vessel

Abstract

To extend a cruising distance with ammonia or LPG as fuel while suppressing enlargement and deterioration in stability of a hull.SOLUTION: A vessel includes a hull including a pair of side shells, a bottom shell and an upper deck connecting the pari of side shells in the vessel width direction, an embarking deck positioned below the upper deck where vehicles are capable of embarking and disembarking, and a fuel tank provided below the embarking deck as well as above the bottom plate in the hull, extending in the bow to stern direction, the fuel tank being capable of storing liquefied ammonia or liquefied petroleum gas as the fuel. The fuel tank is an independent type tank having a left side plate and a right side plate facing in the vessel width direction and a top plate and a bottom plate connecting the left side plate and the right side plate facing in the vertical direction in the vessel width direction, the left side plate is arranged separated 1 / 5 or more of the vessel width from the vessel side plate on the port side, and the right side plate is arranged separated 1 / 5 or more of the vessel width from the vessel side plate on the starboard side.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to marine vessels. [Background technology]

[0002] Patent Document 1 discloses a liquefied gas fuelled ship that uses liquefied gas as fuel. In this Patent Document 1, cylindrical tanks are used as liquefied gas tanks, and the cylindrical tanks are arranged inside the hull below the freeboard deck with their longitudinal direction aligned with the bow-stern direction. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-069934 Summary of the Invention [Problem to be solved by the invention]

[0004] In the ship described in Patent Document 1, cylindrical tanks are arranged in rectangular tank compartments within the hull. Even in ships other than those described in Patent Document 1, compartments within the hull are generally rectangular. If a cylindrical tank with a circular cross section is arranged in such a tank compartment with a rectangular cross section within the hull, wasted space will be created between the inner surface of the tank compartment and the outer surface of the cylindrical tank. This wasted space increases as the number of cylindrical tanks increases. Furthermore, in order to install the cylindrical tanks, saddles must be used to support the cylindrical tanks, and space for installing the saddles is required between the cylindrical tanks and the left and right walls of the tank compartment, further increasing the wasted space between the inner surface of the tank compartment and the outer surface of the cylindrical tank.

[0005] For the above ships, there is a demand for increasing tank capacity to extend cruising range. However, because cylindrical tanks must be located inboard of the B / 5 standard under the IGF Code, they cannot be located in narrow areas such as near the bow where the hull is slender. As a result, it is not possible to secure sufficient space below the freeboard deck to accommodate cylindrical tanks, which necessitates either enlarging the hull or locating the cylindrical tanks in the cargo space above the freeboard deck or on the exposed deck. However, locating cylindrical tanks above the freeboard deck also raises the center of gravity, resulting in poor stability.

[0006] The present disclosure has been made in consideration of the above circumstances, and provides a ship that can extend its cruising range by using ammonia or LPG as fuel while suppressing an increase in the size of the hull and a deterioration in stability. [Means for solving the problem]

[0007] In order to solve the above problems, the following configuration is adopted. According to one aspect of the present disclosure, a ship comprises a hull having a pair of side shell plates extending in a bow-and-stern direction, a bottom shell plate and an upper deck that are arranged vertically apart and connect the pair of side shell plates in a ship's width direction, and a boarding deck that is located below the upper deck and is available for vehicles to board and disembark; and a fuel tank that is arranged on the hull below the boarding deck and above the bottom shell plate, extends in a bow-and-stern direction, and is capable of storing liquefied ammonia or liquefied petroleum gas as fuel, the fuel tank being an independent tank having left and right side plates that face each other in the ship's width direction, and top and bottom plates that face each other in the vertical direction and connect the left and right side plates in the ship's width direction, the right side plate being positioned at a distance of at least 1 / 5 of the ship's width from the starboard side shell plate, and the left side plate being positioned at a distance of at least 1 / 5 of the ship's width from the port side shell plate. [Effects of the Invention]

[0008] According to the vessel of the present disclosure, it is possible to extend the cruising range by using ammonia or LPG as fuel while suppressing an increase in the size of the hull and a deterioration in stability. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a ship according to a first embodiment of the present disclosure. FIG. [Figure 2] FIG. 2 is a vertical cross-sectional view intersecting the hull centerline of the ship according to the first embodiment of the present disclosure. [Figure 3] FIG. 1 is a horizontal cross-sectional view taken along the waterline of a ship according to a first embodiment of the present disclosure. [Figure 4] FIG. 2 is a horizontal cross-sectional view taken along the waterline of a ship according to a first modified example of the first embodiment of the present disclosure. [Figure 5] FIG. 10 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to a second modified example of the first embodiment of the present disclosure. [Figure 6] FIG. 10 is a vertical cross-sectional view intersecting with a hull centerline of a ship according to a second modified example of the first embodiment of the present disclosure. [Figure 7] FIG. 10 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to a third modified example of the first embodiment of the present disclosure. [Figure 8] FIG. 10 is a vertical cross-sectional view intersecting with a hull centerline of a ship according to a third modified example of the first embodiment of the present disclosure. [Figure 9] FIG. 10 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a ship according to a second embodiment of the present disclosure. [Figure 10] FIG. 10 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to a second modified example of the second embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0010] Next, a marine vessel according to an embodiment of the present disclosure will be described with reference to the drawings. In this embodiment, the marine vessel will be described as a PCTC (Pure Car and Truck Carrier) as an example. First Embodiment Fig. 1 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a ship according to a first embodiment of the present disclosure. Fig. 2 is a vertical cross-sectional view intersecting the hull centerline of the ship according to the first embodiment of the present disclosure. Fig. 3 is a horizontal cross-sectional view along the waterline of the ship according to the first embodiment of the present disclosure.

[0011] As shown in FIGS. 1 to 3, a boat 100 according to the first embodiment includes at least a hull 2 ​​and a fuel tank 50. <Hull> The hull 2 ​​has at least side shell plating 4A, 4B, a bottom shell plating 5A, a shore ramp 12, multiple decks 10, an engine room 20, a superstructure 3, a bow-side deep tank 30, a tank room 40, and a fuel adjustment room 45. <Outer panel> The side shell plates 4A, 4B constitute the port and starboard side sections 4, respectively. The bottom shell plate 5A constitutes the bottom section 5 that connects the side shell plates 4A, 4B. Inside the hull 2, multiple decks 10 are provided at intervals above and below. The bottom section 5 of this embodiment is a double bottom, and is provided with an inner bottom plate 5B spaced above the bottom shell plate 5A.

[0012] <Shore Ramp> The shore ramp 12 is provided on the side 4 or the like in an openable manner, and forms a travelway for self-propelled loading and unloading of cargo such as vehicles. The hull 2 ​​of this embodiment is illustrated as having a stern ramp 12A provided at the stern 2A as the shore ramp 12, and a center ramp 12B provided in the middle section in the bow-stern direction AF. The shore ramp 12 is connected to a boarding deck 10A, which is the deck 10 located on the middle level of the decks 10 of the hull 2 ​​that are formed in layers. In this embodiment, the boarding deck 10A is a watertight bulkhead deck and freeboard deck.

[0013] When the shore ramp 12 is folded down and deployed, vehicles (not shown), such as passenger cars and trucks, can drive themselves from the quay through the shore ramp 12 to board the boarding deck 10A and disembark from the boarding deck 10A to the quay. Note that, although the shore ramp 12 is described as including a stern ramp 12A and a center ramp 12B as an example, it is not limited to this configuration. The shore ramp 12 provided on the hull 2 ​​may be, for example, a bow ramp provided on the bow 2F.

[0014] Vehicles (not shown) boarding the ship via the shore ramp 12 drive themselves to a predetermined loading position on the deck 10 of a predetermined level via a rampway 13, which is a slope connecting adjacent decks 10 above and below, and stop there. The stopped vehicles are then secured. The rampway 13, which connects below the boarding deck 10A, which is a bulkhead deck, is a liftable rampway or a rampway with a watertight door (including a cover), which can close the opening of the boarding deck 10A to make it watertight when not in use, for example.

[0015] <Engine Room> The engine room 20 is provided inside the hull 2. Specifically, the engine room 20 is provided below the boarding deck 10A. In this embodiment, the engine room 20 is defined at a position closer to the stern 2A than the central position C1 in the fore-aft direction AF of the hull 2. Furthermore, in this embodiment, the engine room 20 is defined below the boarding deck 10A and on the lowest level of the hull 2. The engine room 20 houses the main engine 9.

[0016] The engine room 20 in this embodiment is defined by the boarding deck 10A, the ship bottom 5, the ship's sides 4, and an engine room bulkhead 21. The engine room bulkhead 21 defines the engine room 20 in the fore-aft direction FA. The engine room bulkhead 21 is a transverse bulkhead formed across the left and right ship's sides 4, and includes at least a fore engine room bulkhead 22 located on the side of the engine room 20 closest to the fore 2F. Here, the fore engine room bulkhead 22 is the engine room bulkhead 21 located closest to the fore 2F among the engine room bulkheads that define the engine room 20 in the fore-aft direction FA.

[0017] <Main engine> The main engine 9 can be driven using at least liquefied gas as fuel. In other words, the main engine 9 of the ship 100 is a fuel-consuming device that consumes fuel. Examples of liquefied gas that fuels the main engine 9 include LPG (Liquefied Petroleum Gas) and ammonia (NH3). The main engine 9 of this embodiment generates propulsive force for the hull 2 ​​by rotating a screw 6 located below the stern 2A. A rudder 7 is provided behind the screw 6, and this rudder 7 controls the direction of travel of the hull 2. Although the case where the screw 6 is rotated by the main engine 9 has been described, this configuration is not limited to this. For example, the rotational energy of the main engine 9 may be converted into electrical energy, and the screw 6 may be rotated by an electric motor (not shown).

[0018] <Upper deck and superstructure> Of the multiple decks 10, the deck 10 located at the topmost level constitutes the upper deck 10B. In this embodiment, the upper deck 10B is both an exposed deck and a full-length deck. The superstructure 3 is formed above the upper deck 10B. The superstructure 3 includes a bridge 3A and an accommodation area 3B.

[0019] <Deep tank on the bow> The bow-side deep tank 30 is provided on the hull centerline C2 (see FIG. 3) in the width direction Dw, closer to the bow 2F than the central position C1 in the fore-aft direction AF of the hull 2. The bow-side deep tank 30 is a deep tank (not shown) provided between the boarding deck 10A and the ship bottom 5, and is located at a position overlapping with the hull centerline C2 on the side closer to the bow 2F. The bow-side deep tank 30 is capable of storing liquid such as ballast water. In this embodiment, the bow-side deep tank 30 is provided closer to the stern 2A than the collision bulkhead 24 (see FIG. 1) and adjacent to the stern 2A side of the bow thruster 25.

[0020] The hull 2 ​​of this embodiment is provided with a vehicle deck 10C, which is one deck 10, one level below the boarding deck 10A. The bow-side deep tank 30 is formed across the vehicle deck 10C, one level below the boarding deck 10A in the vertical direction Dv, and the ship bottom 5. A rampway (not shown) is provided between the vehicle deck 10C and the boarding deck 10A, allowing vehicles to move under their own power from the boarding deck 10A to the vehicle deck 10C.

[0021] The bow-side deep tank 30 has multiple tank bulkheads 31 that divide the bow-side deep tank 30 in the fore-stern direction FA. Of these tank bulkheads 31, the one closest to the stern 2A has the stern tank bulkhead 32 that forms the outer shell of the bow-side deep tank 30. The stern tank bulkhead 32 is a bulkhead that extends in the ship's width direction Dw and divides the bow-side deep tank 30 from the space on the stern 2A side. In other words, the stern tank bulkhead 32 is the tank bulkhead that is closest to the stern 2A among the tank bulkheads that divide the bow-side deep tank 30 in the fore-stern direction FA. Note that this embodiment shows a case where the interior of the bow-side deep tank 30 is divided into multiple sections in the fore-stern direction FA, but is not limited to being divided into multiple sections.

[0022] <Fuel adjustment room> The fuel adjustment room 45 accommodates a fuel adjustment device (not shown) that adjusts the liquefied ammonia or liquefied petroleum gas and sends it to fuel-consuming equipment such as the main engine 9. Examples of the fuel adjustment device (not shown) accommodated in the fuel adjustment room 45 include a compressor and a carburetor. The fuel adjustment room 45 in this first embodiment is disposed on the bow 2F side of the engine room 20 and on the stern 2A side of the tank room 40. In other words, the fuel adjustment room 45 is disposed so as to be sandwiched between the engine room 20 and the tank room 40 in the bow-stern direction FA. The fuel adjustment room 45 exemplified in this first embodiment is formed so as to extend from the side shell plating 4A to the side shell plating 4B. The floor of the fuel adjustment room 45 is formed by the inner bottom plating 5B, and the ceiling of the fuel adjustment room 45 is formed by the vehicle deck 10C located one level below the boarding deck 10A.

[0023] The fuel adjustment chamber 45 is partitioned in the fore-aft direction FA by fuel adjustment chamber bulkheads 46. Of the fuel adjustment chamber bulkheads 46 that partition the fuel adjustment chamber 45 in the fore-aft direction FA, the fuel adjustment chamber bulkhead 46 located furthest to the stern 2A also serves as the fore-aft engine room bulkhead 22 that partitions the engine room 20. Furthermore, the fuel adjustment chamber 45 and the tank room 40 are partitioned in the fore-aft direction FA by a fore-aft fuel adjustment chamber bulkhead 47, which is the fuel adjustment chamber bulkhead 46 located furthest to the bow 2F among the fuel adjustment chamber bulkheads 46. The fuel adjustment chamber 45 of this first embodiment is formed so that its length in the ship's beam direction Dw is greater than its length in the fore-aft direction FA.

[0024] <Tank Room> The tank room 40 is a watertight compartment that houses a fuel tank 50. The walls that define the tank room 40 are entirely or partially made of low-temperature steel, and function as a secondary barrier when housing an independent tank type A or B of the IGC Code (International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk) established by the IMO (International Maritime Organization).

[0025] The tank room 40 in the first embodiment is provided within a range extending from the bow fuel adjustment room bulkhead 47 of the fuel adjustment room 45 to the stern tank bulkhead 32. The tank room 40 is partitioned in the transverse direction Dw by a pair of longitudinal bulkheads 41A, 41B that are spaced apart from the side shell plating 4A and the side shell plating 4B on the inside of the transverse direction Dw. One end of each of the longitudinal bulkheads 41A, 41B is connected to the bow fuel adjustment room bulkhead 47, and the other end of each of the longitudinal bulkheads 41A, 41B is connected to the stern tank bulkhead 32. Regulations require that cofferdams be provided between the tank room 40 and the fuel adjustment room 45, and between the tank room 40 and the vehicle loading area. Therefore, in the hull 2 ​​of this embodiment, a first cofferdam 33 is provided between the tank room 40 and the fuel adjustment room 45, and a second cofferdam 34 is provided between the tank room 40 and the vehicle deck 10C, which is located one level below the boarding deck 10A.

[0026] The floor of the tank room 40 in this first embodiment is formed by the inner bottom plate 5B. The ceiling of the tank room 40 is formed by the lower wall of the second cofferdam 34 provided below the vehicle deck 10C. The tank room 40 is adjacent to the first cofferdam 33 provided on the bow 2F side of the fuel adjustment room 45.

[0027] As described above, the tank chamber 40 is partitioned by the lower wall of the second cofferdam and the inner bottom plate 5B, which face each other in the up-down direction Dv, and the longitudinal bulkheads 41A, 41B, which face each other in the transverse direction Dw. Therefore, the outline shape of a vertical cross section intersecting the hull centerline C2 is substantially rectangular. More specifically, the outline shape of the vertical cross section of the tank chamber 40 of this first embodiment intersecting the hull centerline C2 (see FIG. 2) is a rectangle that is longer in the transverse direction Dw than in the up-down direction Dv. Here, the term "substantially rectangular" includes not only a strict rectangular shape, but also a shape in which, as in the tank chamber 40 shown in this embodiment, two of the four corners of the rectangle in the outline shape of the vertical cross section, which are closer to the ship bottom 5, are beveled. These chamfers may be provided as appropriate depending on the hull shape, etc., and may be omitted.

[0028] In the first embodiment, the tank room 40 is divided into a plurality of (e.g., three) tank room compartments 40A-40C by interior walls 42 (e.g., two) provided at a predetermined interval in the fore-aft direction FA. These interior walls 42 are provided to support from below the lower wall of the second cofferdam that forms the ceiling of the tank room 40, and therefore do not need to be watertight bulkheads. Note that, although the first embodiment illustrates a case in which two interior walls 42 are provided to form three tank room compartments 40A-40C, the number of interior walls 42 and the number of tank room compartments can be appropriately determined depending on the size and shape of the hull 2. In addition, a void space, a deep tank, or the like (neither of which is shown) may be provided outside the tank room 40 in the ship's beam direction Dw, i.e., between the longitudinal bulkhead 41A and the side shell plating 4A, and between the longitudinal bulkhead 41B and the side shell plating 4B.

[0029] As shown in Fig. 3, of the tank room compartments 40A-40C, the tank room compartment 40C located closest to the bow 2F is formed so that its length in the ship's transverse direction Dw gradually decreases as it approaches the bow 2F, as the hull 2 ​​narrows and the ship's width decreases toward the bow 2F. In other words, the longitudinal bulkheads 41A, 41B that form the tank room compartment 40C are each formed so as to approach the hull centerline C2 as it approaches the bow 2F. In this embodiment, the longitudinal bulkheads 41A, 41B are formed symmetrically with respect to the hull centerline C2.

[0030] <Fuel tank> The fuel tank 50 is capable of storing ammonia or liquefied petroleum gas as fuel. The fuel tank 50 is housed in the tank room 40 described above. That is, the fuel tank 50 is provided below the boarding deck 10A of the hull 2 ​​and above the bottom shell plating 5A, and extends in the fore-aft direction FA. The fuel tank 50 is an independent tank Type A or Type B of the IGC Code established by the IMO. The fuel tank 50 is an independent tank whose outline shape in a vertical cross section intersecting with the hull centerline C2 is substantially rectangular.

[0031] As shown in FIG. 2, the fuel tank 50 has a left side plate 51 and a right side plate 52 that face each other in the transverse direction Dw, and a top plate 53 and a bottom plate 54 that face each other in the up-down direction Dv and connect the left side plate 51 and the right side plate 52 in the transverse direction Dw. Furthermore, as shown in FIG. 3, the fuel tank 50 has a flat front plate 55 and a rear plate 56 that face each other in the fore-aft direction FA. Here, the fuel tank 50 is a so-called rectangular tank. As with the tank chamber 40, the term "substantially rectangular" for the fuel tank 50 includes not only a strict rectangular shape but also a shape in which, of the four corners of the rectangular outline shape in the vertical cross section (see FIG. 2), two corners closer to the ship bottom 5 are beveled, as in the case of the tank chamber 40. The lower half of the fuel tank 50 is formed to fit the lower half of the tank chamber 40, and the fuel tank 50 shown in this embodiment is beveled in the same way as the tank chamber 40. The chamfering of these fuel tanks 50 may be provided when the tank chamber 40 is chamfered, and may be omitted when the tank chamber 40 is not chamfered. Furthermore, the above-mentioned "substantially rectangular shape" is not limited to a shape in which the two corners closer to the ship bottom 5 are chamfered, but may also be a shape in which the two corners closer to the boarding deck 10A are chamfered.

[0032] As shown in FIG. 3 , the fuel tank 50, like the tank chamber 40, is formed symmetrically with respect to the hull centerline C2 in a plan view. Spaces (e.g., approximately 1 m) for inspection by personnel are provided between the left side plate 51 of the fuel tank 50 and the longitudinal bulkhead 41A, between the right side plate 52 and the longitudinal bulkhead 41B, and between the bottom plate 54 and the inner bottom plate 5B of the vessel bottom 5. A plurality of bearing sheets (none of which are shown) that support the fuel tank 50 from below are provided at intervals on the inner bottom plate 5B of the vessel bottom 5, and these bearing sheets ensure a space between the bottom plate 54 and the inner bottom plate 5B of the fuel tank. The fuel tank 50 of this embodiment also has a partition plate 57 formed inside it along the hull centerline C2 and dividing the space within the fuel tank 50 into left and right spaces. The partition plate 57 may be formed, for example, to allow communication between the left and right spaces within the fuel tank 50.

[0033] In this embodiment, the fuel tanks 50 are accommodated one by one in each of the tank chamber interior compartments 40A to 40C of the tank chamber 40. That is, the multiple fuel tanks 50 are arranged side by side in the fore-aft direction FA. The fuel tank 50A accommodated in the tank chamber compartment 40C, in other words, the fuel tank 50A that is arranged closest to the bow 2F among the multiple fuel tanks 50, has a reduced width portion 58.

[0034] The reduced width portion 58 is formed in a portion of the fuel tank 50A closer to the bow 2F, and at least the size in the beam direction Dw gradually decreases as the fuel tank 50A approaches the bow 2F. The reduced width portion 58 in this embodiment has a shape corresponding to the tank chamber compartment 40C, which tapers toward the bow 2F. In other words, the left side plate 51 and the right side plate 52 that form the reduced width portion 58 are formed along the longitudinal bulkheads 41A, 41B that form the above-mentioned tank chamber compartment 40C closer to the bow 2F. In this tank chamber compartment 40C as well, spaces (e.g., approximately 1 m) for an operator to perform inspections are provided between the left side plate 51 and the longitudinal bulkhead 41A of the fuel tank 50A, between the right side plate 52 and the longitudinal bulkhead 41B, and between the bottom plate 54 and the inner bottom plate 5B.

[0035] The left side plate 51 of the fuel tank 50 is positioned at a distance of at least 1 / 5 of the ship's width B from the port side shell plating 4A. Similarly, the right side plate 52 of the fuel tank 50 is positioned at a distance of at least 1 / 5 of the ship's width B from the starboard side shell plating 4B. Similarly, the side shell platings 4A, 4B in the width narrowing portion 58 are positioned at a distance of at least 1 / 5 of the ship's width B. Here, 1 / 5 of the ship's width B is the so-called protective distance specified by the IGF Code to protect the fuel tank from damage caused by external factors. The ship's width B is the maximum molded width of the hull 2.

[0036] <Tank connection space> As shown in Figures 1 and 2, a tank connection space 60 is attached to the fuel tank 50. The tank connection space 60 is formed in a box shape and accommodates piping connections (not shown) connected to the fuel tank 50, as well as valves and other components associated with the fuel tank 50. In this embodiment, one tank connection space 60 is provided for each fuel tank 50 accommodated in the tank room interior compartments 40A to 40C. The tank connection spaces 60 are disposed vertically above the top plates 53 of the respective fuel tanks 50. In other words, the tank connection spaces 60 are disposed in the space within the tank room 40 that is sandwiched between the vehicle deck 10C and the top plate 53 in the up-down direction Dv.

[0037] <Action and effect> In the ship 100 of the first embodiment, the hull 2 ​​has side shell plating 4A, 4B, a bottom shell plating 5A, an upper deck 10B, and a boarding deck 10A. The hull 2 ​​is provided with a fuel tank 50 extending in the fore-and-aft direction FA below the boarding deck 10A and above the bottom shell plating 5A. The fuel tank 50 is an independent tank having a left side plate 51 and a right side plate 52 that face each other in the ship's width direction Dw, and a top plate 53 and a bottom plate 54 that face each other in the up-down direction Dv and connect the left side plate 51 and the right side plate 52 in the ship's width direction Dw. The left side plate 51 is positioned at a distance of at least one-fifth of the ship's width B from the port side shell plating 4A, and the right side plate 52 is positioned at a distance of at least one-fifth of the ship's width B from the starboard side shell plating 4B. This improves space efficiency and increases the fuel storage capacity without increasing the length of the fuel tank 50 in the fore-aft direction FA, compared to when a cylindrical tank is provided in a compartment having a rectangular longitudinal cross section below the boarding deck 10A of the hull 2. Therefore, the cruising range can be extended while preventing an increase in the size of the hull 2. Furthermore, because the fuel tank 50 is provided below the boarding deck 10A, the center of gravity can be lowered and deterioration of stability can be prevented compared to when the fuel tank is provided above the boarding deck 10A.

[0038] In the ship 100 of the first embodiment, the hull 2 ​​is provided with an engine room 20 that houses the main engine 9, located closer to the stern 2A than the central position C1 between the boarding deck 10A and the bottom shell plating 5A. The hull 2 ​​is further provided with a bow-side deep tank 30 located closer to the bow 2F than the central position C1 in the fore-aft direction FA between the boarding deck 10A and the bottom shell plating 5A, and on the hull centerline C2 in the beam direction Dw. A tank room 40 is provided between the engine room 20 and the bow-side deep tank 30. This makes it possible to suppress an increase in trim of the hull 2 ​​that would accompany the installation of the fuel tank 50, compared to when a fuel tank is installed in a tank room provided at the bow 2F or the stern 2A. Therefore, it is possible to suppress an increase in the amount of water filling up the ballast tanks and an increase in the amount of displacement due to trim adjustment, thereby reducing the fuel consumption rate and extending the cruising range.

[0039] Furthermore, the ship 100 of the first embodiment is provided with a fuel adjustment room 45 on the bow 2F side of the engine room 20 and on the stern 2A side of the tank room 40. This allows the fuel tanks 50 to be placed throughout the entire space extending in the bow-to-stern direction FA from the fuel adjustment room 45 below the boarding deck 10A to the bow-side deep tank 30, thereby increasing the amount of fuel stored while keeping the height of the center of gravity low.

[0040] In the watercraft 100 of the first embodiment, the hull 2 ​​further includes a vehicle deck 10C on which vehicles can be loaded, between the tank room 40 and the boarding deck 10A in the vertical direction Dv. This makes it possible to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0041] In the watercraft 100 of the first embodiment, a plurality of fuel tanks 50 are arranged in the tank chamber 40 in a line in the fore-and-aft direction FA. This allows an interior wall 42 that supports the ceiling of the tank room 40 to be provided between adjacent fuel tanks 50 in the fore-and-aft direction FA. Therefore, compared to a case where one large compartment is provided in the tank room 40 and one large fuel tank 50 is installed therein, it is possible to suppress an increase in cost associated with ensuring the strength of the tank room 40 extending in the fore-and-aft direction FA.

[0042] Furthermore, in the ship 100 of the first embodiment described above, the fuel tank 50A located closest to the bow 2F is provided with a width reducing section 58 formed so that the size in the width direction of the ship gradually decreases as it approaches the bow 2F. This allows the narrow space near the bow 2F below the boarding deck 10A, where a typical cylindrical tank cannot be placed, to be effectively used as a space for placing the fuel tank 50. Therefore, the height of the center of gravity of the ship 100 can be reduced while further increasing the fuel storage capacity.

[0043] <First Modification of First Embodiment> FIG. 4 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to a first modified example of the first embodiment of the present disclosure. In the above first embodiment, the tank chamber 40 is described as being located in the range from the bow-side fuel adjustment chamber bulkhead 47 of the fuel adjustment chamber 45 to the stern-side tank bulkhead 32, but this configuration is not limited to this.

[0044] As in the fuel regulation room 145 of a first modified example of the first embodiment shown in Fig. 4, the fuel regulation room 145 may be provided in a space that is outward of the longitudinal bulkheads 41A, 41B in the ship's transverse direction Dw and adjacent to the bow 2F side of the engine room 20. The space outward of the longitudinal bulkheads 41A, 41B in the ship's transverse direction Dw refers to the space between the side shell plating 4A and the longitudinal bulkhead 41A in the ship's transverse direction Dw, or the space between the side shell plating 4B and the longitudinal bulkhead 41B. In this case, a third cofferdam 35 is provided as a cofferdam between the tank room 140 and the fuel regulation room 145. Figure 4 illustrates an example in which the fuel adjustment chamber 145 is placed in the space between the side shell plating 4A and the longitudinal bulkhead 41A, but the fuel adjustment chamber 145 may be placed in the space between the side shell plating 4B and the longitudinal bulkhead 41B, or may be placed in both the space between the side shell plating 4A and the longitudinal bulkhead 41A and the space between the side shell plating 4B and the longitudinal bulkhead 41B.

[0045] A fourth cofferdam 36 is provided as a cofferdam between the engine room 20 and the tank room 140. In other words, the tank room 140 is adjacent to the fourth cofferdam 36 provided on the 2F bow side of the engine room 20. The tank room 140 in the first modified example of the first embodiment is provided in the range from the engine room 20 to the aft tank bulkhead 32 of the bow-side deep tank 30.

[0046] According to the first variant of the first embodiment described above, the tank room 140 can be enlarged in the bow-stern direction FA more than the tank room 40 of the first embodiment, so it is possible to increase the storage capacity of the fuel tank 50 installed in the tank room 140 and extend the cruising range.

[0047] <Second Modification of First Embodiment> Fig. 5 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a ship according to a second modified example of the first embodiment of the present disclosure. Fig. 6 is a vertical cross-sectional view intersecting with the hull centerline of the ship according to the second modified example of the first embodiment of the present disclosure.

[0048] In the first embodiment described above, the second cofferdam 34 is formed between the tank room 40 and the vehicle deck 10C, but the present invention is not limited to this configuration. As in the tank room 240 of a second modified example of the first embodiment shown in Figures 5 and 6, the second cofferdam 34 may be formed between the tank room 240 and the boarding deck 10A without providing the vehicle deck 10C. In this case, of the fuel tanks 50B housed in the tank room 240, the fuel tank 50BA located closest to the bow 2F has a width reduction portion 58.

[0049] According to this second modification of the first embodiment, similarly to the first embodiment, space efficiency can be improved by providing fuel tank 50B having a substantially rectangular outline shape in vertical cross section in tank chamber 240 having a substantially rectangular outline shape in vertical cross section. Furthermore, because the height of tank chamber 240 and the height of fuel tank 50B can be increased while improving space efficiency, it is possible to further increase the amount of fuel that can be stored and extend the cruising range.

[0050] <Third Modification of First Embodiment> Fig. 7 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to a third modified example of the first embodiment of the present disclosure. Fig. 8 is a vertical cross-sectional view intersecting with the hull centerline of the marine vessel according to the third modified example of the first embodiment of the present disclosure.

[0051] In the first embodiment described above, the second cofferdam 34 is formed between the tank room 40 and the vehicle deck 10C one level below the boarding deck 10A. However, this configuration is not limited to this. For example, if there is no need to extend the cruising range and a smaller fuel storage capacity than the fuel tank 50 of the first embodiment is acceptable, a fuel tank 50C and a tank room 340 with a reduced height can be provided, as in the third modified example of the first embodiment shown in FIGS. 7 and 8 . In such a case, a plurality of vehicle decks 10C may be provided in the space between the tank room 340 and the boarding deck 10A. In this case, the second cofferdam 34 may be formed between the lowest vehicle deck 10C of the plurality of vehicle decks 10C and the tank room 340. Note that, although this third modified example illustrates a case in which the ceiling of the tank room 340 is formed by the vehicle deck 10C two levels below the boarding deck 10A, the number of vehicle decks 10C provided below the boarding deck 10A may be three or more.

[0052] According to the third modification of the first embodiment, similarly to the first embodiment, by providing a fuel tank 50C having a substantially rectangular outline in vertical cross section in the tank chamber 340 having a substantially rectangular outline in vertical cross section, space efficiency can be improved. Furthermore, by reducing the height of the fuel tank 50C without changing the fuel storage capacity by the amount of space efficiency improved, a vehicle deck 10C can be provided between the tank chamber 340 and the boarding deck 10A. Therefore, even if the fuel tank 50C is installed below the boarding deck 10A inside the hull 2, a reduction in the number of vehicles that can be carried can be suppressed. Furthermore, by reducing the height of the fuel tank 50C compared to the fuel tank 50 of the first embodiment, the center of gravity of the hull 2 ​​can be lowered, thereby improving stability.

[0053] Second Embodiment Next, a second embodiment of the present disclosure will be described with reference to the drawings. The vessel of this second embodiment differs from the vessel of the first embodiment in that it is provided with a lower vehicle deck. Therefore, the same parts as those of the first embodiment will be denoted by the same reference numerals and redundant description will be omitted. FIG. 9 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to a second embodiment of the present disclosure.

[0054] As shown in FIG. 9, the watercraft of this second embodiment includes at least a hull 2 ​​and a fuel tank 50D, similar to the watercraft of the first embodiment described above. <Hull> The hull 2 ​​has at least side shell plating 4A, 4B, a bottom shell plating 5A, a shore ramp 12, multiple decks 10, an engine room 20, a superstructure 3, a bow-side deep tank 30, a tank room 440, and a fuel adjustment room 45.

[0055] The hull 2 ​​of the second embodiment is provided with a vehicle deck 10C, which is one deck 10, one level below the boarding deck 10A. Furthermore, a low-level vehicle deck 80, which is also a deck 10, is provided below the vehicle deck 10C.

[0056] <Tank Room> The tank chamber 440 is provided within the range extending from the bow-side fuel adjustment chamber bulkhead 47 of the fuel adjustment chamber 45 to the stern-side tank bulkhead 32. Similar to the tank chamber 40 of the first embodiment, the tank chamber 440 is partitioned in the ship's beam direction Dw by a pair of longitudinal bulkheads 41A, 41B. One ends of these longitudinal bulkheads 41A, 41B are connected to the bow-side fuel adjustment chamber bulkhead 47, and the other ends of the longitudinal bulkheads 41A, 41B are connected to the bow-side tank chamber bulkhead 70. The bow-side tank chamber bulkhead 70 connects the pair of longitudinal bulkheads 41A, 41B and partitions the tank chamber 440 in the fore-aft direction FA. Two fuel tanks 50D are arranged in the fore-aft direction FA within the tank chamber 440, similar to the two fuel tanks 50 on the stern 2A side of the fuel tanks 50 of the first embodiment.

[0057] The bow-side tank room bulkhead 70 is located closer to the stern 2A than the stern-side tank bulkhead 32 of the bow-side deep tank 30. The bow-side tank room bulkhead 70 illustrated in this second embodiment is located closer to the bow 2F than the center position C1 in the fore-aft direction FA, and closer to the center position C1 in the fore-aft direction FA than the bow-side deep tank 30. As in the first embodiment, the floor of the tank room 440 in the second embodiment is formed by the inner bottom plate 5B, and the ceiling of the tank room 40 in the second embodiment is formed by the lower wall of the second cofferdam 34 located between the tank room 40 and the vehicle deck 10C located one level below the boarding deck 10A. In this way, the tank room 440 is located on the bow 2F side of the fuel adjustment room 45.

[0058] <Low-level vehicle deck> The low-rise vehicle deck 80 is provided between the tank room 440 and the bow-side deep tank 30. The low-rise vehicle deck 80 is provided at a position lower than the ceiling of the tank room 440. Vehicles such as passenger cars can be loaded on the low-rise vehicle deck 80. A fifth cofferdam 37 is provided as a cofferdam between the tank room 440 and the low-rise vehicle deck 80. In this embodiment, the low-rise vehicle decks 80 are provided in multiple layers in the vertical direction Dv. Rampways 13 are provided between the multiple low-rise vehicle decks 80, allowing vehicles to move from the boarding deck 10A by self-propelled movement.

[0059] (Action and effect) According to the ship of the second embodiment described above, similarly to the first embodiment, space efficiency can be improved by providing a fuel tank 50D having a substantially rectangular contour shape in vertical cross section in a tank chamber 440 having a substantially rectangular contour shape in vertical cross section. The length of the tank chamber 440 in the fore-aft direction FA can be shortened without changing the fuel storage capacity by the amount of space efficiency improved, and a low vehicle deck 80 can be provided between the tank chamber 440 and the bow-side deep tank 30. Therefore, even if the fuel tank 50D is installed below the boarding deck 10A inside the hull 2, the provision of the low vehicle deck 80 can suppress a reduction in the number of vehicles that can be carried.

[0060] <First Modification of Second Embodiment> In the second embodiment, the tank room 440 is located on the 2F side of the bow of the fuel adjustment room 45. However, this configuration is not limited to this. For example, similar to the first modified example of the first embodiment, the fuel adjustment room 45 may be located in a space that is outboard of the longitudinal bulkheads 41A and 41B in the beam direction Dw and adjacent to the 2F side of the engine room 20. In this case, similar to the first modified example of the first embodiment, a third cofferdam 35 is provided between the tank room 440 and the fuel adjustment room 45, and a fourth cofferdam 36 is provided as a cofferdam between the engine room 20 and the tank room 440. In other words, the tank room 440 is adjacent to the fourth cofferdam 36 provided on the 2F side of the bow of the engine room 20. With this configuration, the tank room 440 can be located closer to the stern 2A than the tank room 440 of the second embodiment, thereby increasing the length of the lower vehicle deck 80 in the fore-aft direction FA and enabling an increase in the number of vehicles that can be carried. Furthermore, the tank room 440 can be enlarged toward the stern 2A compared to the second embodiment by the amount corresponding to the absence of the fuel adjustment room 45. In this case, the amount of fuel stored can be increased without reducing the length of the lower vehicle deck 80.

[0061] <Second Modification of Second Embodiment> FIG. 10 is a vertical cross-sectional view including a hull centerline showing a schematic configuration of a marine vessel according to a second modified example of the second embodiment of the present disclosure. In the above second embodiment, a case where a low-rise vehicle deck 80 is provided between the tank room 440 and the bow-side deep tank 30 is described, but the arrangement of the low-rise vehicle deck 80 is not limited to the arrangement in the second embodiment. As in a second modified example of the second embodiment shown in Figure 10, a tank room 540 may be provided adjacent to the stern 2A side of the bow-side deep tank 30, and a lower vehicle deck 80 may be provided between the stern tank room bulkhead 71 of the tank room 540 and the fuel adjustment room 45 in the fore-aft direction FA. A sixth cofferdam 38 is provided as a cofferdam between the tank room 540 and the lower vehicle deck 80. Furthermore, a seventh cofferdam 39 is provided as a cofferdam between the lower vehicle deck 80 and the fuel adjustment room 45. In this case, of the fuel tanks 50E accommodated in the tank room 540, the fuel tank 50EA located closest to the bow 2F has a width reduction portion 58.

[0062] According to the second modification of the second embodiment, even if the fuel tank 50E is installed below the boarding deck 10A inside the hull 2, as in the second embodiment, it is possible to suppress a reduction in the number of vehicles that can be carried by providing the lower vehicle deck 80. Furthermore, because the fuel tank 50E can be located closer to the bow 2F, it is possible to reduce the amount of water filling up the bow-side deep tank 30 when adjusting the trim. As a result, it is possible to reduce the fuel consumption rate and extend the cruising range.

[0063] It is also possible to provide the tank room 540 of the second modified example of the second embodiment, while arranging the fuel adjustment room 45 in the same manner as in the first modified example of the second embodiment. In this case, the low-rise vehicle deck 80 can be provided between the tank room 540 and the engine room 20, which makes it possible to further suppress a reduction in the number of vehicles that can be carried.

[0064] <Other embodiments> The present disclosure is not limited to the configurations of the above-described embodiments, and design changes are possible without departing from the spirit of the present disclosure. For example, in each of the above-described embodiments, the case where the ship 100 is a PCTC has been described as an example, but the type of ship 100 is not limited to a PCTC or a PCC (Pure Car Carrier), and may be, for example, a ferry, etc.

[0065] <Additional Notes> The ship described in the embodiment can be understood, for example, as follows.

[0066] (1) According to a first aspect, a ship 100 includes a hull 2 ​​having a pair of side shell plates 4A, 4B extending in a fore-and-aft direction FA, a bottom shell plate 5A and an upper deck 10B that are spaced apart in a vertical direction Dv and connect the pair of side shell plates 4A, 4B in a transverse direction Dw, and a boarding deck 10A located below the upper deck 10B and allowing vehicles to board and disembark; and a fuel tank 5A that is provided on the hull 2 ​​below the boarding deck 10A and above the bottom shell plate 5A and that extends in a fore-and-aft direction FA and is capable of storing liquefied ammonia or liquefied petroleum gas as fuel. The fuel tanks 50, 50A, 50C, 50D, 50E, 50EA are independent tanks having a left side plate 51 and a right side plate 52 facing each other in the ship's width direction Dw, and a top plate 53 and a bottom plate 54 facing each other in the up-down direction Dv and connecting the left side plate 51 and the right side plate 52 in the ship's width direction Dw, and the left side plate 51 is positioned at a distance of 1 / 5 or more of the ship's width from the port side shell plating 4A, and the right side plate 52 is positioned at a distance of 1 / 5 or more of the ship's width from the starboard side shell plating 4B.

[0067] This improves space efficiency and increases the fuel storage capacity without increasing the length of fuel tanks 50, 50A, 50B, 50C, 50D, 50E, and 50EA in the bow-stern direction FA. Therefore, the cruising range can be extended while preventing an increase in the size of hull 2. Furthermore, because fuel tanks 50, 50A, 50B, 50C, 50D, 50E, and 50EA are provided below boarding deck 10A, the center of gravity can be lowered compared to when the fuel tanks are provided above boarding deck 10A, and deterioration of stability can be prevented.

[0068] (2) According to a second aspect, the ship 100 is the ship 100 of (1), and the hull 2 ​​is provided with an engine room 20 located at a position closer to the stern 2A than the central position C1 in the bow-stern direction FA between the boarding deck 10A and the bottom shell plating 5A, and accommodating fuel-consuming equipment that consumes the fuel; a bow-side deep tank 30 located at a position closer to the bow 2F than the central position C1 in the bow-stern direction FA between the boarding deck 10A and the bottom shell plating 5A, and on the hull centerline C2 in the beam direction Dw; and tank rooms 40, 140, 240, 340, 440, 540 located between the engine room 20 and the bow-side deep tank 30 and accommodating the fuel tanks 50, 50A, 50B, 50C, 50D, 50E, 50EA.

[0069] As a result, the tank rooms 40, 140, 240, 340, 440, 540 are arranged in the area from the engine room 20 to the bow-side deep tank 30, which makes it possible to suppress an increase in trim of the hull 2 ​​that would otherwise be caused by the installation of the fuel tanks 50, 50A, 50B, 50C, 50D, 50E, 50EA. Therefore, it is possible to suppress an increase in the amount of water filling up the ballast tanks and an increase in the displacement due to trim adjustment, thereby reducing the fuel consumption rate and extending the cruising range.

[0070] (3) According to a third aspect, the ship 100 is the ship 100 of (2), and further comprises a fuel adjustment room 45 located on the bow 2F side of the engine room 20 and on the stern 2A side of the tank rooms 40, 240, 340, 440, which houses fuel adjustment equipment that adjusts the liquefied ammonia or liquefied petroleum gas and sends it to the fuel consumption equipment, and the tank rooms 40, 240, 340, 440 are arranged from the bow fuel adjustment room bulkhead 47, which is closest to the bow 2F among the fuel adjustment room bulkheads 46 that divide the fuel adjustment room 45 in the bow-stern direction FA, to the stern tank bulkhead 32, which is closest to the stern 2A among the tank bulkheads 31 that divide the bow-stern deep tank 30 in the bow-stern direction FA. This allows the fuel tanks 50 to be placed throughout the entire space extending in the bow-to-stern direction FA from the fuel adjustment room 45 below the boarding deck 10A to the bow-side deep tank 30, thereby increasing the amount of fuel stored while keeping the height of the center of gravity low.

[0071] (4) According to the fourth aspect, the ship 100 is the ship 100 of (2), and the tank room 140 is arranged from the bow-side engine room bulkhead 22, which is closest to the bow 2F among the engine room bulkheads 21 that divide the engine room 20 in the bow-stern direction FA, to the stern-side tank bulkhead 32, which is closest to the stern 2A among the tank bulkheads 31 that divide the bow-side deep tank 30 in the bow-stern direction FA. This allows the tank room 140 to be expanded in the bow-stern direction FA, thereby increasing the amount of fuel stored and extending the cruising range.

[0072] (5) According to a fifth aspect, the ship 100 is the ship 100 of (2), and the hull 2 ​​further includes a vehicle deck 10C capable of carrying vehicles, located between the tank chambers 40, 140, 340, 440, 540 and the boarding deck 10A in the vertical direction Dv. This makes it possible to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0073] (6) According to the sixth aspect, the ship 100 is the ship 100 of (2), and further comprises a fuel adjustment room 45 located on the bow 2F side of the engine room 20 and on the stern 2A side of the tank room 440, and accommodating fuel adjustment equipment that adjusts the liquefied ammonia or liquefied petroleum gas and sends it to the fuel consumption equipment, and the hull 2 ​​further comprises a low-level vehicle deck 80 between the tank room 440 and the bow-side deep tank 30, on which vehicles can be loaded. This makes it possible to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0074] (7) According to the seventh aspect, the ship 100 is the ship 100 of (2), wherein the tank room 440 is provided on the bow 2F side of the engine room 20, and the hull 2 ​​further includes a low-level vehicle deck 80 between the tank room 440 and the bow-side deep tank 30, on which vehicles can be loaded. This makes it possible to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0075] (8) According to the eighth aspect, the ship 100 is the ship 100 of (2), further comprising a fuel adjustment room 45 located adjacent to the engine room 20 on the bow 2F side and accommodating fuel adjustment equipment that adjusts the liquefied ammonia or liquefied petroleum gas and sends it to the fuel consumption equipment, the tank room 540 is located on the stern 2A side of the bow-side deep tank 30, and the hull 2 ​​further comprises a low-level vehicle deck 80 between the tank room 540 and the fuel adjustment room 45, on which vehicles can be loaded. This makes it possible to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0076] (9) According to the ninth aspect, the ship 100 is the ship 100 of (2), wherein the tank room 540 is provided on the stern 2A side of the bow-side deep tank 30, and the hull 2 ​​further includes a low-level vehicle deck 80 between the tank room 540 and the engine room 20, on which vehicles can be loaded. This makes it possible to prevent a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0077] (10) According to a tenth aspect, the ship 100 is any one of the ships 100 of (6) to (9), and the low-rise vehicle deck 80 is provided with a plurality of upper and lower levels. This further prevents a decrease in the number of vehicles that can be carried due to the installation of the fuel tank 50.

[0078] (11) According to an eleventh aspect, the ship 100 is any one of the ships 100 of (2) to (10), and the fuel tanks 50 are arranged in the tank chambers 40, 140, 240, 340, 440, 540 in a row in the fore-and-aft direction FA. This allows an interior wall 42 that supports the ceiling of the tank room 40 to be provided between adjacent fuel tanks 50 in the fore-and-aft direction FA. Therefore, compared to a case where one large compartment is provided in the tank room 40, 140, 240, 340, 440, 540 and one large fuel tank 50 is installed therein, it is possible to suppress an increase in cost associated with ensuring the strength of the tank room 40 extending in the fore-and-aft direction FA.

[0079] (12) According to the twelfth aspect, the ship 100 is any one of the ships 100 of (1) to (5), (8), (9), and (10) that cites any of (1) to (5), (8), and (9), and the fuel tank 50A has a width reducing portion 58 in which the size of the ship's width direction Dw gradually decreases as it approaches the bow 2F. This allows the narrow space near the bow 2F below the boarding deck 10A, where a typical cylindrical tank cannot be placed, to be effectively used as a space for placing the fuel tank 50A. Therefore, the height of the center of gravity of the ship 100 can be reduced while further increasing the fuel storage capacity. [Explanation of symbols]

[0080] 2. Hull 2A Stern 2F Bow 3 Superstructure 3A Funabashi 3B Living area 4. Ship side 4A, 4B Side shell 5 Bottom of the ship 5A Bottom shell 5B Inner bottom plate 6 screws 7 Rudder 9 Main engine 10 Deck 10A Boarding Deck 10B Upper deck 10C Vehicle Deck 12 Shore Ramp 12A Stern lamp 12B Center lamp 13 Rampway 20 Engine Room 21 Engine room bulkhead 22 Forward engine room bulkhead 24 Forward Bulkhead 25 Bow Thruster 30 Bow deep tank 31 Tank bulkhead 32 Aft tank bulkhead 33 First Cofferdam 34 Second Cofferdam 35 Third Cofferdam 36 Fourth Cofferdam 37 Fifth Cofferdam 38 Sixth Cofferdam 39 Seventh Cofferdam 40,140,240,340,440,540 Tank room 40A~40C Tank room compartment 41A,41B Longitudinal bulkhead 42 Indoor wall 45,145 Fuel adjustment room 46 Fuel control chamber bulkhead 47 Forward fuel control room bulkhead 50 fuel tank 50A, 50B, 50BA, 50C, 50CA, 50D, 50E, 50EA fuel tank 51 Left side plate 52 Right side plate 53 Top plate 54 Bottom plate 55 Front panel 56 Rear plate 57 Partition 58 Width reduction part 60 Tank connection space 70 Forward tank room bulkhead 71 Aft tank room bulkhead 80 Lower Vehicle Deck 100 ships B Width C1 Central Position C2 hull centerline Dv up and down direction Dw ship width direction FA bow and stern direction

Claims

1. a hull having a pair of side shell plates extending in a bow-stern direction, a bottom shell plate and an upper deck arranged apart in a vertical direction and connecting the pair of side shell plates in a ship's width direction, and a boarding deck located below the upper deck and allowing vehicles to board and disembark; a fuel tank provided in the hull below the boarding deck and above the bottom shell plating, extending in a bow-and-stern direction and capable of storing liquefied ammonia or liquefied petroleum gas as fuel, The fuel tank is An independent tank having a left side plate and a right side plate that face each other in the ship's width direction, and a top plate and a bottom plate that face each other in the vertical direction and connect the left side plate and the right side plate in the ship's width direction, The left side plate is disposed at a distance of 1 / 5 or more of the ship's width from the port side shell plate, The right side plate is disposed at a distance of at least 1 / 5 of the ship's width from the starboard side shell plate. ship.

2. The hull is an engine room provided at a position closer to the stern than a central position in a bow-stern direction between the boarding deck and the bottom shell plating, and accommodating fuel-consuming equipment that consumes the fuel; a bow-side deep tank provided at a position closer to the bow than the central position in the bow-stern direction between the boarding deck and the bottom shell plating and on the hull centerline in the width direction; a tank room provided between the engine room and the bow-side deep tank to accommodate the fuel tank; 2. The watercraft of claim 1.

3. A fuel adjustment room is provided on the bow side of the engine room and on the stern side of the tank room, and houses a fuel adjustment device that adjusts the liquefied ammonia or liquefied petroleum gas and sends it to the fuel consumption device. The tank room is provided from the bow-side fuel adjustment room bulkhead, which is closest to the bow among the fuel adjustment room bulkheads that divide the fuel adjustment room in the bow-stern direction, to the aft-side tank bulkhead, which is closest to the stern among the tank bulkheads that divide the bow-side deep tank in the bow-stern direction.

3. The watercraft of claim 2.

4. The tank room is arranged from the bow side engine room bulkhead, which is closest to the bow among the engine room bulkheads that divide the engine room in the bow-stern direction, to the aft side tank bulkhead, which is closest to the stern among the tank bulkheads that divide the bow side deep tank in the bow-stern direction.

3. The watercraft of claim 2.

5. The hull further includes a vehicle deck on which vehicles can be loaded between the tank room and the boarding deck in the vertical direction.

3. The watercraft of claim 2.

6. A fuel adjustment room is provided on the bow side of the engine room and on the stern side of the tank room, and houses a fuel adjustment device that adjusts the liquefied ammonia or liquefied petroleum gas and sends it to the fuel consumption device. The hull further includes a low-level vehicle deck between the tank room and the bow-side deep tank, on which vehicles can be loaded.

3. The watercraft of claim 2.

7. The tank room is provided on the bow side of the engine room, The hull further includes a low-level vehicle deck between the tank room and the bow-side deep tank, on which vehicles can be loaded.

3. The watercraft of claim 2.

8. A fuel adjustment room is provided adjacent to the engine room on the bow side and accommodates a fuel adjustment device that adjusts the liquefied ammonia or liquefied petroleum gas and sends it to the fuel consuming device, The tank room is provided on the stern side of the bow-side deep tank, The hull further includes a lower vehicle deck between the tank room and the fuel adjustment room, on which vehicles can be loaded.

3. The watercraft of claim 2.

9. The tank room is provided on the stern side of the bow-side deep tank, The hull further includes a lower vehicle deck between the tank room and the engine room, on which vehicles can be loaded.

3. The watercraft of claim 2.

10. The low-rise vehicle deck is provided with multiple layers above and below. A watercraft according to any one of claims 6 to 9.

11. The fuel tanks are arranged in a row in the fore-and-aft direction in the tank room.

3. The watercraft of claim 2.

12. The fuel tank has a width decreasing section whose size in the width direction of the ship gradually decreases as it approaches the bow.

2. The watercraft of claim 1.

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