Ship and ship navigation method

Abstract

A ship is provided with: a hull having a pair of sides and an upper deck; a plurality of ballast tanks provided inside the hull along the pair of ship rails, respectively; a cargo hold which is provided in the ship body between the plurality of ballast tanks in the ship width direction and can accommodate bulk cargo; and a tank provided above the ballast tank in the hull and capable of storing liquefied carbon dioxide.

Description

Technical Field

[0001] This disclosure relates to ships and methods of navigation for ships.

[0002] This application claims priority to Japan Patent Application No. 2023-143216 filed on September 4, 2023, the contents of which are incorporated herein by reference. Background Technology

[0003] Patent Document 1 discloses a method for long-distance transportation of ore using an ore transport ship. The ore transport ship disclosed in Patent Document 1 has a cargo hold for holding ore and hatches for putting ore into or taking out of the cargo hold.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2011-122179 Summary of the Invention

[0007] The problem that the invention aims to solve

[0008] However, in the ship described in Patent Document 1, for example, ore is loaded into the cargo hold from the hatch while anchored at a port in the ore-producing area, and then the ship sails to its destination, where the ore in the cargo hold is unloaded. On the other hand, after unloading at the destination, the cargo hold becomes empty when heading to the port of departure or other destinations.

[0009] Similarly, for example, in ships with cargo holds capable of accommodating bulk cargoes such as coal, cement, and grain, there are sometimes situations where, after unloading the bulk cargo loaded at the port of departure at the destination, the cargo holds become empty when en route to the port of departure or other destinations. When the cargo holds are empty, the displacement decreases and the draft becomes shallower. Therefore, to ensure the propeller of the ship is fully submerged, ballast water needs to be added to the ballast tanks to deepen the draft.

[0010] Navigating with an empty cargo hold also results in fuel consumption, thus reducing the ship's sailing efficiency.

[0011] This disclosure was made to solve the above-mentioned problems, and its purpose is to provide a ship and a method of ship navigation that can improve the navigation efficiency of ships.

[0012] Methods for solving problems

[0013] To address the aforementioned issues, the vessel disclosed herein comprises a hull, multiple ballast tanks, cargo holds, and tanks. The hull has a pair of sidewalls and an upper deck. The ballast tanks are respectively disposed along the pair of sidewalls within the hull. The cargo holds are disposed within the hull between the multiple ballast tanks in the beam direction. The cargo holds are capable of accommodating bulk cargo. The tanks are disposed within the hull above the ballast tanks. The tanks are capable of storing liquefied carbon dioxide.

[0014] The navigation method of the ship disclosed herein is as described above. The navigation method includes: a process of navigating to a bulk cargo utilization facility as the destination; a process of unloading the bulk cargo; a process of storing liquefied carbon dioxide; and a process of navigating to a destination different from the stated destination. In the process of navigating to the bulk cargo utilization facility as the destination, the bulk cargo is contained in the cargo hold, and the ballast tank is empty, while navigating to the bulk cargo utilization facility as the destination. In the process of unloading the bulk cargo, the bulk cargo is unloaded from the cargo hold at the destination. In the process of storing the liquefied carbon dioxide, ballast water is stored in the ballast tank, and liquefied carbon dioxide is stored in the tank. In the process of navigating to a destination different from the stated destination, the cargo hold is empty, ballast water is stored in the ballast tank, and liquefied carbon dioxide is stored in the tank, while navigating to a destination different from the stated destination.

[0015] Invention Effects

[0016] The ship and navigation method disclosed herein can improve the navigation efficiency of the ship. Attached Figure Description

[0017] Figure 1 This is a side view of the vessel involved in the embodiments of this disclosure.

[0018] Figure 2 This is a top view of the vessel involved in the embodiments of this disclosure.

[0019] Figure 3 This is a cross-sectional view of the vessel involved in the embodiments of this disclosure, viewed from the bow and stern.

[0020] Figure 4 This is a flowchart illustrating the process of a ship navigation method according to an embodiment of the present disclosure.

[0021] Figure 5 This is a cross-sectional view showing the state in which bulk cargo is contained in the cargo hold during a navigation method of a ship according to an embodiment of this disclosure.

[0022] Figure 6 This is a cross-sectional view showing the state in which liquefied carbon dioxide is stored in a tank and ballast water is stored in a ballast tank in a navigation method of a ship according to an embodiment of this disclosure. Detailed Implementation

[0023] The following is for reference Figures 1-6 The present disclosure describes the ships and navigation methods involved in the embodiments thereof.

[0024] (The overall structure of the ship)

[0025] like Figures 1-3 As shown, the ship 1 in this embodiment includes at least a hull 2, a cargo hold 10, ballast boxes 20A and 20B, and a tank 30.

[0026] (Structure of the ship's hull)

[0027] The hull 2 ​​has a pair of sidewalls 3A and 3B, a bottom 4, and an upper deck 5 that form its outer shell. Sidewalls 3A and 3B have a pair of outer plating forming the port and starboard sides, respectively. The bottom 4 has an outer plating connecting these sidewalls 3A and 3B. The upper deck 5 is a full-length deck exposed to the outside. Figure 1 , Figure 2 As shown, a superstructure 6 with a living area is formed on the hull 2, for example on the upper deck 5 on the stern 2b side.

[0028] (The structure of the cargo hold)

[0029] In the hull 2 ​​illustrated in this embodiment, the cargo hold 10 is located on the bow 2a side, which is closer to the superstructure 6. For example... Figure 2 , Figure 3 As shown, cargo hold 10 is formed within hull 2 ​​between ballast tanks 20A and 20B (described later). Cargo hold 10 is formed between a pair of sidewalls 7A and 7B spaced apart along the beam direction Dw. The pair of sidewalls 7A and 7B are spaced apart along the beam direction Dw. The sidewall 7A on one side of the beam direction Dw is separated from the ship's side 3A on one side of the beam direction Dw and is separated from the ship's side 3B on the other side of the beam direction Dw and is separated from the ship's side 3B on the other side of the beam direction Dw and is separated from the ship's side 3B on the other side of the beam direction Dw and is separated from the ship's side 3B on the other side of the beam direction Dw. The pair of sidewalls 7A and 7B extend along the bow and stern directions FA, respectively. Furthermore, the configuration of cargo hold 10 is not limited to being closer to the bow 2a than the superstructure 6.

[0030] like Figure 1 , Figure 2As shown, multiple partition walls 8 are provided between a pair of ship sides 3A and 3B, and these partition walls 8 are spaced apart along the bow-stern direction FA. Each partition wall 8 is a so-called transverse partition wall extending along the beam direction Dw in a top view (in other words, viewed from the vertical direction Dv). Viewed from the bow-stern direction FA, each partition wall 8 encloses the area between the pair of ship sides 3A and 3B between the bottom 4 and the upper deck 5. The cargo hold 10 illustrated in this embodiment is divided into a total of five cargo hold sections 10A to 10E arranged along the bow-stern direction FA by these multiple partition walls 8. In addition, the case where the cargo hold 10 is divided into a total of five cargo hold sections 10A to 10E has been illustrated, but the number of cargo hold sections can be appropriately changed.

[0031] Cargo hold 10, formed between a pair of sidewalls 7A and 7B, is covered from above by upper deck 5. Hatch 12, communicating with cargo hold sections 10A to 10E of cargo hold 10, are formed on upper deck 5. Hatch 12 extends vertically through upper deck 5. Each hatch 12 is provided with, for example, a hatch cover 13, which allows the hatch 12 to be opened and closed by sliding along the beam direction Dw.

[0032] Each of the cargo hold sections 10A to 10E of such a cargo hold 10 can accommodate bulk cargo. Examples of bulk cargo that can be accommodated in cargo hold sections 10A to 10E include various ores, primarily iron ore, coal, cement, grain, etc. Multiple cargo hold sections 10A to 10E can also accommodate various types of bulk cargo. In this embodiment, iron ore can be accommodated in multiple cargo hold sections 10A to 10E.

[0033] (Structure of the ballast tank)

[0034] Ballast containers 20A and 20B are respectively installed within the hull 2 ​​along a pair of ship sides 3A and 3B. Multiple ballast containers 20A and 20B are arranged along the bow and stern direction FA. Specifically, ballast containers 20A are installed along the ship side 3A, and multiple ballast containers 20A are arranged along the bow and stern direction FA. Ballast containers 20B are installed along the ship side 3B, and multiple ballast containers 20B are arranged along the bow and stern direction FA.

[0035] like Figure 3 As shown, a ballast tank 20A on one side of the ship's beam (Dw) is positioned between the ship's sidewall 3A and the sidewall 7A on the same side of the ship's beam (Dw). Above the bottom 4, between the ship's sidewall 3A and the sidewall 7A on the same side of the ship's beam (Dw), a top plate 21A composed of a watertight deck is installed. Viewed from the bow to stern (FA), the top plate 21A extends along the ship's beam (Dw). Viewed vertically (Dv), the top plate 21A encloses the space between the ship's sidewall 3A and the sidewall 7A on the same side of the ship's beam (Dw).

[0036] In cargo hold sections 10A to 10D, each ballast box 20A is formed by being surrounded by adjacent partition walls 8, hull 3A, side walls 7A, bottom 4, and top plate 21A in the bow-stern direction FA. Additionally, as... Figure 1 As shown, the ballast box 20A in cargo compartment 10E can also be formed by being surrounded by the partition wall 8, the hull 3A, the side wall 7A, the bottom 4 and the upper deck 5 that are adjacent in the bow and stern direction FA.

[0037] like Figure 3 As shown, the ballast tank 20B on the other side of the ship's width direction Dw is located between the ship's side 3B and the side wall 7B on the other side of the ship's width direction Dw. Between the ship's side 3B and the side wall 7B on the other side of the ship's width direction Dw, above the bottom 4, a top plate 21B composed of a watertight deck is provided. Viewed from the bow to stern direction FA, the top plate 21B extends along the ship's width direction Dw. Viewed from the vertical direction Dv, the top plate 21B encloses the space between the ship's side 3B and the side wall 7B on the other side of the ship's width direction Dw.

[0038] In cargo hold sections 10A to 10D, each ballast box 20B is formed by being surrounded by adjacent partition walls 8, hull 3B, side walls 7B, bottom 4, and top plate 21B in the bow-stern direction FA. Additionally, as... Figure 1 As shown, in cargo compartment 10E, ballast box 20B is formed by the partition wall 8, hull 3A, side wall 7A, bottom 4 and upper deck 5 that are adjacent in the bow and stern direction FA.

[0039] In each ballast tank 20A and 20B, seawater can be introduced from outside the ship into the tank via a pump (not shown), and the seawater inside the tank can be discharged outside the ship.

[0040] In addition, the number of ballast boxes 20A and 20B arranged along the bow and stern direction FA can be appropriately changed.

[0041] (The structure of the can)

[0042] like Figure 1 , Figure 3 As shown, each tank 30 is located below the upper deck 5. The tanks 30 are located on both sides of the cargo hold 10 in the beam direction Dw. The tank 30 includes a tank 30A located on one side in the beam direction Dw and a tank 30B located on the other side in the beam direction Dw.

[0043] like Figure 3 As shown, the tank 30A, located on one side in the beam direction Dw, is positioned above the ballast tank 20A within the hull 2. Viewed from the bow and stern direction FA of the hull 2, the tank 30A, located on one side in the beam direction Dw, is positioned vertically above the ballast tank 20A.

[0044] Tank 30A is housed in a space SA surrounded by the top plate 21A of ballast tank 20A, the outer sidewall 3A of the top plate 21A in the beam direction Dw, the inner sidewall 7A of the top plate 21A in the beam direction Dw, and the upper deck 5. Tank 30A is mounted on the top plate 21A via support feet 31.

[0045] Tank 30B, located on the opposite side of the ship's beam direction Dw, is positioned inside the hull 2 ​​above ballast tank 20B. Viewed from the bow and stern direction FA of the hull 2, tank 30B, located on the opposite side of the ship's beam direction Dw, is positioned vertically above ballast tank 20B.

[0046] Tank 30B is housed in a space SB surrounded by the top plate 21B of ballast tank 20B, the outer sidewall 3B of the top plate 21B in the beam direction Dw, the inner sidewall 7B of the top plate 21B in the beam direction Dw, and the upper deck 5. Tank 30B is mounted on the top plate 21B via support feet 31.

[0047] like Figure 2 As shown, multiple tanks 30A and 30B are arranged along the bow and stern direction FA. In this embodiment, tanks 30A and 30B are respectively positioned between adjacent dividing walls 8 along the bow and stern direction FA. Thus, as Figure 1 As shown, each tank 30A, 30B is positioned within a range A in the bow-stern direction FA of the plurality of ballast tanks 20A, 20B, relative to at least one of them. Here, in this embodiment, tanks 30A, 30B are positioned within the range FA in the bow-stern direction of the plurality of ballast tanks 20A, 20B positioned on both sides of the cargo hold partitions 10A to 10D relative to the ship's width direction Dw. However, tanks 30A, 30B may not be positioned to correspond to all of the plurality of ballast tanks 20A, 20B.

[0048] Each tank 30 (tanks 30A, 30B) is capable of storing liquefied carbon dioxide. Tanks 30 are, for example, cylindrical shapes extending horizontally. In embodiments of this disclosure, each tank 30 is configured to extend along the bow-stern direction FA. Furthermore, tanks 30 are not limited to a cylindrical shape; they can also be bilobed, spherical, square, etc. Additionally, tanks 30 can also be configured to extend vertically in the vertical direction Dv.

[0049] Each tank 30 may also be equipped with insulating material (not shown) to suppress heat from the outside into the liquefied carbon dioxide inside the tank 30. In addition, each tank 30 may also be equipped with various devices for managing the state of the liquefied carbon dioxide L inside the tank 30.

[0050] like Figure 3As shown, each tank 30 is equipped with a tank dome 33 at its upper part for loading liquefied carbon dioxide into and out of the tank 30, and for pressure detection within the tank 30. The tank dome 33 extends above the tank 30 in the vertical direction Dv, penetrates the upper deck 5, and protrudes above the upper side of the upper deck 5. The tank dome 33 is configured not to interfere with the hatch cover 13 when it is opened. This allows for connection to piping for loading liquefied carbon dioxide into and out of the tank 30 above the upper deck 5, thus facilitating piping installation.

[0051] (The process of a ship's navigation methods)

[0052] Figure 4 This is a flowchart illustrating the process of a ship navigation method according to an embodiment of this disclosure. Figure 4 As shown, the navigation method S10 of the ship involved in this embodiment includes: a process of loading bulk cargo S11, a process of sailing to a bulk cargo utilization facility as the destination S12, a process of unloading bulk cargo S13, a process of storing liquefied carbon dioxide S14, a process of sailing to another destination different from the destination S15, and a process of unloading liquefied carbon dioxide S16.

[0053] Figure 5 This is a cross-sectional view showing the state in which bulk cargo is contained in the cargo hold during a navigation method of a ship according to an embodiment of this disclosure.

[0054] In the process S11 of loading bulk cargo, such as Figure 5 As shown, bulk cargo B is loaded into cargo hold 10 within hull 2. In this embodiment, iron ore is loaded as bulk cargo B into cargo hold 10. With the ship 1 anchored at a port in the ore-producing region, hatch cover 13 is opened, and iron ore as bulk cargo B is poured into cargo hold 10 through hatch 12. After loading of bulk cargo B is completed, hatch cover 13 is closed. Ballast tanks 20A and 20B, as well as tank 30, are empty.

[0055] In step S12, which involves navigating towards a facility utilizing bulk cargo, the ship 1 departs from the port of the ore-producing region where bulk cargo B was loaded into cargo hold 10 in step S11, and sails towards the facility utilizing bulk cargo B. At this time, bulk cargo B is contained in cargo hold 10, and ballast containers 20A and 20B, as well as tank 30, are empty, allowing the ship 1 to sail towards its destination.

[0056] The facility for utilizing bulk cargo B is a facility that performs prescribed processing on the iron ore transported by ship 1 as bulk cargo B. In this embodiment, the facility for utilizing bulk cargo B is an ironmaking plant that uses the iron ore as raw material to produce iron.

[0057] If vessel 1 reaches its destination, then procedure S13 is executed. In procedure S13, which unloads bulk cargo B, hatch cover 13 is opened at the destination, and bulk cargo B is unloaded from cargo hold 10.

[0058] Figure 6 This is a cross-sectional view showing the state in which liquefied carbon dioxide is stored in a tank and ballast water is stored in a ballast tank in a navigation method of a ship according to an embodiment of this disclosure.

[0059] After step S13 is completed, step S14, which involves storing liquefied carbon dioxide L, is performed. In step S14 of this embodiment, as follows... Figure 6 As shown, ballast water W is stored in ballast tanks 20A and 20B, and liquefied carbon dioxide L is stored in tank 30. In this embodiment, in step S14, liquefied carbon dioxide L, obtained by liquefying carbon dioxide generated during ironmaking using iron ore as raw material, is stored in tank 30 in an ironworks that serves as a facility for utilizing bulk cargo B. The amount of ballast water W stored in ballast tanks 20A and 20B is adjusted to maintain the stability and resilience of the ship 1, based on the amount of liquefied carbon dioxide L loaded and stored in tank 30.

[0060] Here, the process S14 of storing liquefied carbon dioxide L can also be carried out at a port different from the port where the process S13 of unloading bulk cargo B is carried out. In this case, the vessel 1 sails from the port where the process S13 of unloading bulk cargo B is carried out to another port where liquefied carbon dioxide L is stored, and loads liquefied carbon dioxide L into tank 30 at the other port. In this case, at the port where the process S13 of unloading bulk cargo B is carried out, a prescribed amount of ballast water W is stored in ballast tanks 20A and 20B, thereby ensuring the stability and resilience of the vessel 1 during the voyage to the other port where process S14 is carried out.

[0061] In addition, the storage of ballast water W in ballast tanks 20A and 20B in process S14 has been explained, but the storage of ballast water W in ballast tanks 20A and 20B can be done as needed or omitted.

[0062] In step S15, which involves sailing to a destination different from the original destination, cargo hold 10 is left empty in step S13. In step S14, ballast water W is stored in ballast tanks 20A and 20B, and liquefied carbon dioxide L is stored in tank 30. The ship then sails to the destination different from the original destination. Examples of such destinations include, for instance, the port of departure where bulk cargo B is loaded in step S11, and other ports equipped with carbon dioxide recovery facilities for the liquefied carbon dioxide L stored in tank 30.

[0063] If vessel 1 reaches another destination, the process of unloading liquefied carbon dioxide, S16, is carried out. In the process of unloading liquefied carbon dioxide, the liquefied carbon dioxide in tank 30 is discharged from tank 30 and stored in a storage facility or the like located at another destination.

[0064] Subsequently, in the navigation method S10 of vessel 1, the procedures S11 to S16 described above are repeated in sequence.

[0065] (Effects)

[0066] In the vessel 1 described above, there are ballast tanks 20A and 20B, a cargo hold 10 capable of accommodating bulk cargo B, and a tank capable of storing liquefied carbon dioxide L. Thus, the vessel 1 can transport bulk cargo B to its destination while keeping the cargo hold 10 empty and the ballast tanks 20A and 20B empty. Conversely, after unloading the bulk cargo B at the destination, the ballast tanks 20A and 20B store ballast water W, and the tank 30 stores liquefied carbon dioxide L, before navigating to another destination. This prevents the vessel 1 from sailing in an empty state. As a result, the navigation efficiency of the vessel 1 can be improved.

[0067] Furthermore, in the above embodiment, by placing the tank 30 below the upper deck 5, compared to placing the tank 30 above the upper deck 5, the center of gravity of the hull 2 ​​can be lowered, thus resulting in greater stability. Additionally, when the cargo hold 10 is empty, the liquefied carbon dioxide L stored in the tank 30 can function as ballast. This ensures the stability and resilience of the vessel 1. Furthermore, the ballast water W stored in the ballast tanks 20A and 20B reduces the weight of the liquefied carbon dioxide L stored in the tank 30 and the weight of the tank 30 itself.

[0068] Furthermore, in the above embodiment, by providing tanks 30 (30A, 30B) on both sides of the cargo hold 10 in the beam direction Dw, the weight of the liquefied carbon dioxide L stored in the tanks 30 can function well as ballast in the beam direction Dw. In addition, the tanks 30 can be configured without reducing the cargo loading space in the cargo hold 10.

[0069] Furthermore, in the above embodiment, by positioning the tank 30 vertically above the ballast tanks 20A and 20B in the vertical direction Dv when viewed from the bow and stern FA, the piping construction for loading liquefied carbon dioxide into the tank 30 and for discharging liquefied carbon dioxide from the tank 30 becomes easier.

[0070] Furthermore, in the above embodiment, by placing the tank 30 within the range A of the bow-stern direction FA of the plurality of ballast tanks 20A and 20B arranged along the bow-stern direction FA, the liquefied carbon dioxide L stored in the tank 30 can effectively function as ballast.

[0071] Furthermore, in the above embodiment, tanks 30 (30A, 30B) are housed within spaces SA, SB enclosed by the top plates 21A, 21B of ballast tanks 20A, 20B, the outer sides 3A, 3B of the top plates 21A, 21B in the beam direction Dw, the inner sidewalls 7A, 7B of the top plates 21A, 21B in the beam direction Dw, and the upper deck 5. This facilitates ensuring thermal insulation within tanks 30.

[0072] Furthermore, in the navigation method S10 of the ship 1 described above, bulk cargo B is contained in the cargo hold 10, and the bulk cargo B is unloaded from the cargo hold 10 at the destination using the facilities. Ballast water W is stored in ballast tanks 20A and 20B, and liquefied carbon dioxide L is stored in tank 30 before sailing to other destinations. This prevents the ship 1 from sailing empty. As a result, the navigation efficiency of the ship 1 can be improved.

[0073] Furthermore, in the above embodiment, after unloading bulk cargo B from cargo hold 10 at the utilization facility for bulk cargo B at the destination, the liquefied carbon dioxide L generated in the utilization facility is stored in tank 30. This improves the navigation efficiency of ship 1 and enables efficient recovery of carbon dioxide from the utilization facility.

[0074] Furthermore, in the above embodiment, the carbon dioxide generated during the ironmaking process using iron ore is recovered from the ship 1 transporting iron ore to the ironmaking plant, thereby improving the navigation efficiency of the ship 1 and making the operation of the ironmaking plant more efficient.

[0075] (Other implementation methods)

[0076] The embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, the specific structure is not limited to these embodiments and may include design changes that do not depart from the scope of this disclosure.

[0077] In the above embodiment, each tank 30 is arranged within the range A of the bow and stern direction FA of the ballast tanks 20A and 20B, but is not limited thereto.

[0078] For example, tank 30 can also be positioned relative to each of the plurality of ballast tanks 20A, 20B at a location offset from the bow-stern direction FA. For example, tank 30 can also be configured as a plurality of adjacent ballast tanks 20A, 20B in the bow-stern direction FA.

[0079] Furthermore, in the above embodiments, the case where tanks 30 are arranged on both sides of the beam direction Dw of each of the cargo hold sections 10A to 10E has been described, but it is not limited to this. The arrangement of tanks 30 is only required to be arranged on both sides of the cargo hold 10 in the beam direction. For example, it is also possible that tanks 30 are arranged only on the starboard side in the beam direction Dw of cargo hold section 10A, and tanks 30 are arranged only on the port side in the beam direction Dw of cargo hold section 10B, etc. The tanks 30 arranged on the port side and the tanks 30 arranged on the starboard side are arranged alternately (in other words, staggered) in the bow-stern direction FA.

[0080] <Postscript>

[0081] For example, the following describes the implementation method of vessel 1 and the navigation method of vessel 1, S10.

[0082] (1) The vessel 1 involved in the first method comprises: a hull 2 ​​having a pair of hull sides 3A, 3B and an upper deck 5; a plurality of ballast tanks 20A, 20B respectively disposed within the hull 2 ​​along the pair of hull sides 3A, 3B; a cargo hold 10 disposed within the hull between the ballast tanks 20A, 20B in the beam direction, capable of accommodating bulk cargo B; and a tank 30 disposed within the hull 2 ​​above the ballast tanks 20A, 20B, capable of storing liquefied carbon dioxide L.

[0083] Therefore, when transporting bulk cargo B to its destination, the vessel can hold bulk cargo B in cargo hold 10 while leaving ballast containers 20A and 20B empty, and sail to the destination. Conversely, after unloading bulk cargo B at the destination, ballast water W is stored in ballast containers 20A and 20B, and liquefied carbon dioxide L is stored in tank 30, before sailing to other destinations. This prevents the vessel 1 from sailing empty. As a result, the navigation efficiency of the vessel 1 can be improved.

[0084] (2) The vessel 1 involved in the second method is the vessel 1 of (1), and the tank 30 is located below the upper deck 5.

[0085] Therefore, compared to placing tank 30 above the upper deck 5, the center of gravity of hull 2 ​​can be lowered, resulting in greater stability. Furthermore, with cargo hold 10 empty, the liquefied carbon dioxide L stored in tank 30 can function as ballast. Thus, the ballast water W stored in ballast tanks 20A and 20B can reduce the weight of the liquefied carbon dioxide L stored in tank 30 and the weight of tank 30 itself.

[0086] (3) The vessel 1 involved in the third method is the vessel 1 of (1) or (2), and the tank 30 is located on both sides of the cargo hold 10 in the beam direction Dw.

[0087] Therefore, the weight of the liquefied carbon dioxide L stored in tank 30 can be effectively balanced as ballast. Furthermore, tank 30 can be configured without reducing the cargo loading space in cargo hold 10.

[0088] (4) The vessel 1 involved in the fourth method is any one of (1) to (3) and the tank 30 is positioned vertically above the ballast tanks 20A and 20B when viewed from the bow and stern direction FA of the hull 2.

[0089] As a result, the piping construction for loading liquefied carbon dioxide into tank 30 and for discharging liquefied carbon dioxide from tank 30 becomes easier.

[0090] (5) The vessel 1 involved in the fifth method is the vessel 1 of (4), wherein multiple ballast tanks 20A and 20B are arranged along the bow and stern direction FA of the hull 2, and the tank 30 is located within the range A of the bow and stern direction FA of the multiple ballast tanks 20A and 20B relative to at least one of the multiple ballast tanks 20A and 20B.

[0091] Therefore, the liquefied carbon dioxide L stored in tank 30 can effectively function as ballast.

[0092] (6) The vessel 1 involved in the sixth method is any one of (1) to (5) and the cargo hold 10 is formed between a pair of sidewalls 7A and 7B on both sides of the hull 2 ​​in the beam direction Dw. The tank 30 is accommodated in the spaces SA and SB surrounded by the top plates 21A and 21B of the ballast tanks 20A and 20B, the hull sides 3A and 3B on the outer side of the top plates 21A and 21B in the beam direction Dw, the sidewalls 7A and 7B on the inner side of the top plates 21A and 21B in the beam direction Dw, and the upper deck 5.

[0093] Therefore, it is easy to ensure the insulation of the tank 30 for storing liquefied carbon dioxide.

[0094] (7) The navigation method S10 of the vessel 1 involved in the seventh method is a navigation method S10 of any one of (1) to (6) and includes: a step S12 of accommodating the bulk cargo B in the cargo hold 10 and emptying the ballast tanks 20A and 20B and sailing to the facility for utilizing the bulk cargo B as the destination; a step S13 of unloading the bulk cargo B from the cargo hold 10 at the destination; a step S14 of storing liquefied carbon dioxide L in the tank 30; and a step S15 of sailing to another destination different from the destination while emptying the cargo hold 10 and storing liquefied carbon dioxide L in the tank 30.

[0095] This prevents ship 1 from sailing in an unloaded state. As a result, the sailing efficiency of ship 1 can be improved.

[0096] (8) The navigation method S10 of the vessel 1 involved in the eighth method is the navigation method S10 of the vessel 1 in (7), wherein in the process of storing the liquefied carbon dioxide L, the liquefied carbon dioxide L generated in the utilization facility is stored in the tank 30.

[0097] This will improve the navigation efficiency of ship 1 and enable efficient recovery of carbon dioxide from the utilization facilities.

[0098] (9) The navigation method S10 of the vessel 1 involved in the ninth method is the navigation method S10 of the vessel 1 in (7) or (8), the bulk cargo B is iron ore, and the utilization facility is an ironworks.

[0099] Therefore, ship 1, which transports iron ore used in the ironworks to the ironworks, can recover the carbon dioxide generated during the ironmaking process. This improves the navigation efficiency of ship 1 and also optimizes the operation of the ironworks.

[0100] Industrial availability

[0101] The ship and navigation method disclosed herein can improve the navigation efficiency of the ship.

[0102] Explanation of reference numerals in the attached figures

[0103] 1. Vessel; 2. Hull; 2a. Bow; 2b. Stern; 3A, 3B. Side; 4. Bottom; 5. Upper Deck; 6. Superstructure; 7A, 7B. Sidewalls; 8. Dividing Bulkheads; 10. Cargo Holds; 10A~10E. Cargo Hold Divisions; 12. Hatch; 13. Hatch Cover; 20A, 20B. Ballast Tanks; 21A, 21B. Top Plates; 30, 30A, 30B. Tanks; 31. Support Legs; 33. Tank Dome; A. Scope; B. Cargo; L. Liquefied Carbon Dioxide; SA, SB. Space.

Claims

1. A ship, comprising: The hull has a pair of sidewalls and an upper deck; Multiple ballast tanks are respectively disposed along a pair of said ship sides within the hull; Cargo holds, located within the hull between the plurality of ballast tanks in the beam direction, are capable of accommodating bulk cargo; and A tank, located above the ballast tank within the hull, is capable of storing liquefied carbon dioxide.

2. The vessel as claimed in claim 1, wherein, The tank is located below the upper deck.

3. The vessel as described in claim 1 or 2, wherein, The tanks are located on both sides of the cargo hold in the beam direction.

4. The vessel as described in claim 1 or 2, wherein, Viewed from the bow and stern of the hull, the tank is positioned vertically above the ballast tank.

5. The vessel as described in claim 4, wherein, Multiple ballast boxes are arranged along the bow and stern of the hull. The tank is positioned relative to at least one of the plurality of ballast tanks in the bow-stern direction of the vessel where the ballast tanks are configured.

6. The vessel as described in claim 1 or 2, wherein, The cargo hold is formed between a pair of sidewalls located on both sides of the hull in the beam direction. The tank is housed in a space surrounded by the top plate of the ballast tank, the ship's side on the outer side of the top plate in the width direction, the sidewall on the inner side of the top plate in the width direction, and the upper deck.

7. A method for navigating a ship, as described in claim 1, the method comprising: The process of accommodating the bulk cargo in the cargo hold and emptying the ballast container, and then sailing to the facility for utilizing the bulk cargo. The process of unloading the bulk cargo from the cargo hold at the destination; The process of storing liquefied carbon dioxide in the tank; as well as The process of sailing to a destination different from the stated destination while the cargo hold is empty and liquefied carbon dioxide is stored in the tank.

8. The navigation method of a ship as described in claim 7, wherein, In the process of storing the liquefied carbon dioxide, The liquefied carbon dioxide produced in the utilization facility is stored in the tank after being liquefied.

9. The method of navigation of a vessel as claimed in claim 7 or 8, wherein, The bulk cargo is iron ore. The facility in question is an iron smelting plant.

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