WO2016194457A1

WO2016194457A1 - Ship

Info

Publication number: WO2016194457A1
Application number: PCT/JP2016/060345
Authority: WO
Inventors: 順一万; 陽平川崎
Original assignee: 株式会社大島造船所
Priority date: 2015-05-29
Filing date: 2016-03-30
Publication date: 2016-12-08
Also published as: KR20180012304A; CN107614370A; JP2016222110A; PH12017502166B1; JP6002813B1; CN107614370B; PH12017502166A1; KR102163594B1; KR20200077618A

Abstract

In a ship (1), an engine room (5) is provided inside a ship hull to the rear of a hold section (4), a ship bridge structure (14) is provided on an upper deck (13) to the rear of the hold section (4), and an LNG fuel tank independent from the ship bridge structure (14) is provided on the upper deck (13) to the rear of the ship bridge structure (14). The LNG fuel tank is mounted on a support structure erected on the upper deck (13), and may be separated from the upper deck (13).

Description

Ship

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

The conventional engines for ships, especially commercial ships, are generally diesel engines that use fuel oil as their main fuel. Because heavy oil is less expensive than light oil, it has been widely used as a fuel for marine engines since the era of reciprocating steam engines and steam turbine engines. However, the exhaust gas produced by the combustion of heavy oil contains air pollutants such as sulfur oxides (SOx). Therefore, in recent years, environmental pollution measures have been taken when heavy oil is used as a ship fuel from the viewpoint of preventing air pollution. Measures for environmental pollution when using heavy oil are expected to be further strengthened in the near future.

On the other hand, liquefied natural gas (LNG: Liquefied Natural Gas) is drawing attention as a fuel for a propulsion engine of a ship replacing heavy oil. Although natural gas also contains sulfur, since sulfur in natural gas is removed in the process of liquefaction, LNG does not contain sulfur. Therefore, the combustion of LNG does not produce SOx. In addition, LNG produces less carbon dioxide relative to the amount of heat generated than heavy oil. Thus, LNG has desirable properties as a fuel for ship propulsion engines.

In ships using LNG as fuel for propulsion engines, it is necessary to provide a tank for storing LNG for fuel. When installing LNG fuel tanks on ships, it is regulated by the IGF code (International code of safety for ships using gas fuel and low flash point fuels or other low-flash point fuels) Ru. The IGF code is an international rule based on the SOLAS Convention (International Convention for the Safety of Human Life at Sea) under consideration of the International Maritime Organization (IMO), adopted in June 2015, and effective in January 2017. It is expected to be.

According to the draft IGF code under consideration, the position of the LNG fuel tank installed on the ship is subject to the following restrictions.
(Restriction 1) The LNG fuel tank must be installed at a distance of 1⁄5 or more of the hull width or 11.5 m or more from the weir side.
(Restriction 2) A cofferdam having a width of 900 mm or more must be disposed between the space for installing the LNG fuel tank and the engine room.

Vessels that use heavy oil as a fuel for propulsion engines, that is, conventional vessels, mainly use double bottoms as fuel tanks. However, installing a LNG fuel tank in the double bottom is virtually impossible. Although there are many strength members that support the hull structure in the double bottom, in order to place a meaningful LNG fuel tank in the double bottom, the strength members can not have the necessary dimensions, and as a ship It is because it does not hold.

Under such circumstances, various inventions have been made for ships equipped with LNG fuel tanks. For example, in the ship described in Patent Document 1, the LNG fuel tank is disposed on the center line of the hull inside the hull, and the cargo oil tank is disposed on the right and left, that is, between the LNG fuel tank and the ship-side outer plate. Satisfy limit 1. In addition, the above-mentioned ship arranges an LNG fuel tank in the range of 35% of the full length of the hull from the central position of the full length in the hull to the bow side or 30% of the full length from the central position to the aft side. The above restriction 2 is satisfied by arranging the LNG fuel tanks at the front and back.

Patent Document 2 discloses a ship in which an LNG fuel tank is installed inside a hull and the upper deck above the LNG fuel tank is a cargo loading area. Patent Document 3 discloses a ship in which an LNG fuel tank is installed inside the hull below the cabin area located on the upper deck of the ship. In the ship disclosed in

Patent Documents

2 and 3, the LNG fuel tank is disposed far from the engine room at the stern, or the liquid fuel tank is disposed between the LNG fuel tank and the engine room. So, the above restriction 2 is satisfied.

Patent Literature 4 and Patent Literature 5 disclose a ship in which an LNG fuel tank is installed on the upper deck in front of a boat bridge structure. The ship disclosed in

Patent Documents

4 and 5 places the LNG fuel tank on the upper deck in front of the bridge structure, thereby keeping the LNG fuel tank away from the engine room and satisfying the restriction 2 described above. The ship disclosed in Patent Document 4 appears to satisfy the above-mentioned limit 1 by arranging the LNG fuel tank on the ship center line. On the other hand, in the ship disclosed in Patent Document 5, the two LNG fuel tanks are disposed close to the outer shell, respectively, and therefore, it does not seem to satisfy the restriction 1.

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

According to the inventions described in Patent Literatures 1 and 2, the LNG fuel tank is installed inside the hull, that is, in a section originally used as a hold, so there is a problem that the hold volume decreases. Further, 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 room, the hold volume is further reduced.

According to the inventions described in

Patent Documents

4 and 5, since the LNG fuel tank is installed on the upper deck, the hold volume does not decrease. However, when the invention described in

Patent Documents

4 and 5 is carried out in a ship transporting solid cargo, for example, a bulk cargo ship or a container carrier, the cargo during cargo handling work may interfere with the LNG fuel tank. In addition, the installation of the LNG fuel tank may restrict the size and position of the hatch. These may reduce the efficiency of cargo handling work. In addition, since the container carrier also mounts the container on the upper deck, installing the LNG fuel tank on the upper deck reduces the number of containers that can be mounted.

The present invention has been made in view of such a background, and it is a ship whose holding capacity does not decrease due to the installation of a gas fuel tank, and which does not cause interference between cargo and gas fuel tank during cargo handling work. Intended to provide.

In order to achieve the above object, the ship according to the present invention comprises an engine room inside the hull behind the hold section, a ship bridge structure on the upper deck behind the hold section, and a rear part of the ship bridge structure A gas fuel tank independent of the bridge structure is provided on the upper deck.

The gas fuel tank may be placed on a support structure erected on the upper deck and separated from the upper deck.

The boat bridge structure includes a main structure occupying a front portion of the boat bridge structure, and two side structures disposed behind the main structure and continuous with the main structure, the two bodies The side structures of the ship are spaced apart in the width direction of the hull, and as a result, the bridge structure has a "C" shape in which the rear of the hull is open in a planar shape, and the tank for gas fuel is In the planar form, at least a portion thereof may be sandwiched between the two side structures.

The stack structure includes two chimney structures disposed on the upper deck behind the ship bridge structure and independent from the ship bridge structure, and the two chimney structures are arranged at intervals in the width direction of the hull. The gas fuel tank may have at least a part thereof sandwiched between the two chimney structures in a planar shape.

According to the present invention, since the gas fuel tank is disposed on the upper deck, the installation of the gas fuel tank does not reduce the hold volume. Further, since the gas fuel tank is disposed at the rear of the bridge structure, the cargo being handled does not interfere with the gas fuel tank.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view of the ship which concerns on the 1st Embodiment of this invention. It is a partially expanded side view of the stern part of the ship shown in FIG. It is a top view of the stern part of the ship shown in FIG. 1, Comprising: It is a partially expanded top view corresponding to FIG. It is a side view of the LNG fuel tank cover with which the vessel shown in Drawing 1 is provided. It is an LNG fuel tank outline drawing with which the vessel shown in Drawing 1 is equipped, and (a) is a side view, and (b) is a rear view (figure seen from the direction shown by arrow A in (a)). It is a rear elevation showing another example of the LNG fuel tank. It is a partial enlarged side view of the stern part of the ship concerning a 2nd embodiment of the present invention. It is a partial enlarged plan view of the stern part of the ship shown in FIG.

Hereinafter, an embodiment of a vessel according to the present invention will be described in detail with reference to the drawings. In the drawings, the same or equivalent parts are denoted by the same reference numerals.

First Embodiment
FIG. 1 is a side view of a ship 1 according to a first embodiment of the present invention. The ship 1 is a bulk cargo ship that stacks solid cargo in bulk. As shown in FIG. 1, a plurality of transverse bulkheads 2 are disposed on the hull of the ship 1 to form a plurality of sections. The frontmost part of the hull, ie the section formed at the bow end, is called the bow section 3. In the bow section 3, a deck long storage 3a, a storage shed 3b, and a ballast tank (fore peak tank) 3c are arranged. A cargo compartment 4 is disposed behind the bow section 3, that is, on the stern side (hereinafter, a direction toward the stern is referred to as "backward" and a direction toward the bow is referred to as "forward" in this specification). The hold section 4 is further divided by the horizontal bulkhead 2, and first to seventh hold 4a to 4g are formed. A hatch 4h is disposed above the first to seventh holds 4a to 4g.

An engine room 5 is disposed in the rear section of the hold section 4. In the engine room 5, various devices (not shown), such as a main unit for driving the propeller 6, an auxiliary unit for driving a generator, a ballast pump for injecting and discharging ballast water, and the like are disposed. A section located at the rear of the engine room 5, that is, at the stern end is called a stern section 7. The upper part of the stern section 7 is used as a steering wheel room 8, and a steering wheel not shown is arranged. The steering machine is a machine that changes the steering angle of the rudder 9. The lower part of the steering unit 8, that is, the lower part of the stern section 7 is used as a ballast tank (after peak tank) 10.

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

A bridge structure 14 is disposed on the upper deck 13 behind the hold section 4. The LNG fuel tank cover 15 is disposed on the upper deck 13 behind the bridge structure 14. As described later, the LNG fuel tank is disposed inside the LNG fuel tank cover 15. The LNG fuel tank stores liquefied natural gas (LNG) which is used as fuel of a main engine (not shown) of the ship 1.

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 boat bridge structure 14 has a plurality of decks, and the wheelhouse 16 is disposed in the top layer. The wheelhouse 16 is a place where a watchman is placed during a voyage to watch and maneuver. In each layer, a crew room, a dining room, a cooking room, and an entertainment room are arranged. On the upper floor, rooms for the captain, the chief engineer and senior staff members are arranged, and below that, rooms for general staff members, senior staff members and general staff members are arranged in order. Furthermore, an office room, a warehouse and a sick room such as a cafeteria, a cooking room and an entertainment room are arranged in the lower layer. Further, a radar mast 17 and a chimney 18 are disposed on the upper part of the bridge structure 14.

As described above, the LNG fuel tank cover 15 is disposed behind the bridge structure 14. As shown in FIG. 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 columns 19 erected on the upper deck 13 and is lifted from the upper deck 13. Therefore, a gap 20 is formed between the LNG fuel tank cover 15 and the upper deck 13. In addition, on the upper deck 13 below the LNG fuel tank cover 15, a mooring machine (for example, mooring winch) not shown is disposed. The clearance 20 is used as a space for arranging the mooring machine, a space for passing the mooring cords, and a space for an operator who operates the mooring machine to enter and leave. Therefore, in the present embodiment, the height of the gap 20 (= the height of the support 19) is about 3 m. The upper deck 13 is also a 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 restriction 2 by the above-mentioned IGF code is satisfied. The support 19 is an example of a support structure for separating the LNG fuel tank cover 15 from the upper deck 13.

As shown in FIG. 3, the boat bridge structure 14 includes a main structure 14a that occupies the front of the boat bridge structure 14 and two side structures that are behind the main structure 14a and are continuous with the main structure 14a. It is equipped with 14b. In FIG. 3, a two-dot chain line indicates a boundary between the main structure 14 a and the side structure 14 b. The two side structures 14 b are spaced apart from each other symmetrically with respect to the hull center line CL. Therefore, the boat bridge structure 14 is formed in a planar shape in the shape of a "U" in which the rear of the hull is open. The chimney 18 is configured integrally with the side structure 14b.

The LNG fuel tank cover 15 is flat and located on the hull center line CL, and is disposed behind the main structure 14a. Further, at least a part of the LNG fuel tank cover 15 is sandwiched between the two side structures 14b. That is, the two side structures 14 b are disposed on the mantle side as viewed from the LNG fuel tank cover 15. In addition, the LNG fuel tank cover 15 is disposed at an interval from the main structure 14a and the side structure 14b. Therefore, the LNG fuel tank cover 15 is independent of the bridge structure 14.

Further, in the LNG fuel tank cover 15 in the LNG fuel tank cover 15, the distance D between the left and right weir sides 13 p, 13 s and the LNG fuel tank 21 is 1⁄5 or more of the hull width (type width) of the ship 1 Is located in Therefore, the restriction 1 by the above-mentioned IGF code is satisfied. Moreover, the place where the side structure 14b of the boat bridge structure 14 is disposed is a place where the distance measured from the left and

right heel sides

13p, 13s is 1⁄5 or less of the width (type width) of the hull of the ship 1. That is, the place where the side structure 14b is arranged is basically a place where the LNG fuel tank 21 can not be installed due to the restriction 1 by the IGF code.

The LNG fuel tank will be described. As shown in FIG. 4, an LNG fuel tank 21 and a saddle 22 supporting the LNG fuel tank 21 are disposed inside the LNG fuel tank cover 15. As shown in FIGS. 5 (a) and 5 (b), the LNG fuel tank 21 is a cylindrical pressure vessel made of nickel steel, aluminum alloy or the like. In addition, the outer surface of the LNG fuel tank 21 is covered with a heat protection layer of foam polyurethane resin (not shown). The saddle 22 is a steel stand that supports the LNG fuel tank 21. The LNG fuel tank cover 15 is a structure that protects the LNG fuel tank 21 from wind and rain and encloses the periphery of the LNG fuel tank 21 in a gas tight manner. Further, 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.

The number of the LNG fuel tanks 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 LNG fuel tanks 21 may be disposed in the lower part and one in the upper part, that is, a total of three may be disposed by accumulation. Alternatively, two LNG fuel tanks 21 may be disposed in the lower part and two in the upper part, that is, a total of four may be disposed in the “characters of the field”.

As described above, the following effects occur in the first embodiment.
(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 hold section 4 does not decrease.
(2) Since the hold section 4 is arranged in front of the bridge structure 14 and the LNG fuel tank cover 15 is arranged behind the bridge structure 14, the cargo may interfere with the LNG fuel tank cover 15 during the loading operation. Absent. In addition, the position and size of the hatch 4h are not restricted. Therefore, the efficiency of cargo handling will not be impaired.
(3) Since the LNG fuel tank cover 15 is lifted from the upper deck 13 to form the gap 20 between the LNG fuel tank cover 15 and the upper deck 13, the hoisting machinery can be disposed behind the bridge structure 14.
(4) Since the side structure 14b is disposed at the position where the installation of the LNG fuel tank 21 is limited on the outer side of the LNG fuel tank cover 15, the bridge structure is not reduced without reducing the volume of the LNG fuel tank 21. The volume of object 14 can be expanded. That is, it is possible to expand the volumes of the bridge structure 14 and the LNG fuel tank 21 by utilizing the area of the upper deck 13 behind the main structure 14a without waste.

Second Embodiment
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 and the LNG fuel tank cover 15 is independent from the bridge structure 14. Common to the first embodiment. Further, as shown in FIG. 8, the second embodiment is in common with the first embodiment in that the LNG fuel tank cover 15 is disposed on the hull center line CL in the planar shape of the ship 1.

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

As described above, according to the present invention, since the LNG fuel tank cover 15 is disposed on the upper deck 13 and the LNG fuel tank 21 is disposed inside the LNG fuel tank cover 15, the installation of the LNG fuel tank 21 is performed. Does not reduce the ship's hold volume. Moreover, since the hold section 4 is disposed in front of the bridge structure 14 and the LNG fuel tank cover 15 is disposed behind the bridge structure 14, the cargo during the cargo handling operation does not interfere with the LNG fuel tank cover 15. . Therefore, the efficiency of cargo handling work is improved. That is, according to the present invention, a ship provided with an LNG fuel tank and having a hold volume equivalent to that of a conventional ship is made to have the same basic dimensions (length, width, depth, spring, etc.) as a conventional ship. It can be realized. Even in the case where the basic dimensions are restricted due to a service route or a port, it is possible to provide a vessel having the same hold volume as that of the conventional vessel. In addition, it is possible to provide a ship that can perform cargo handling at the same efficiency as a conventional ship.

The above embodiment is an illustration of a specific embodiment of the present invention, and the technical scope of the present invention is not limited by the description of the above embodiment. The present invention can be freely modified or modified and implemented within the technical idea shown in the claims.

In the first and second embodiments, the ship 1 including two chimneys 18 is illustrated, but the technical scope of the present invention is not limited to the ship 1 including two chimneys 18. The chimney 18 may be only one. One of the two chimneys 18 may be a real chimney, that is, a chimney having an exhaust pipe, and the other may be a so-called dummy funnel, that is, a structure that does not have an exhaust pipe and that resembles the chimney just in appearance. Alternatively, three or more chimneys 18 may be provided.

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

In the first and second embodiments, the LNG fuel tank 21 is enclosed in a gas tight manner by the LNG fuel tank cover 15, but the technical scope of the present invention is not limited to this. As described later, the structure of the LNG fuel tank cover 15 can be changed depending on the type and standard of the LNG fuel tank 21. For example, the LNG fuel tank cover 15 may be a skeleton-like 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 so that the LNG fuel tank 21 may be cooled or fire-protected in an emergency. The LNG fuel tank 21 may be installed in open-air if permitted by laws and regulations and classification rules.

In the first and second embodiments, an example in which the LNG fuel tank 21 is used as a pressure vessel has been shown. That is, the example in which the LNG fuel tank 21 is classified into type C in the IGF code is shown. Moreover, the example which equips the outer surface of the LNG fuel tank 21 with the heat-insulation layer of foaming polyurethane resin was shown. That is, the example which makes the LNG fuel tank 21 the pressure vessel of an external insulation type was shown. In the case where the LNG fuel tank 21 is a type C pressure vessel, that is, in the first and second embodiments, making the LNG fuel tank cover 15 gas tight is not a duty under the law or the class rules.

However, the LNG fuel tank 21 is not limited to the type C pressure vessel. The LNG fuel tank 21 may be a self-supporting tank that stores LNG at normal pressure. Alternatively, it may be a non-self supporting tank, for example, a membrane tank. Further, the LNG fuel tank 21 is not limited to the external heat insulation type pressure vessel. The LNG fuel tank 21 may be a vacuum insulation type pressure vessel provided with a double shell.

When the LNG fuel tank 21 is a self-supporting tank that stores LNG at normal pressure, the LNG fuel tank 21 may be type A or type B in the IGF code. For example, if it is proved that the structural design of the self-supporting type LNG fuel tank 21 is performed by the strength calculation formula based on the class rule and the class rule has a function required for the type A, the LNG fuel tank 21 is Is classified into type A. In this case, it is obliged to install a complete secondary barrier in the LNG fuel tank 21.

Further, if it is proved that the structural design of the self-supporting type LNG fuel tank 21 is performed by the strength calculation formula based on the class rule, and the class rule has a function required for the type B, the LNG fuel tank 21 concerned. Is classified into type B. In this case, the LNG fuel tank 21 is obliged to install a partial secondary barrier.

In the first and second embodiments, it has been exemplified that the LNG fuel tank cover 15 is supported by the support column 19 and the gap 20 is formed between the LNG fuel tank cover 15 and the upper deck 13. Further, the height of the gap 20 (= the height of the support 19) is exemplified to be about 3 m. However, the height of the gap 20 is an optional item in design, and the height of the gap 20 is not limited to about 3 m. Also, the height of the gap 20 may be zero. That is, the support 19 may be omitted and the LNG fuel tank cover 15 may be placed directly on the upper deck 13. In this case, if the height of the saddle 22 is selected, for example, so that the distance between the LNG fuel tank 21 and the upper deck 13 is 900 mm or more, the restriction 2 of the IGF code can be satisfied.

In the first and second embodiments, the support 19 is illustrated as a specific example of the support structure for separating the LNG fuel tank cover 15 from the upper deck 13, but the support structure is not limited to the support 19.

In the first and second embodiments, the ship 1 in which the LNG fuel tank cover 15 is extended 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 located in front of the stern end. In this way, since there is a space for placing 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, it becomes possible to place the LNG fuel tank cover 15 directly on the upper deck 13.

In the first embodiment, an example is shown in which the distance D between the left and

right heel sides

13p, 13s and the LNG fuel tank 21 is set to 1⁄5 or more of the width of the ship 1 If the width exceeds 57.5 m, that is, if 1⁄5 of the ship width exceeds 11.5 m, the distance D may be 11.5 m or more.

In the IGF code, it is accepted that the distance D is determined by a stochastic method. That is, when the probability that the LNG fuel tank 21 is damaged due to a collision with another ship or the like is smaller than the allowable value defined by the IGF code, the distance D is 1⁄5 or 11.5 m of the body width of the ship 1 Can also be smaller.

In addition, the provisional draft of the IGF code was published on June 1, 2009, at the 86th Maritime Safety Commission (MSC 86) of the International Maritime Organization (IMO). ENGINE INSTALLATIONS IN SHIPS). The final draft of the IGF code was adopted by the 95th Maritime Safety Commission (MSC 95) on June 11, 2015. MSC 95 also adopted a draft amendment to the SOLAS Convention to make the IGF Code mandatory. The draft and final draft are described in the following report. These can be downloaded from the website operated by IMO (https://docs.imo.org/). Please refer to these if necessary.
Interim plan
REPORT OF THE MARITIME SAFETY COMMITTEE ON ITS EIGHTY-SIXTH SESSION (MSC 86/26 / Add.1)
Final plan
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 the specification, claims, figures, and abstract filed on May 29, 2015. The disclosure content of this original patent application is hereby incorporated by reference in its entirety.

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

1 Vessel 2 Horizontal bulkhead 3 Bow section 3a Deck length warehouse 3b Chain storage 3c Ballast tank (fore peak tank)
4 hold section 4a to 4g 1st to 7 hold 4h hatch 5 engine room 6 propeller 7 stern section 7a stern plate 8 steering unit room 9 rudder 10 ballast tank (Aft peak tank)
11 inner bottom plate 12 double bottom 13 upper deck 13 p side (left side)
13s side (right side)
14 Bridge structure 14a Main structure 14b Side structure 15 LNG fuel tank cover 15a Rear end face 16 Steering room 17 Radar mast 18 Chimney 19 Strut 20 Clearance 21 LNG fuel tank 22 Saddle

Claims

An engine room is provided inside the hull behind the hold section,
A bridge structure is provided on the upper deck behind the hold section,
A vessel comprising a gas fuel tank independent of the bridge structure on the upper deck behind the bridge structure.
The gas fuel tank is mounted on a support structure erected on the upper deck and is separated from the upper deck.
The ship according to claim 1.
The ship bridge structure includes a main structure occupying a front portion of the ship bridge structure, and two side structures disposed behind the main structure and continuous with the main structure.
The two side structures are spaced apart in the width direction of the hull,
As a result, the above-mentioned bridge structure has a "C" shape open in the rear of the hull in a planar form,
At least a part of the gas fuel tank in a planar shape is sandwiched between the two side structures.
The ship according to claim 1 or 2.
The stack structure includes two chimney structures disposed on the upper deck behind the bridge structure and independent from the bridge structure.
The two chimney structures are spaced apart in the width direction of the hull,
The gas fuel tank is, in a planar form, at least a part of which is sandwiched between the two chimney structures.
The ship according to claim 1 or 2.