Vessel and information processor for generating navigation plan for the same

Abstract

To provide a vessel and an information processor for generating its navigation plan capable of contributing to reduction in manufacturing cost for synthetic methane.SOLUTION: At least a part of a ballast tank 14 and / or a liquefied fuel gas tank 13 of a vessel 1 is a shared tank composed to be capable of maintaining inner pressure and inner temperature within a pressure range or a temperature range where carbon dioxide becomes liquefied. A generation unit for an information processor 2 acquires an acquisition cost for the liquefied carbon dioxide at a departure place and a port of call of an outward trip and a navigation cost for a vessel 1 for every candidate navigation route up to a destination as data, and generates, as data, a navigation plan in which a transportation cost for the liquefied carbon dioxide to the destination satisfies a prescribed condition on the basis of the acquisition cost and the navigation cost. The navigation plan includes a prescribed navigation route for the outward trip and a prescribed loading amount of the liquefied carbon dioxide to be loaded on the vessel 1 at prescribed points on the prescribed navigation route.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an information processing device that generates a navigation plan for a ship. [Background technology]

[0002] In recent years, methanation technology, which synthesizes methane, the main component of natural gas, from hydrogen produced by electrolysis using renewable energy and carbon dioxide collected from exhaust gases from factories and other sources, has begun to be put into practical use. Because the cost of producing synthetic methane largely consists of the cost of procuring the renewable energy used to produce hydrogen, in order to effectively reduce the cost of producing synthetic methane, methanation must be carried out in regions where renewable energy is inexpensive (such as Australia or the Arab world). Meanwhile, carbon dioxide is produced in greater quantities in regions with high fuel consumption (such as Japan). Therefore, the construction of a supply chain in which carbon dioxide is transported from fuel consumption sites to fuel production sites and synthetic methane is transported from fuel production sites to fuel consumption sites is being considered.

[0003] Ships used to transport liquefied fuel gas (see Patent Document 1) and ships used to transport carbon dioxide (see Patent Document 2) are conventionally known. In the case of the above supply chain, it is conceivable that carbon dioxide would be transported to a fuel production site by a carbon dioxide carrier, and synthetic methane would be transported to a fuel consumption site by a liquefied fuel gas carrier. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-245852 [Patent Document 2] Japanese Patent Application Laid-Open No. 2024-030419 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the above-mentioned operation, both the liquefied fuel gas carrier and the carbon dioxide carrier only carry cargo one way, which is not economical. Also, the ballast water carried to adjust the waterline when unladen is required to be treated, which incurs costs (see Patent Document 2). These factors lead to increased production costs for synthetic methane in the above-mentioned supply chain.

[0006] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a ship that can contribute to reducing the cost of producing synthetic methane and an information processing device that generates a navigation plan for the ship. [Means for solving the problem]

[0007] The ship according to the present invention, which achieves the above object, has the following characteristic configuration: At least one ballast tank and at least one liquefied fuel gas tank are provided; Ballast tank Ku At least some of the tanks are dual-purpose tanks configured to be able to maintain the internal pressure and internal temperature within the pressure and temperature ranges in which carbon dioxide is in a liquid phase.

[0008] A further characteristic configuration of the ship according to the present invention is that at least some of the liquefied fuel gas tanks are dual-purpose tanks configured to be able to maintain the internal pressure and internal temperature within the pressure range and temperature range in which carbon dioxide is in the liquid phase.

[0009] Ballast Tongue Ku At least some or in addition to at least a portion of a liquefied fuel gas tank The above-mentioned ship, in which the tank is configured as a dual-purpose tank capable of storing liquefied carbon dioxide, can be operated in such a way that liquefied carbon dioxide is loaded on the outbound journey and transported to a synthetic methane production site, and synthetic methane as a liquefied fuel gas is loaded on the return journey and transported to a fuel consumption site, thereby achieving high economic efficiency. Furthermore, by carrying cargo on both the outbound and return journeys, the use of ballast water and the associated disposal costs can be reduced. Therefore, the ship of the present invention can contribute to reducing the production costs of synthetic methane in a supply chain in which carbon dioxide is transported from a fuel consumption site to a production site, and synthetic methane is transported from a production site to a fuel consumption site.

[0010] In order to achieve the above object, an information processing device according to the present invention generates a navigation plan for a ship that transports liquefied carbon dioxide on an outbound journey from a departure point to a destination, and transports liquefied fuel gas on a return journey from the destination to the departure point, Its characteristic configuration is: Acquire data on the cost of acquiring the liquefied carbon dioxide at the departure point and at least one port of call on the outbound route, and the cost of traveling by the ship for each candidate route to the destination, and a generation unit that generates, as data, a navigation plan in which the transportation cost of the liquefied carbon dioxide to the destination satisfies a predetermined condition based on the acquisition cost and the navigation cost, The voyage plan includes a predetermined route for the outbound journey and a predetermined load of the liquefied carbon dioxide to be loaded onto the ship at a predetermined point on the predetermined route.

[0011] The main factors that determine the cost of transporting liquefied carbon dioxide to a destination are the cost of obtaining liquefied carbon dioxide and the cost of sailing to the destination. The cost of obtaining liquefied carbon dioxide is mainly determined by the location and amount of liquefied carbon dioxide obtained, while the sailing cost is mainly determined by the route to the destination. The information processing device can generate a navigation plan that indicates the route to the destination, the amount of liquefied carbon dioxide that should be loaded, and the location at which the route should be taken to the destination in order to achieve a transportation cost that satisfies specified conditions. Therefore, for example, the information processing device can generate a navigation plan that minimizes transportation costs, and sailing the ship according to the navigation plan can contribute to reducing the cost of producing synthetic methane.

[0012] A further characteristic configuration of the information processing device according to the present invention is The generation unit: Further acquiring data including a scheduled departure time from the departure point and a predicted sailing time for each candidate route to the destination, generating the navigation plan in which the predicted arrival time at the destination satisfies a predetermined condition based on the scheduled departure time and the predicted navigation time; The route plan includes a route schedule from the departure point to the destination point.

[0013] The information processing device can generate a navigation plan that indicates a schedule for navigation to achieve an estimated arrival time that satisfies predetermined conditions. Therefore, for example, if a deadline for transporting carbon dioxide to a destination is set, the information processing device can generate a navigation plan that results in an estimated arrival time at the destination before the deadline, and by sailing the ship according to the navigation plan, it becomes possible to transport carbon dioxide to the destination before the deadline.

[0014] A further characteristic configuration of the information processing device according to the present invention is The generation unit: The fuel load of the ship, the weight of the hull, the displacement at full load draft, and the displacement at ballast draft are further acquired as data, generating the navigation plan in which the waterline of the ship satisfies a predetermined condition based on the predetermined load amount of the liquefied carbon dioxide, the load amount of the fuel, the weight of the hull, the displacement at the full load draft, and the displacement at the ballast draft; The voyage plan includes the required amount of ballast water to be carried.

[0015] The position of a ship's waterline is determined mainly by the total weight of the ship, which is the sum of the weight of the hull and the amount of cargo (liquefied carbon dioxide) and non-cargo heavy loads (fuel, ballast water, etc.) carried on board. The information processing device described above can generate a navigation plan that indicates the amount of ballast water required to achieve a waterline that satisfies predetermined conditions, and can generate, for example, a navigation plan that will place the waterline during navigation between the ballast waterline and the load waterline.

[0016] A further characteristic configuration of the information processing device according to the present invention is The generation unit: The total volume of the dual-purpose tank and the density of the liquefied carbon dioxide are further acquired as data, The navigation plan is generated so that the amount of liquefied carbon dioxide stored in the dual-purpose tank is the upper limit load calculated based on the total volume of the dual-purpose tank and the density of the liquefied carbon dioxide.

[0017] In the case of the above-mentioned ship in which at least some of the ballast tanks and / or liquefied fuel gas tanks are configured as dual-purpose tanks capable of storing liquefied carbon dioxide, the upper limit load capacity of the liquefied carbon dioxide is determined by the volume of the dual-purpose tank. The above-mentioned information processing device can generate a navigation plan in which the amount of liquefied carbon dioxide to be loaded on the ship is the upper limit load capacity according to the volume of the dual-purpose tank. Navigating the ship according to this navigation plan allows the maximum amount of liquefied carbon dioxide to be transported, improving economic efficiency. Furthermore, in this case, the required amount of ballast water is minimized, reducing the cost of processing it. As a result, this can contribute to reducing the cost of producing synthetic methane. [Brief explanation of the drawings]

[0018] [Figure 1] 1 is a diagram showing a schematic configuration of a ship according to the present invention. [Figure 2] 1 is a diagram showing a schematic configuration of an information processing apparatus according to the present invention; [Figure 3] 1 is a diagram showing a route of a ship according to the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0019] Hereinafter, the ship 1 and the information processing device 2 according to the present invention will be specifically described using an embodiment. Note that in the following embodiment, an example is taken of a case where the information processing device 2 is mounted on the ship 1, but the present invention is not limited to this. For example, the information processing device 2 may be located on land and connected to the ship 1 via the Internet so as to be able to communicate with it.

[0020] <Ship> As shown in Figure 1, a ship 1 according to one embodiment of the present invention is a carrier for liquefied fuel gas and liquefied carbon dioxide, and is equipped with a hull 10, a propulsion system 11, a fuel tank 12, a liquefied fuel gas tank 13, a ballast tank 14, a pump 15, and a control device 16.

[0021] The propulsion system 11 generates a propulsive force for propelling the hull 10 and includes a propeller 111 and a propulsion engine 112. The fuel tank 12 stores fuel for the propulsion engine 112. In this embodiment, the propeller 111 is a propeller, the propulsion engine 112 is a diesel engine, and heavy oil for the diesel engine is stored in the fuel tank 12, but this is not limited to this.

[0022] The liquefied fuel gas tank 13 stores liquefied fuel gas such as synthetic methane or LNG, and at least one is installed in the hull 10. In this embodiment, the hull 10 is equipped with four Moss-type liquefied fuel gas tanks 13, but this is not limited to this. The liquefied fuel gas tank 13 may be a membrane-type, SPB-type, or other type tank.

[0023] The ballast tank 14 stores ballast water for adjusting the waterline WL of the ship 1, and at least one is installed on the hull 10. In this embodiment, the ballast tank 14 is arranged in the space substantially below each liquefied fuel gas tank 13, but the location of the ballast tank 14 is not limited to this.

[0024] Furthermore, in this embodiment, the ballast tank 14 is a dual-purpose tank capable of storing liquefied carbon dioxide, configured to maintain the internal pressure and internal temperature within the pressure and temperature ranges in which carbon dioxide is in the liquid phase. For example, the ballast tank 14 can maintain an internal pressure of approximately 0.6 MPa and an internal temperature of approximately -50°C, or an internal pressure of approximately 2 MPa and an internal temperature of approximately -20°C. The ballast tank 14 may have any structure that can maintain the internal pressure and internal temperature within the ranges in which carbon dioxide is in the liquid phase, and for example, the structure of a known pressure-resistant heat-insulating container can be used. However, not only the ballast tank 14 but also the liquefied fuel gas tank 13 may be a dual-purpose tank. In other words, at least a portion of the liquefied fuel gas tank 13 and / or the ballast tank 14 may be configured as a dual-purpose tank.

[0025] The pump 15 injects and discharges liquid into and from the liquefied fuel gas tank 13 and the ballast tank 14. The liquefied fuel gas tank 13 and the ballast tank 14 are connected to the pump 15 via piping 151 equipped with valves (not shown) so that liquid can be injected and discharged into these tanks individually.

[0026] The control device 16 receives a navigation plan, which will be described later, generated by the information processing device 2, and controls the operations of the propulsion system 11 and the pump 15 in accordance with the navigation plan.

[0027] <Information processing device> The information processing device 2 generates a navigation plan for the ship 1 that transports liquefied carbon dioxide on the outbound journey from a departure point (e.g., a fuel consumption location) to a destination (e.g., a synthetic methane production location), and transports liquefied fuel gas on the return journey from the destination to the departure point. The information processing device 2 is configured by a known computer equipped with a processor such as a CPU, a storage device such as a memory or HDD, a display device such as a display, etc., and is connected to the control device 16 of the ship 1 so as to be able to communicate with it.

[0028] As shown in Fig. 2, the information processing device 2 has, as functional units, an input / output unit 21, a memory unit 22, a generation unit 23, and a display unit 24. The input / output unit 21 acquires information necessary for generating a navigation plan as data by receiving input from crew members of the ship 1 or transmission from external devices, and transmits the acquired information to the memory unit 22 or the generation unit 23. The memory unit 22 stores the information received from the input / output unit 21. The generation unit 23 generates a navigation plan based on the information acquired from the input / output unit 21 or the memory unit 22. The display unit 24 receives the navigation plan from the generation unit 23 and displays it on a display device.

[0029] The following describes a route plan generated by the information processing device 2. Note that in the following example, a case will be described in which there are ports of call S1 and S2 as possible ports of call between the departure point D and the destination A, as shown in Fig. 3, but the number of ports of call is not limited to this.

[0030] (Example of navigation plan 1) As an example, the information processing device 2 generates a navigation plan in which the transportation cost of liquefied carbon dioxide to destination A satisfies a predetermined condition. Here, a case of a navigation plan in which the transportation cost is lowest will be described, but the present invention is not limited to this.

[0031] When an instruction to generate a navigation plan is input to the input / output unit 21 of the information processing device 2, the input / output unit 21 sends a request to generate a navigation plan to the generation unit 23. Upon receiving the generation request, the generation unit 23 obtains the acquisition costs of liquefied carbon dioxide at the departure point D, the port of call S1, and the port of call S2, and the navigation costs of the ship 1 for each candidate route to the destination A. The acquisition cost may be, for example, the cost of purchasing liquefied carbon dioxide, but is not limited to this. As an example, the navigation cost may be the sum of the cost per unit navigation distance calculated based on at least one of fuel costs, lease fees for ship 1, crew wages, etc., multiplied by the navigation distance to destination A, and fees such as port charges and tolls, but this is not limited to this.

[0032] The acquisition cost and navigation cost can be input to the input / output unit 21 by a crew member of the ship 1 or from an external server or the like via the Internet and transmitted to the generation unit 23. Alternatively, they may be transmitted from the input / output unit 21 to the memory unit 22 and stored in advance, and then transmitted from the memory unit 22 to the generation unit 23 when the navigation plan is generated. Note that the generation unit 23 may obtain information necessary for calculating the navigation cost from the input / output unit 21 or the memory unit 22 and obtain the navigation cost by calculation.

[0033] Then, for each combination of a candidate route pattern and a loading pattern of liquefied carbon dioxide to be loaded onto the ship 1 at each point, the generation unit 23 calculates the transportation cost of liquefied carbon dioxide to destination A, which is the sum of the navigation cost for the outbound journey and the acquisition cost of liquefied carbon dioxide. The generation unit 23 extracts the combination that results in the lowest transportation cost, and generates a navigation plan as data that includes a predetermined route for that combination and a predetermined loading amount of liquefied carbon dioxide to be loaded onto the ship 1 at a predetermined point on the predetermined route.

[0034] For example, among route 1 heading directly from departure point D to destination A, route 2 heading from departure point D to destination A via port of call S1, and route 3 heading from departure point D to destination A via port of call S2, if route 1 has the lowest navigation cost and the cost of acquiring liquefied carbon dioxide at departure point D is also the lowest, the transportation cost calculated by generation unit 23 will be the lowest for a combination of a pattern of sailing route 1 and a pattern of loading the entire target transport amount of liquefied carbon dioxide at departure point D. Generation unit 23 extracts this combination and generates a navigation plan that includes route 1 and the amount of liquefied carbon dioxide loaded at departure point D (the entire target transport amount). On the other hand, if the navigation cost of route 3 is the highest but the acquisition cost at port of call S2 is the lowest, and as a result, the transportation cost calculated by the generation unit 23 is lowest for a combination of sailing along route 3 and loading the entire target transport amount of liquefied carbon dioxide at port of call S2, the generation unit 23 extracts that combination and generates a navigation plan that includes route 3 and the amount of liquefied carbon dioxide loaded at port of call S2 (the entire target transport amount).

[0035] The route plan is transmitted to the display unit 24, and is displayed on a display device by the display unit 24 and presented to the crew. The route plan is also transmitted to the input / output unit 21, and is then transmitted to the control device 16 of the ship 1 via the input / output unit 21. The control device 16 controls the propulsion system 11 and other components in accordance with the route plan so that the ship 1 navigates a predetermined route. The control device 16 also controls the pump 15 and other components in accordance with the route plan so that, when the ship 1 arrives at a predetermined point on the predetermined route, a predetermined amount of liquefied carbon dioxide is loaded onto the ship 1. The liquefied carbon dioxide is injected and stored in the ballast tank 14, which is a multi-purpose tank. If there are multiple multi-purpose tanks 14, the liquefied carbon dioxide may be distributed and injected into the multiple multi-purpose tanks 14, or may be injected into the next multi-purpose tank 14 after one multi-purpose tank 14 is full. By sailing the ship 1 in accordance with the navigation plan in this way, liquefied carbon dioxide can be transported to destination A at the lowest transportation cost, which can contribute to reducing the production cost if synthetic methane is produced at destination A.

[0036] The number of combinations of routes and liquefied carbon dioxide loads included in the navigation plan generated by the generation unit 23 is not limited to one. For example, the navigation plan may include multiple combinations of routes and liquefied carbon dioxide loads whose transportation costs are below a predetermined threshold.

[0037] (Example of route plan 2) As another example, the information processing device 2 generates a navigation plan in which the expected arrival time at destination A satisfies a predetermined condition. Here, a description will be given of a case in which the navigation plan is combined with Example 1 in which the expected arrival time at the destination is before a predetermined deadline, but the present invention is not limited to this.

[0038] In this case, in addition to the information described above in Example 1, the generation unit 23 further acquires the scheduled departure time from the departure point D, the predicted sailing time for each candidate route to the destination A, and a predetermined deadline. The predicted sailing time may be, for example, a value calculated based on the sailing distance to destination A and the average sailing speed of ship 1, and may also be a value that takes into account the effects of weather conditions and the time spent anchored at port, but is not limited to this. The predicted sailing time may also be a past actual value or its average value.

[0039] These pieces of information may be input to the input / output unit 21 and transmitted to the generation unit 23, or may be stored in advance in the storage unit 22 and transmitted to the generation unit 23 when the navigation plan is generated. Regarding the predicted navigation time, the generation unit 23 may obtain the necessary information from the input / output unit 21 or the storage unit 22 and calculate the predicted navigation time.

[0040] Then, the generation unit 23 calculates the expected arrival time at destination A using the scheduled departure time and expected sailing time for each candidate route to destination A, and extracts a route for which the expected arrival time at destination A is before a predetermined deadline. If no extractable route is found, the generation unit 23 sends the result to the input / output unit 21 for external output, or sends it to the display unit 24 for display on a display device. On the other hand, if a route is extracted, the generation unit 23 further extracts, from the extracted route, a combination of the route and the load capacity of liquefied carbon dioxide that results in the lowest transportation cost, as described in Example 1 above, and generates a navigation plan that includes the specified route for that combination, the specified load capacity of liquefied carbon dioxide at a specified point on the specified route, and a navigation schedule from the departure point D to destination A.

[0041] For example, if Route 1 and Route 2 are extracted as routes whose expected arrival time at destination A is before a predetermined deadline, and the combination of a pattern of sailing Route 2 and a pattern of loading the entire target transport volume of liquefied carbon dioxide at port of call S1 on Route 2 is extracted as the combination that results in the lowest transportation cost, then the generation unit 23 generates a navigation plan that includes Route 2, the amount of liquefied carbon dioxide loaded at port of call S1 (the entire target transport volume), and a navigation schedule from departure point D to destination A via port of call S1. By sailing ship 1 according to this navigation plan, it becomes possible to transport liquefied carbon dioxide to destination A at the lowest transportation cost, on the premise that the ship will arrive before the predetermined deadline.

[0042] (Example 3 of navigation plan) As another example, the information processing device 2 generates a navigation plan in which the waterline WL of the ship 1 satisfies a predetermined condition. Here, a case of a navigation plan combined with Example 1 in which the waterline WL during navigation is between the ballast waterline BWL and the load waterline DWL will be described, but the present invention is not limited to this.

[0043] In this case, the generation unit 23 further acquires the weight of the hull 10, the amount of fuel carried as non-cargo heavy loads, the displacement at full load draft, and the displacement at ballast draft, in addition to the information described above in Example 1. This information may be input to the input / output unit 21 and transmitted to the generation unit 23, or may be stored in advance in the memory unit 22 and transmitted to the generation unit 23 when the navigation plan is generated.

[0044] Then, as described in Example 1, the generation unit 23 extracts a combination of a specified route that results in the lowest transportation cost and a specified load of liquefied carbon dioxide at a specified point on the specified route, and further calculates the required load of ballast water when sailing along the specified route.

[0045] Specifically, if the specified route includes a section where liquefied carbon dioxide is not loaded on the ship 1 (hereinafter referred to as the non-liquefied carbon dioxide loaded section) (i.e., if the specified point where liquefied carbon dioxide is loaded is not the departure point D but the port of call S1 or S2), during the non-liquefied carbon dioxide loaded section, it is necessary to maintain the waterline WL during navigation at or above the ballast waterline BWL by loading ballast water on the ship 1. Therefore, the generation unit 23 calculates the value obtained by subtracting the weight of the hull 10 and the amount of fuel loaded from the displacement at the ballast draft as the lower limit value of ballast water, and determines this lower limit value (or a value higher by a specified amount) as the required amount of ballast water to be loaded in the non-liquefied carbon dioxide loaded section.

[0046] On the other hand, in a section of the specified route where liquefied carbon dioxide is loaded on the ship 1 (hereinafter referred to as the liquefied carbon dioxide loading section), if the waterline WL during navigation is equal to or higher than the ballast waterline BWL due to the loading of liquefied carbon dioxide, loading of ballast water is unnecessary. Therefore, the generation unit 23 calculates the total weight of the ship 1 as the sum of the specified load amount of liquefied carbon dioxide, the weight of the hull 10, and the load amount of fuel, and determines whether the total weight is equal to or higher than the displacement of the ballast draft. If the total weight is equal to or higher than the displacement of the ballast draft, the generation unit 23 determines the required load amount of ballast water to be zero. Then, if the total weight is lower than the displacement of the ballast draft, the generation unit 23 calculates the value obtained by subtracting the total weight from the displacement of the ballast draft as the ballast water deficit value, and determines this deficit value (or a value higher by a predetermined amount) as the required load amount of ballast water.

[0047] The generation unit 23 then generates a navigation plan that includes a predetermined route, a predetermined load of liquefied carbon dioxide at a predetermined point on the predetermined route, and a required load of ballast water. The control device 16 of the ship 1 controls the pump 15 and the like according to the navigation plan so that the required load of ballast water is loaded onto the ship 1 before or during navigation. The ballast water is injected and stored in ballast tanks 14 that do not store liquefied carbon dioxide. By sailing the ship 1 according to the navigation plan in this way, it becomes possible to transport liquefied carbon dioxide to destination A at the lowest transportation cost while maintaining the waterline WL during navigation between the ballast waterline BWL and the load waterline DWL.

[0048] The required amount of ballast water may be calculated before the voyage; that is, a route plan is generated before the voyage and transmitted to the control device 16 of the ship 1. In this case, a predicted value, a past actual value, or an average value thereof is used as the fuel load amount used to calculate the required amount of ballast water. The required amount of ballast water may also be calculated one or more times during the voyage for each of the sections not carrying liquefied carbon dioxide and the sections carrying liquefied carbon dioxide; that is, a new route plan may be generated during the voyage and transmitted to the control device 16 of the ship 1.

[0049] Furthermore, the non-cargo heavy cargo may include items other than fuel, such as the crew of the ship 1, fresh water, etc. In other words, the generation unit 23 may calculate the required amount of ballast water using the amount of non-cargo heavy cargo including fuel and other items.

[0050] (Example 4 of navigation plan) As another example, the information processing device 2 generates a navigation plan in which the loading amount of liquefied carbon dioxide is the upper limit loading amount. Here, a case of a navigation plan combined with Example 3 will be described, but the present invention is not limited to this.

[0051] In this case, the generation unit 23 further acquires the total volume of the dual-purpose tank 14 and the density of the liquefied carbon dioxide in addition to the information described above in Example 3. Here, the density refers to the density of the liquefied carbon dioxide stored at a predetermined temperature in the dual-purpose tank 14. For example, in the case of liquefied carbon dioxide stored at approximately -20°C in the dual-purpose tank 14, the density is approximately 1030 kg / m 3 and for liquefied carbon dioxide stored at approximately -50°C, the density is approximately 1155 kg / m 3 These pieces of information may be input to the input / output unit 21 and transmitted to the generation unit 23, or may be stored in advance in the memory unit 22 and transmitted to the generation unit 23 when a navigation plan is generated. The generation unit 23 may obtain the total volume of the multi-purpose tanks 14 by obtaining the volumes of the individual multi-purpose tanks 14 from the input / output unit 21 or the memory unit 22 and calculating the volume.

[0052] Then, based on the acquired total volume of the multi-purpose tanks 14 and the density of the liquefied carbon dioxide, the generation unit 23 calculates the upper limit load capacity of liquefied carbon dioxide that can be loaded onto the ship 1, and, under the condition that the amount of liquefied carbon dioxide stored in the multi-purpose tanks 14 is the upper limit load capacity, extracts a combination of a predetermined route that will result in the lowest transportation costs and a predetermined load capacity of liquefied carbon dioxide at a predetermined point on the predetermined route, as described in Example 3, and calculates the required load capacity of ballast water when sailing the predetermined route, and generates a navigation plan that includes this information. By sailing the ship 1 according to this navigation plan, the maximum amount of liquefied carbon dioxide can be transported, improving economy, and in this case, the required amount of ballast water is minimized, reducing the cost of treating it.

[0053] The configurations disclosed in the above embodiments (including other embodiments, the same applies below) can be applied in combination with configurations disclosed in other embodiments, as long as no contradiction arises. Furthermore, the embodiments disclosed in this specification are examples, and the embodiments of the present invention are not limited to these, and can be modified as appropriate within the scope that does not deviate from the purpose of the present invention. [Explanation of symbols]

[0054] 1: Ship 10: Hull 11: Propulsion system 111: Propulsion device 112: Propulsion engine 12: Fuel tank 13: Liquefied fuel gas tank 14: Ballast tank (dual-purpose tank) 15: Pump 151: Piping 16: Control device 2: Information processing equipment 21: Input / output section 22: Storage section 23: Generation part 24: Display section A :Destination S1: Port of call S2: Port of call D: Departure point WL: Waterline BWL: Ballast waterline DWL: Load line

Claims

1. At least one ballast tank and at least one liquefied fuel gas tank are provided; A ship, wherein at least a portion of the ballast tank and / or the liquefied fuel gas tank is a dual-purpose tank configured to be able to maintain the internal pressure and internal temperature within the pressure range and temperature range in which carbon dioxide is in the liquid phase.

2. 2. An information processing device for generating a navigation plan for a ship according to claim 1, wherein liquefied carbon dioxide is transported on an outbound route from a departure point to a destination, and liquefied fuel gas is transported on a return route from the destination to the departure point, Acquire data on the cost of acquiring the liquefied carbon dioxide at the departure point and at least one port of call on the outbound route, and the cost of traveling by the ship for each candidate route to the destination, and a generation unit that generates, as data, a navigation plan in which the transportation cost of the liquefied carbon dioxide to the destination satisfies a predetermined condition based on the acquisition cost and the navigation cost, An information processing device, wherein the navigation plan includes a predetermined route for the outbound journey and a predetermined load amount of the liquefied carbon dioxide to be loaded onto the ship at a predetermined point on the predetermined route.

3. The generation unit Further acquiring data including a scheduled departure time from the departure point and a predicted sailing time for each candidate route to the destination, generating the navigation plan in which the predicted arrival time at the destination satisfies a predetermined condition based on the scheduled departure time and the predicted navigation time; The information processing device according to claim 2 , wherein the navigation plan includes a navigation schedule from the departure point to the destination point.

4. The generation unit The fuel load of the ship, the weight of the hull, the displacement at full load draft, and the displacement at ballast draft are further acquired as data, generating the navigation plan in which the waterline of the ship satisfies a predetermined condition based on the predetermined load amount of the liquefied carbon dioxide, the load amount of the fuel, the weight of the hull, the displacement at the full load draft, and the displacement at the ballast draft; The information processing device according to claim 2 or 3, wherein the navigation plan includes a required amount of ballast water to be carried.

5. The generation unit The total volume of the dual-purpose tank and the density of the liquefied carbon dioxide are further acquired as data, 5. The information processing device according to claim 4, wherein the navigation plan is generated so that the amount of liquefied carbon dioxide stored in the multipurpose tank is an upper limit load amount calculated based on the total volume of the multipurpose tank and the density of the liquefied carbon dioxide.

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