure 4

Description

This disclosure relates to ships.

Patent Document 1 discloses ships such as ferries, RORO (Roll-on/Roll-off ships), and PCTCs (Pure Car & Truck Carriers) that are equipped with multiple chambers located below the bulkhead deck of the hull and have side casings that span the openings formed in the upper parts of these multiple chambers. In this patent document 1, a flood prevention wall is provided to separate each opening so that water does not flow into the openings of non-flooded chambers through the openings of flooded chambers.

JP 2016-088416 A

For ships like the above, the 2020 amendment to the SOLAS Convention will strengthen safety levels in the event of damage, making it necessary to take measures to ensure stability in the event of damage. However, the ship in Patent Document 1 has a problem in that, depending on the location of damage, such as damage to a location that spans multiple compartments, multiple large compartments may be flooded simultaneously, making it difficult to achieve stability for the entire ship.
The present disclosure has been made in consideration of the above circumstances, and provides a ship that can reduce the number of compartments that will be flooded in the event of damage, thereby improving stability in the event of damage.

In order to solve the above problems, the following configuration is adopted.
According to a first aspect of the present disclosure, a ship comprises a hull having a pair of left and right side walls, a bulkhead deck dividing the interior of the hull into a lower space and an upper space, a pair of first transverse bulkheads arranged in the bow-stern direction in the lower space to divide a chamber, a side casing arranged along the side wall directly above the chamber in the upper space and forming a watertight compartment communicating with the chamber through an opening formed in the bulkhead deck, and a pair of water-tight prevention walls extending upward from the bulkhead deck and provided across the width of the watertight compartment inside the side casing on both the bow and stern sides of the opening in the watertight compartment inside the side casing.

According to a second aspect of the present disclosure, the ship comprises a hull having a pair of left and right sideboards, a bulkhead deck dividing the interior of the hull into a lower space and an upper space, a pair of first transverse bulkheads arranged in the bow-stern direction in the lower space to divide a room, and a side casing arranged along the sideboard directly above the room in the upper space to form a watertight room on the inside, the bow-side front wall forming the side casing is arranged further bow than the bow-side first transverse bulkhead, and the stern-side rear wall forming the side casing is arranged further stern than the stern-side first transverse bulkhead.

This disclosure makes it possible to reduce the number of compartments that become flooded in the event of damage, thereby improving stability in the event of damage.

FIG. 1 is a configuration diagram showing a schematic configuration of a ship according to a first embodiment of the present disclosure. FIG. 2 is a plan view showing the schematic configuration of the floor below the bulkhead deck in the first embodiment of the present disclosure. FIG. 2 is a plan view showing the configuration above the bulkhead deck in the first embodiment of the present disclosure. 2 is a plan view showing the periphery of a lower portion of a side casing in the first embodiment of the present disclosure. FIG. FIG. 4 is a side view of the side casing. FIG. 5 is a cross-sectional view corresponding to FIG. 4 of a ship according to a second embodiment of the present disclosure. FIG. 5 is a diagram corresponding to FIG. 4 in a modified example of the first embodiment of the present disclosure. FIG. 7 is a view corresponding to FIG. 6 in a first modified example of the second embodiment of the present disclosure. FIG. 7 is a view corresponding to FIG. 6 in a second modified example of the second embodiment of the present disclosure.

Next, a ship according to an embodiment of the present disclosure will be described with reference to the drawings.
First Embodiment
FIG. 1 is a configuration diagram showing a schematic configuration of a ship according to a first embodiment of the present disclosure.
1 , a ship 1 of the first embodiment includes at least a hull 2, a bulkhead deck 11, a first transverse bulkhead 21A, a second transverse bulkhead 21B, a first water-ingress prevention chamber 25A, a second water-ingress prevention chamber 25B, a side casing 30A, and a water-ingress prevention wall 50. The ship 1 exemplified in this embodiment is a vehicle carrier (ferry) capable of transporting vehicles.

<Hull>
The hull 2 has ship sides 3A, 3B and a ship bottom 4. The ship sides 3A, 3B have a pair of ship side shell plates forming the port and starboard sides, respectively. The ship bottom 4 has a bottom shell plate connecting the ship sides 3A, 3B. The ship 2 has a U-shaped cross section formed by the pair of ship sides 3A, 3B and the ship bottom 4. The ship bottom 4 in this embodiment has a double bottom structure, with an inner bottom plate 18 on the inside of the bottom shell plate.

The hull 2 is equipped with a bow rampway 7A and a stern rampway 7B to allow vehicles to board (roll on) or disembark (roll off) the hull 2. The bow rampway 7A is provided on the starboard side of the bow 2F. The stern rampway 7B is provided on the starboard side of the stern 2A. The bow rampway 7A and the stern rampway 7B are each retractable, and can be deployed by tilting them outward from the hull 2 to allow vehicles to board or disembark by running over the bow rampway 7A and the stern rampway 7B.

Inside the hull 2, a horizontally extending bulkhead deck 11 is provided. The bulkhead deck 11 is both a boarding deck and a freeboard deck. Furthermore, in this embodiment, the bulkhead deck 11 is a full-length deck. The bulkhead deck 11 divides the interior of the hull 2 into an upper space 40 (see FIG. 4) and a lower space 41 (see FIG. 4). Vehicles can board the bulkhead deck 11 through the bow-side rampway 7A and the stern-side rampway 7B in the deployed state. Inside the hull 2, multiple decks 12, 13, 14, 15, and 16 are provided above the bulkhead deck 11. In this embodiment, a ramp (not shown) on which vehicles can run is provided between the bulkhead deck 11 and the deck 12 above it.

FIG. 2 is a plan view showing a schematic configuration of the floor below the bulkhead deck in the first embodiment of the present disclosure.
2, the hull 2 of this embodiment is provided with longitudinal bulkheads 19A, 19B in an area closer to the bow 2F between the bulkhead deck 11 and the inner bottom plating 18. The longitudinal bulkheads 19A, 19B are respectively arranged at intervals on the inside in the ship width direction Dw of the hull 2 with respect to the ship sides 3A, 3B.

The hull 2 is provided with a number of bulkheads 20. These bulkheads 20 are watertight bulkheads extending in the ship's width direction Dw. The bulkheads 20 are provided between the forward bulkhead 19 and a first transverse bulkhead 21A on the bow 2F side, which will be described later, and are spaced apart in the bow-stern direction Da. These bulkheads 20 are formed to extend between the left side 3A and the right side 3B, between the left side 3A and the longitudinal bulkhead 19A, and between the right side 3B and the longitudinal bulkhead 19B, respectively. These bulkheads 20 divide the space between the bulkhead deck 11 on the bow 2F side of the first transverse bulkhead 21A on the bow 2F side, which will be described later, and the inner bottom plate 18 into a number of watertight compartments S1 to S7. These watertight compartments S1 to S7 can be used, for example, as void spaces, fuel tanks, ballast tanks, various equipment rooms, warehouses, cargo holds, fresh water tanks, waste disposal spaces, fin stabilizer spaces, etc.

<First horizontal bulkhead and second horizontal bulkhead>
A plurality of transverse bulkheads 21 are provided at intervals in the bow-stern direction Da on the stern 2A side of the longitudinal bulkheads 19A and 19B in the hull 2. Each transverse bulkhead 21 is a watertight bulkhead. The transverse bulkheads 21 are provided between the bulkhead deck 11 and the inner bottom plate 18 and are provided to connect the left side 3A and the right side 3B. It has two first horizontal bulkheads 21A and one second horizontal bulkhead 21B.

The multiple transverse bulkheads 21, together with the left side 3A, the right side 3B, the bulkhead deck 11, and the inner bottom plate 18, at least divide the watertight compartments (rooms) S11 and S12. In this embodiment, of the watertight compartments S11 and S12, the watertight compartment S11 closer to the bow 2F is an auxiliary machinery room that houses a generator and the like. In this embodiment, the watertight compartment S12 adjacent to the stern 2A side of the watertight compartment S11 is a main engine room that houses a main engine. In this embodiment, the transverse bulkhead 21 on the bow 2F side of the watertight compartment S11 and the transverse bulkhead 21 on the stern 2A side of the watertight compartment S12 are referred to as the first transverse bulkhead 21A, and the transverse bulkhead 21 that separates the watertight compartments S11 and S12 is referred to as the second transverse bulkhead 21B.

Here, in this embodiment, the watertight compartment S13 adjacent to the stern 2A side of the watertight compartment S12 is a shaft chamber that houses the rotating shaft 9 that connects the main engine and the screw 5. Also, in this embodiment, a watertight compartment S14, which is a void space or the like, is provided on the stern 2A side of the watertight compartment S13, and a watertight compartment S15, which is a steering machine room, is provided adjacent to the stern 2A side of the watertight compartment S14.

<Flood prevention room>
The ship 1 is provided with a plurality of water-proof chambers 25. In this embodiment, the plurality of water-proof chambers 25 include a first water-proof chamber 25A, a second water-proof chamber 25B, and a third water-proof chamber 25C. The first water-proof chamber 25A is provided in the watertight compartment S11, and the second water-proof chamber 25B is provided in the watertight compartment S12. The first water-proof chamber 25A is a watertight compartment provided adjacent to the first transverse bulkhead 21A located on the bow 2F side and the ship sides 3A and 3B. The second water-proof chamber 25B is a watertight compartment provided adjacent to the first transverse bulkhead 21A located on the stern 2A side and the ship sides 3A and 3B. The watertight compartment S11 illustrated in this embodiment also includes a third water-proof chamber 25C. The third watertight chamber 25C is a watertight compartment located adjacent to the second transverse bulkhead 21B and the ship sides 3A, 3B.

The first water-proof chamber 25A, the second water-proof chamber 25B, and the third water-proof chamber 25C all extend from the bottom 4 to the bulkhead deck 11 in the vertical direction Dv. In this embodiment, the first water-proof chamber 25A, the second water-proof chamber 25B, and the third water-proof chamber 25C are generally rectangular in plan view and surrounded on all four sides by the ship sides 3A and 3B, the transverse bulkhead 21, the transverse wall 26A, and the inner wall 27B. The length Da of the first water-proof chamber 25A, the second water-proof chamber 25B, and the third water-proof chamber 25C in the bow-stern direction is longer than the expected damage length and is 3% or more of Ls. For example, in the case of a ship with Ls of 200 m, the length Da of the first water-proof chamber 25A, the second water-proof chamber 25B, and the third water-proof chamber 25C in the bow-stern direction is 6 m or more.
Here, Ls is the ship length for the compartment, and refers to the molded length between the front and rear ends of the hull below the deck that limits the vertical flooding range at the highest compartment draft. The unit of Ls is meters. The length Da of each watertight chamber 25 in the bow-stern direction Da is the length Da from the transverse bulkhead 21 adjacent to the watertight chamber 25.

By providing the first water-ingress prevention chamber 25A, even if the ship's side 3A, 3B is damaged near the boundary between the watertight compartment S7 and the watertight compartment S11, the damage will be between the watertight compartment S7 and the first water-ingress prevention chamber 25A, or between the watertight compartment S11 and the first water-ingress prevention chamber 25A, preventing water from entering both the watertight compartment S7 and the watertight compartment S11. Similarly, by providing the second water-ingress prevention chamber 25B, even if the ship's side 3A, 3B is damaged near the boundary between the watertight compartment S13 and the watertight compartment S12, the damage will be between the watertight compartment S13 and the second water-ingress prevention chamber 25B, or between the watertight compartment S12 and the second water-ingress prevention chamber 25B, preventing water from entering both the watertight compartment S13 and the watertight compartment S12. Furthermore, by providing the third water-entry prevention chamber 25C, even if the shipboard side 3A, 3B is damaged near the boundary between the watertight compartment S11 and the watertight compartment S12, the damage will be limited to the watertight compartment S11 and the third water-entry prevention chamber 25C, or the watertight compartment S12 and the third water-entry prevention chamber 25C, preventing water from entering both the watertight compartment S11 and the watertight compartment S12. Note that although the third water-entry prevention chamber 25C is described as being provided in the watertight compartment S12, the third water-entry prevention chamber 25C may be provided in the watertight compartment S11 or omitted.

<Side casing>
As shown in Fig. 1, the side casing 30A extends upward from the bulkhead deck 11. The side casing 30A forms a watertight compartment for guiding exhaust pipes (not shown) of the main engine, generator, etc. to the funnel 8. The side casing 30A has a cylindrical shape that is continuous in the vertical direction Dv. The side casing 30A is formed so as to penetrate each of the decks 12, 13, 14, and 15. Note that the entire inside of the side casing 30A is not limited to the machinery space. For example, the inside of the side casing 30A may be used as another compartment except for the part required as the machinery space.

FIG. 3 is a plan view showing the configuration above the bulkhead deck in the first embodiment of the present disclosure.
The side casing 30A of this embodiment is provided in the upper space 40 above the bulkhead deck 11, and is arranged so as to straddle the watertight compartment S11 as an auxiliary machinery room and the watertight compartment S12 as a main machinery room, which are adjacent to each other in the bow-stern direction Da across the second transverse bulkhead 21B. As shown in FIG. 3, the side casing 30A of this embodiment is provided on each of the left side 3A and the right side 3B. These two side casings 30A are in contact with the left side 3A and the right side 3B, respectively. Since the configurations of these two side casings 30A are basically the same, the side casing 30A provided adjacent to the right side 3B will be described as an example in the following description.

Fig. 4 is a plan view showing the periphery of a lower part of the side casing in the first embodiment of the present disclosure, and Fig. 5 is a side view of the side casing.
As shown in Figures 4 and 5, the side casing 30A is a generally rectangular tubular shape in plan view, surrounded on all four sides by the ship side 3B (3A), the front wall 31A, the rear wall 31B, and the inner wall 31C. The front wall 31A and the rear wall 31B each extend from the ship side 3B (3A) toward the center in the ship width direction Dw. In other words, the front wall 31A and the rear wall 31B extend parallel to the transverse bulkhead 21. The front wall 31A of this embodiment is located directly above the first transverse bulkhead 21A on the bow 2F side, and the rear wall 31B of this embodiment is located directly above the first transverse bulkhead 21A on the stern 2A side.

The inner wall 31C connects the edge of the front wall 31A on the central side of the ship's width direction Dw to the edge of the rear wall 31B. In this embodiment, the inner wall 31C is disposed at a certain distance from the ship's side 3B (3A) on the central side of the ship's width direction Dw, and is formed approximately parallel to the ship's sides 3A and 3B.

<Opening>
The bulkhead deck 11 has an opening 22 that connects an upper space 40 inside the side casing 30A and above the bulkhead deck 11 with a lower space 41 between the two first transverse bulkheads 21A and below the bulkhead deck 11. Exhaust gas pipes (not shown) of the main engine and generator arranged in the watertight compartments S11, S12 are introduced into the side casing 30A through the opening 22 and extend to the funnel 8.

The bulkhead deck 11 of this embodiment has a first opening 22A that connects the lower space 41 in the watertight compartment S11 to the upper space 40 in the side casing 30A, and a second opening 22B that connects the lower space 41 in the watertight compartment S12 to the upper space 40 in the side casing 30A. The first opening 22A and the second opening 22B illustrated in this embodiment are both formed in a position closer to the second transverse bulkhead 21B than to the first transverse bulkhead 21A in the bow-stern direction Da. Note that this embodiment shows a case where one opening 22 is provided for one watertight compartment, but multiple openings 22 may be provided for one watertight compartment.

<Flood prevention walls>
The water ingress prevention walls 50 are provided in the upper space 40 in the side casing 30A, which is a watertight compartment. The water ingress prevention walls 50 are provided on both sides of the opening 22, on the bow 2F side and on the stern 2A side. That is, a pair of water ingress prevention walls 50 are provided at an interval in the bow-stern direction Da. The pair of water ingress prevention walls 50 extend upward from the bulkhead deck 11 and are provided within the side casing 30A across the width direction of the side casing 30A (in other words, the ship's width direction Dw). The upper ends of the water ingress prevention walls 50 in this embodiment are located slightly below the position of the deck 12. The positions of the upper ends of these water ingress prevention walls 50 may be the position of the deck 12. The water ingress prevention walls 50 are watertight bulkheads, and the movement of water in the bow-stern direction Da is restricted unless the upper ends of these water ingress prevention walls 50 are exceeded. For example, the deck 12 may be extended to the inside of the side casing 30A and the upper end of the water-proof wall 50 may be connected to the deck 12.

In this embodiment, the water ingress prevention walls 50 are each located between the water ingress prevention chamber 25 and the opening 22 in the bow-stern direction Da. More specifically, of the pair of water ingress prevention walls 50, the water ingress prevention wall 50 on the bow 2F side is provided between the first opening 22A in the bow-stern direction Da and the first water ingress prevention chamber 25A on the bow 2F side. On the other hand, the water ingress prevention wall 50 on the stern 2A side is provided between the second opening 22B in the bow-stern direction Da and the second water ingress prevention chamber 25B on the stern 2A side. In other words, the water ingress prevention wall 50 on the bow 2F side is positioned at a distance of 3% or more of LS from the front wall 31A, and the water ingress prevention wall 50 on the stern 2A side is positioned at a distance of 3% or more of Ls from the rear wall 31B. In FIG. 4, the areas between the opening 22 and the water-blocking chamber 25 in which the water-blocking wall 50 can be installed in the bow-stern direction Da are indicated as areas L1 and L2.

<Bulkhead>
The bulkhead 51 divides the side casing 30A into watertight compartments in the bow-stern direction Da so as to separate the first opening 22A and the second opening 22B. The upper end of the watertight wall 50 in this embodiment is located slightly below the position of the bulkhead deck 11. This bulkhead 51 is also a watertight bulkhead similar to the above-mentioned watertight wall 50, and the movement of water in the bow-stern direction Da is restricted as long as the water does not go over the upper end of the bulkhead 51. The position of the upper end of the bulkhead 51 may be the position of the bulkhead deck 11. The height of the bulkhead 51 can be set according to the expected amount of inclination of the ship 1 in the pitching direction. By setting it in this manner, for example, if either the watertight compartment S11 or the watertight compartment S12 becomes flooded, even if the ship 1 tilts in the bow-stern direction Da (in other words, the pitching direction), water that has overflowed onto the bulkhead deck 11 from one of the first opening 22A and the second opening 22B can be prevented from entering the non-flooded watertight compartment through the other of the first opening 22A and the second opening 22B.

<Action and effect>
In the first embodiment, the ship is provided with a side casing 30A that is disposed along the ship sides 3A, 3B directly above the watertight compartments S11, S12 in the upper space 40 and forms a watertight compartment on the inside that communicates with the watertight compartments S11, S12 via an opening 22 formed in the bulkhead deck 11, and a pair of water ingress prevention walls 50 that extend upward from the bulkhead deck 11 and are provided across the width direction of the watertight compartment inside the side casing 30A on both sides of the bow 2F side and the stern 2A side of the opening 22 in the watertight compartment inside the side casing 30A. As a result, even if damage occurs at a point where the front wall 31A of the side casing 30A and the ship sides 3A, 3B intersect, for example, water that has infiltrated from the damaged point cannot move toward the opening 22 side beyond the water ingress prevention walls 50, so that water ingress into the watertight compartment S11 can be suppressed. Similarly, even if damage occurs at the intersection of the rear wall 31B of the side casing 30A and the ship sides 3A, 3B, water seeping in from the damaged area cannot move toward the opening 22 side beyond the water ingress prevention wall 50, so water ingress into the watertight compartment S12 can be suppressed. Therefore, the number of compartments that are flooded in the event of damage can be reduced, improving stability in the event of damage.

In the first embodiment, the watertight compartments S11 and S12 further include a first watertight chamber 25A, which is a watertight compartment adjacent to the first transverse bulkhead 21A located on the bow 2F side and the shipboard sides 3A and 3B, and a second watertight chamber 25B, which is a watertight compartment adjacent to the first transverse bulkhead 21A located on the stern 2A side and the shipboard sides 3A and 3B. As a result, even if damage occurs to the intersection of the front wall 31A of the side casing 30A, the bulkhead deck 11, and the first transverse bulkhead 21A on the bow 2F side, for example, the watertight wall 50 can prevent water from entering the watertight compartment S11 through the opening 22, and the first watertight chamber 25A can also prevent direct water from entering the watertight compartment S11. Similarly, even if damage occurs at the intersection of the rear wall 31B of the side casing 30A, the bulkhead deck 11, and the first transverse bulkhead 21A on the stern 2A side, the water ingress prevention wall 50 can prevent water from ingressing into the watertight compartment S12 through the opening 22, and the second water ingress prevention chamber 25B can also prevent direct water ingress into the watertight compartment S11.

In the first embodiment, the watertight compartment S11 is formed on the bow 2F side and the watertight compartment S12 is formed on the stern 2A side. A first opening 22A is an opening 22 that connects the watertight compartment S11 to the watertight compartment in the side casing 30A. A second opening 22B is an opening 22 that connects the watertight compartment S12 to the watertight compartment in the side casing 30A. A bulkhead 51 divides the watertight compartment in the side casing 30A in the bow-stern direction Da to separate the first opening 22A from the second opening 22B. As a result, even if one of the watertight compartment S11 and the watertight compartment S12 is flooded and water moves into the side casing 30A from one of the first opening 22A and the second opening 22B, the bulkhead 51 can prevent the water from moving to the other side of the first opening 22A and the second opening 22B. Therefore, even if one of the watertight compartments S11 and S12 is flooded, water can be prevented from flowing into the other of the watertight compartments S11 and S12 through the first opening 22A and the second opening 22B.

In the first embodiment, the water ingress prevention wall 50 is further positioned between the water ingress prevention chamber 25 and the opening 22 in the bow-stern direction Da. This allows the water ingress prevention wall 50 to restrict the movement of water toward the opening 22 while being separated from the front wall 31A and rear wall 31B of the side casing 30A. Therefore, when damage occurs to the front wall 31A or rear wall 31B, damage to the water ingress prevention wall 50 can be suppressed.

In the above embodiment, the watertight compartment S11 and the watertight compartment S12 are the main engine room or the auxiliary engine room. This makes it possible to prevent the main engine room and the auxiliary engine room from being flooded at the same time.

Second Embodiment
Next, a second embodiment of the present disclosure will be described with reference to the drawings. The ship of the second embodiment is different from the ship of the first embodiment in that the length of the side casing in the bow-stern direction is changed. Therefore, the same parts as those of the first embodiment will be described with the same reference numerals, and duplicated description will be omitted.

The ship 1 in the second embodiment includes at least a hull 2, a bulkhead deck 11, a first transverse bulkhead 21A, a second transverse bulkhead 21B, a first water-proof chamber 125A, a second water-proof chamber 125B, a side casing 130A, and a water-proof wall 150. The ship 1 illustrated in this embodiment is a vehicle carrier (ferry) capable of transporting vehicles.

<Horizontal bulkhead>
FIG. 6 is a cross-sectional view corresponding to FIG. 4 of a vessel according to a second embodiment of the present disclosure.
As shown in Fig. 6, in the hull 2 of the second embodiment, similarly to the above-described first embodiment, a plurality of transverse bulkheads 21 are provided at intervals in the bow-stern direction Da in the lower space 41 below the bulkhead deck 11. The plurality of transverse bulkheads 21 include two first transverse bulkheads 21A and one second transverse bulkhead 21B.

<Flood prevention room>
The ship 1 of the second embodiment includes a plurality of water-proof chambers 125, as in the first embodiment. In the second embodiment, the plurality of water-proof chambers 125 include a first water-proof chamber 125A, a second water-proof chamber 125B, and a third water-proof chamber 125C. The first water-proof chamber 125A is provided in the watertight compartment S7, and the second water-proof chamber 125B is provided in the watertight compartment S13. The first water-proof chamber 125A is a watertight compartment provided adjacent to the first transverse bulkhead 21A located on the bow 2F side and the ship sides 3A and 3B. The second water-proof chamber 125B is a watertight compartment provided adjacent to the first transverse bulkhead 21A located on the stern 2A side and the ship sides 3A and 3B. The third water-proof chamber 25C illustrated in the second embodiment is provided in the watertight compartment S11. The third watertight chamber 125C is a watertight compartment located adjacent to the second transverse bulkhead 21B and the ship sides 3A, 3B.

The first water-proof chamber 125A, the second water-proof chamber 125B, and the third water-proof chamber 125C all extend from the bottom 4 to the bulkhead deck 11 in the vertical direction Dv. Like the water-proof chamber 25 of the first embodiment, the first water-proof chamber 125A, the second water-proof chamber 125B, and the third water-proof chamber 125C of the second embodiment are cylindrical and generally rectangular in plan view, surrounded on all four sides by the ship sides 3A, 3B, the transverse bulkhead 21, the transverse wall 26A, and the inner wall 27B. The length in the bow-stern direction Da of the first water-proof chamber 125A, the second water-proof chamber 125B, and the third water-proof chamber 125C is also longer than the expected damage length, being at least 3% of Ls.

<Side casing>
The side casing 130A extends upward from the bulkhead deck 11. The side casing 130A forms a watertight compartment for guiding exhaust pipes (not shown) of the main engine, generator, etc. to the funnel 8. The side casing 130A has a cylindrical shape that is continuous in the vertical direction Dv. The side casing 130A is formed so as to penetrate each of the decks 12, 13, 14, and 15.

The side casing 130A is provided in the upper space 40 above the bulkhead deck 11, and is arranged to straddle the watertight compartments S11 and S12, which are adjacent to each other in the bow-stern direction Da across the second transverse bulkhead 21B. As in the first embodiment, the side casings 130A in this second embodiment are provided on each of the left side 3A and the right side 3B. These two side casings 130A are in contact with the left side 3A and the right side 3B, respectively. Since the configurations of these two side casings 130A are basically the same, the following explanation will be given by taking the side casing 130A provided adjacent to the right side 3B as an example.

The side casing 130A is a generally rectangular cylindrical shape in plan view, surrounded on all four sides by the side 3B (3A), the front wall 131A, the rear wall 131B, and the inner wall 131C. The front wall 131A and the rear wall 131B each extend from the side 3B (3A) toward the center in the ship width direction Dw. In other words, the front wall 131A and the rear wall 131B extend parallel to the transverse bulkhead 21. The front wall 131A of this embodiment is located further toward the bow 2F than the first transverse bulkhead 21A on the bow 2F side. The rear wall 131B of this embodiment is located further toward the stern 2A than the first transverse bulkhead 21A on the stern 2A side. The distance between the first transverse bulkhead 21A on the bow 2F side and the front wall 131A in the bow-stern direction Da, and the distance between the first transverse bulkhead 21A on the stern 2A side and the rear wall 131B are both 3% or more of Ls. The inner wall 131C, like the inner wall 31C in the first embodiment, connects the edge of the front wall 131A on the center side in the ship width direction Dw to the edge of the rear wall 131B.

<Opening>
The bulkhead deck 11 has an opening 22 that connects an upper space 40 inside the side casing 130A and above the bulkhead deck 11 with a lower space 41 between the two first transverse bulkheads 21A and below the bulkhead deck 11. Exhaust gas pipes (not shown) of the main engine and generator arranged in the watertight compartments S11, S12 are introduced into the side casing 130A through the opening 22 and extend to the funnel 8.

The bulkhead deck 11 of the second embodiment has a first opening 22A and a second opening 22B as the openings 22, similar to the first embodiment. Note that, although the case where one opening 22 is provided for one watertight compartment is shown, multiple openings 22 may be provided for one watertight compartment.

<Flood prevention walls>
The water ingress prevention walls 150 are provided in the upper space 40 in the side casing 130A, which is a watertight compartment, similar to the water ingress prevention walls 50 in the first embodiment. The water ingress prevention walls 150 are provided on both sides of the opening 22, on the bow 2F side and on the stern 2A side. In other words, a pair of water ingress prevention walls 150 are provided at an interval in the bow-stern direction Da.

A pair of water-entry prevention walls 150 extend upward from the bulkhead deck 11 and are provided within the side casing 130A across the width of the side casing 130A (in other words, the ship's width direction Dw). The upper ends of the water-entry prevention walls 150 in the second embodiment are located slightly below the position of the bulkhead deck 11. The positions of the upper ends of these water-entry prevention walls 150 may be the position of the bulkhead deck 11. The water-entry prevention walls 150 are watertight bulkheads, and the movement of water in the bow-stern direction Da is restricted unless the upper ends of these water-entry prevention walls 150 are overcome.

The water ingress prevention walls 150 of the second embodiment are located between the water ingress prevention chamber 125 and the opening 22 in the bow-stern direction Da. In other words, the water ingress prevention walls 150 are provided between the first transverse bulkhead 21A on the bow 2F side and the first opening 22A, and between the first transverse bulkhead 21A on the stern 2A side and the second opening 22B in the bow-stern direction Da. That is, the water ingress prevention wall 150 on the bow 2F side is disposed at a distance of 3% or more of LS from the front wall 131A, and the water ingress prevention wall 150 on the stern 2A side is disposed at a distance of 3% or more of LS from the rear wall 131B. In FIG. 5, the areas between the opening 22 and the water ingress prevention chamber 125 in the bow-stern direction Da where the water ingress prevention wall 150 can be provided are indicated by areas L3 and L4.

<Bulkhead>
The bulkhead 51 divides the side casing 130A into watertight compartments in the bow-stern direction Da so as to separate the first opening 22A and the second opening 22B. The bulkhead 51 of the second embodiment has the same configuration as that of the first embodiment, and therefore a detailed description thereof will be omitted.

<Action and effect>
In the second embodiment, the front wall 131A on the bow 2F side forming the side casing 130A is provided further toward the bow 2F side than the first transverse bulkhead 21A on the bow 2F side. Furthermore, the rear wall 131B on the stern 2A side forming the side casing 130A is provided further toward the stern 2A side than the first transverse bulkhead 21A on the stern 2A side. As a result, even if damage occurs to the intersection of the bulkhead deck 11, the first transverse bulkhead 21A on the bow 2F side, and the ship sides 3A and 3B, for example, no damage occurs to the front wall 131A of the side casing 130A, so that flooding of the vehicle mounting space on the bulkhead deck 11, which is the boarding deck, can be suppressed. Similarly, even if damage occurs at the intersection between the bulkhead deck 11 and the first transverse bulkhead 21A on the stern 2A side and the ship sides 3A, 3B, no damage will occur to the rear wall 131B of the side casing 130A, so flooding of the vehicle loading space on the bulkhead deck 11 can be suppressed.

In the second embodiment, the side casing 130A further forms a watertight compartment that is connected to the watertight compartments S11 and S12 through the opening 22 formed in the bulkhead deck 11. Furthermore, a pair of water ingress prevention walls 150 are provided on both sides of the bow 2F side and the stern 2A side of the opening 22 in the watertight compartment inside the side casing 130A, and at a position closer to the opening 22 than the pair of first transverse bulkheads 21A, extending upward from the bulkhead deck 11 and across the width direction of the watertight compartment inside the side casing 130A. As a result, for example, even if damage occurs at the intersection of the bulkhead deck 11, the front wall 131A, and the ship sides 3A and 3B, the water ingress prevention walls 150 can prevent water from moving to the first opening 22A side in the side casing 130A. As a result, it is possible to prevent the watertight compartment S11 from flooding through the first opening 22A. Similarly, even if damage occurs at the intersection of the bulkhead deck 11, the rear wall 131B, and the ship sides 3A and 3B, the water ingress prevention wall 150 can prevent water from moving to the second opening 22B side in the side casing 130A. As a result, water ingress into the watertight compartment S12 through the second opening 22B can be prevented. In addition, since the bulkhead 51 is provided, as in the first embodiment, even if one of the watertight compartments S11 and S12 is flooded, water inflow into the other of the watertight compartments S11 and S12 through the first opening 22A and the second opening 22B can be prevented.

In the second embodiment, the first watertight compartment 125A is adjacent to the first transverse bulkhead 21A on the bow 2F side and the shipboard sides 3A, 3B and is located closer to the bow 2F than the first transverse bulkhead 21A on the bow 2F side, and the second watertight compartment 125B is adjacent to the first transverse bulkhead 21A on the stern 2A side and the shipboard sides 3A, 3B and is located closer to the stern 2A than the first transverse bulkhead 21A on the stern 2A side. This makes it possible to prevent water from entering the watertight compartment S7 adjacent to the bow 2F side of the watertight compartment S11 when damage occurs to the intersection of the bulkhead deck 11, the front wall 131A, and the shipboard sides 3A, 3B. Similarly, if damage occurs at the intersection of the bulkhead deck 11, the rear wall 131B, and the shipboard sides 3A and 3B, flooding of the watertight compartment S13, which is the shaft room adjacent to the stern 2A side of the watertight compartment S12, can be suppressed. As a result, the number of flooded compartments can be reduced.

<Modification of the first embodiment>
FIG. 7 is a diagram corresponding to FIG. 4 in a modified example of the first embodiment of the present disclosure.
In the first embodiment of the present disclosure, the side casing 30A is formed to span two watertight compartments S11, S12 adjacent to each other in the bow-stern direction Da in a plan view. However, the side casing is not limited to being formed to span a plurality of watertight compartments. For example, as in the side casing 30B shown in FIG. 7, the side casing 30A may be disposed along the ship sides 3A, 3B directly above one watertight compartment S112.

In this modified version of the first embodiment, the front wall 31A of the side casing 30B is disposed directly above the first transverse bulkhead 21A on the bow 2F side, and the rear wall 31B of the side casing 30B is disposed directly above the first transverse bulkhead 21A on the stern 2A side. A pair of water-tight walls 50 extend upward from the bulkhead deck 11 on both sides of the opening 22 on the bow 2F side and the stern 2A side, and are provided across the width of the watertight compartment inside the side casing 30B. As in the first embodiment, these first transverse bulkheads 21A are respectively disposed in the regions L1 and L2 between the opening 22 in the bow-stern direction Da and the watertight chamber 25 provided in the watertight compartment room S112.

With this configuration, even if damage occurs to the intersection of the bulkhead deck 11, the first transverse bulkhead 21A on the bow 2F side, the front wall 31A, and the ship sides 3A and 3B, for example, the water-ingress prevention wall 50 and the first water-ingress prevention chamber 25A can prevent water from entering the watertight compartment S112.
This can prevent water from entering the vehicle loading space on the bulkhead deck 11, which is the boarding deck. Similarly, even if damage occurs to the intersection of the bulkhead deck 11, the first transverse bulkhead 21A on the stern 2A side, the rear wall 31B, and the ship sides 3A and 3B, for example, the water entry prevention wall 50 and the second water entry prevention chamber 25B can prevent water from entering the watertight compartment S112.

<First Modification of Second Embodiment>
FIG. 8 is a diagram corresponding to FIG. 6 in a first modified example of the second embodiment of the present disclosure.
In the second embodiment of the present disclosure, as in the first embodiment, a case has been described in which the side casing 130A is formed across two watertight compartments S11, S12 adjacent to each other in the bow-stern direction Da in a plan view. However, the side casing is not limited to being formed across a plurality of watertight compartments. For example, as in the side casing 130B of the first modified example of the second embodiment shown in Fig. 8, the side casing may be arranged along the ship sides 3A, 3B directly above one watertight compartment S112. The configuration of the watertight compartment S112 and the opening 22 are similar to those of the modified example of the first embodiment, and therefore detailed description thereof will be omitted.

By configuring it in this way, even if damage occurs to the intersection of the front wall 131A or rear wall 131B with the bulkhead deck 11 and the ship sides 3A and 3B, the water ingress prevention wall 150 can prevent water from entering the watertight compartment S112 through the opening 22.

<Second Modification of Second Embodiment>
FIG. 9 is a diagram corresponding to FIG. 6 in a second modified example of the second embodiment of the present disclosure.
In the first modified example of the second embodiment, the opening 22, the water ingress prevention wall 150, and the water ingress prevention chamber 125 are described. However, the opening 22, the water ingress prevention wall 150, and the water ingress prevention chamber 125 may be provided as appropriate. For example, as in the side casing 230B of the second modified example of the second embodiment shown in FIG. 9, the opening 22, the water ingress prevention wall 150, and the water ingress prevention chamber 125 may not be provided. In addition, when the side casing 230B is not a so-called engine casing that guides an exhaust gas pipe (not shown), the side casing 230B may be formed in the range from the bulkhead deck 11 to the deck 12. In other words, the side casing 230B may not be formed on a floor above the deck 12.

By configuring the side casing 230B of the second modified example of the second embodiment, even if the intersection of the bulkhead deck 11, the first transverse bulkhead 21A, and the shipboard sides 3A and 3B is damaged, flooding of the large compartments around the side casing 230B, i.e., on the bulkhead deck 11, which is the boarding deck, can be prevented. Furthermore, even if the intersection of the bulkhead deck 11, the front wall 131A, and the shipboard sides 3A and 3B, or the intersection of the bulkhead deck 11, the rear wall 131B, and the shipboard sides 3A and 3B is damaged, the watertight compartment S112 can prevent flooding, so simultaneous flooding of four or more compartments can be prevented.

<Other embodiments>
The present disclosure is not limited to the configurations of the above-described embodiments, and design changes are possible without departing from the spirit of the present disclosure.
For example, in each of the above-described embodiments, a car carrier (ferry) has been described as an example of the ship 1, but the ship 1 is not limited to this configuration.
Further, another watertight compartment may be provided adjacent to the side casings 30A, 130A, 130B, 230B in the bow-stern direction Da. This makes it possible to further prevent water from entering the bulkhead deck 11, which is the boarding deck.
Furthermore, the watertight walls 50, 150 may be provided with watertight doors.

In addition, in each of the above embodiments, the side casings 30A, 130A, 130B, 230B are provided directly above the main engine room and auxiliary engine room, which are the machinery space, but this configuration is not limited to this. For example, they may be provided directly above the compartment on the stern 2A side or the compartment on the bow 2F side of the machinery space. In addition, although the case where only one second transverse bulkhead 21B is provided has been described, two or more second transverse bulkheads 21B may be provided. In other words, the side casings 30A, 130A, 130B, 230B may be formed to span three or more watertight compartments adjacent to each other in the bow-stern direction Da below the bulkhead deck 11.

<Additional Notes>
The ship described in the embodiment can be understood, for example, as follows.

(1) According to the first aspect, the ship 1 comprises a hull 2 having a pair of left and right side walls 3A, 3B, a bulkhead deck 11 dividing the interior of the hull 2 into a lower space 41 and an upper space 40, first transverse bulkheads 21, 21A arranged in a pair in the bow-stern direction Da in the lower space 41 to divide the rooms S11, S12, S112, and a pair of first transverse bulkheads 21, 21A arranged along the side walls 3A, 3B directly above the rooms S11, S12, S112 in the upper space 40 and allowing access to the rooms S11, S12, S112 through openings 22, 22A, 22B formed in the bulkhead deck 11. The watertight compartment inside the side casings 30A, 30B, 130A, 130B forms a watertight compartment communicating with the chambers S11, S12, S112, and a pair of water-proof walls 50, 150 extending upward from the bulkhead deck 11 and provided across the width of the watertight compartment inside the side casings 30A, 30B, 130A, 130B on both the bow 2F side and the stern 2A side of the openings 22, 22A, 22B within the watertight compartment inside the side casings 30A, 30B, 130A, 130B.
Examples of rooms include a main engine room and an auxiliary engine room.

As a result, even if damage occurs at the intersection of the walls of the side casings 30A, 30B, 130A, 130B and the ship sides 3A, 3B, water seeping in from the damaged area cannot move beyond the water ingress prevention walls 50, 150 toward the opening 22, so flooding into the watertight compartments S11, S12, S112 can be suppressed. This reduces the number of compartments that become flooded in the event of damage, improving stability in the event of damage.

(2) According to a second aspect, the ship 1 is the ship 1 of (1), and the chambers S11, S12, S112 are provided with a first watertight chamber 25A which is a watertight compartment adjacent to the first transverse bulkhead 21A located on the bow 2F side and the shipsides 3A, 3B, and a second watertight chamber 25B which is a watertight compartment adjacent to the first transverse bulkhead 21A located on the stern 2A side and the shipsides 3A, 3B.
As a result, even if damage occurs at the intersection between the walls of the side casings 30A, 30B, the bulkhead deck 11, and the first transverse bulkhead 21A on the bow 2F side, the water-proof wall 50 can prevent water from entering the watertight compartment S11 through the opening 22, and the first water-proof chamber 25A and the second water-proof chamber 25B can also prevent direct water from entering the watertight compartments S11, S12, and S112.

(3) According to a third aspect, the ship 1 is the ship 1 of (1) or (2), and is provided with a second transverse bulkhead 21B that separates the chambers S11, S12 in the bow-stern direction Da to form a first watertight compartment S11 on the bow 2F side and a second watertight compartment S12 on the stern 2A side, a first opening 22A as the opening 22 connecting the first watertight compartment S11 to the watertight compartment of the side casing 30A, a second opening 22B as the opening 22 connecting the second watertight compartment S12 to the watertight compartment of the side casing 30A, and a bulkhead 51 that divides the watertight compartment of the side casing 30A in the bow-stern direction Da so as to separate the first opening 22A from the second opening 22B.
As a result, even if one of the watertight compartment chambers S11 and S12 is flooded and water moves into the side casing 30A from one of the first opening 22A and the second opening 22B, the water can be prevented from moving to the other of the first opening 22A and the second opening 22B by the bulkhead 51. Therefore, even if one of the watertight compartment chambers S11 and S12 is flooded, water can be prevented from flowing into the other of the watertight compartment chambers S11 and S12 via the first opening 22A and the second opening 22B.

(4) According to a fourth aspect, the ship 1 is any one of the ships 1 of (1) to (3), and the water-proof wall 50 is located between the first water-proof chamber 25A and the opening 22, and between the second water-proof chamber 25B and the opening 22 in the bow-stern direction Da.
This allows the water ingress prevention wall 50 to be separated from the intersection of the wall of the side casing 30A and the ship sides 3A, 3B while restricting the movement of water toward the opening 22. Therefore, when damage occurs to the intersection of the wall of the side casing 30A and the ship sides 3A, 3B, simultaneous damage to the water ingress prevention wall 50 can be suppressed.

(5) According to a fifth aspect, the ship 1 is the ship 1 of (3), wherein the first watertight compartment S11 and the second watertight compartment S12 are a main engine room or an auxiliary engine room.
This can prevent the main engine room and the auxiliary engine room from being flooded simultaneously.

(6) According to a sixth aspect, the ship 1 is the ship 1 of (1), wherein the front wall 131A on the bow 2F side forming the side casings 130A, 130B is provided further toward the bow 2F than the first transverse bulkhead 21A on the bow 2F side, and the rear wall 131B on the stern 2A side forming the side casings 130A, 130B is provided further toward the stern 2A than the first transverse bulkhead 21A on the stern 2A side.
As a result, even if damage occurs at the intersection between the bulkhead deck 11, the first transverse bulkhead 21A on the bow 2F side, and the shipboard sides 3A, 3B, no damage occurs to the front walls 131A of the side casings 130A, 130B, so flooding of the vehicle loading space on the bulkhead deck 11, which is the boarding deck, can be suppressed. Similarly, even if damage occurs at the intersection between the bulkhead deck 11, the first transverse bulkhead 21A on the stern 2A side, and the shipboard sides 3A, 3B, no damage occurs to the rear walls 131B of the side casings 130A, 130B, so flooding of the vehicle loading space on the bulkhead deck 11, which is the boarding deck, can be suppressed.

(7) According to the seventh aspect, the ship 1 is the ship 1 of (6), and is provided with a second transverse bulkhead 21B that separates the chambers S11, S12 in the bow-stern direction Da to form a first watertight compartment S11 on the bow 2F side and a second watertight compartment S12 on the stern 2A side, a first opening 22A as the opening 22 connecting the first watertight compartment S11 to the watertight compartment inside the side casing 130A, a second opening 22B as the opening 22 connecting the second watertight compartment S12 to the watertight compartment inside the side casing 130A, and a bulkhead 51 that divides the watertight compartment inside the side casing 130A in the bow-stern direction Da so as to separate the first opening 22A from the second opening 22B.
This makes it possible to suppress water from entering the watertight compartment S11 from the upper space 40 through the first opening 22A, and also suppress water from entering the watertight compartment S12 from the upper space 40 through the second opening 22B. Furthermore, even if one of the watertight compartment S11 and the watertight compartment S12 is flooded, it is possible to suppress water from flowing into the other of the watertight compartment S11 and the watertight compartment S12 through the first opening 22A and the second opening 22B.

(8) According to an eighth aspect, the ship 1 is the ship 1 of (7), wherein the first watertight compartment S11 and the second watertight compartment S12 are a main engine room or an auxiliary engine room.
This can prevent the main engine room and the auxiliary engine room from being flooded simultaneously.

(9) According to the ninth aspect, the ship 1 is any one of the ships 1 of (6) to (8), and further comprises a first watertight chamber 125A which is a watertight compartment adjacent to the first transverse bulkhead 21A on the bow 2F side and the shipsides 3A, 3B and located on the bow 2F side of the first transverse bulkhead 21A on the bow 2F side, and a second watertight chamber 125B which is a watertight compartment adjacent to the first transverse bulkhead 21A on the stern 2A side and the shipsides 3A, 3B and located on the stern 2A side of the first transverse bulkhead 21A on the stern 2A side.
This makes it possible to prevent flooding of the watertight compartments S7 and S13 adjacent to the bow 2F side of the watertight compartment S11 and the stern 2A side of the watertight compartment S12, thereby reducing the number of compartments that become flooded.

(10) According to the tenth aspect, the ship 1 includes a hull 2 having a pair of left and right side walls 3A, 3B, a bulkhead deck 11 that divides the interior of the hull 2 into a lower space 41 and an upper space 40, a pair of first transverse bulkheads 21A that are arranged in the lower space 41 with a gap in between in the bow-stern direction Da to divide the chambers S11, S12, S112, and a first transverse bulkhead 21A that is arranged along the side walls 3A, 3B directly above the chambers S11, S12, S112 in the upper space 40 and has water inside. and side casings 130A, 130B, 230B which form a tight compartment, a front wall 131A on the bow 2F side which forms the side casings 130A, 130B, 230B is provided further toward the bow 2F than the first transverse bulkhead 21A on the bow 2F side, and a rear wall 131B on the stern 2A side which forms the side casings 130A, 130B, 230B is provided further toward the stern 2A than the first transverse bulkhead 21A on the stern 2A side.
As a result, even if damage occurs at the intersection between the bulkhead deck 11 and the first transverse bulkhead 21A on the bow 2F side and the ship's sides 3A and 3B, no damage occurs to the front wall 131A of the side casings 130A, 130B, and 230B, so flooding of the vehicle loading space on the bulkhead deck 11, which is the boarding deck, can be suppressed. Similarly, even if damage occurs at the intersection between the bulkhead deck 11 and the first transverse bulkhead 21A on the stern 2A side and the ship's sides 3A and 3B, no damage occurs to the rear wall 131B of the side casings 130A, 130B, and 230B, so flooding of the vehicle loading space on the bulkhead deck 11, which is the boarding deck, can be suppressed.

1... Vessel 2... Hull 2A... Stern 2F... Bow 3A, 3B... Broadside 4... Bottom 5... Screw 7A... Bow side ramp way 7B... Stern side ramp way 8... Funnel 9... Rotating shaft 11... Bulkhead deck 12, 13, 14, 15, 16... Deck 18... Inner bottom plate 19... Bow bulkhead 19A, 19B... Longitudinal bulkhead 20... Bulkhead 21... Transverse bulkhead 21A... First transverse bulkhead 21B... Second transverse bulkhead 22... Opening 22A... First opening 22B...Second opening 25,125...Flood prevention chamber 25A, 125A...First flood prevention chamber 25B, 125B...Second flood prevention chamber 25C, 125C...Third flood prevention chamber 26A...Side wall 27B... Inner wall 30A, 30B, 130A, 130B, 230B... Side casing 31A, 131A... Front wall 31B, 131B... Rear wall 31C, 131C... Inner wall 40... Upper space 41... Lower space 50, 150... Water intrusion prevention wall 51... Partition wall Da...Fore and aft direction Dv...Vertical direction Dw...Ship width direction S1 to S7...Watertight compartment S11, S12, S112...Watertight compartment (chamber)

Claims (10)

A hull having a pair of left and right sideboards;
A bulkhead deck that divides the interior of the hull into a lower space and an upper space;
A pair of first transverse bulkheads are arranged in the lower space at intervals in the bow-stern direction to divide a room;
A side casing is disposed along the ship side directly above the chamber in the upper space and defines a watertight compartment on the inside thereof that communicates with the chamber through an opening formed in the bulkhead deck;
A pair of water ingress prevention walls extending upward from the bulkhead deck and provided across the width of the watertight compartment inside the side casing on both bow and stern sides of the opening in the watertight compartment inside the side casing;
A vessel equipped with: The chamber comprises:
A first watertight compartment adjacent to the first transverse bulkhead located on the bow side and the ship side;
2. The ship according to claim 1, further comprising: a second watertight compartment disposed adjacent to the first transverse bulkhead located on the stern side and the ship side. a second transverse bulkhead separating the chambers in a bow-stern direction to form a first watertight compartment on the bow side and a second watertight compartment on the stern side;
A first opening as the opening that communicates the first watertight compartment and the watertight compartment of the side casing;
A second opening as the opening that communicates the second watertight compartment with the watertight compartment of the side casing;
A bulkhead that divides the watertight compartment of the side casing in a bow-stern direction so as to separate the first opening and the second opening;
3. The watercraft of claim 2 . The ship according to claim 2 , wherein the water-proof wall is located between the first water-proof chamber and the opening, and between the second water-proof chamber and the opening in the bow-stern direction. 4. The ship according to claim 3, wherein the first watertight compartment and the second watertight compartment are a main engine room or an auxiliary engine room. The bow-side front wall forming the side casing is provided further bow side than the bow-side first transverse bulkhead,
The ship according to claim 1 , wherein the aft wall forming the side casing is provided further aft than the first transverse bulkhead on the aft side. a second transverse bulkhead separating the chambers in a bow-stern direction to form a first watertight compartment on the bow side and a second watertight compartment on the stern side;
A first opening as the opening that communicates the first watertight compartment with the watertight compartment inside the side casing;
A second opening as the opening that communicates the second watertight compartment with the watertight compartment inside the side casing;
A bulkhead that divides the watertight compartment inside the side casing in a bow-stern direction so as to separate the first opening and the second opening;
7. The marine vessel of claim 6, comprising: The ship according to claim 7, wherein the first watertight compartment and the second watertight compartment are a main engine room or an auxiliary engine room. A first watertight compartment adjacent to the first transverse bulkhead on the bow side and the ship side and located on the bow side of the first transverse bulkhead on the bow side;
The ship described in claim 6, further comprising a second watertight compartment which is adjacent to the first transverse bulkhead on the stern side and the shipside and is located aft of the first transverse bulkhead on the stern side. A hull having a pair of left and right sideboards;
A bulkhead deck that divides the interior of the hull into a lower space and an upper space;
A pair of first transverse bulkheads are arranged in the lower space at intervals in the bow-stern direction to divide a room;
A side casing is disposed along the side of the ship directly above the chamber in the upper space and forms a watertight compartment therein;
Equipped with
The bow-side front wall forming the side casing is provided further bow side than the bow-side first transverse bulkhead,
A ship in which an aft wall forming the side casing is provided further aft than the first transverse bulkhead on the aft side.

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