KR20200077618A - Ship - Google Patents

Abstract

The ship 1 is provided with an engine compartment 5 inside the hull behind the dock compartment 4, a bridge structure 14 on the upper deck 13 behind the dock compartment 4, and a bridge structure An LNG fuel tank independent of the bridge structure 14 is provided on the upper deck 13 at the rear of the 14. The LNG fuel tank is mounted on a support structure provided perpendicular to the upper deck 13 and may be spaced apart from the upper deck 13.

Description

Ship{SHIP}

The present invention relates to a ship using gas fuel as fuel for a propulsion engine.

Conventional ships, in particular, propulsion engines of commercial vessels, have been generally used as diesel engines using heavy oil as the main fuel. Since heavy oil is cheaper than light oil, it has been used as a fuel for ship engines since the days of reciprocating steam engines and steam turbine engines. However, the exhaust gas generated by the combustion of heavy oil contains air pollutants such as sulfur oxides (SOx). Therefore, in recent years, from the viewpoint of preventing air pollution, measures for environmental pollution when heavy oil is used as a fuel for ships have been established. It is expected that countermeasures against environmental pollution when using heavy oil will be further strengthened in the near future.

Meanwhile, as a fuel for a propulsion engine of a ship replacing heavy oil, liquefied natural gas (LNG) has attracted attention. Natural gas also contains sulfur, but since sulfur in natural gas is removed during the liquefaction process, LNG does not contain sulfur. Therefore, SOx is not generated by combustion of LNG. In addition, the amount of carbon dioxide generated relative to the amount of heat generated is less than that of heavy oil. As such, LNG has desirable properties as fuel for a propulsion engine of a ship.

In a ship using LNG as fuel for a propulsion engine, it is necessary to have a tank for storing LNG for fuel. When installing LNG fuel tanks on ships, they are regulated by the IGF code (International code of safety for ship using gases or other low-flash point fuels). do. The IGF Code, which is being considered by the International Maritime Organization (IMO), is an international rule under the SOLAS Treaty (International Treaty for the Safety of Life at Sea) and was adopted in June 2015 and will take effect in January 2017. Is expected.

According to the IGF code under consideration, the position of the LNG fuel tank installed on the ship is limited as follows.

(Limit 1) LNG fuel tanks are to be installed at least 1/5 of the hull width or 11.5m or more from the current side.

(Restriction 2) Between the space where the LNG fuel tank is installed and the engine room, a cofferdam (empty space) having a width of 900 mm or more must be arranged.

A ship using heavy oil as a fuel for a propulsion engine, that is, a conventional ship mainly uses a double bottom as a fuel tank. However, it is virtually impossible to install an LNG fuel tank in a double bottom. This is because there are many strength members that maintain the hull structure in the double bottom, but in order to arrange a meaningful LNG fuel tank in the double bottom, the strength members cannot have the required dimensions and are not established as ships.

Under such a background, various inventions have been made with respect to a ship equipped with an LNG fuel tank. For example, in the ship described in Patent Document 1, the LNG fuel tank is arranged on the ship's center line inside the hull, and the cargo oil tank is disposed on the left and right sides, that is, between the LNG fuel tank and the side shell. Limit 1 is satisfied. In addition, the vessel is arranged by placing the LNG fuel tank in a range of 35% of the total length of the hull from the center position of the entire length of the hull to the bow side or 30% of the total length of the hull from the center position to the bow side, i. The above limitation 2 is satisfied by arranging the LNG fuel tanks in the front and rear of the center.

Patent Document 2 discloses a vessel in which an LNG fuel tank is provided inside the hull, and the upper deck of the LNG fuel tank is used as a cargo loading area. Patent Document 3 discloses a ship in which an LNG fuel tank is installed inside a hull below a cabin area located on an upper deck of a ship. The vessels disclosed in Patent Literatures 2 and 3 are limited to the above-mentioned limitation 2 by disposing the LNG fuel tank at a location remote from the engine compartment at the stern, or by disposing the liquid fuel tank between the LNG fuel tank and the engine compartment. Is satisfying.

In Patent Literature 4 and Patent Literature 5, a vessel in which an LNG fuel tank is installed on an upper deck in front of a bridge structure is disclosed. The vessels disclosed in Patent Documents 4 and 5 satisfy the above limitation 2 by disposing the LNG fuel tank from the engine room by disposing the LNG fuel tank on the upper deck in front of the bridge structure. The ship disclosed in patent document 4 seems to satisfy the said restriction 1 by arrange|positioning an LNG fuel tank on a ship body center line. On the other hand, the vessel disclosed in Patent Document 5 does not appear to satisfy the above-mentioned restriction 1, because two LNG fuel tanks are respectively placed near the outer periphery.

Japanese Patent Application Publication No. 2012-121401 Japanese Patent Publication No. 2013-508203 Japanese Patent Publication No. 2013-508202 Japanese Patent Publication No. 2013-530865 Japanese Patent Application Publication No. 2014-162430

According to the invention described in Patent Literatures 1 and 2, since the LNG fuel tank is provided in the interior of the hull, that is, a section originally used as a dock, there is a problem that the dock volume decreases. In addition, as in the invention described in Patent Documents 2 and 3, when the liquid fuel tank is disposed between the LNG fuel tank and the engine compartment, the dock volume is further reduced.

According to the invention described in Patent Documents 4 and 5, since the LNG fuel tank is provided on the upper deck, the dock volume does not decrease. However, in a ship carrying solid cargo, for example, a bulk carrier or a container carrier, if the invention described in Patent Documents 4 and 5 is carried out, the cargo and the LNG fuel tank during unloading may sometimes interfere. In addition, the size and position of the hatch may be restricted by the installation of an LNG fuel tank. Thereby, there is a possibility that the efficiency of unloading work is deteriorated. In addition, since the container carrier also mounts the container on the upper deck, when the LNG fuel tank is installed on the upper deck, the number of containers that can be mounted is reduced.

The present invention is to solve such a problem, to provide a vessel that does not decrease the dock volume by the installation of a tank for gas fuel, and also to provide a vessel that does not interfere with the tank for cargo and gas fuel during unloading work The purpose.

In order to achieve the above object, the ship according to the present invention includes an engine room inside the hull behind the dock compartment, a bridge structure on the upper deck behind the dock compartment, and the top deck behind the bridge structure It is provided with a gas fuel tank independent from the bridge structure.

The gas fuel tank may be mounted on a support structure provided perpendicular to the upper deck, and may be spaced apart from the upper deck.

The bridge structure includes a main structure occupying a front portion of the bridge structure and two side structures that are disposed at the rear of the main structure and are continuous with the main structure, and the two side structures have a hull width direction. Spaced apart, and as a result, the bridge structure has a "c" shape with a rear hull open in a planar shape, and the tank for gas fuel is, at least in part, in a planar shape. A may be sandwiched between the two side structures.

Arranged on the upper deck of the bridge structure, the two chimney structures are independent from the bridge structure, the two chimney structures are arranged at intervals in the width direction of the hull, and the gas fuel tank is In the planar shape, at least a part of the structure may be sandwiched between the two chimney structures.

According to the present invention, since the tank for gas fuel is disposed on the upper deck, the dock volume is not reduced by the installation of the tank for gas fuel. In addition, since the tank for gas fuel is disposed at the rear of the bridge structure, cargo during unloading does not interfere with the tank for gas fuel.

1 is a side view of a ship according to a first embodiment of the present invention.
FIG. 2 is a partially enlarged side view of the stern portion of the ship shown in FIG. 1.
FIG. 3 is a plan view of the stern portion of the ship shown in FIG. 1, and is a partially enlarged plan view corresponding to FIG. 2.
4 is a side view of the LNG fuel tank cover provided in the ship shown in FIG. 1.
5 is an external view of the LNG fuel tank provided in the ship shown in FIG. 1, (a) is a side view, and (b) is a rear view (view from the direction indicated by arrow A in (a)).
6 is a rear view showing another example of an LNG fuel tank.
7 is a partially enlarged side view of a stern portion of a ship according to a second embodiment of the present invention.
8 is a partially enlarged plan view of the stern portion of the ship shown in FIG. 7.

Hereinafter, embodiments of the ship according to the present invention will be described in detail with reference to the drawings. In addition, in each figure, the same code|symbol is attached|subjected to the same or equivalent part.

(Example 1)

1 is a side view of a ship 1 according to a first embodiment of the present invention. The ship 1 is a bulk carrier that stacks solid cargo. As shown in Fig. 1, a plurality of transverse bulkheads 2 are arranged on the hull of the ship 1, and a plurality of sections are formed. The foremost section of the hull, that is, the section formed at the fore end is called the fore section (3). In the bow section 3, a deck shed 3a, a chain locker 3b, and a ballast tank 3c are arranged. The dock compartment 4 is arranged at the rear of the bow section 3, that is, on the stern side (hereinafter, the direction toward the stern is referred to as “rear” and the direction toward the bow is referred to as “front”). The dock section 4 is further divided by the transverse bulkhead 2 to form the first to seventh docks 4a to 4g. The hatches 4h are respectively disposed above the first to seventh docks 4a to 4g.

In the rear compartment of the dock compartment 4, the engine compartment 5 is arranged. In the engine room 5, various equipment (not shown), for example, a main engine for driving the propeller 6, an auxiliary engine for driving the generator, and a ballast pump for injecting/draining ballast water are arranged. The compartment located at the rear of the engine room 5, that is, at the stern end, is called the stern compartment 7. The upper part of the stern compartment 7 is used as a steering chamber 8, and a steering gear (not shown) is arranged. The steering gear is a machine that changes the steering angle of the key 9. On the other hand, the lower portion of the steering chamber 8, that is, the lower portion of the stern compartment 7 is used as a ballast tank 10.

An inner bottom plate 11 is disposed below the dock compartment 4 and the engine compartment 5. The compartment below the inner bottom plate 11 is called the double bottom 12. The double bottom 12 is used as a ballast tank, a liquid fuel oil tank, and the like.

The bridge structure 14 is arranged on the upper deck 13 behind the dock compartment 4. Then, the LNG fuel tank cover 15 is disposed on the upper deck 13 at the rear of the bridge structure 14. As will be described later, an LNG fuel tank is disposed inside the LNG fuel tank cover 15. In the LNG fuel tank, liquefied natural gas (LNG) used as fuel for a main engine (not shown) of the ship 1 is stored.

Next, with reference to FIG. 2, the arrangement of the bridge structure 14 and the LNG fuel tank cover 15 will be described in detail. As shown in FIG. 2, the bridge structure 14 has a deck of a plurality of floors, and a steering chamber 16 is disposed on the top floor. The steering room 16 is a place where a staff member is arranged during the voyage to control the surveillance and the ship. On each floor, the crew's living room, dining room, cooking room, and recreation room are arranged. On the upper floors, the living room of the captain, the chief engineer and the senior staff is arranged, and under the living room of the general staff, the senior staff and the general staff are sequentially arranged. Furthermore, offices, warehouses, and hospital rooms, such as restaurants, cooking rooms, and recreation rooms, are arranged on the lower floors. In addition, a radar mast 17 and a chimney 18 are arranged on the bridge structure 14.

As described above, the LNG fuel tank cover 15 is disposed behind the bridge structure 14. 2, the LNG fuel tank cover 15 extends to the stern end. That is, the rear end face 15a of the LNG fuel tank cover 15 is located directly above the stern plate 7a. In addition, the LNG fuel tank cover 15 is supported by a plurality of struts 19 provided perpendicular to the upper deck 13 and lifted from the upper deck 13. Therefore, a gap 20 is formed between the LNG fuel tank cover 15 and the upper deck 13. On the other hand, a mooring machine (for example, a mooring winch) not shown is disposed on the upper deck 13 below the LNG fuel tank cover 15. The space 20 is used as a space for placing a mooring machine, a space for passing a mooring line, and a space in and out of an operator operating the mooring machine. Therefore, in this embodiment, the height of the space 20 (= height of the support 19) is set to about 3 m. On the other hand, the upper deck 13 is also the ceiling of the engine room 5. Therefore, since the LNG fuel tank cover 15 is about 3 m away from the ceiling of the engine room 5, the limit 2 according to the above-mentioned IGF code is satisfied. On the other hand, the strut 19 is an example of a support structure which separates the LNG fuel tank cover 15 from the upper deck 13.

As shown in FIG. 3, the bridge structure 14 includes two main structures 14a that occupy the front portion of the bridge structure 14, and two sides that are continuous with the main structure 14a at the rear of the main structure 14a. The structure 14b is provided. On the other hand, in Fig. 3, the two-dot chain line represents the boundary line between the main structure 14a and the side structure 14b. The two side structures 14b are arranged symmetrically with respect to the ship body center line CL and spaced apart from each other. Therefore, the bridge structure 14 has a "c" shape in which the rear of the hull is open in a planar shape. Meanwhile, the chimney 18 is integrally formed with the side structure 14b.

On the other hand, the LNG fuel tank cover 15 is on the hull center line CL in a planar shape, and is disposed behind the main structure 14a. Further, at least a portion of the LNG fuel tank cover 15 is sandwiched between the two side structures 14b. That is, the two side structures 14b are arranged on the outboard side when viewed from the LNG fuel tank cover 15. In addition, the LNG fuel tank cover 15 is arranged at a distance to the main structure 14a and the side structure 14b. Thus, the LNG fuel tank cover 15 is independent of the bridge structure 14.

In addition, in the LNG fuel tank 21 in the LNG fuel tank cover 15, the distance D between the right and left current sides 13p, 13s and the LNG fuel tank 21 is the hull width (shape width) of the ship 1 ). Therefore, the limit 1 according to the above-mentioned IGF code is satisfied. In addition, in the place where the side structure 14b of the bridge structure 14 is disposed, the distance measured from the left and right side sides 13p, 13s is 1/5 or less of the ship's hull width (shape width). It is a place. That is, the place where the side structure 14b is arranged is basically a place where the LNG fuel tank 21 cannot be installed due to the restriction 1 according to the IGF code.

The LNG fuel tank will be described. 4, inside the LNG fuel tank cover 15, the LNG fuel tank 21 and the saddle 22 supporting the LNG fuel tank 21 are arrange|positioned. 5(a) and 5(b), the LNG fuel tank 21 is a cylindrical pressure vessel, and is made of nickel steel, aluminum alloy, or the like. In addition, the outer surface of the LNG fuel tank 21 is covered with an insulating layer of foamed polyurethane resin (not shown). The saddle 22 is a steel mount that supports the LNG fuel tank 21. On the other hand, the LNG fuel tank cover 15 is a structure that protects the LNG fuel tank 21 from rain and wind, while surrounding the LNG fuel tank 21 in a gas tight state. In addition, a nitrogen gas discharge pipe (not shown) is disposed inside the LNG fuel tank cover 15. Therefore, the atmosphere inside the LNG fuel tank cover 15 can be replaced with nitrogen gas.

Meanwhile, the LNG fuel tank 21 disposed inside the LNG fuel tank cover 15 is not limited to one. As shown in FIG. 6, two LNG fuel tanks 21 may be arranged in parallel. Alternatively, two or more LNG fuel tanks 21 may be arranged at the bottom and one at the top, that is, a total of three may be arranged in a pyramid shape. Alternatively, two or more LNG fuel tanks 21 may be arranged in the lower portion, two in the upper portion, or, in other words, a total of four may be disposed in a “田” shape.

As described above, the first embodiment has the following effects.

(1) Since the LNG fuel tank 21 is disposed in the LNG fuel tank cover 15 on the upper deck 13, the volume of the dock compartment 4 does not decrease.

(2) Since the dock compartment 4 is arranged in front of the bridge structure 14 and the LNG fuel tank cover 15 is disposed behind the bridge structure 14, cargo is transported to the LNG fuel tank cover ( 15). Further, the position or size of the hatch 4h is not restricted. Therefore, the efficiency of unloading is not reduced.

(3) Since the LNG fuel tank cover 15 is lifted from the upper deck 13 to form a gap 20 between the LNG fuel tank cover 15 and the upper deck 13, the rear of the bridge structure 14 A mooring machine or the like can be arranged.

(4) Since the side structure 14b is disposed in a place where the installation of the LNG fuel tank 21 is restricted on the outboard side of the LNG fuel tank cover 15, the volume of the LNG fuel tank 21 is not reduced. Instead, the volume of the bridge structure 14 can be enlarged. That is, the area of the upper deck 13 at the rear of the main structure 14a can be effectively utilized to enlarge the volume of the bridge structure 14 and the LNG fuel tank 21.

(Example 2)

The bridge structure 14 and the LNG fuel tank cover 15 may be arranged as shown in FIGS. 7 and 8. In the second embodiment, as shown in FIG. 7, the LNG fuel tank cover 15 is disposed behind the bridge structure 14 so that the LNG fuel tank cover 15 is independent of the bridge structure 14. In this respect, it is common to the first embodiment. In addition, as shown in Fig. 8, in the planar shape of the ship 1, the second embodiment is also different from the first embodiment in that the LNG fuel tank cover 15 is disposed on the hull center line CL. It becomes common.

However, the second embodiment is different from the first embodiment in that the bridge structure 14 does not include the side structure 14b as shown in FIG. 8. In the second embodiment, instead of the side structure 14b, a chimney 18 independent of the bridge structure 14 and the LNG fuel tank cover 15 is provided. As shown in FIG. 8, the ship 1 is provided with two chimneys 18, and the two chimneys 18 are arranged on the left and right outboard sides of the LNG fuel tank cover 15. Like the side structure 14b in the first embodiment, the chimney 18 in the second embodiment is also installed in a place where the installation of the LNG fuel tank cover 15 of the upper deck 13 is restricted.

As described above, according to the present invention, since the LNG fuel tank cover 15 is provided on the upper deck 13 and the LNG fuel tank 21 is disposed inside the LNG fuel tank cover 15, LNG The dock volume is not reduced by the installation of the fuel tank 21. In addition, since the dock compartment 4 is arranged in front of the bridge structure 14 and the LNG fuel tank cover 15 is disposed behind the bridge structure 14, cargo and LNG fuel tank cover 15 during loading and unloading work are provided. ) Does not interfere. Therefore, the efficiency of unloading work is improved. That is, according to the present invention, a ship having an LNG fuel tank, and a ship having a dock volume equivalent to a conventional ship, can be realized with basic dimensions (length, width, depth, draft, etc.) equivalent to that of a conventional ship. . Even if the basic dimensions are restricted due to the service route or the port, it is possible to provide a ship having a dock volume equivalent to that of a conventional ship. In addition, it is possible to provide a ship capable of unloading with the same efficiency as a conventional ship.

Meanwhile, the above embodiments are examples of specific embodiments of the present invention, and the technical scope of the present invention is not limited by the description of the above embodiments. The present invention can be implemented in various modifications or improvements within the scope of the technical idea presented in the claims.

In the first and second embodiments, the ship 1 having two chimneys 18 is illustrated, but the technical scope of the present invention is not limited to the ship 1 having two chimneys 18. . Only one chimney 18 may be used. Of the two chimneys 18, one may be made of a real object, that is, a chimney having an exhaust cylinder, and the other may be a structure having a similar appearance to a chimney only with a so-called provisional chimney, that is, without an exhaust cylinder. Alternatively, three or more chimneys 18 may be provided.

In the first and second embodiments, an example in which the shape of the bridge structure 14 is symmetrical with respect to the hull center line CL is illustrated, but the technical scope of the present invention is not limited to such. For example, the side structures 14b may be arranged only on one side string. Alternatively, the side structure 14b may be disposed only on one string, and a chimney 18 independent of the bridge structure 14 may be disposed on the other string.

In the first and second embodiments, the LNG fuel tank 21 is illustrated to be tightly wrapped with the LNG fuel tank cover 15, but the technical scope of the present invention is not limited to such. As will be described later, the structure of the LNG fuel tank cover 15 can be changed according to the type or standard of the LNG fuel tank 21. For example, the LNG fuel tank cover 15 may be a skeleton-type structure that protects the LNG fuel tank 21 from external damage. In this case, instead of the nitrogen gas discharge pipe, the LNG fuel tank cover 15 may be provided with a water spray device to cool or fire the LNG fuel tank 21 in an emergency. The LNG fuel tank 21 may be installed outdoors as long as it is permitted by the regulations or classification rules.

In the first and second embodiments, an example is presented in which the LNG fuel tank 21 is a pressure vessel. That is, an example is presented in which the LNG fuel tank 21 is classified as Type C in the IGF code. In addition, an example in which an insulating layer of a foamed polyurethane resin is provided on the outer surface of the LNG fuel tank 21 has been presented. That is, an example in which the LNG fuel tank 21 is used as an external adiabatic pressure vessel was presented. On the other hand, when the LNG fuel tank 21 is a type C pressure vessel, that is, in the first and second embodiments, the LNG fuel tank cover 15 is used as a gas tight. no.

However, the LNG fuel tank 21 is not limited to a type C pressure vessel. The LNG fuel tank 21 may be a self-supporting tank that stores LNG at normal pressure. Alternatively, a non-free-standing tank, for example, a membrane tank may be used. Further, the LNG fuel tank 21 is not limited to an external adiabatic pressure vessel. The LNG fuel tank 21 may be a vacuum adiabatic pressure vessel having a double wall.

Further, when the LNG fuel tank 21 is a self-supporting tank that stores LNG at normal pressure, the LNG fuel tank 21 may be of type A or type B in the IGF code. For example, when the structural design of the self-supporting type LNG fuel tank 21 is determined by the strength calculation formula according to the classification rules, when it is proved that the classification rules have the functions required for type A, the corresponding LNG fuel tank 21 Is classified as type A. In this case, it is mandatory to provide a completely secondary barrier to the LNG fuel tank 21.

In addition, when the structural design of the self-supporting type LNG fuel tank 21 is determined by the strength calculation formula according to the classification rules, it is proved that the classification rules have a function required for type B, and the LNG fuel tank 21 is a type. Class B. In this case, it is mandatory to provide a partial secondary barrier to the LNG fuel tank 21.

In the first and second embodiments, it was illustrated that the LNG fuel tank cover 15 is supported by a post 19 to form a gap 20 between the LNG fuel tank cover 15 and the upper deck 13. . In addition, the height of the gap 20 (= the height of the support 19) was illustrated to be about 3 m. However, the height of the gap 20 is arbitrarily selectable in design, and the height of the gap 20 is not limited to about 3 m. In addition, the height of the gap 20 may be 0. That is, the posts 19 may be omitted, and the LNG fuel tank cover 15 may be directly mounted on the upper deck 13. In this case, if the height of the saddle 22 is selected so that the distance between the LNG fuel tank 21 and the upper deck 13 is 900 mm or more, limit 2 in the IGF code can be satisfied.

Further, in the first and second embodiments, although the support structure 19 is illustrated as a specific example of the support structure that separates the LNG fuel tank cover 15 from the upper deck 13, the support structure is limited to the support structure 19. Does not work.

Further, in the first and second embodiments, the vessel 1 extending the LNG fuel tank cover 15 to the stern end is illustrated, but the technical scope of the present invention is not limited to such. The rear end of the LNG fuel tank cover 15 may be in front of the stern end. In this way, since there is a space for disposing the mooring machine at the stern end, there is no need to lift the LNG fuel tank cover 15 from the upper deck 13. That is, the LNG fuel tank cover 15 can be placed directly on the upper deck 13.

In addition, in the first embodiment, an example is proposed in which the distance D between the left and right sides 13p, 13s and the LNG fuel tank 21 is 1/5 or more of the ship's hull width. If the hull width of the ship 1 exceeds 57.5m, that is, 1/5 of the hull width exceeds 11.5m, the distance D may be 11.5m or more.

On the other hand, in the IGF code, it is recognized that the distance D is determined by a stochastic method. That is, when the probability of damage to the LNG fuel tank 21 due to collision with another ship is smaller than the allowable value specified in the IGF code, the distance D is 1/5 or 11.5 of the ship's hull width. It can be made smaller than m.

In addition, the provisional proposal for the IGF code was issued on June 1, 2009 by the International Maritime Organization (IMO)'s 86th Maritime Safety Commission (MSC86). IN SHIPS). In addition, the final draft of the IGF code was adopted by the 95th Marine Safety Committee (MSC95) on June 11, 2015. In addition, in MSC95, amendments to the SOLAS Treaty to Mandate IGF Codes were adopted. The interim and final drafts are listed in the report below. These can be downloaded from the website operated by IMO (https://docs.imo.org/). If necessary, please refer to them.

<Provisional Plan>

REPORT OF THE MARITIME SAFETY COMMITTEE ON ITS EIGHTY-SIXTH SESSION(MSC 86/26/Add.1)

<final proposal>

REPORT OF THE MARITIME SAFETY COMMITTEE ON ITS NINETY-FIFTH SESSION(MSC 95/22/Add.1)

This application claims priority based on Japanese Patent Application No. 2015-110134, including specifications, claims, drawings, and abstracts filed on May 29, 2015, the disclosure of which is incorporated by reference. It is entirely included in this application.

<Industrial availability>

The present invention is useful as a ship using gas fuel as fuel for a propulsion engine.

1: Ship
2: transverse bulkhead
3: Player block
3a: Deck warehouse
3b: Chain locker
3c: ballast tank (fore peak tank)
4: dock compartment
4a~4g: Docks 1-7
4h: hatch
5: engine room
6: Propeller
7: Stern block
7a: Stern board
8: Steering wheel
9: key
10: ballast tank (after peak tank)
11: inner plate
12: double bottom
13: Upper deck
13p: Present side (left side)
13s: Hyun-hyun (Woohyun)
14: Mission structures
14a: main structure
14b: side structure
15: LNG fuel tank cover
15a: rear section
16: steering wheel
17: radar mast
18: chimney
19: prop
20: Interval
21: LNG fuel tank
22: birds

Claims (2)

The engine compartment is provided inside the hull behind the dock compartment,
A bridge structure is provided on the upper deck at the rear of the dock compartment,
It is a ship having a gas fuel tank independent from the bridge structure on the upper deck at the rear of the bridge structure,
The bridge structure, the main structure occupying the front portion of the bridge structure, and is disposed offset to the outer side of one side of the rear of the main structure, the side structure continuous with the main structure, the other of the rear of the main structure It is provided with a chimney structure arranged offset to the outer side of one side,
The gas fuel tank is, in a planar shape, at least a part of which is sandwiched between the side structure and the chimney structure. According to claim 1,
The gas fuel tank is mounted on a support structure provided perpendicular to the upper deck, and is spaced apart from the upper deck.

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