WO2023204082A1

WO2023204082A1 - Ship

Info

Publication number: WO2023204082A1
Application number: PCT/JP2023/014550
Authority: WO
Inventors: 恒一奥田; 康充久間; 誠勝部
Original assignee: 三菱造船株式会社
Priority date: 2022-04-19
Filing date: 2023-04-10
Publication date: 2023-10-26
Also published as: JP2023158761A

Abstract

This ship comprises: a hull; a fuel tank for storing liquefied gas; an engine room which is provided inside the hull and accommodates a combustion apparatus that uses, as fuel, the liquefied gas supplied from the fuel tank; a bunkering station that has a connection port that can be connected with an external pipe through which the liquefied gas is supplied into or onto the hull from outside the hull; a gas control room which has a control room body that is provided in contact with the bunkering station and that forms an airlock compartment, a gas leakage sensor for detecting leakage of gas within the control room body, and a ventilation apparatus for ventilating the control room body; and piping which is connected to the connection port at one end and to the fuel tank at the other end. The piping is directly introduced into the control room body from the bunkering station.

Description

ship

TECHNICAL FIELD This disclosure relates to ships.
This application claims priority to Japanese Patent Application No. 2022-068733 filed in Japan on April 19, 2022, the contents of which are incorporated herein.

Patent Document 1 discloses the configuration of a ship that includes a fuel tank, a tank connection space, and a fuel adjustment room. The fuel tank stores liquefied gas. The liquefied gas stored in the fuel tank is supplied to engines, generators, boilers, etc. as fuel used for navigation of ships. The tank connection space is equipped with a barrier that airtightly covers the connections with piping, valves, etc. connected to the fuel tank. When gas leaks from a connection such as a pipe connected to a fuel tank, the tank connection space traps the leaked gas inside the barrier.

Japanese Patent Application Publication No. 2021-133855

The tank connection space as described above is arranged in preparation for gas leakage at the connection between the fuel tank and piping, etc. On the other hand, in areas that are not surrounded by protective walls, it is often necessary to have double-layered piping to prevent gas from leaking in the unlikely event of a leak. However, creating a double structure for piping requires a great deal of cost.

The present disclosure has been made in order to solve the above problems, and is a ship that can effectively suppress gas leakage while reducing the length of the double-structured piping part and reducing costs. The purpose is to provide

In order to solve the above problems, a ship according to the present disclosure includes a hull, a fuel tank, an engine room, a bunkering station, a gas management room, and piping. The fuel tank stores liquefied gas. The engine room is provided within the hull. The engine room houses a combustion device. The combustion device uses gas supplied from the fuel tank as fuel. The bunkering station has a connection port to which an external pipe for supplying the liquefied gas from the outside of the ship body into or onto the ship body can be connected. The gas management room includes a management room main body, a gas leak sensor, and a ventilation device. The management room body forms an airtight compartment adjacent to the bunkering station. The gas leak sensor detects a leak of the gas within the control room main body. The ventilation device performs ventilation within the main body of the management room. One end of the piping is connected to the connection port, and the other end is connected to the fuel tank. The piping is directly introduced into the control room main body from the bunkering station.

According to the ship of the present disclosure, gas leakage can be effectively suppressed while reducing the length of the portion where the piping has a double structure and reducing costs.

1 is a side view showing a schematic configuration of a ship according to a first embodiment of the present disclosure. FIG. 1 is a plan view of a ship according to a first embodiment of the present disclosure. FIG. 1 is a sectional view of a ship according to a first embodiment of the present disclosure. FIG. 1 is a diagram showing the configuration of a gas management room in a ship according to a first embodiment of the present disclosure. FIG. 2 is a side view showing a schematic configuration of a ship according to a second embodiment of the present disclosure. FIG. 3 is a plan view of a ship according to a second embodiment of the present disclosure. FIG. 3 is a diagram showing the configuration of a gas management room in a ship according to a second embodiment of the present disclosure.

Hereinafter, a ship according to an embodiment of the present disclosure will be described with reference to FIGS. 1 to 7.
<First embodiment>
(Overall configuration of the ship)
As shown in FIGS. 1 and 2, a ship 1A of this embodiment includes at least a hull 2, a fuel tank 10A, an engine room Se, a bunkering station 20, and a gas management room 30A. The type of ship 1A is not limited to a specific type. The types of ships 1A include, for example, carriers for liquefied gases such as liquefied natural gas (LNG), carbon dioxide, and ammonia, bulk carriers, ferries, RORO ships (Roll-on/Roll-off ships), and PCTCs (Pure Car & Roll-off ships). Examples include truck carriers, passenger ships, and the like. Furthermore, the bunkering station 20 is not limited to the shape shown in FIG.

As shown in FIGS. 1 to 3, the hull 2 has a pair of

sides

3A and 3B, a bottom 4, and an upper deck 5, which form the outer shell. The

sides

3A and 3B have a pair of side outer plates forming port and starboard sides, respectively. The bottom 4 has a bottom shell plate that connects these

sides

3A and 3B. The pair of

sides

3A, 3B and the bottom 4 form the outer shell of the hull 2 into a U-shape in a cross section perpendicular to the bow and stern direction FA. The hull 2 is provided with multiple deck layers including an upper deck 5 and an inner bottom plate 6 inside. The upper deck 5 is a full deck located at the top layer. The upper deck 5 is exposed to the outside. As shown in FIGS. 1 and 2, an upper structure 7 is provided on the upper deck 5. The upper structure 7 is formed on the upper deck 5 on the stern 2b side of the hull 2. The superstructure 7 has a living area.

As shown in FIG. 1, a plurality of sections S are formed within the hull 2. The plurality of sections S are arranged in the bow and aft direction FA within the hull 2. A plurality of partition walls 11 are formed within the hull 2 at intervals in the bow and aft direction FA. Between the pair of

sides

3A and 3B, the space between the inner bottom plate 6 and the upper deck 5 is divided in the bow and aft direction FA by a plurality of partition walls 11. A plurality of sections S are formed by partitioning the inside of the hull 2 in the bow and aft direction FA by a plurality of partition walls 11. In this embodiment, as the plurality of sections S, seven sections S1 to S7 are arranged in the bow and aft direction FA.

Of the plurality of sections S1 to S7, the section S1 located closest to the stern 2b in the bow and aft direction FA is the engine room Se. A combustion device 15 is housed in a compartment S1 serving as an engine room Se. The combustion device 15 burns gas as fuel supplied from the fuel tank 10A. In this embodiment, the combustion devices 15 are, for example, a main engine and an auxiliary engine. The combustion device 15 as a main engine exerts a propulsive force for navigating the vessel 1A. The combustion device 15 as a main engine rotates a screw 8 provided outside the stern 2b of the hull 2. The combustion device 15 as an auxiliary machine generates power and steam used within the ship 1A. In this embodiment, the combustion device 15 as an auxiliary machine can be, for example, a generator engine for driving a generator (not shown). As the combustion device 15, for example, a boiler that generates steam for use within the hull 2, a gas turbine, a reciprocating engine, etc. can be used.

A fuel adjustment chamber 45 is arranged above the engine room Se. The fuel adjustment chamber 45 includes an adjustment device 45m that adjusts the gas supplied from the fuel tank 10A. The adjustment device 45m, for example, vaporizes the liquefied gas supplied from the fuel tank 10A and supplies it to the combustion device 15. Examples of the adjusting device 45m include a vaporizer, a pump, a compressor, etc. used to vaporize liquefied gas, and a compressor that pressurizes gas. The fuel adjustment chamber 45 has an airtight structure, and the interior thereof is ventilated by a ventilation device (not shown). The ventilation device is set to ventilate the air in the fuel adjustment chamber 45, for example, 30 times or more per hour. Further, the fuel adjustment chamber 45 is provided with a gas leak sensor (not shown). When the gas leak sensor detects gas at a predetermined concentration or higher in the atmosphere inside the fuel adjustment chamber 45, the gas leak sensor outputs a detection signal to the ventilation system controller, and the ventilation system that receives the detection signal outputs a detection signal to the ventilation system controller. The device controller issues an alarm.

Among the plurality of compartments S1 to S7, the other compartments S2 to S6, excluding the compartment S1 serving as the engine room Se and the compartment S7 closest to the bow 2a, are so-called cargo compartments that accommodate cargo to be transported by the ship 1A. It is said to be Sc.

The fuel tank 10A stores liquefied gas, such as ammonia, which becomes the fuel for the combustion device 15. The fuel tank 10A is provided in the hull 2. In this embodiment, the fuel tank 10A is provided within the hull 2. The fuel tank 10A is accommodated in one of the compartments S2 to S6 as the cargo compartment Sc. In this embodiment, the fuel tank 10A is housed in, for example, the section S3.

As shown in FIG. 3, the section S3 is surrounded by the inner bottom plate 6 and the upper deck 5, for example, between the pair of

sides

3A and 3B. A pair of upper

inclined plates

18A and 18B are provided at the upper part of the fuel tank 10A. The upper inclined plate 18A, which is one of the pair of upper

inclined plates

18A and 18B, extends obliquely upwardly from the one side 3A toward the inside in the ship width direction Dw, and is connected to the upper deck 5. . The other upper inclined plate 18B is connected to the upper deck 5 by extending obliquely upwardly from the other side 3B toward the inside in the ship width direction Dw.

A pair of lower

inclined plates

19A and 19B are provided at the lower part of the fuel tank 10A. One lower inclined plate 19A of the pair of lower

inclined plates

19A and 19B extends obliquely downwardly from one side 3A toward the inside in the ship width direction Dw, and is connected to the inner bottom plate 6. . The other lower inclined plate 19B extends obliquely downwardly from the other side 3B toward the inside in the ship width direction Dw, and is connected to the inner bottom plate 6.

As shown in FIG. 4, the bunkering station 20 is arranged on the upper deck 5. The bunkering station 20 has a connection port 22 . The connection port 22 can be detachably connected to an external pipe (not shown) for supplying liquefied gas from the outside to the fuel tank 10A. One end of a pipe 50 is connected to the connection port 22 from inside the hull 2 . The other end of this pipe 50 is connected to the fuel tank 10A. Piping 50 supplies liquefied gas supplied from the outside through external piping to fuel tank 10A. Further, one end of a return pipe (not shown) is connected to the connection port 22 . The return pipe returns the gas pushed out from the fuel tank 10A to the outside of the ship when the gas is supplied to the fuel tank 10A through the pipe 50. As shown in FIG. 2, the bunkering stations 20 are arranged, for example, on one side 3A and on the other side 3B.

As shown in FIG. 4, the gas management room 30A includes a management room main body 31A, a gas leak sensor 32, and a ventilation device 33. The management room main body 31A forms an airtight compartment that is in contact with the bunkering station 20. The management room main body 31A is formed on the lower side of the upper deck 5. As shown in FIGS. 1, 2, and 4, in this embodiment, the management room main body 31A includes a first management room main body 34, a second management room main body 35, and a connecting part 36. .

The first control room main body 34 extends in the ship width direction Dw so as to connect a position in contact with the bunkering station 20 on one side 3A side and a position in contact with the bunkering station 20 on the other side 3B side. The first management room main body 34 is in contact with the bunkering station 20 at each position in contact with the bunkering station 20. As shown in FIG. 4, the piping 50, one end of which is connected to the connection port 22 of each bunkering station 20, penetrates the upper deck 5 and is directly introduced into the first control room main body 34.

As shown in FIG. 2, the connecting portion 36 is arranged at the top of the fuel tank 10A. In this embodiment, the connecting portion 36 is disposed at the middle portion of the first management room main body 34 in the longitudinal direction. Within the connecting portion 36, the other end of the pipe 50 is connected to the fuel tank 10A. The piping 50 introduced into the first management room main body 34 from a position in contact with each bunkering station 20 extends along the first management room main body 34 and is guided into the connection part 36. Within the connecting portion 36, the other end of the pipe 50 is connected to the fuel tank 10A. Further, within the connecting portion 36, one end of the fuel supply pipe 51 is connected to the fuel tank 10A.

As shown in FIG. 1, one end of the second control room main body 35 is connected to the first control room main body 34 at a position in contact with the bunkering station 20 on one side 3A. The second control room main body 35 extends from a position in contact with the bunkering station 20 on one side 3A toward the stern 2b side in the bow and aft direction FA.

As shown in FIG. 4, the other end of the second control chamber main body 35 is in contact with the fuel adjustment chamber 45. A fuel supply pipe 51 whose one end is connected to the fuel tank 10A is introduced into the fuel adjustment chamber 45 from the first control chamber main body 34 through the second control chamber main body 35. The fuel supply pipe 51 penetrates the partition wall 11 and is introduced into the fuel adjustment chamber 45. The other end of the fuel supply pipe 51 is connected to the adjustment device 45m within the fuel adjustment chamber 45. The fuel supply pipe 51 supplies the gas in the fuel tank 10A to the adjustment device 45m.

As described above, the first management room main body 34, the second management room main body 35, and the connection part 36 that constitute the management room main body 31A are in communication with each other. Inside the connection part 36 of the control room main body 31A, a pipe 50 and a fuel supply pipe 51 are connected to the fuel tank 10A. That is, the management room main body 31A of the gas management room 30A substantially forms a so-called tank connection space 41A.

It is preferable that the management room main body 31A be formed using at least a portion of the members that constitute the hull 2. For example, the management room main body 31A formed below the upper deck 5 may have its upper surface formed using the upper deck 5. The control room main body 31A can be formed by joining a metal member having a U-shaped cross section or a V-shaped cross section to the lower side of the upper deck 5, for example. As shown in FIG. 3, for example, the second control room main body 35 extending in the bow and stern direction FA includes the upper deck 5, the upper inclined plate 18A, and the side plate provided between the upper deck 5 and the upper inclined plate 18A. 17.

As shown in FIG. 4, the gas leak sensor 32 detects gas leak within the management room main body 31A. The gas leak sensor 32 is placed at an appropriate location within the control room main body 31A. A plurality of gas leak sensors 32 may be arranged at intervals in the control room main body 31A. The gas leak sensor 32 outputs a detection signal to the controller 37 when gas having a predetermined concentration or higher is detected in the atmosphere inside the management room main body 31A.

The ventilation device 33 ventilates the inside of the management room main body 31A. The ventilation air volume of the ventilation device 33 is set so that the inside of the control room main body 31A can be ventilated, for example, 30 times per hour.

(effect)
In the ship 1A of the embodiment described above, the gas management room 30A includes a management room main body 31A that forms an airtight compartment in contact with the bunkering station 20. A pipe 50 whose one end is connected to the connection port 22 of the bunkering station 20 and whose other end is connected to the fuel tank 10A is directly introduced from the bunkering station 20 into the control room main body 31A. The gas management room 30A includes a gas leak sensor 32 and a ventilation device 33. The inside of the control room main body 31A is ventilated by a ventilation device 33. By inserting the piping 50 into the management room main body 31A, the piping 50 does not necessarily need to be a double pipe. Therefore, the length of the double-structured portion of the piping 50 can be suppressed to reduce costs, and gas leakage can be effectively suppressed.

Furthermore, the management room main body 31A into which the pipe 50 is directly introduced from the bunkering station 20 can substantially form the tank connection space 41A.

Further, the fuel tank 10A is housed in the cargo compartment Sc within the hull 2, and the gas management room 30A forms a tank connection space 41A formed on the lower side of the upper deck 5. In such a configuration, by inserting the piping 50 into the management chamber main body 31A of the gas management chamber 30A, the length of the double-layered portion of the piping 50 can be suppressed.

Furthermore, since the gas management room 30A is formed on the lower side of the upper deck 5, the piping 50 inserted into the management room main body 31A is not exposed on the upper deck 5. Therefore, even if an article is dropped onto the upper deck 5 during cargo handling work, damage to the piping 50 can be suppressed. Furthermore, at least a portion of the management room main body 31A is formed using the upper deck 5. Thereby, the control room main body 31A into which the pipe 50 is inserted can be firmly formed.

<Second embodiment>
Next, a second embodiment of the ship according to the present disclosure will be described. The second embodiment described below differs from the first embodiment only in the arrangement of the fuel tank 10B and the configuration of the gas management chamber 30B, so the same parts as in the first embodiment will be described with the same reference numerals. Also, duplicate explanations will be omitted.
As shown in FIGS. 5 to 7, the ship 1B of this embodiment mainly includes a hull 2, a fuel tank 10B, an engine room Se, a bunkering station 20, and a gas management room 30B. .

In this embodiment, the fuel tank 10B is provided on the upper deck 5 of the hull 2. The fuel tank 10B is arranged on the stern 2b side in the bow-stern direction FA with respect to the upper structure 7.

The gas management room 30B includes a management room main body 31B, a gas leak sensor 32, and a ventilation device 33. The management room main body 31B forms an airtight compartment that is in contact with the bunkering station 20. The management room main body 31B is formed on the lower side of the upper deck 5. In this embodiment, the management room main body 31B includes a first management room main body 34, a second management room main body 38, and a connecting portion 39.

The first control room main body 34 extends in the ship width direction Dw so as to connect a position in contact with the bunkering station 20 on one side 3A side and a position in contact with the bunkering station 20 on the other side 3B side.

As shown in FIG. 6, one end of the second control room main body 38 is connected to the first control room main body 34 at a position in contact with the bunkering station 20 on one side 3A. The second control room main body 38 extends from a position in contact with the bunkering station 20 on one side 3A side toward the stern 2b side in the bow and aft direction FA, and is connected to a connecting portion 39.

As shown in FIG. 7, the connecting portion 39 is arranged at the lower part of the fuel tank 10B. The connecting portion 39 is arranged above the upper deck 5. The connecting portion 39 passes through the upper deck 5 and communicates with the second control room main body 38 on the lower side of the upper deck 5.
Further, the middle portion of the second control chamber main body 38 is in contact with the fuel adjustment chamber 45 . The second control chamber main body 38 is in contact with the fuel adjustment chamber 45 with the partition wall 13 in between.

The piping 50 introduced into the second control room main body 38 from a position in contact with the bunkering station 20 runs along the second control room main body 38 inside the second control room main body 38 toward the connection part 39 on the stern 2b side. It is extending. Within the connecting portion 39, the other end of the pipe 50 is connected to the fuel tank 10B. Further, within the connecting portion 39, one end of the fuel supply pipe 51 is connected to the fuel tank 10B.

A fuel supply pipe 51 whose one end is connected to the fuel tank 10B is introduced into the fuel adjustment chamber 45 from the second management chamber main body 38. The fuel supply pipe 51 is introduced into the fuel adjustment chamber 45 by penetrating the partition wall 13 that separates the inside of the fuel adjustment chamber 45 and the inside of the second control chamber main body 38 . The other end of the fuel supply pipe 51 is connected to the adjustment device 45m within the fuel adjustment chamber 45. The fuel supply pipe 51 supplies the gas in the fuel tank 10B to the adjustment device 45m.

As described above, the first management room main body 34, the second management room main body 38, and the connecting portion 39 that constitute the management room main body 31B are integrally connected. Inside the connection part 39 of the control room main body 31B, a pipe 50 and a fuel supply pipe 51 are connected to the fuel tank 10B. That is, the management room main body 31B of the gas management room 30B is substantially formed as a part of the so-called tank connection space 41B and the fuel adjustment chamber 45.

(effect)
In the ship 1B of the above embodiment, the fuel tank 10B is arranged on the upper deck 5, and the tank connection space 41B and the gas management room 30B formed as part of the fuel adjustment room 45 are arranged on the upper deck 5. formed on the bottom. In this case, the pipe 50 is inserted into the control room main body 31B of the gas control room 30B. Thereby, the length of the portion where the piping 50 has a double structure can be suppressed.

Furthermore, similarly to the first embodiment, the gas management room 30B includes a management room main body 31B that forms an airtight compartment that is in contact with the bunkering station 20. A pipe 50, one end of which is connected to the connection port 22 of the bunkering station 20 and the other end connected to the fuel tank 10B, is directly introduced from the bunkering station 20 into the control room main body 31B. The gas management room 30B includes a gas leak sensor 32 and a ventilation device 33. The inside of the management room main body 31B is ventilated by a ventilation device 33. By inserting the piping 50 into the management room main body 31B, there is no need to make the piping 50 a double pipe. Therefore, the length of the double-structured portion of the piping 50 can be suppressed to reduce costs, and gas leakage can be effectively suppressed.

(Other embodiments)
Although the embodiment of the present disclosure has been described above in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and includes design changes within the scope of the gist of the present disclosure. .
In the above embodiment, the

gas management chambers

30A and 30B are configured to be in contact with the fuel adjustment chamber 45, but the configuration is not limited thereto. The

gas management chambers

30A and 30B may be configured to integrally communicate with the fuel adjustment chamber 45.

Further, the

gas management chambers

30A and 30B may be divided into a plurality of parts by partition walls. In this case, the same effects as described above can be obtained by providing the gas leak sensor 32 and the ventilation device 33 in each of the

gas management chambers

30A and 30B that are divided into a plurality of parts by a partition wall.
Further, in the above embodiment, the entire piping 50 is arranged in the

gas management rooms

30A and 30B, but for example, a tank is placed above or on the side of the fuel tank 10B arranged on the upper deck 5. In the case where a connection space is provided, the piping 50 extending upward from the upper deck 5 can also be arranged so as to be exposed to the outside of the gas management room 30B. In this case, only the portion of the pipe 50 exposed to the outside may have a double pipe structure. Further, when a tank connection space is arranged above the fuel tank 10B arranged on the upper deck 5, the above-mentioned management room

main bodies

31A and 31B are separated from the tank connection space. In this case, the management chamber

main bodies

31A and 31B constitute a part of the fuel adjustment chamber 45. That is, the management chamber

main bodies

31A and 31B of the present disclosure form at least one of the tank connection space and the fuel adjustment chamber 45.
Further, the fuel adjustment chamber 45 may be arranged on the upper deck 5.

<Additional notes>
The

ships

1A and 1B described in each embodiment are understood as follows, for example.

(1)

Ships

1A and 1B according to the first aspect include a hull 2,

fuel tanks

10A and 10B that store liquefied gas, and gas provided in the hull 2 and supplied from the

fuel tanks

10A and 10B. A bunkering station 20 having an engine room Se housing a combustion device 15 that uses fuel as fuel, and a connection port 22 to which an external pipe for supplying the liquefied gas from outside the hull to the interior of the hull or onto the hull can be connected. , management room

main bodies

31A and 31B that form an airtight compartment provided so as to be in contact with the bunkering station 20, a gas leak sensor 32 that detects leakage of the gas in the management room

main bodies

31A and 31B, and the management room

main bodies

31A and 31B that form an airtight compartment.

Gas management chambers

30A and 30B each having a ventilation device 33 for ventilating the

chamber bodies

31A and 31B, and a pipe 50 having one end connected to the connection port 22 and the other end connected to the

fuel tanks

10A and 10B, The piping 50 is directly introduced from the bunkering station 20 into the management room

main bodies

31A and 31B.

This eliminates the need for the piping 50 in the portions that pass through the

management room bodies

31A and 31B to be double pipes. Therefore, it is possible to suppress the length of the portion where the piping has a double structure, thereby reducing costs, and effectively suppressing gas leakage.

(2) The

ships

1A, 1B according to the second aspect are the

ships

1A, 1B of (1), in which the

gas management chambers

30A, 30B are connected to the

fuel tanks

10A, 10B and the other end of the piping 50.

Tank connection spaces

41A and 41B are formed surrounding the connection portions of the tank.

Thereby, the management room

main bodies

31A and 31B into which the pipe 50 is directly introduced from the bunkering station 20 substantially form

tank connection spaces

41A and 41B.

(3) A ship 1A according to a third aspect is the ship 1A of (2), in which the fuel tank 10A is accommodated in a cargo compartment Sc formed in the hull 2, and the tank connection space 41A is , is formed on the lower side of the upper deck 5.

Thereby, when the fuel tank 10A is accommodated in the cargo compartment Sc in the hull 2 and the gas management room 30A forms the tank connection space 41A formed on the lower side of the upper deck 5, the management room of the gas management room 30A The piping 50 is inserted into the main body 31A. Thereby, the length of the portion where the piping 50 has a double structure can be suppressed.

(4) The ship 1B according to the fourth aspect is the ship 1B according to (2), in which the fuel tank 10B is arranged on the upper deck 5, and the tank connection space 41B is arranged on the upper deck 5. is formed below the fuel tank 10B.

As a result, when the fuel tank 10B is arranged on the upper deck 5 and the tank connection space 41B is formed on the lower side of the fuel tank 10B on the upper deck 5, the gas management room 30B forming the tank connection space 41B is The piping 50 is inserted into the management room main body 31B. Thereby, the length of the portion where the piping 50 has a double structure can be suppressed.

(5) The

ships

1A and 1B according to the fifth aspect are any one of the

ships

1A and 1B according to (1) to (4), and the

gas management rooms

30A and 30B are located below the upper deck 5. At least a portion of the management room

main bodies

31A and 31B are formed from a member forming the hull 2.

As a result, the

gas management chambers

30A and 30B are formed on the lower side of the upper deck 5, so that the pipes 50 inserted into the

management chamber bodies

31A and 31B are not exposed on the upper deck 5. Therefore, even if an article is dropped onto the upper deck 5 during cargo handling work, damage to the piping 50 can be suppressed. Further, at least a portion of the management room

main bodies

31A, 31B are formed using the upper deck 5. Thereby, the management chamber

main bodies

31A and 31B through which the pipe 50 is inserted can be formed firmly.

1A, 1B... Vessel 2... Hull 2a... Bow 2b...

Stern

3A, 3B... Side 4... Bottom 5... Upper deck 6... Inner bottom plate 7... Upper structure 8...

Screw

10A, 10B... Fuel tank 11... Partition wall 13... Partition Wall 15... Combustion device 17...

Side plate

18A, 18B... Upper

inclined plate

19A, 19B... Lower inclined plate 20... Bunkering station 22...

Connection port

30A, 30B...

Gas control room

31A, 31B... Control room main body 32... Gas leak sensor 33...Ventilation system 34...First control room

main body

35, 38...Second control room

main body

36, 39...Connection part 37...

Controller

41A, 41B...Tank connection space 45...Fuel adjustment room 45m...Adjustment equipment 50...Piping 51... Fuel supply piping S, S1 to S7…Division Sc…Cargo compartment Se…Engine room

Claims

The hull and
a fuel tank that stores liquefied gas;
an engine room provided in the hull and housing a combustion device that uses gas supplied from the fuel tank as fuel;
a bunkering station having a connection port to which an external pipe for supplying the liquefied gas from the outside of the ship to the inside of the ship or onto the ship;
A control room main body that forms an airtight compartment provided in contact with the bunkering station, a gas leak sensor that detects leakage of the gas within the control room main body, and a ventilation device that ventilates the inside of the control room main body. a gas control room,
a pipe whose one end is connected to the connection port and whose other end is connected to the fuel tank,
The said piping is directly introduced into the said management room main body from the said bunkering station.
The ship according to claim 1, wherein the gas management room forms a tank connection space surrounding a connection between the fuel tank and the other end of the piping.
The fuel tank is housed in a cargo compartment formed within the hull,
The ship according to claim 2, wherein the tank connection space is formed below an upper deck of the hull.
The fuel tank is located on the upper deck of the hull,
The ship according to claim 2, wherein the tank connection space is formed below the fuel tank on the upper deck.
The gas management room is formed on the lower side of the upper deck of the ship,
The ship according to any one of claims 1 to 4, wherein at least a portion of the control room main body is formed using the upper deck.