watercraft

Abstract

To provide a ship capable of maximizing operation efficiency of the ship by effectively changing arrangement and structure of a stern or the like while arranging a cabin at a bow.SOLUTION: The present invention relates to a ship (1) including a cargo area (CA) for storing cargo, a bow area (FA) provided in front of the cargo area, and a stern area (AA) provided behind the cargo area, wherein the bow area includes a bow deck (FD) for partitioning an inside and an outside of a hull, a cabin (20) is provided on an upper portion of the bow deck, and the cabin has a plane cross-section having a shape in which a width decreases toward a front side of a bow.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to ships. [Background technology]

[0002] Ships are vessels that carry cargo and float on the ocean, moving from their point of origin to their destination to transport the cargo. Not only do ships have different shapes, but also different interior and exterior structures depending on the type of cargo.

[0003] In particular, ships are provided with cabins, and the locations of the cabins are fixed for each type of ship depending on the shape of the cargo area formed on the ship, etc. Specifically, in the case of a gas carrier that transports gas, the cabins are located at the stern, and in the case of a container ship, the cabins are located in the center.

[0004] However, because the wheelhouse is located above the cabin, the layout of the cabin is an important factor in determining forward visibility during ship operation. Furthermore, the cabin is a relatively large structure with a large width and height, which causes air resistance during ship operation. Furthermore, the cabin must be partitioned as a safe space because it contains the crew's living quarters.

[0005] Under these circumstances, many attempts have been made to change the structure and layout of ship cabins in order to improve the operational efficiency of ships. Summary of the Invention [Problem to be solved by the invention]

[0006] The present invention was created to solve the problems of the prior art as described above, and the object of the present invention is to provide a ship that can maximize the operating efficiency of the ship by effectively changing the layout and structure of the stern and other parts while locating the cabin at the bow. [Means for solving the problem]

[0007] A ship according to one aspect of the present invention includes a cargo area for storing cargo, a bow area located forward of the cargo area, and a stern area located aft of the cargo area, wherein the bow area includes a bow deck that separates the interior and exterior of the hull, and a cabin is located above the bow deck, and the cabin has a cross-sectional shape whose width decreases toward the front of the bow.

[0008] Specifically, the cabin may include a wheelhouse and a living space provided below the wheelhouse.

[0009] Specifically, the cabin may have a shape in which an upper portion forming the wheelhouse is set back compared to a lower portion forming the living space.

[0010] Specifically, the cabin has a steering deck that forms the bottom of the wheelhouse, and the lower part that forms the living space and the upper part that forms the wheelhouse can be connected vertically with a step based on the steering deck.

[0011] Specifically, the cabin may have a shape in which the plane cross section of the lower portion forming the living space decreases upward, and the plane cross section of the upper portion forming the wheelhouse increases upward.

[0012] Specifically, the cabin is provided behind the wheelhouse and facing the cargo area. A cargo control room may further be included.

[0013] Specifically, the cabin may be spaced apart from the cargo area, and at least a rear surface of the living space provided at the rear of the cabin may be exposed to the outside.

[0014] Specifically, the living space may be installed on the bow deck, and at least a front surface thereof may be exposed to the outside.

[0015] Specifically, the forecastle may be a sunken deck.

[0016] A ship according to one aspect of the present invention includes a cargo area for storing cargo, a bow area located forward of the cargo area, and a stern area located aft of the cargo area, wherein the bow area includes a bow deck that separates the interior and exterior of the hull, and a cabin is located above the bow deck, and the cabin has a cross-section similar to that of the bow deck at least in the forward portion.

[0017] Specifically, the cabin may be supported by a support such that the lower surface thereof is spaced a predetermined height above the bow deck.

[0018] Specifically, the forecastle may be a sunken deck. [Effects of the Invention]

[0019] The ship of the present invention can reduce air resistance and improve operational efficiency by locating cabins, including the wheelhouse, at the bow instead of the stern, streamlining the cabin shape, and lowering the cabin height. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is a perspective view of a vessel according to a first embodiment of the present invention. [Figure 2] 1 is a side view of a vessel according to a first embodiment of the present invention. [Figure 3] 1 is a front view of a vessel according to a first embodiment of the present invention. [Figure 4] 1 is a front cross-sectional view of a vessel according to a first embodiment of the present invention. [Figure 5] 1 is a plan view of a vessel according to a first embodiment of the present invention. [Figure 6] 1 is a partial side view of a vessel according to a first embodiment of the present invention. [Figure 7] 1 is a partial side view of a vessel according to a first embodiment of the present invention. [Figure 8] 1 is a partial perspective view of a vessel according to a first embodiment of the present invention. [Figure 9] 1 is a partial perspective view of a vessel according to a first embodiment of the present invention. [Figure 10] 1 is a partial side view of a vessel according to a first embodiment of the present invention. [Figure 11] 1 is a partial plan view of a vessel according to a first embodiment of the present invention. [Figure 12] 1 is a partial front view of a vessel according to a first embodiment of the present invention. [Figure 13] 1 is a partial front view of a vessel according to a first embodiment of the present invention. [Figure 14] FIG. 4 is a partial side view of a vessel according to a second embodiment of the present invention. [Figure 15] FIG. 10 is a partial plan view of a vessel according to a third embodiment of the present invention. [Figure 16] FIG. 10 is a partial side view of a vessel according to a fourth embodiment of the present invention. [Figure 17] FIG. 10 is a side view of a vessel according to a fifth embodiment of the present invention. [Figure 18] FIG. 10 is a partial side view of a vessel according to a sixth embodiment of the present invention. [Figure 19] FIG. 10 is a side view of a vessel according to a seventh embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0021] The objects, particular advantages, and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In this specification, when referring to components in each drawing, reference numerals are used to refer to the same components even if they appear on different drawings. It should be noted that the same reference numerals have been used wherever possible. Furthermore, when describing the present invention, if it is determined that a detailed description of related prior art would unnecessarily obscure the gist of the present invention, the detailed description will be omitted.

[0022] Furthermore, the term "conventional" in the present invention merely corresponds to a comparative example for explaining the characteristics of the present invention, and does not necessarily mean that the content is publicly known.

[0023] The vessel in this specification may be a commercial vessel that carries various types of cargo. In this case, the cargo may be a standardized article or substance, such as a container. Alternatively, the cargo may be a gas, which is a substance that has a boiling point lower than room temperature and is transported in a liquid phase, such as LNG, LPG, ethane, methanol, ammonia, hydrogen, or CO2. In other words, the type of vessel in the present invention is not limited.

[0024] Furthermore, the concept of the ship of the present invention includes not only commercial ships that carry cargo, but also cruise ships that carry people, FSRUs, FPSOs, bunkering vessels, offshore plants, and the like that are moored in a certain area and used for work.

[0025] Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. In the following, the longitudinal direction of a ship is the same as the fore-and-aft direction, the width direction of the ship is the same as the left-right direction, and the height direction of the ship is the same as the up-and-down direction. Furthermore, a deck is a horizontally installed part of a ship's hull, and the deck may be installed at a certain height above the bottom of the hull. That is, hereinafter, the deck height refers to the height in the up-and-down direction based on the base line of the ship. However, the deck may have an overall flat surface shape or an inclined surface shape. In the latter case, the deck height refers to any one of the average height, minimum height, and maximum height.

[0026] FIG. 1 is a perspective view of a ship according to a first embodiment of the present invention, FIG. 2 is a side view of the ship according to the first embodiment of the present invention, and FIG. 3 is a front view of the ship according to the first embodiment of the present invention. Also, FIG. 4 is a front cross-sectional view of the ship according to the first embodiment of the present invention, FIG. 5 is a plan view of the ship according to the first embodiment of the present invention, and FIGS. 6 and 7 are partial side views of the ship according to the first embodiment of the present invention. Also, FIG. 8 is a partial perspective view of the ship according to the first embodiment of the present invention, FIG. 9 is a partial perspective view of the ship according to the first embodiment of the present invention, and FIG. 10 is a partial side view of the ship according to the first embodiment of the present invention. Also, FIG. 11 is a partial plan view of the ship according to the first embodiment of the present invention, and FIGS. 12 and 13 are partial front views of the ship according to the first embodiment of the present invention.

[0027] As mentioned above, the present invention may be applied to a ship 1 that transports any type of cargo. However, for the sake of convenience, the first embodiment will be described below assuming that the ship 1 is a liquefied natural gas carrier. Furthermore, liquefied natural gas may be referred to as liquefied gas or fuel, and may be in a gaseous or liquid phase. That is, despite the terms liquefied natural gas or liquefied gas, the substance may also be in a gaseous phase.

[0028] 1 to 13, a ship 1 according to a first embodiment of the present invention includes a hull. The hull is a structure forming the exterior of the ship 1, and is long in length and relatively small in width and height. The hull is divided into an interior and an exterior, and cargo, engines 421, 422, etc. are installed inside the hull. In addition, a cabin 20, an engine casing 40, a propulsion device, a mooring device 30, and various other equipment and electrical equipment may be installed outside the hull.

[0029] In the present invention, the ship 1 can be divided into a cargo area CA, a bow area FA, and an aft area AA. These areas are concepts that encompass the entire interior and exterior of the hull, and can also encompass other structures and devices attached to the hull. The tail section AA can be a longitudinal section of the vessel 1 of the present invention. The features of the present invention will be described in detail for each region.

[0030] The cargo area CA stores cargo. The cargo area CA can refer to the approximately central portion of the hull. The hull has the largest cross-section in the longitudinal center, and the cross-section can be smaller in the forward and aft portions. In this case, the cargo area CA can include the central portion of the hull where the cross-section is constant in the longitudinal direction.

[0031] Furthermore, the cargo area CA may further include at least a portion of the forward and aft portions where the cross section of the hull is somewhat reduced. For example, the forward portion of the cargo area CA may have a shape with a smaller cross section than the other portions.

[0032] The cargo area CA can store various types of cargo, without being limited to the above. However, in this embodiment, if the ship 1 is a liquefied natural gas carrier, the cargo area CA can store liquefied natural gas. For this purpose, a liquefied gas storage tank LT may be provided in the cargo area CA. The liquefied gas storage tank LT may be accommodated inside the hull of the cargo area CA. A plurality of liquefied gas storage tanks LT may be provided in the longitudinal direction of the hull, and adjacent liquefied gas storage tanks LT may be spaced apart from each other by bulkheads.

[0033] The liquefied gas storage tank LT may be a tank that stores liquefied natural gas at a cryogenic temperature below the boiling point. In this case, the volume of the liquefied natural gas is reduced to about 1 / 600 of that of the gas phase, greatly improving storage efficiency.

[0034] However, the liquefied gas storage tank LT may be equipped with an insulation system to maintain the temperature of the liquefied gas stored at a cryogenic temperature. The insulation system may include an insulating wall and a barrier wall provided on the inner wall of the liquefied gas storage tank LT, and the insulating wall and the barrier wall may be provided in at least a double structure. This type of liquefied gas storage tank LT can be called a membrane type tank.

[0035] Meanwhile, the liquefied gas storage tank LT may have an insulating wall on its outer wall. In this case, the liquefied gas storage tank LT may be manufactured separately from the hull and then mounted inside the hull, and this type of liquefied gas storage tank LT may be called an independent tank. However, in the following, this embodiment will be described assuming that it is equipped with a membrane-type tank.

[0036] The liquefied gas storage tank LT may be installed so that it is surrounded by the hull on all sides, and a ballast tank 341 and a pipe duct may be installed below the liquefied gas storage tank LT in the hull. Ballast tanks 341 may also be installed on the left and right sides of the liquefied gas storage tank LT in the hull. A fuel line (described later) may be installed in the pipe duct, and the fuel passing through the pipe duct may be a substance with a boiling point above room temperature, unlike the liquefied gas cargo. Therefore, the fuel line in the pipe duct may have a shape that does not require significant insulation.

[0037] A passageway for workers (crew members) to move around may be provided above the liquefied gas storage tank LT in the hull. The upper surface of the liquefied gas storage tank LT can be called the inner deck, and an exposed deck ED exposed to the outside is provided above the inner deck.

[0038] The liquefied gas storage tank LT can have an octagonal cross section to maximize the volume taking into account the cross-sectional shape of the ship. In this case, the exposed deck ED is also the liquefied gas storage tank LT. The polygonal structure on the upper side of the casing can be provided corresponding to the polygonal structure on the upper side of the casing.

[0039] For example, the exposed deck ED has its highest point in the center of its width, which can be called the trunk deck TD. The trunk deck TD is installed on top of the inner deck, and longitudinal strength members (girders, stiffeners, etc.) may be installed between the trunk deck TD and the inner deck to ensure longitudinal strength. Such longitudinal strength members maintain the strength of the hull when it moves, such as hogging or sagging.

[0040] As will be described later, the present invention not only ensures longitudinal strength with the longitudinal strength members installed in the cargo area CA, but also improves the longitudinal strength of structures such as the cabin 20 and the cargo handling room 41. That is, by connecting the longitudinal strength members to the cabin 20 in the fore-and-aft direction, the total length of the longitudinal strength members relative to the hull is extended, thereby improving the longitudinal strength.

[0041] The trunk deck TD and the inner deck are used as a space that separates the liquefied gas storage tank LT from the outside, and can be used to prepare for leaks from the liquefied gas storage tank LT. However, the liquefied gas storage tank LT is provided with a dome (not shown) to prevent the inflow and outflow of liquefied gas and evaporated gas, and the dome may penetrate both the inner deck and the trunk deck TD so that its upper end is exposed to the outside.

[0042] The exposed deck ED may have an upper deck UD (upper deck) at a height lower than the trunk deck TD on the left and right sides in the width direction. The upper deck UD may be a part that forms the ceiling of the passageway. The upper deck UD may be set lower than the trunk deck TD and may be connected to the trunk deck TD through a slope.

[0043] The upper deck UD is also exposed to the outside like the trunk deck TD, and workers can move around on the upper deck UD. In this case, handrails (not shown) and side lights can be provided on the left and right ends of the upper deck UD. The left and right ends of the upper deck UD are connected to the sides of the hull, which are called the side shell plating. As mentioned above, ballast tanks 341 may be provided in the space between the side shell plating and the liquefied gas storage tank LT.

[0044] The upper deck UD may be extended between the forward and aft ends of the cargo area CA, but in this embodiment, the upper deck UD may be switched to the downward deck LD at the forward end of the cargo area CA. The downward deck LD is configured to be provided alongside the bow deck FD, which will be described later, and may be a deck that is lower in height than the upper deck UD.

[0045] The downward deck LD may be located on one side of the liquefied gas storage tank LT that is installed at the forefront among the plurality of liquefied gas storage tanks LT. The downward deck LD may be connected to the front end of the upper deck UD in the form of a vertical or inclined step, and such a step may be installed above the part of the cargo area CA where the forefront liquefied gas storage tank LT is installed in the fore-aft direction.

[0046] As will be described later, the bow deck FD can be moored by placing mooring devices 30. In particular, the bow deck FD may be a sunken deck. However, when mooring the ship 1, mooring lines 301 are required not only at the bow and stern but also at the center of the hull. Therefore, mooring lines 301 can also be arranged in the cargo area CA. For this reason, the downspout deck LD is installed at the same height as the bow deck FD, allowing integrated mooring of the bow deck FD and the downspout deck LD.

[0047] As an example, a mooring line 301 connected from a mooring device 30 (windlass, winch, etc.) provided on the bow deck FD passes through the down-deck LD in the cargo area CA and is connected to the outside of the hull. That is, the downdraft deck LD allows the mooring line 301 extending from the foredeck FD to extend from the center portion of the hull to the left or right side.

[0048] In the case of a liquefied natural gas carrier, the exposed deck ED can include the trunk deck TD and the upper deck UD, which is installed on both sides of the trunk deck TD and is lower than the trunk deck TD. Of course, the exposed deck ED can vary depending on the type, structure, shape, etc. of the liquefied gas storage tank LT. However, the exposed deck ED is the part of the hull that is exposed to the outside, and can be the upper surface that separates the inside and outside of the hull.

[0049] The exposed deck ED may be installed above the cargo storage space 10 formed inside the hull, but the exposed deck ED does not have to directly form the upper surface of the cargo storage space 10. In other words, the cargo storage space 10 and the exposed deck ED may be separated in the vertical direction to form a space for protecting the cargo.

[0050] The exposed deck ED may be provided with equipment for loading or unloading cargo. The exposed deck ED may also be provided with additional facilities for processing the cargo. For example, if the cargo is liquefied natural gas, the exposed deck ED may be provided with a manifold 12 for transporting the cargo. The manifold 12 is provided in the center of the hull so that it can be easily connected to a port's transport arm when the ship 1 comes alongside the port.

[0051] The manifold 12 is provided in a form capable of transporting both the gas and liquid phases of the liquefied gas, and may have a form in which gas phase lines and liquid phase lines are provided alternately. The manifold 12 may have at least three lines provided in the front-rear direction, and the gas phase lines and liquid phase lines may be configured in accordance with the arrangement of the port transport arms.

[0052] The manifold 12 may be provided in a form that extends toward both the left and right ends of the trunk deck TD. The manifold 12 may be bent downward from the outside of the trunk deck TD in the width direction to have a height that allows it to be connected to an external transfer arm, or may be extended in the left and right directions on the upper deck UD. That is, the manifold 12 may be bent at least twice to form a stepped structure, and the height of the steps at the bent portions of the manifold 12 can correspond to the height difference between the trunk deck TD and the upper deck UD.

[0053] The manifold 12 can connect the liquefied gas storage tank LT and the transfer arm to each other, and for this purpose, the manifold 12 can be connected to a liquefied gas line extending from the dome of the liquefied gas storage tank LT. The liquefied gas line extends forward or rearward from the dome. For a liquefied gas storage tank LT installed rearward of the manifold 12 installed in the center of the hull, the liquefied gas line passes through the dome and extends forward to be connected to the manifold 12. Meanwhile, for a liquefied gas storage tank LT installed forward of the manifold 12 installed in the center of the hull, the liquefied gas line can pass through the dome and extend rearward to be connected to the manifold 12. In other words, the manifold 12 integrally connects multiple liquefied gas storage tanks LT installed in the front-rear direction.

[0054] In addition, a vent mast 11 may be provided on the exposed deck ED to exhaust liquefied gas released from the liquefied gas storage tanks LT into the atmosphere. At least one vent mast 11 may be allocated to each liquefied gas storage tank LT. In this embodiment, a total of four liquefied gas storage tanks LT are provided in the cargo area CA, and a total of four vent masts 11 may also be provided.

[0055] When two liquefied gas storage tanks LT are provided at the rear and front of the manifold 12, two vent masts 11 may be provided at the rear and front of the manifold 12. The vent mast 11 may be installed in the center of the trunk deck TD in the width direction and may have a height above a certain level to protect workers positioned on the trunk deck TD. That is, the vent mast 11 has a configuration that discharges liquefied gas at a height above a certain level so that the liquefied gas discharged from the vent mast 11 does not threaten workers.

[0056] The vent mast 11 can discharge liquefied gas to the outside when the internal pressure of the liquefied gas storage tank LT becomes excessive and the safety valve is opened, or the vent mast 11 can discharge liquefied gas flowing between the liquefied gas storage tank LT and the manifold 12 to the outside as needed.

[0057] As will be described later, in this embodiment, the height of the engine casing 40 and the height of the cabin 20 are both reduced, so that the top end of the vent mast 11 can be at the highest position. Utilizing this, at least one of the vent masts 11 may be provided with a mast headlight 111, 261.

[0058] The masthead lights 111 and 261 are installed at the front and rear of the vessel 1 in accordance with regulations, and the longitudinal distance between the forward masthead light 261 and the rear masthead light 111 must exceed 100m. In addition, the rear masthead light 111 must be installed higher than the forward masthead light 261.

[0059] In consideration of this, in this embodiment, for example, the rearmost vent mast 11 may be integrally provided with the rear mast head light 111. That is, in this embodiment, instead of applying a separate structure for installing the mast head light 111, 261 on the trunk deck TD, the rear mast head light 111 can be installed on the existing vent mast 11.

[0060] However, the vent mast 11 is a structure that releases liquefied gas, and liquefied gas can be flammable and explosive. Therefore, the rear mast headlight 111 provided on the vent mast 11 can have explosion-proof specifications.

[0061] As will be described later, the forward mast headlight 261 may be provided on the radar mast 26. The radar mast 26 is mounted on the compass deck 21b in the cabin 20 provided in the bow area FA. Since the radar mast 26 has a lower height than the bent mast 11, the aft mast headlight 111 provided on the bent mast 11 can be provided higher than the forward mast headlight 261 provided on the radar mast 26.

[0062] Of course, a separate mast may be applied to the cabin 20 to install the forward mast headlight 261. In this case, the forward mast headlight 261 may be provided in front of or behind the radar mast 26, and may be connected to the radar mast 26 as needed.

[0063] The aft mast headlight 111 may also be installed on a separate mast other than the bent mast 11, and the mast supporting the aft mast headlight 111 may be arranged around the bent mast 11. The aft mast headlight 111 may be connected to the bent mast 11 to utilize the support structure of the bent mast 11.

[0064] When a liquefied gas storage tank LT is installed, it is necessary to provide a structure for re-liquefying the liquefied gas, supplying fuel, etc. This structure is configured as a cargo handling room 41, and the cargo handling room 41 is provided on the deck.

[0065] The cargo handling room 41 can accommodate a compressor for compressing the liquefied gas, a motor for driving the compressor, and a condenser or heater for cooling or heating the liquefied gas.

[0066] An engine casing 40 is provided on the aft deck AD, which separates the interior and exterior of the hull in the aft area AA, which will be described later. However, if a cabin 20 is also provided on the aft deck AD, the cargo handling room 41 may be located on the exposed deck ED of the cargo area CA, as there may not be enough space in the aft area AA.

[0067] However, in the present invention, the cabin 20 is located in the bow area FA rather than the aft area AA. This will be described in detail below. Due to this feature, the present invention ensures a surplus space that allows the cargo handling room 41 to be located on the aft deck AD.

[0068] Therefore, the cargo handling room 41 is provided in the aft area AA, not in the cargo area CA. In other words, only the vent mast 11, manifold 12 and other equipment are provided on the trunk deck TD, and the cargo handling room 41, which is primarily used to handle liquefied gas, is not located on the trunk deck TD.

[0069] In this case, the present invention can ensure sufficient clearance space on the trunk deck TD. In particular, the present invention makes it very easy to monitor the cargo area CA because there is no hexahedral structure (room) with a specific height on the exposed deck ED of the cargo area CA.

[0070] Furthermore, the present invention allows for the installation of additional equipment on the exposed deck ED of the cargo area CA. For example, auxiliary propulsion equipment that utilizes wind power may be installed on the exposed deck ED of the cargo area CA. Examples of wind-powered auxiliary propulsion equipment include a Magnus rotor and a wing sail. Such wind-powered auxiliary propulsion equipment may be installed on at least one of the front and rear sides of the manifold 12, and may be arranged on the trunk deck TD or the upper deck UD.

[0071] Alternatively, the exposed deck ED of the cargo area CA may be provided with solar power generation equipment or other equipment that utilizes environmentally friendly energy other than wind power. In addition, various other equipment that can improve the operational efficiency of the ship 1 may be added within the cargo area CA.

[0072] However, the present invention may also be embodied in an embodiment in which, of the accommodation room 22 and wheelhouse 21 included in the cabin 20, only the wheelhouse 21 is located in the bow area FA, and the accommodation room 22 is located in the aft area AA. In this case, the cargo handling room 41 may be provided on the exposed deck ED in the cargo area CA. Alternatively, in this case, the cargo handling room 41 may be provided on the aft deck AD, and the cargo handling room 41 and the accommodation room 22 may be stacked one on top of the other.

[0073] The bow area FA is located forward of the cargo area CA. The bow area FA may include the bow portion of the hull and encompasses the forward portion based on the sailing direction of the ship 1. The bow area FA has a shape in which the width of the hull narrows rapidly toward the front. Therefore, unlike the cargo area CA, the bow area FA has relatively narrow space inside and outside the hull.

[0074] A bulbous bow may be provided at the front of the hull in the bow area FA. The front of the hull is the bow that faces the waves, and its shape can determine the resistance depending on the ship's speed. The upper part of the bulbous bow at the front of the hull may have a shape that slopes back from the top to the bottom. Alternatively, the front of the hull may have a vertical shape.

[0075] The bow area FA may be provided with a foredeck FD that separates the interior and exterior of the hull. In particular, in the present invention, a cabin 20 is provided on the foredeck FD. In this case, the cabin 20 may include a wheelhouse 21, and together with the wheelhouse 21, includes a living room 22.

[0076] In this case, the wheelhouse 21 may be a space provided with equipment for adjusting the navigation of the ship 1. However, when autonomous navigation is applied to the ship 1 of the present invention, the equipment arranged inside the wheelhouse 21 and the size of the wheelhouse 21 may be changed.

[0077] The accommodation room 22 may be a space where workers (crew) who perform various tasks inside the ship 1 stay. The accommodation room 22 includes not only the space where the workers live, but also spaces where the workers take breaks, work, and eat. In other words, the accommodation room 22 may be configured to include all spaces where workers can stay in addition to the wheelhouse 21. When autonomous navigation is applied to the ship 1 of the present invention, the accommodation room 22 may be minimized or omitted.

[0078] In conventional liquefied natural gas carriers, cabins 20 such as a wheelhouse 21 are generally provided at the stern. However, unlike conventional vessels, the present invention arranges the cabins 20 on the foredeck FD in the bow area FA, thereby improving the space utilization of the aft area AA and cargo area CA.

[0079] In addition, by locating the cabin 20 in the bow area FA, there is no blind spot caused by the hull when looking forward from the wheelhouse 21. In conventional cases where the cabin 20 is located at the stern, a blind spot is created due to the length of the hull forward of the cabin 20, which creates a risk of accidents. On the other hand, the present invention places the cabin 20 on the bow deck FD, so that when looking forward from the wheelhouse 21 of the cabin 20, there is (almost) no part that is hidden by the hull (the visibility line is improved to slope significantly downward), minimizing the risk of collision during navigation.

[0080] As described above, when the cabin 20 is provided at the stern, the cargo handling room 41 must be located in the cargo area CA. However, in the present invention, since the cabin 20 is located at the bow, the cargo handling room 41 can be located in the stern area AA. Therefore, the cargo handling room 41 is not located in the cargo area CA, which improves the work efficiency of workers and simplifies work management. Furthermore, the present invention enables environmentally friendly modifications to the cargo area CA.

[0081] The bow deck FD has a shape that narrows toward the front, similar to the shape of the hull, and can have a convex curve toward the front. Furthermore, the bow deck FD must be equipped with mooring devices 30 for mooring the vessel 1, and mooring space must be secured. Therefore, the bow deck FD does not have a sufficient planar area for arranging cabins 20 such as the wheelhouse 21 and the living quarters 22.

[0082] When attempting to arrange cabins 20 on the bow deck FD, which has insufficient spare area, one option is to increase the number of floors of the cabins 20 to ensure the required area of ​​the cabins 20. However, in this case, there is a problem in that the cabins 20 create considerable air resistance.

[0083] Therefore, the present invention provides a solution that can minimize air resistance caused by the cabin 20 arranged in the bow area FA while ensuring the required area of ​​the cabin 20 and ensuring sufficient mooring space.

[0084] Specifically, in the present invention, the cabin 20 is installed above the bow deck FD, and has a planar cross section with a shape in which the width of the cabin 20 decreases toward the front of the bow. In this case, the degree to which the width of the cabin 20 decreases toward the front of the bow may be nonlinear, so that the front of the cabin 20 is curved, or the cabin 20 may have a shape in which the width of the cabin 20 decreases like steps toward the front of the bow. Alternatively, the width of the cabin 20 may decrease linearly toward the front of the bow, but the slope of the width decrease may change at certain sections, forming a polygonal shape.

[0085] That is, the cabin 20 of the present invention may be provided in a bullet type with a cross section similar to that of the bow deck FD, rather than in a rectangular parallelepiped shape provided at the stern. This allows the present invention to minimize air resistance caused by the cabin 20.

[0086] In order to further reduce air resistance, the cabin 20 may have a shape in which the cross section of the lower part forming the living space 22 decreases from the lower surface (A deck) upward. Therefore, the cabin 20 can have an inverted V shape together with the upper part of the bow of the hull when viewed from the side.

[0087] The cabin 20 includes a wheelhouse 21 and a living space 22, and the living space 22 is located below the wheelhouse 21. With reference to the wheelhouse 21, the floor can be defined as the steering deck 21a and the ceiling as the compass deck 21b, and the living space 22 can be located below the steering deck 21a. The compass deck 21b can form the upper surface of the cabin 20 and be exposed to the outside. Of course, a living space may also be partially formed above the steering deck 21a. In other words, the functions / uses of the wheelhouse 21 and the living space 22 are not necessarily limited by their terms.

[0088] The accommodation room 22 of the cabin 20 may include decks A to B, etc., depending on the number of floors. In this case, deck B is formed to be relatively smaller than deck A. Also, the steering deck 21a may be smaller than the deck of the accommodation room 22. The lower part of the cabin 20 that forms the accommodation room 22 may have a cross-sectional area that decreases upward, while the upper part of the cabin 20 that forms the wheelhouse 21 may have a cross-sectional area that increases upward. In other words, the front end of the cabin 20 may be "L" shaped when viewed from the side.

[0089] Furthermore, the cabin 20 may have a shape in which the upper part forming the wheelhouse 21 is set back compared to the lower part forming the accommodation room 22. That is, in the cabin 20, the lower part forming the accommodation room 22 and the upper part forming the wheelhouse 21 are connected vertically with a step provided with the steering deck 21a as the base. In this case, at least a portion of the periphery of the steering deck 21a is exposed to the outside. In this case, the angle at which the view downward from the wheelhouse 21 may be partially limited by the steering deck 21a forming the upper surface of the accommodation room 22, but since the cabin 20 is arranged on the bow deck FD, it goes without saying that blind spots can be eliminated in an innovative way compared to the conventional method, even if the downward visibility line is partially limited by the steering deck 21a.

[0090] In addition, the wheelhouse 21 can be protected by the accommodation room 22 that protrudes further forward. For example, if waves come over the bow deck FD during navigation, the waves can be broken by the accommodation room 22 and not strike the wheelhouse 21. In particular, since the lower part of the cabin 20 has a forward-convex shape, the front of the cabin 20 can function as a wave breaker just like the bow of a ship.

[0091] However, at least the front of the lower part of the cabin 20 may have a stronger structure and material than the upper part of the cabin 20 in preparation for impact with green water. For example, the windows provided at the front of the lower part of the cabin 20 may be made of tempered glass stronger than that used for the windows of the wheelhouse 21, and the thickness of the metal structure forming the front of the lower part of the cabin 20 may be relatively greater than the thickness of the metal structure forming the front of the upper part of the cabin 20.

[0092] When the wheelhouse 21, which is the upper part of the cabin 20, is set back compared to the living quarters 22, which is the lower part of the cabin 20, the steering deck 21a exposed to the outside may be connected to the wing bridge 24. Therefore, workers in the wheelhouse 21 move to the wing bridge 24 via the steering deck 21a. For this purpose, the steering deck 21a may be provided alongside the upper surface of the wing bridge 24. In addition, escape equipment (such as a life boat, not shown) for workers to escape may be provided on both sides of the cabin 20, and the steering deck 21a exposed to the outside can enable access to the escape equipment.

[0093] The lower part forming the living space 22 may have a slope where the front end thereof slopes backward from the bottom to the top when viewed from the side, while the upper part forming the wheelhouse 21 may have an opposite slope. That is, in the cabin 20, the upper part forming the wheelhouse 21 may have a slope where the front end thereof slopes forward from the bottom to the top when viewed from the side.

[0094] Nevertheless, the front end of the wheelhouse 21 can be positioned aft of the front end of the accommodation room 22. In other words, the difference in the length between the upper part of the cabin 20 that forms the wheelhouse 21 and the lower part that forms the accommodation room 22 may be greater than the length of the inclined front end of the wheelhouse 21.

[0095] Such a cabin 20 can have a lower end area projected to 70% or more of the foredeck FD. Therefore, the present invention can ensure the required area of ​​the cabin 20 even though the foredeck FD has a relatively small area.

[0096] However, if the cabin 20 covers most of the foredeck FD, securing mooring space becomes an issue. For this reason, the cabin 20 is provided spaced apart above the foredeck FD. In other words, the underside of the cabin 20 is spaced apart above the foredeck FD via supports 23, forming a pilotis structure.

[0097] The certain height that the underside of the cabin 20 is spaced above the bow deck FD is determined taking into consideration the size of the mooring device 30 and the height required for maintenance of the mooring device 30. As an example, the certain height may be 4.7 m or more.

[0098] The support 23 can be provided so as not to interfere with the use of the mooring device 30. That is, the support 23 can maximize the space between the underside of the cabin 20 and the bow deck FD. As an example, the support 23 may be provided in front of the cabin 20.

[0099] Since the cabin 20 is provided in a shape that covers most of the bow deck FD, the support 23 can vertically connect the front end of the bow deck FD and the front end of the cabin 20. In particular, the support 23 can support the cabin 20 by utilizing the bulwark 28 provided around the bow deck FD.

[0100] In the bow area FA, a bulwark 28 may be provided forward of the forecastle FD. The bulwark 28 is provided to surround the front of the forecastle FD and has a curved planar cross section that convexly curves forward to correspond to the shape of the forecastle FD. The bulwark 28 prevents waves (green water) from washing into the forecastle FD when the ship 1 is operating. The bulwark 28 may also have a structure that allows a mooring line 301 to pass through.

[0101] Such a bulwark 28 may be formed in a portion forward of the forecastle FD, and the lower end of the support 23 is attached to the bulwark 28 and the upper end is connected to the lower end of the cabin 20. Since the lower part of the cabin 20 forms the living space 22, the upper end of the support 23 may be provided to support the underside of the living space 22. In particular, a pair of supports 23 may be provided to extend from both ends of the curved bulwark 28 to the underside of the cabin 20.

[0102] The underside of the cabin 20 is formed smaller than the area of ​​the bow deck FD, and the periphery of the underside of the cabin 20 can be set back more than the periphery of the bow deck FD, so the support 23 connecting the bulwark 28 and the cabin 20 can have a shape in which the upper end is inclined rearward compared to the lower end when viewed in a plane.

[0103] In addition, the support 23 may have a shape in which the upper end is inclined backward compared to the lower end when viewed from the side, so that the lower part of the support 23 does not obstruct the view for mooring. It can be made into.

[0104] Therefore, when an operator uses the mooring device 30 arranged on the bow deck FD, the space on the bow deck FD is only blocked off at the top by the cabin 20, and the surrounding area is open except for the support 23. As a result, the present invention can reduce air resistance caused by the cabin 20 while arranging a cabin 20 of sufficient size on the bow deck FD, thereby ensuring the efficiency of mooring work.

[0105] The pair of supports 23 form a bow opening (not shown) surrounded by the underside of the cabin 20 and the bow deck FD, and the mooring line 301 of the mooring device 30 passes through the bow opening. The bow opening has a size and shape that is as open as possible through the arrangement and shape of the supports 23, allowing workers to easily moor the boat.

[0106] Furthermore, the present invention can further reduce air resistance by lowering the maximum height of the cabin 20. The height of the cabin 20 can be minimized by making the horizontal cross section of the cabin 20 itself sized and shaped to cover most of the bow deck FD, and furthermore, in the bow area FA, the effect of lowering the bow deck FD itself and lowering the upper end of the cabin 20 (compass deck 21b) can be obtained.

[0107] The foredeck FD has a height relatively lower than the exposed deck ED formed in the cargo area CA. In this case, the exposed deck ED includes the trunk deck TD and the upper deck UD as described above. That is, the foredeck FD may be lower than the trunk deck TD or the upper deck UD. Referring to Figure 7, when the height of the trunk deck TD is H0 and the height of the upper deck UD is H1, which is lower than H0, the height of the foredeck FD can be H2.

[0108] Therefore, the height difference (H0-H2) between the bow deck FD and the trunk deck TD can be greater than the height difference (H0-H1) between the upper deck UD and the trunk deck TD. However, the height difference (H1-H2) between the bow deck FD and the upper deck UD can be smaller than the height difference (H0-H2) between the trunk deck TD and the bow deck FD.

[0109] That is, the bow area FA can accommodate an additional height of the cabin 20 by the height (H1-H2) that the bow deck FD is lowered from the upper deck UD. Since the underside of the cabin 20 is spaced upward from the bow deck FD by the height required for use of the mooring device 30, the upper surface of the cabin 20 can be lowered when the bow deck FD itself is lowered.

[0110] In this case, the cabin 20 may have a configuration in which the height (height difference (H3-H0) between the compass deck 21b and the trunk deck TD) projecting upward from the exposed deck ED (trunk deck TD) as a reference is smaller than the height difference (H0-H2) between the exposed deck ED and the bow deck FD. In particular, since the trunk deck TD can be arranged on the same plane as the steering deck 21a provided in the cabin 20, the height (H3-H0) from the steering deck 21a upward to the compass deck 21b in the cabin 20 can be smaller than the height (H0-H2) from the steering deck 21a downward to the bow deck FD.

[0111] Furthermore, the cabin 20 may be provided with a shape in which the height of its upper portion is relatively lower than that of its lower portion, with the steering deck 21a as the reference point. In other words, if the height of the compass deck 21b is H3, the height (H3-H0) from the exposed deck ED to the compass deck 21b of the cabin 20 can be relatively smaller than the height (H0-H4) from the exposed deck ED to the underside of the cabin 20, when the height of the underside of the cabin 20 is H4.

[0112] In this case, the bow deck FD is a deck lower than the upper deck UD, and can be a sunken deck where the mooring device 30 is installed to realize mooring. The plate FD may be located lower than the aft deck AD of the aft area AA, which will be described later.

[0113] In other words, the bow deck FD, which forms the upper surface of the hull in the bow area FA, is formed lower than the lowest exposed deck ED (upper deck UD), which forms the upper surface of the hull in the cargo area CA, and the aft deck AD, which forms the upper surface of the hull in the aft area AA.

[0114] However, such a foredeck FD does not have a step with the exposed deck ED of cargo area CA between cargo area CA and fore area FA, but is continuously connected to a part of the exposed deck ED of cargo area CA. As described above, a downturned deck LD is provided at the forward end of the upper deck UD in cargo area CA, and the downturned deck LD can be stepped with the upper deck UD so as to have a height H1 that is aligned with the fore deck FD. Therefore, the fore deck FD and the downturned deck LD can be flush with each other between the fore area FA and cargo area CA.

[0115] As explained above, the reason why the bow deck FD is extended without any step to a part of the cargo area CA at the boundary between the cargo area CA and the bow area FA, and then forms a step at a certain point, is because the mooring line 301 of the mooring device 30 installed on the bow deck FD must be extended through the cargo area CA.

[0116] The height difference (H1-H2) between the bow deck FD and the upper deck UD, i.e., the height difference (H1-H2) between the downdraft deck LD and the upper deck UD, may be around 2m. However, if the bow deck FD is lowered too much, the area of ​​the bow deck FD itself will become smaller when considering the alignment of the bow of the hull, which will restrict the installation of not only the cabin 20 but also the mooring device 30. Therefore, the bow deck FD may be lowered to a height of up to 4m compared to the upper deck UD.

[0117] In this way, the bow area FA has a cabin 20 with a convex planar cross section toward the front and a side cross section that slopes back from the bottom toward the top, which not only reduces air resistance but also lowers the maximum height of the cabin 20, further reducing resistance.

[0118] In this case, the A deck and B deck of the accommodation room 22 in the cabin 20 can be located lower than the trunk deck TD. Also, the steering deck 21a formed on top of the B deck in the cabin 20 can be located at the same or similar height as the trunk deck TD, and the compass deck 21b in the cabin 20 can be located above the trunk deck TD.

[0119] Therefore, the cabin 20 has two decks below the trunk deck TD and one deck above it, so that the part higher than the trunk deck TD has a relatively smaller height than the part lower than the trunk deck TD. Therefore, the ship 1 can minimize the height of the cabin 20 even while arranging the cabin 20 on the bow deck FD, which has a relatively small area, thereby significantly reducing air resistance.

[0120] The cabin 20 may be provided so that the steering deck 21a has a height H0 that is aligned with the trunk deck TD of the exposed deck ED of the cargo area CA. At least a portion of the steering deck 21a may be exposed to the outside, and the exposed steering deck 21a and the trunk deck TD may be arranged on the same plane. In addition, the steering deck 21a and the trunk deck TD may be connected to each other to facilitate the passage of workers.

[0121] Workers working in the wheelhouse 21 can monitor the cargo area CA as needed. For this reason, a cargo control room (not shown) may be provided behind the wheelhouse 21 in the cabin 20. The cargo control room is provided facing the cargo area CA, ensuring visibility to the cargo area CA. In other words, the cargo control room can be structured to be open toward the cargo area CA and allow movement to the cargo area CA. Alternatively, the cargo control room can be structured to be open toward the cargo area CA. The structure may have a window on the cargo area CA side so that the above can be visually confirmed.

[0122] As described above, by providing the cargo handling room 41 in the aft area AA, there are no elements in the cargo area CA that significantly obstruct the field of view other than the vent mast 11 and the manifold 12. Therefore, workers can easily manage the entire cargo area CA while looking rearward from the cargo management room.

[0123] The cargo management room is provided at the same height as the wheelhouse 21, and the steering deck 21a can form the bottom of the cargo management room. Therefore, the cargo management room can be connected to the exposed deck ED of the cargo area CA without any height difference.

[0124] The ship 1 of the present invention may be provided with a cargo handling room 41 in the stern area AA, and the upper surface of the cargo handling room 41 may be provided at the same height as the exposed deck ED of the cargo area CA. In this case, the ship 1 can be flush with the steering deck 21a in the bow area FA, the exposed deck ED (particularly the trunk deck TD) of the cargo area CA, and the upper surface of the cargo handling room 41.

[0125] At least a portion of the living space 22 provided in the cabin 20 may be a space where workers live and sleep. In this case, the space requires lighting to ensure the workers' basic standard of living. If the space is provided in the forward lower part of the cabin 20, lighting is not an issue, but there is a risk of waves or external collisions. Therefore, the space may be provided in the rear lower part of the cabin 20, and may be located behind the impact bulkhead 31.

[0126] However, if the steering deck 21a in the cabin 20 is aligned with the trunk deck TD, the lower part of the cabin 20 may be located below the trunk deck TD, which limits the amount of light entering the living space located behind the lower part of the cabin 20. Therefore, the cabin 20 may be located forward and spaced apart from the exposed deck ED of the cargo area CA in the fore-and-aft direction, and light is admitted to the living space through the spaced apart gap.

[0127] However, the cabin 20 can be connected to the exposed deck ED of the cargo area CA by a bracket 211. The bracket 211 can connect the exposed deck ED and the cabin 20 without obstructing the entry of light into the living area of ​​the cabin 20.

[0128] As an example, the brackets 211 connect the trunk deck TD and the rear of the cabin 20 from front to back, and may be provided in pairs on both sides of the trunk deck TD so as to be connected to both left and right ends of the rear of the cabin 20. In other words, the pair of brackets 211 can form an open space in the width direction, allowing light to pass through between the pair of brackets 211.

[0129] The bracket 211 may have at least a triangular shape at the top to connect the trunk deck TD and the rear of the cabin 20. That is, the upper end of the bracket 211 may have a shape that increases in height from the rear end to the front end, and the upper end of the bracket 211 may have a concave shape in consideration of air resistance, etc.

[0130] The bracket 211 may be fixed to the front of the cargo area CA. Since the trunk deck TD of the cargo area CA protrudes upward compared to the upper deck UD and the bow deck FD, the bracket 211 is fixed to both ends in the left and right direction at the front of the cargo area CA that vertically connects the front end of the trunk deck TD.

[0131] In this case, the bracket 211 may be provided to cover at least a portion of the gap in the fore-and-aft direction between the cargo area CA and the cabin 20. As described above, the cabin 20 may be spaced forward from the exposed deck ED of the cargo area CA to allow for lighting, and if a gap in the fore-and-aft direction is formed between the cargo area CA and the cabin 20, wind will flow into the gap, causing wind resistance. The bracket 211 can partially function as a gap protector that reduces such wind resistance.

[0132] However, since the left-right width of the front of the cargo area CA to which the bracket 211 is connected may be greater than the left-right width of the cabin 20, the bracket 211 may have a shape that is inclined toward the center from the rear end to the front end. Alternatively, the portion of the bracket 211 that extends forward from the front of the cargo area CA may not extend to the cabin 20.

[0133] The brackets 211 may extend forward along the periphery of the front of the cargo area CA and may have an optimal shape taking into consideration structural strength, etc. The brackets 211 may also be fixed to the bow deck FD. That is, a pair of brackets 211 may connect both the left and right ends of the rear of the cabin 20 to the trunk deck TD and the bow deck FD. Therefore, the rear of the accommodation compartment 22 remains exposed to the outside between the pair of brackets 211, allowing natural light to enter.

[0134] The lower part of the bracket 211 fixed to the bow deck FD may be inclined toward the center from the rear end to the front end, and the inclination of the lower part of the bracket 211 may correspond to the inclination of the bow deck FD. In other words, the lower part of the bracket 211 may be inclined so as not to hinder the movement of workers from the bow deck FD to the upper deck UD.

[0135] Brackets 211 extend from both ends of the front of the cargo area CA, not only filling the gap between the cargo area CA and the cabin 20, but also reinforcing the longitudinal strength by connecting the exposed deck ED of the cargo area CA to the cabin 20. As mentioned above, a longitudinal strength member is provided in the longitudinal direction between the trunk deck TD and the inner deck, but when the cabin 20 is separated forward from the cargo area CA, the longitudinal strength member has a length that reaches the front end of the cargo area CA.

[0136] At this time, the bracket 211 integrates the exposed deck ED of the cargo area CA with the rear surface of the cabin 20. The cabin 20 itself serves as a structure that further extends the vertical strength member forward. That is, the cabin 20 in the bow area FA also acts as a longitudinal strength member, and the hull is Alternatively, it is possible to suppress deformation into a convex shape.

[0137] However, since the brackets 211 extend from both ends of the front of the cargo area CA, the vertical strength member and the cabin 20 may be connected with some offset in the left-right direction, but the brackets 211 may be added to the center of the front of the cargo area CA as long as it does not excessively reduce lighting. In this case, the brackets 211 are installed in line with the vertical strength member in the left-right direction, allowing the cabin 20 and the vertical strength member to be effectively connected.

[0138] The bracket 211 connects and supports the rear of the cabin 20 to the exposed deck ED, so that the bracket 211 allows the cargo area CA to function as a structure that supports the load of the cabin 20. In addition, since the above-mentioned support 23 is connected to the bulwark 28 at the front of the cabin 20 and supports the load of the cabin 20, the cabin 20 is supported to the bow deck FD by the support 23 and is supported to the exposed deck ED by the bracket 211.

[0139] Therefore, in the bow area FA, a separate support structure for vertically supporting the cabin 20 on the bow deck FD can be minimized or omitted. However, at least one duct structure that also serves as a support function may be applied to the bow area FA, and in this case, the duct structure connects the interior of the hull (described later) with the cabin 20, enabling the transmission of electricity and various fluids (fresh water, sewage, etc.).

[0140] The cabin 20 may be provided with a wingbridge 24. The wingbridge 24 is a structure for checking that there are no problems at both ends of the hull when the ship 1 is docked, and the width of the wingbridge 24 from side to side can correspond to the maximum width of the ship 1. Considering that the width of the hull in the cargo area CA is the largest, the wingbridge 24 is extended from both sides of the cabin 20 to correspond to the width of the hull in the cargo area CA.

[0141] Since the cabin 20 has a forward convex shape with its width decreasing toward the front of the bow, the wing bridge 24 may be installed relatively aft in the cabin 20 to reduce the protruding length of the wing bridge 24. For example, the wing bridge 24 may be connected to the rear of the portion of the steering deck 21 a that is exposed to the outside.

[0142] The wing bridge 24 is provided in a shape that allows workers to move, and the upper surface of the wing bridge 24 can be flush with the steering deck 21a so that workers working in the wheelhouse 21 can move to the wing bridge 24. Therefore, workers located in the wheelhouse 21 can move to the upper surface of the wing bridge 24 via the steering deck 21a, and workers located in the accommodation room 22 can approach the upper surface of the wing bridge 24 after moving from the accommodation room 22 to the steering deck 21a.

[0143] A handrail (not shown) for protecting workers may be provided on the upper surface of the wing bridge 24. In addition, the wing bridge 24 may be equipped with equipment (cameras, sensors, lights, etc.) to assist in docking the ship 1.

[0144] When autonomous navigation technology is incorporated into the ship 1 of the present invention to enable the ship 1 to perform automatic docking and undocking, the wingbridge 24 may be omitted. That is, since the wingbridge 24 is a structure that allows an operator to visually check the docking status when the ship 1 is docked, the wingbridge 24 can be omitted if the ship 1 can dock without operator confirmation.

[0145] Furthermore, if the cabin 20 has a shape similar to that of the bow deck FD but has a planar cross section whose maximum width corresponds to the maximum width of the ship 1, the wing bridge 24 may not be necessary. In this case, at least a portion of the steering deck 21a can perform the function of the wing bridge 24.

[0146] An escape facility is provided on the steering deck 21a connected to the upper surface of the wing bridge 24, and access to the escape facility from the wing bridge 24 and the steering deck 21a is easy. The escape facility may be provided behind the wing bridge 24, or a pair of escape facilities may be provided on the left and right sides of the cabin 20.

[0147] The wing bridge 24 may extend laterally from both sides of the cabin 20 in a wing-like shape, or may be integrated into the cabin 20 without a separate support structure, with its load being supported by the cabin 20. Alternatively, the wing bridge 24 may have an inclined reinforcing base on its underside, with its load being supported by the cabin 20.

[0148] The wing bridge 24 has a front edge facing forward and a rear edge facing rearward, and at least the rear edge of the front and rear edges may be aligned in the width direction of the hull. At least a portion of the front edge may also be aligned in the width direction of the hull, but the left and right ends of the front edge may have a slope that slopes back toward the ends. In other words, the wing bridge 24 may have a relatively rectangular parallelepiped shape in a plan view, but may have a chamfered shape with both ends of the front edge scraped away.

[0149] As described above, the bow deck FD has a support structure that allows the underside of the cabin 20 to be spaced upward. The cabin 20 is supported by brackets 211 and the like, and a mooring device 30 is provided below the cabin 20 on the bow deck FD. In this case, mooring work using the mooring device 30 can be performed between the bow deck FD and the underside of the cabin 20.

[0150] In addition, maintenance work on the mooring device 30 must also be performed between the bow deck FD and the underside of the cabin 20. In particular, for installation of the mooring device 30, cargo handling, etc., the height between the bow deck FD and the underside of the cabin 20 may be increased beyond the height of the mooring device 30 by an additional margin.

[0151] Furthermore, the cabin 20 may be provided with a cargo handling device 25 for maintenance of the mooring device 30. The cargo handling device 25 may be fixed to the bow deck FD or the underside of the cabin 20, and as an example, it may be provided on the underside of the cabin 20 in a position corresponding to the installation position of the mooring device 30, thereby not interfering with the passage of workers on the bow deck FD.

[0152] The cargo handling device 25 may be a crane, davit, etc., and can lift the mooring device 30 and take it out of the bow deck FD, or can receive the mooring device 30 from the outside and transfer it to a specific position on the bow deck FD. For this reason, multiple cargo handling devices 25 may be fixedly installed on the underside of the cabin 20. Alternatively, the cargo handling devices 25 may be installed so that they can move within a certain spatial range on the underside of the cabin 20, and rails, etc. may be used.

[0153] Decks that separate the interior and exterior of the hull, such as the bow deck FD in the bow area FA and the exposed deck ED in the cargo area CA, can have a slope that decreases from the center to both ends. In other words, camber is applied to the decks of the hull.

[0154] In this case, when looking at the bow area FA, the shortest height from the bow deck FD to the underside of the cabin 20 is formed at the center part in the left-right direction of the bow deck FD. On the other hand, the height between the bow deck FD and the underside of the cabin 20 gradually increases toward the left and right ends of the bow deck FD.

[0155] The loading and unloading device 25 may be installed in the center of the left-right direction on the underside of the cabin 20, and sufficient margin can be secured when the mooring device 30 is lifted by the loading and unloading device 25 and then pulled out in the left-right direction.

[0156] Of course, the cargo handling devices 25 may be provided on both the left and right ends of the underside of the cabin 20. In this case, the camber shape of the bow deck FD can ensure not only the installation height of the cargo handling devices 25 but also the height of the cargo handling space.

[0157] The upper part of the cabin 20 forms a wheelhouse 21, and the ceiling of the wheelhouse 21 forms a compass deck 21b. A radar mast 26 is provided on the compass deck 21b to ensure the safe navigation of the ship 1. The radar mast 26 uses radar to detect the area ahead in the direction in which the ship 1 is sailing.

[0158] The radar mast 26 may be mounted in the shape of a pillar having a certain height relative to the compass deck 21b to ensure detection performance. The radar mast 26 may also be mounted in the center of the compass deck 21b in the left-right direction, or may be positioned offset forward in the fore-aft direction.

[0159] Mast headlights 111, 261 may be added to the radar mast 26. As explained above with respect to the bent mast 11 in the cargo area CA, the ship 1 is provided with mast headlights 111, 261, which are installed at the front and rear, respectively, and it is preferable that the forward mast headlight 261 and the rear mast headlight 111 are spaced apart by a certain distance (e.g., 100 m) or more. In addition, the forward mast headlight 261 should be installed lower than the rear mast headlight 111.

[0160] Taking such requirements into consideration, the radar mast 26 may be provided integrally with a forward mast headlight 261. In the present invention, the bow deck FD is provided lower than the upper deck UD to form a sunken deck, and the cabin 20 has a relatively wide cross section to cover most of the bow deck FD, so that the compass deck 21b of the cabin 20 is not provided excessively higher than the trunk deck TD. As an example, the compass deck 21b is provided at a height lower than the height between the trunk deck TD and the underside of the cabin 20, so that even if the radar mast 26 is provided on the compass deck 21b of the cabin 20, the height H5 of the upper end of the radar mast 26 can be lower than the height H6 of the upper end of the bent mast 11 described above.

[0161] However, since the compass deck 21b on which the radar mast 26 is installed is higher than the trunk deck TD, which is the exposed deck ED on which the vent mast 11 is installed, the height H5 of the radar mast 26 can be lower than the height H6 of the vent mast 11. In this case, the height difference (H6-H5) between the radar mast 26 and the vent mast 11 can be greater than the height difference (H3-H0) between the compass deck 21b and the trunk deck TD. This is to ensure a height difference between the forward mast headlight 261 and the aft mast headlight 111.

[0162] Therefore, the forward mast headlight 261 mounted on the radar mast 26 is located at a height H5 lower than the aft mast headlight 111 mounted on the vented mast 11 located at a certain distance or more rearward from the radar mast 26. The radar mast 26 and vented mast 11 may also be arranged side by side in the fore-and-aft direction. The radar mast 26 is located in the center of the left-right direction on the compass deck 21b, and the vented mast 11 is also located in the center of the left-and-right direction on the trunk deck TD. Therefore, the forward mast headlight 261 and the aft mast headlight 111 can indicate the approximate length of the hull while accurately indicating the longitudinal direction of the hull.

[0163] Since the forward mast headlight 261 and the aft mast headlight 111 are installed on the radar mast 26 in the bow area FA and the bent mast 11 in the cargo area CA, the present invention eliminates the need to install pillars with separate support structures for installing the mast headlights 111 and 261, thereby further improving space utilization on deck.

[0164] Furthermore, by locating the cabin 20 in the bow area FA and providing the radar mast 26 on the compass deck 21b of the cabin 20, the radar mast 26 can omit detection of the cargo area CA compared to when the cabin 20 is located at the stern. This means that the radar mast 26 is not affected by the cargo area CA when detecting ahead with radar, thereby improving operational stability.

[0165] The aft mast headlight 111 mounted on the vent mast 11 can be provided with explosion-proof specifications in consideration of the discharge of explosive materials such as liquefied gas from the vent mast 11. However, the forward mast headlight 261 mounted on the radar mast 26 can be provided with non-explosion-proof specifications because it is free from the risk of explosive cargo.

[0166] A provision crane or davit may be attached to at least both sides of the compass deck 21b on which the radar mast 26 is installed. In this case, the crane may be installed to pull out escape equipment. Alternatively, the crane installed on the compass deck 21b may embody loading and unloading of the mooring device 30. That is, the mooring device 30 installed on the bow deck FD can be moved to a position offset from the underside of the cabin 20 by the loading and unloading device 25 installed on the underside of the cabin 20, and then transferred to the outside by the crane installed on the compass deck 21b. That is, the crane on the compass deck 21b can assist the loading and unloading device 25 installed on the underside of the cabin 20.

[0167] Alternatively, the loading and unloading of the mooring devices 30 may be performed by the loading and unloading devices 25 on the underside of the cabin 20, and the crane installed on the compass deck 21b may be responsible for lifting equipment other than the mooring devices 30. In particular, the crane on the compass deck 21b may be installed to transport equipment installed inside the cabin 20.

[0168] For this purpose, a cabin hatch 27 may be provided on the compass deck 21b. The cabin hatch 27 is provided on the compass deck 21b in an openable and closable form, and can be located aft of the radar mast 26. The cabin hatch 27 may also be provided between a pair of cranes that may be located on the compass deck 21b.

[0169] The cabin hatch 27 can penetrate the compass deck 21b, and the steering deck 21a of the cabin 20 can be provided with a hatch (not shown) in a position corresponding to the cabin hatch 27. Therefore, when the cabin hatch 27 on the compass deck 21b of the cabin 20 is opened and the hatch on the steering deck 21a is also opened, it becomes possible to transport equipment between the living quarters 22 of the cabin 20 from outside the cabin 20 using a crane or the like provided on the compass deck 21b.

[0170] The cabin hatch 27 may be used to transport steering equipment used in the wheelhouse 21, various facilities and consumables required for living in the living room 22, etc., and can be kept sealed during operation.

[0171] As described above, the mooring device 30 may be arranged on the bow deck FD, and the mooring device 30 is arranged between the bow deck FD and the underside of the cabin 20. The mooring device 30 may include a winch, a windlass, a mooring line 301, etc.

[0172] The mooring device 30 allows the mooring lines 301 to extend in various directions in order to stably moor the vessel 1. As an example, the mooring lines 301 may pass through the bulwark 28 and extend toward the front of the vessel 1. In this case, the forward mooring line 301 passing through the bulwark 28 extends with an inclination of 45 degrees or less to the left or right side of the centerline of the vessel 1 in the fore-and-aft direction.

[0173] The mooring line 301 may also be provided to pass through both ends of the curved bulwark 28 and extend parallel to the width direction of the ship 1. The mooring line 301 may also be extended from the bow deck FD, pass through stand rollers or bollards provided on the bow deck FD or the downdraft deck LD, change its direction of extension, and then be extended to both the left and right sides of the downdraft deck LD.

[0174] The mooring lines 301 are extended to both the left and right sides of the cargo area CA as well, allowing the hull to be stably secured. For this reason, as mentioned above, a certain portion of the front of the exposed deck ED in the cargo area CA is lower than the upper deck UD and consists of the downdraft deck LD, which is on the same plane as the sunken deck, the foredeck FD.

[0175] The following describes the internal structure of the hull in the bow area FA. The interior of the hull below the forecastle FD in the bow area FA may be divided into multiple spaces by bulkheads. In this case, the bulkheads may include both longitudinal and transverse bulkheads, and at least one of the transverse bulkheads may be an impact bulkhead 31 to prepare for a forward collision of the hull.

[0176] The impact bulkhead 31 may be a transverse bulkhead located at the forefront inside the hull, and may be located vertically in the up-down direction, forming a "T" shape with the forecastle FD when viewed from the side. The impact bulkhead 31 is located a certain distance back from the front of the hull. The impact bulkhead 31 is used to protect the inside of the hull when the ship 1 collides with an obstacle, and may be made of steel that is thicker than other surrounding parts.

[0177] A bosun store 32 may be installed inside the hull in the bow area FA. The bosun store 32 may function as a storehouse and may be located directly below the foredeck FD. The bosun store 32 may be installed aft of the impact bulkhead 31 to form a "┤"-shaped structure, or the impact bulkhead 31 may be extended downward from the bottom of the bosun store 32 to form a "┬"-shaped structure.

[0178] An anchor chain used to moor the vessel 1 may be stored on the left or right side of the boatswain store 32. The anchor chain may be stored in a chain locker (not shown), which may be a space separated by a separate structure inside the boatswain store 32. Alternatively, the chain locker may be formed outside the boatswain store 32. However, the lower end of the chain locker may extend below the bottom surface of the boatswain store 32, making the height of the chain locker higher than that of the boatswain store 32.

[0179] A pump room 33, a tank room 34, etc. may be provided behind the impact bulkhead 31. The pump room 33 may be provided below the boatswain store 32 behind the impact bulkhead 31. The pump room 33 can accommodate a pump for transporting cargo or other fuels.

[0180] When the pump room 33 houses a pump for transporting fuel or the like, the fuel transported by the pump may be fuel stored in the tank room 34. In this case, the pump may include a fuel pump, which transports fuel in the tank room 34 to the engine room 42 or the like. The fuel transported by the fuel pump may be transported to the stern area AA via a passageway or a pipe duct under the trunk deck TD described above, and may be oil fuel or the like.

[0181] The propulsion engine 421, power generation engine 422, etc. installed in the engine room 42 may be of a type that mainly consumes liquefied gas, which is the cargo, but the propulsion engine 421, etc. can consume oil fuel as needed. When the propulsion engine 421 must operate on fuel other than cargo, the pump room 33 can transfer fuel from the tank room 34 to the propulsion engine 421, etc.

[0182] As described above, in the present invention, the cabin 20 can be provided on the bow deck FD in the bow area FA, but since waste continues to be generated in the cabin 20, a structure for treating the waste needs to be arranged around the cabin 20. Therefore, a waste treatment unit 35 can be provided in the bow area FA.

[0183] The waste treatment unit 35 can treat waste discharged from the cabin 20, particularly urine and feces transmitted from the living quarters 22. The waste treatment unit 35 may be provided inside the hull in the bow area FA, and waste is transmitted from the living quarters 22, which is below the cabin 20, to the waste treatment unit 35 provided below the bow deck FD.

[0184] In this case, the waste must pass between the underside of the cabin 20 and the bow deck FD, and the above-mentioned duct structure can be used for this purpose. That is, a pipe through which the waste flows may be formed within the duct structure, and the waste generated in the living space 22 can be conveyed to the waste treatment device 35 inside the hull through the bow deck FD.

[0185] The waste treatment device 35 may treat waste using microorganisms or purify waste using various other chemical reactions. The waste treatment device 35 purifies and stores at least a portion of the waste delivered from the living space 22, and then delivers it to land when the ship 1 comes ashore at a port or the like.

[0186] Alternatively, the waste treatment unit 35 can change the waste into a state that will not cause significant environmental pollution even if it is disposed of in the sea, and then discharge an appropriate amount into the sea while the ship 1 is operating.

[0187] The waste treatment unit 35 may be provided below the bosun's store 32, and may be located at the very bottom inside the hull so that harmful gases generated in the waste treatment unit 35 do not interfere with work on the foredeck FD. In particular, the waste treatment unit 35 may be provided below the pump room 33, and the waste treatment unit 35 may be housed above the space in which the pump is located within the pump room 33, or may be housed in a structurally separated independent space within the pump room 33.

[0188] Harmful gases generated in the waste treatment unit 35 are released into the atmosphere.

[0189] The waste treatment unit 35 may be provided in the tank room 34 (described later) instead of at the bottom of the pump room 33. In the present invention, since the cabin 20 is disposed in the bow area FA, the load in the bow area FA increases and bow trim, in which the bow sinks relative to the stern, may occur. In this case, the ballast tank 341 may be minimized or omitted forward of the cargo area CA and / or in the bow area FA.

[0190] Therefore, when the ballast tank 341 included in the tank room 34 is reduced in size in consideration of the bow trim, the sewage treatment device 35 can be arranged in the extra space secured by the reduction in size of the ballast tank 341. The ballast tank 341 in the tank room 34 may be arranged on the left or right, and the sewage treatment device 35 may be provided between the ballast tank 341 and the pump room 33 in the fore-and-aft direction.

[0191] Alternatively, when the ballast tank 341 is omitted from the tank room 34, the waste treatment device 35 may be provided on at least one of the left and right sides of the fuel tank 342 included in the tank room 34. Alternatively, the ballast tank 341 may be provided on one of the left and right sides of the tank room 34, and the waste treatment device 35 may be provided on the other side.

[0192] During the operation of the ship 1, the cabins 20 continuously discharge waste and continuously receive and consume a certain amount of power. Therefore, in addition to treating the waste discharged from the cabins 20, a supply of power to the cabins 20 is always required.

[0193] Such power demand can generally be covered by a generator 36. The generator 36 can include a power generation engine 422 installed in an engine room 42 in the aft area AA. However, since the cabin 20 of the present invention is installed in the bow area FA rather than the aft area AA, a (high voltage) power cable needs to be extended from the engine room 42 in the aft area AA to the cabin 20 in the bow area FA to transmit power from the power generation engine 422 to the cabin 20. To improve this, the present invention allows the generator 36 to be located on the bow area FA.

[0194] Specifically, the generator 36 may be installed inside the hull in the bow area FA. The generator 36 may also be located inside the pump room 33, but the location of the generator 36 is not limited to this. However, the generator 36 may be located in a space that is isolated from the cabin 20 by at least a double space, but is separate from the tank room 34. The generator 36 may also be installed above the pump room 33, allowing workers to relatively easily access the generator 36 and perform maintenance on the generator 36.

[0195] The generator 36 provided inside the hull can use fuel in the tank room 34. In this case, the fuel line from the tank room 34 to the generator 36 can be provided with a relatively short length, and the fuel pump in the pump room 33 can be used to transfer the fuel in the tank room 34 to the generator 36. Furthermore, since only a power cable needs to be laid in a substantially vertical direction from the generator 36 to the cabin 20, the length of the power cable can be significantly reduced. In this case, the power cable may be housed in a duct structure provided between the underside of the cabin 20 and the bow deck FD.

[0196] As described above, the present invention allows a generator 36 to be placed inside the hull in the bow area FA to cover the power load in preparation for the case where a cabin 20 is placed in the bow area FA instead of the stern area AA. In this case, fuel stored in a tank room 34 provided in the bow area FA is transmitted to the generator 36 via a fuel pump located in the bow area FA, thereby making the fuel supply configuration more compact. Furthermore, in the above-mentioned case, it is only necessary to transmit power from the generator 36 in the bow area FA to the cabin 20 on the foredeck FD, making it very easy to install and manage power cables.

[0197] The pump room 33 may accommodate a seawater pump in addition to the fuel pump. When the pump room 33 accommodates a seawater pump, the seawater pump may transport seawater flowing in from a sea chest (not shown) formed on the outer surface of the hull below the pump room 33. The seawater pump may deliver seawater flowing in from the outside to the ballast tank 341 or discharge seawater stored in the ballast tank 341 to the outside.

[0198] The tank room 34 accommodates fuel, seawater, etc. The tank room 34 can accommodate a ballast tank 341, a fuel tank 342, etc. The ballast tank 341 can be used for ballasting the ship 1 together with the ballast tank 341 provided in the cargo area CA.

[0199] However, as described above, in the present invention, taking into consideration that the cabin 20, which is a load body, is provided in the bow area FA, the ballast tank 341 in the tank room 34 can be minimized or omitted. In addition, the surplus space secured by reducing or omitting the ballast tank 341 in the tank room 34 may be used to provide the waste treatment unit 35 or the generator 36 described above.

[0200] However, as will be explained below, in the present invention, the cargo handling room 41 can be disposed in a rearward position in the aft area AA, which is not the cargo area CA. Therefore, even if the cabin 20 is disposed in the bow area FA, which is not the aft area AA, by disposing the cargo handling room 41 in the aft area AA, bow trim caused by the cabin 20 can be suppressed. In this case, ballast tanks 341 may be provided on both the left and right sides of the tank room 34, and the waste treatment unit 35, generator 36, etc. can be disposed in the pump room 33.

[0201] The fuel tank 342 may be provided alongside the ballast tank 341 in the left-right direction. The fuel tank 342 can store fuel used in the generator 36, engine room 42, etc. In this case, the fuel is a substance different from the liquefied gas stored in the cargo area CA, and has a boiling point The temperature of the fuel may be higher than room temperature. For example, the fuel may be oil fuel such as HFO or MGO. Therefore, the fuel tank 342 may have a structure that isolates only a certain space without a separate heat insulating structure, and the fuel tank 342 may have an inner wall coated with paint to prevent corrosion or other contamination.

[0202] Of course, the fuel tank 342 housed in the tank room 34 may also store liquefied gas similar to the cargo, in which case thermal insulation may be applied to the fuel tank 342. Alternatively, the fuel tank 342 may be an independent pressurized tank that is manufactured separately outside and then loaded inside the hull to store fuel at high pressure.

[0203] The stern area AA is located aft of the cargo area CA. The stern area AA may include the aft portion of the hull, and encompasses the aft portion based on the sailing direction of the ship 1. The hull in the stern area AA may have a shape that narrows slightly toward the rear, but the width of the hull may not narrow.

[0204] However, even if the width of the hull narrows toward the rear in the stern section AA, the degree to which the width of the hull narrows in the stern section AA may be relatively less than that in the bow section FA. Therefore, the bow section FA may have a pointed shape at the front end, while the stern section AA may have a shape in which the rear end is cut in the width direction.

[0205] A propeller for propulsion is provided on the rear of the hull in the stern area AA. A rudder for adjusting the direction of sailing of the vessel 1 may be provided behind the propeller. Furthermore, an energy saving device for improving propulsion efficiency may be provided behind the propeller or in front of the rudder.

[0206] The aft area AA may be provided with an aft deck AD that separates the interior and exterior of the hull. The aft section of the aft deck AD may have different heights than the front section. The aft section of the aft deck AD may be provided with a mooring device 30, as described for the foredeck FD, to form a sunken deck.

[0207] The rear part of the aft deck AD may be the same height as the foredeck FD or may be lower than it. That is, the rear part of the aft deck AD may be lower than the exposed deck ED of the cargo area CA. This part may also be shaped so that its height decreases from the front end to the rear end.

[0208] The front portion of the aft deck AD may have a constant height different from the rear portion, and may have a higher height than the rear portion. Therefore, the aft deck AD may have a step in the height direction between the front and rear.

[0209] The front and rear portions of the aft deck AD may be divided by the rear surface of the engine casing 40 provided on the aft deck AD. Hereinafter, for convenience of explanation, the aft deck AD may refer to the front portion of the aft deck AD unless otherwise specified.

[0210] An engine casing 40 is mounted on the aft deck AD, and the rear surface of the engine casing 40 can be aligned with the aft end of the aft deck AD. The engine casing 40 is provided outside the hull and discharges exhaust from an engine room 42, which will be described later. A chimney (reference number not shown) is provided in the center of the engine casing 40 in the left-right direction. The chimney is configured to discharge exhaust from the engine room 42, and can be called a funnel. The chimney may house an exhaust pipe 403 that extends from the engine room 42 and discharges exhaust. The chimney can also be provided in a position other than the center of the engine casing 40.

[0211] The stack discharges exhaust into the atmosphere above a certain height to protect workers located on the aft deck AD. Therefore, the exhaust discharged from the stack does not flow onto the aft deck AD but escapes aft as the ship 1 sails.

[0212] The engine casing 40 may have a central chimney that protrudes upward. In this case, the left and right portions of the engine casing 40 may be lower than the central chimney, forming a symmetrical stepped shape overall.

[0213] The engine casing 40 may be formed in a stepped shape with both ends lower than the center in the left-right direction, or without a chimney protruding from it. The engine casing 40 may have such a stepped shape with a chimney protruding from the center. That is, the chimney may be provided on a relatively high step of the engine casing 40.

[0214] The reason why the chimney is provided in the center of the engine casing 40 is because the propulsion engine 421 and other components installed in the engine room 42 are located in the center along the width direction of the ship 1. That is, the chimney of the engine casing 40 is provided so as not to be misaligned in the left-right direction with the exhaust port of the propulsion engine 421, and the exhaust pipe 403 that transmits exhaust gas emitted from the propulsion engine 421 and other components to the engine casing 40 can extend upward without being bent to the left or right.

[0215] Considering the size and displacement of the propulsion engine 421, if the exhaust pipe 403 of the propulsion engine 421 has a bent portion, it may cause excessive vibration and noise. Therefore, the chimney of the engine casing 40 is installed at the same position in the left-right direction as the propulsion engine 421, thereby minimizing the bent portion of the exhaust pipe 403. In addition, the generator engine 422 is also installed so as to overlap the propulsion engine 421 in the left-right direction, thereby preventing the exhaust pipe 403 connected from the generator engine 422 to the chimney from being bent in the left-right direction.

[0216] In addition to the funnel, the engine casing 40 may further include a combustion device 401. The combustion device 401 burns fuel. In this case, the fuel burned by the combustion device 401 may be liquefied gas or the like, which is cargo, or may be fuel stored in the tank room 34 in the bow area FA described above.

[0217] The combustion device 401 may include a gas combustion unit that burns and consumes liquefied gas, which is a gas fuel. The gas combustion device may be a concept that encompasses a gas valve unit that supplies fuel to the propulsion engine 421 or the power generation engine 422. Alternatively, the combustion device 401 may include a burner that burns gas or oil fuel.

[0218] In addition, the combustion device 401 may include a boiler that burns fuel to generate steam, in addition to a device that burns and consumes excess fuel. In this case, the exhaust generated by the combustion device 401 can be transmitted to a chimney and then discharged into the atmosphere, similar to the exhaust from the propulsion engine 421.

[0219] Therefore, the chimney accommodates an exhaust pipe 403 for discharging exhaust from the propulsion engine 421 and an exhaust pipe 403 for discharging exhaust from the combustion device 401. A plurality of exhaust pipes 403 can be fixed to the chimney so as not to interfere with each other.

[0220] A chimney may be provided at a relatively high stage in the engine casing 40, and the combustion device 401 may be provided at a relatively low stage in the engine casing 40. In this case, the combustion device 401 provided at a low stage in the engine casing 40 may be a gas combustion device or a boiler, and may particularly be a gas combustion device. When a gas combustion device is provided at a low stage in the engine casing 40, an exhaust port of the combustion device 401 may be provided on the top surface of the engine casing 40 separately from the chimney. That is, the engine casing 40 may be provided on one side of the chimney so that the exhaust port of the combustion device 401 is exposed to the outside. For reference, the exhaust port of the combustion device 401 may also be referred to as a chimney because it may have a shape and function similar to the chimney provided at the center of the engine casing 40.

[0221] In this case, exhaust from the engine room 42 is discharged through a chimney in the center of the engine casing 40, and exhaust from the combustion device 401 is discharged from the left or right part. That is, the engine casing 40 may have a structure in which at least two exhaust holes are formed. However, the two exhaust holes may be sufficiently spaced apart from each other to prevent the exhaust from the chimney from flowing back into the combustion device 401 or vice versa. Therefore, the exhaust discharged from the engine casing 40 is naturally released into the atmosphere without flowing back into the engine casing 40 during operation of the ship 1.

[0222] In the engine casing 40 of the present invention, the exhaust port of the combustion device 401 can be provided at a position separate from the chimney instead of being integrated into the chimney. In this case, the maximum height of the chimney provided in the center of the engine casing 40 can be adjusted downward to a height that does not include the exhaust port of the combustion device 401, thereby significantly reducing the overall height of the engine casing 40.

[0223] As described above, the engine casing 40 may have a shape in which the left and right portions of the engine casing 40 are lower than the center portion of the engine casing 40. When the combustion device 401 is disposed in the center of the engine casing 40, the combustion device 401 is provided at the top end of the engine casing 40 and protrudes higher than the chimney to satisfy the height requirement of the exhaust port. Therefore, the overall height of the engine casing 40 increases significantly.

[0224] In contrast, the present invention arranges the combustion device 401 in a lower section of the engine casing 40, so that the maximum height of the engine casing 40 is not affected by the combustion device 401. Furthermore, because the combustion device 401 is not housed in the chimney, the height of the chimney can be reduced to a minimum value that can protect workers positioned on the aft deck AD. Therefore, in this case, the height (of the central portion) of the engine casing 40 can be reduced to the extent that a chimney that is shorter than conventionally protrudes from the higher section of the engine casing 40.

[0225] However, since the combustion device 401 is provided on the left or right side of the engine casing 40, the fire extinguishing agent chamber 43 or the emergency power generating chamber, which were conventionally housed in the engine casing 40, can be moved and disposed in a location other than the engine casing 40. In other words, the fire extinguishing agent chamber 43, which was provided on a lower level in the engine casing 40, can be removed from the engine casing 40, and the combustion device 401 can be disposed in the spare space thus secured.

[0226] However, the engine casing 40 may be configured such that the lower section where the combustion device 401 is installed is oriented upward to cover the combustion device 401. That is, the engine casing 40 may have only one of the left and right sections lower than the center section, so that the chimney and the combustion device 401 can be exhausted from the center section and one side section, respectively.

[0227] It is preferable that the components of the combustion device 401, excluding the exhaust port (such as the fan), are housed inside the engine casing 40, but the engine casing 40 of the present invention has one of the lower stages on the left and right sides aligned with the higher central stage to expand the internal volume of the one side stage. In particular, the one side stage whose height is expanded vertically may be the one side stage in which the fire extinguishing agent chamber 43 was conventionally installed.

[0228] That is, one side section of the left and right portions of the engine casing 40 is expanded vertically and the extinguishing agent chamber 43 housed in one side section is moved and disposed, so that one side section of the engine casing 40 can fully house the combustion device 401 except for the exhaust port. Therefore, instead of housing the combustion device 401 inside the chimney, the engine casing 40 is installed inside the engine casing 40 on one side outside the chimney, so that even if the overall height of the engine casing 40 is reduced, the conditions required for installing the combustion device 401 can be met and the driving stability of the combustion device 401 can be ensured.

[0229] The engine casing 40 may include an exhaust treatment device 402 that treats exhaust gas discharged from the engine room 42 to comply with various environmental regulations applicable to exhaust gases from the ship 1. The exhaust treatment device 402 purifies at least one of the exhaust gas from the engine room 42 and the exhaust gas from the combustion device 401, and may include a selective catalytic reduction device that reduces pollutants contained in the exhaust gas. Alternatively, the exhaust treatment device 402 may further include a filter that removes particles contained in the exhaust gas, a scrubber that washes the exhaust gas with seawater, or the like. Furthermore, the exhaust treatment device 402 may not directly purify exhaust gas that has already been discharged, but may also include an exhaust gas recirculation device that improves the condition of exhaust gas to be discharged in the future.

[0230] The engine casing 40 can discharge exhaust gas via a chimney after passing through an exhaust treatment device 402, such as a selective catalytic reduction device. That is, the exhaust treatment device 402 can be provided on an exhaust pipe 403 that conveys exhaust gas discharged from the engine compartment 42 to the chimney, or can also be provided at the exhaust port of the combustion device 401. As described above, the combustion device 401 can be provided separately from the chimney, so that the engine casing 40 can have multiple exhaust treatment devices 402 allocated to the exhaust port of the combustion device 401 and the exhaust pipe 403 in the chimney.

[0231] Alternatively, instead of the combustion device 401 being exhausted separately from the chimney exhaust, the exhaust port of the combustion device 401 may be connected to the inside of the chimney. That is, the combustion device 401 may be installed separately from the chimney, but the exhaust port of the combustion device 401 may be connected to the inside of the chimney without being exposed to the outside of the engine casing 40. In this case, the exhaust from the combustion device 401 and the exhaust from the engine room 42 transmitted to the chimney may be treated by the integrated exhaust treatment device 402 before being discharged to the outside. That is, if the chimney is installed to receive and discharge the exhaust from the combustion device 401, the exhaust from the engine room 42 may be discharged to the outside via the exhaust treatment device 402 and the chimney, and the exhaust from the combustion device 401 may be discharged to the outside via the exhaust treatment device 402 assigned to the chimney.

[0232] A silencer 404 may be provided in the exhaust pipe 403. The silencer 404 may be provided on the exhaust pipe 403 that is provided vertically, and may be provided downstream of the exhaust treatment device 402 and / or downstream of the combustion device 401. The silencer 404 may have a shape that reduces noise using a porous structure, and may also have a function of reducing low frequencies.

[0233] A cargo handling room 41 is provided on the aft deck AD forward of the engine casing 40. The cargo handling room 41 is configured to process cargo stored in the cargo area CA, and the configuration accommodated in the cargo handling room 41 may vary depending on the type of cargo.

[0234] The cargo handling room 41 can accommodate equipment for loading or unloading cargo when the ship 1 docks at a port, and can also accommodate equipment for maintaining the cargo loading state stably while the ship 1 is operating.

[0235] For example, if the cargo is liquefied gas, the cargo handling room 41 may accommodate devices for loading and unloading the liquefied gas. Specifically, the cargo handling room 41 may include a vaporizer or the like required to prepare the liquefied gas storage tank LT (drying, inerting, gassing-up, cool-down, etc.) before loading the liquefied gas, and may also include a compressor (HD compressor) or the like for processing evaporated gas generated in the liquefied gas storage tank LT when loading the liquefied gas.

[0236] The cargo handling room 41 may also include heaters etc. necessary to prepare (warm up, inerting, aerating etc.) the liquefied gas for entry into the liquefied gas storage tank LT after loading of the liquefied gas.

[0237] The cargo handling room 41 includes equipment for loading and unloading liquefied gas or for handling liquefied gas before and after loading, as well as equipment for ensuring the storage stability of the liquefied gas storage tank LT during liquefied gas transportation. For example, the cargo handling room 41 may include a re-liquefaction device that re-liquefies evaporated gas generated in the liquefied gas storage tank LT. The re-liquefaction device may include a compressor (LD compressor), a condenser, etc.

[0238] Furthermore, the cargo handling room 41 further includes a fuel supply device for supplying liquefied gas from the liquefied gas storage tank LT to the propulsion engine 421 in the engine room 42. The fuel supply device may include a high-pressure pump and a heat exchanger for transporting and heating the liquefied gas, a compressor (LD compressor) for compressing and heating the evaporated gas, a gas heater, etc.

[0239] Alternatively, the cargo handling room 41 may be configured to accommodate all the devices necessary to process the liquefied gas cargo while the ship 1 is at anchor or in operation. However, the following will only describe the compressor and the motor for driving the compressor included in the cargo handling room 41, and will not describe the arrangement of the remaining components.

[0240] The cargo handling room 41 may be provided outside the hull or may be provided forward of the engine casing 40 on the aft deck AD. Unlike the conventional technology, the present invention provides a cabin 20 in the bow area FA, thereby ensuring surplus space on the aft deck AD in the aft area AA. The surplus space may be the space between the cargo area CA and the engine casing 40, and the cargo handling room 41 is provided within this space.

[0241] If the cabin 20 is located at the stern, the cargo handling room 41 must be located on the trunk deck TD of the cargo area CA, but the present invention improves the layout and configuration of the cabin 20 by moving the cargo handling room 41 to the stern area AA, which is not the cargo area CA. Therefore, as mentioned above, a hexahedral structure with a certain height is omitted on the exposed deck ED of the cargo area CA, making management of the cargo area CA much easier.

[0242] The cargo handling room 41 may be disposed on the aft deck AD at a distance forward from the engine casing 40. As a result, the engine room 42 at the bottom of the aft deck AD faces a portion of the aft deck AD that is exposed to the outside. At this time, the portion of the aft deck AD between the engine casing 40 and the cargo handling room 41 is exposed to the outside, and an engine room hatch 44 may be provided therein. The engine room hatch 44 is configured to open the engine room 42, and is opened when maintenance of the engine room 42 is required.

[0243] The cargo handling equipment 25 and cranes described above in the bow area FA may be installed in the engine casing 40 or cargo handling room 41. When equipment installed in the engine room 42 needs to be replaced, the engine room hatch 44 is opened and a crane installed in the engine casing 40 or the like can pull out the equipment that needs to be replaced.

[0244] The cargo handling room 41 may house the compressor and the motor in separate spaces. That is, the cargo handling room 41 includes a compressor room 411 that houses the compressor and a motor room 412 that houses the motor. The compressor room 411 and the motor room 412 are disposed adjacent to each other, but may be separated by a partition wall. Since the compressor is driven by the motor, the motor shaft may be installed to pass through the partition wall.

[0245] The compressor room 411 can be defined as a dangerous zone since it is a space where explosive liquefied gas flows into or out of the compressor, and the motor room 412 can be defined as a safety zone since it is a space separated from the liquefied gas by a partition. The compressor room 411 and the motor room 412 may be installed adjacent to each other in the left-right direction, but the arrangement of the compressor room 411 and the motor room 412 may be determined in various ways.

[0246] The compressor room 411 and the motor room 412 may have the same height. That is, the upper surface of the cargo handling room 41 may be formed of a single, parallel plane. In this case, the upper surface of the cargo handling room 41 may be aligned with the exposed deck ED of the cargo area CA.

[0247] The aft deck AD where the cargo handling room 41 is installed may have the same height as the upper deck UD of the exposed deck ED of the cargo area CA. That is, the aft deck AD may have a height relatively lower than the trunk deck TD of the exposed deck ED of the cargo area CA, and conversely, it may be installed relatively higher than the downdraft deck LD of the exposed deck ED of the cargo area CA and the bow deck FD of the bow area FA.

[0248] The cargo handling room 41 installed on the aft deck AD can have a height corresponding to the height of the upper deck UD and trunk deck TD on the exposed deck ED of the cargo area CA. Therefore, the lower surface of the cargo handling room 41 can be aligned with the upper deck UD, and the upper surface of the cargo handling room 41 can be aligned with the trunk deck TD. In other words, the cargo handling room 41 has a height corresponding to the difference in height between the aft deck AD and the exposed deck ED (trunk deck TD) of the cargo area CA.

[0249] In this case, the compressor room 411 and the motor room 412 may each have a height corresponding to the height difference between the aft deck AD and the trunk deck TD. However, a cofferdam 413 may be added to the aft deck AD, which is the bottom of the cargo handling room 41, to isolate it from the engine room 42, and both the compressor room 411 and the motor room 412 may be stacked on the cofferdam 413. Therefore, the compressor room 411 and the motor room 412 are separated from the engine room 42 via the cofferdam 413 provided on the aft deck AD, and can be provided so as to have a height equal to the height difference between the aft deck AD and the trunk deck TD minus the height of the cofferdam 413.

[0250] The upper surface of the cargo handling room 41 is arranged alongside the exposed deck ED of the cargo area CA and can be directly connected to the exposed deck ED. That is, unlike the cabin 20 in the bow area FA, the cargo handling room 41 does not have a gap with the exposed deck ED. In the case of the cabin 20, the sleeping space is arranged at the rear of the lower part of the cabin 20 among the living rooms 22 arranged at the lower part of the cabin 20, so that the cabin 20 and the exposed deck ED are separated front to back by a gap for the purpose of lighting. However, since lighting is not required for the cargo handling room 41, the cargo handling room 41 may be directly connected to the trunk deck TD and not have to form a gap with the cargo area CA.

[0251] In this case, in order to prevent vibrations caused by compressors and motors installed in the cargo handling room 41 from being transmitted to the cargo area CA, a member for damping vibrations may be installed between the cargo handling room 41 and the exposed deck ED. Alternatively, the thickness, material, shape, and structure of the member may be adjusted to damp vibrations. This makes it possible to suppress the transmission of vibrations from the cargo handling room 41 to the cargo area CA.

[0252] If the upper surface of the cargo handling room 41 is on the same plane as the exposed deck ED and is installed integrally with the exposed deck ED, the upper surface of the cargo handling room 41 can also be used as a work space for handling cargo. That is, the space in the hull where workers work to handle cargo can be made up of the trunk deck TD of the exposed deck ED in the cargo area CA, and the cargo handling room 41 can have the effect of extending the trunk deck TD rearward. Therefore, workers can use the upper surface of the cargo handling room 41 as a work space for handling cargo, and for example, a warehouse for cargo handling can be installed on the upper surface of the cargo handling room 41.

[0253] For reference, the compressor room 411 in the cargo handling room 41 is defined as a dangerous area where there is a risk of explosion, but since the exposed deck ED of the cargo area CA has a liquefied gas line extending in the fore-and-aft direction for transporting cargo via the manifold 12 and is also equipped with the vent mast 11, an area of ​​a certain height above the exposed deck ED can be defined as a dangerous area. Therefore, the compressor room 411 in the cargo handling room 41 can be located without any separate isolation from the upper space of the exposed deck ED.

[0254] Alternatively, since there may be a difference in the danger level between the compressor room 411 and the space above the exposed deck ED, a cofferdam 413 or the like may be applied to the upper surface of the compressor room 411 to isolate and protect the area above the exposed deck ED from the compressor room 411. That is, a structure or material for protecting workers may be added to the upper surface of the cargo handling room 41. Therefore, the upper surface of the cargo handling room 41 can be used as an extended structure of the exposed deck ED without any further increase in risk factors.

[0255] A hatch (not shown) for pulling out or retracting a compressor, motor, etc. may be provided on the upper surface of the cargo handling room 41. As an example, at least one hatch may be provided on the upper surface of the motor room 412 for replacing a motor.

[0256] The upper surface of the cargo handling room 41 forms a plane that is aligned with the trunk deck TD of the exposed deck ED, and in particular, in order to obtain the effect of expanding the trunk deck TD, the left and right width of the cargo handling room 41 may be a size that corresponds to the left and right width of the trunk deck TD. However, the left and right width of the cargo handling room 41 including the compressor room 411 and the motor room 412 may be smaller than the left and right width of the trunk deck TD.

[0257] As described above, a fire extinguishant room 43 for storing fire extinguishing agent for extinguishing fires in the engine room 42 and the like may be provided outside the hull in the aft area AA, but the fire extinguishant room 43 may be located in a location other than the engine casing 40. As an example, the fire extinguishant room 43 may be provided on one side of the cargo handling room 41 in the transverse direction. Therefore, the compressor room 411, the motor room 412, and the fire extinguishant room 43 may be provided side by side in the transverse direction, and the top surface of the cargo handling room 41 and the top surface of the fire extinguishant room 43 may be located on the same plane. Furthermore, the transverse width formed by the compressor room 411, the motor room 412, and the fire extinguishant room 43 may correspond to the transverse width of the trunk deck TD.

[0258] That is, the aft area AA not only has the effect of extending the trunk deck TD rearward through the upper surface of the cargo handling room 41, but also has the effect of extending the trunk deck TD rearward through the upper surface of the fire extinguishing agent room 43. Furthermore, by arranging the cargo handling room 41 and the fire extinguishing agent room 43 side by side and making the overall width of the cargo handling room 41 and the fire extinguishing agent room 43 correspond to the width of the trunk deck TD from side to side, additional work space for cargo can be secured through the upper surfaces of the cargo handling room 41, etc. in the aft area AA.

[0259] Since the upper surfaces of the cargo handling room 41 and the fire extinguishing agent room 43 in the stern area AA are arranged alongside the trunk deck TD of the exposed deck ED, the steering deck 21a arranged alongside the trunk deck TD in the bow area FA can also be aligned with the upper surface of the cargo handling room 41. Therefore, throughout the ship 1, the upper surfaces of the steering deck 21a in the bow area FA, the exposed deck ED (trunk deck TD) in the cargo area CA, and the cargo handling room 41 in the stern area AA can be arranged side by side on the same plane.

[0260] As described above, the cabin 20 in the bow area FA has the living quarters 22 located lower than the exposed deck ED (trunk deck TD), so the height of the part (wheelhouse 21) protruding above the exposed deck ED is not large. Also, the engine casing 40 in the aft area AA has the combustion device 401 located on one side away from the chimney, which reduces the height of the engine casing 40.

[0261] Therefore, when looking at the ship 1 as a whole, the cabin 20 in the bow area FA only protrudes to the height of the wheelhouse 21 from the exposed deck ED in the cargo area CA, and there are (almost) no other structures on the exposed deck ED other than essential components such as the manifold 12 and vent mast 11, and the cargo handling room 41 and fire extinguishing agent room 43 do not protrude from the exposed deck ED in the aft area AA. In addition, the height of the engine casing 40 in the aft area AA is also minimized. As a result, the ship 1 can be flattened while reducing the height of all structures protruding upward from the deck of the hull, thereby significantly reducing the air resistance generated when the ship 1 is in operation.

[0262] Furthermore, when workers performing various tasks on board the ship 1 move between the cabin 20 in the bow area FA and the engine casing 40 in the stern area AA, they can move forward and backward by the length of the hull, while minimizing their vertical movement. That is, the worker's movement path is formed in the forward and backward and left and right directions, while the vertical movement can be reduced. In this case, equipment (elevators, etc.) that consumes power for the up and down movement of workers on board the ship 1 can be minimized or eliminated, thereby reducing the power load on the ship and significantly reducing the manpower and costs required for maintenance of the equipment.

[0263] Furthermore, the vessel 1 described above can improve escape routes so that workers located on the engine casing 40 or exposed deck ED can quickly escape in the event of an accident on the vessel 1. As an example, the exposed deck ED (trunk deck TD) and the steering deck 21a of the cabin 20 are arranged side by side, so that workers working on the exposed deck ED can move to the steering deck 21a next to the exposed deck ED and easily escape using the escape equipment when it is necessary to escape.

[0264] The engine casing 40 and the cargo handling room 41 are provided on the aft deck AD and may be separated from each other in the front and rear to provide an engine room hatch 44. However, to allow workers to move between the cargo handling room 41 and the engine casing 40, a portion of the engine casing 40 and the top surface of the cargo handling room 41 may be connected to each other by a separate passage structure.

[0265] The engine casing 40 is provided in a stepped structure having a lower step and a higher step, and the lower step of the engine casing 40 may be provided on the same plane as the upper surface of the cargo handling room 41. Alternatively, the lower step of the engine casing 40 may be provided slightly higher than the upper surface of the cargo handling room 41, but there may not be a large difference between the upper and lower levels.

[0266] Therefore, a vertical passageway structure without stairs can be provided between the cargo handling room 41 and the lower level of the engine casing 40. This allows workers to easily move from the cargo handling room 41 to the lower level of the engine casing 40. In particular, since escape equipment can be provided on both sides of the engine casing 40 as described for the cabin 20, workers in the cargo handling room 41 can move to the engine casing 40 and then escape as necessary.

[0267] In addition, since a crane or the like can be installed on both sides of the engine casing 40, workers can easily move between the cargo handling room 41 and the engine casing 40 to perform maintenance on the crane, etc.

[0268] The following describes the area below the aft deck AD in the aft area AA, i.e., the interior of the hull. An engine room 42 is provided inside the hull in the aft area AA. The engine room 42 is equipped with a propulsion engine 421 for propelling the vessel 1, a power generation engine 422 for covering the power demand within the vessel 1, and the like.

[0269] The engine room 42 may also be provided with a switchboard 423 for transmitting the electric power generated by the power generation engine 422 to the demand destination. The switchboard 423 controls the transmission of the generated electric power. A transformer (not shown) is also provided adjacent to the switchboard 423, and the transformer can change the voltage of the generated electric power to meet the specifications required by the demand destination. In this case, the switchboard 423 and the transformer can be housed in a single room.

[0270] The engine room 42 may be provided with a structure for supplying fuel to the propulsion engine 421, the power generation engine 422, etc. The structure for supplying fuel into the engine room 42 may be a fuel line. When the fuel is cargo (liquefied gas), the fuel is changed in the cargo handling room 41 to the temperature and pressure required by the propulsion engine 421, etc. Then, a fuel line is provided from the cargo handling room 41 to the engine room 42, and the fuel is transferred from the cargo handling room 41 to the propulsion engine 421 in the engine room 42.

[0271] Alternatively, the fuel supplied to the engine room 42 may be a type of fuel different from the cargo, such as oil fuel in the tank room 34 provided in the bow area FA. In this case, the fuel may be extended from the fuel tank 342 in the tank room 34 to the engine room 42 via a transfer passage in the cargo area CA, or may pass through the pump room 33 in the bow area FA. In this case, a fuel line through which the oil fuel flows may be provided in the engine room 42.

[0272] That is, fuel lines are provided within the engine room 42 to supply fuel to the propulsion engine 421 and the power generation engine 422, and fuel lines for transmitting different types of fuel may also be provided in case the propulsion engine 421 etc. uses two types of fuel.

[0273] The engine room 42 may further include a discharge line for discharging excess fuel that is not supplied to the propulsion engine 421, and the discharge line may transmit the fuel to the vent mast 11 provided in the cargo area CA. Alternatively, the discharge line may also be connected to the combustion device 401 of the engine casing 40.

[0274] The fuel line installed in the engine room 42 may be branched and connected to the combustion device 401 of the engine casing 40. That is, the fuel line extending from the cargo handling room 41 to the engine room 42 may branch off to the combustion device 401 upstream of the propulsion engine 421 to distribute fuel to the combustion device 401. The fuel line extending from the cargo handling room 41 may be distributed to the propulsion engine 421, the power generation engine 422, the combustion device 401, etc. via a gas valve unit.

[0275] In addition to the fuel line and the exhaust line, an exhaust line may be provided in the engine room 42. The exhaust line is used to discharge exhaust gas generated when the propulsion engine 421 and the power generation engine 422 are operating. This is a pipe provided for discharging exhaust to the outside, and can transmit exhaust from the propulsion engine 421 in the engine room 42 to the chimney of the engine casing 40 or the exhaust treatment device 402.

[0276] Exhaust lines may extend from each of the propulsion engine 421 and the power generation engine 422 and be connected to the engine casing 40. In this case, the chimney of the engine casing 40 may be provided in the center of the engine casing 40 in the left-right direction, and the propulsion engine 421 may be provided in the center of the engine room 42 in the left-right direction. Therefore, the exhaust lines extending from the propulsion engine 421 to the chimney may be extended mainly in the vertical direction, with the extension portions in the left-right direction minimized.

[0277] Such an arrangement is for the case where there is one propulsion engine 421, and in the case of a twin-screw ship with two or more propulsion engines 421, one propulsion engine 421 may be arranged on each of the left and right sides of the engine room 42.

[0278] The propulsion engine 421 may be installed at a lower part within the engine room 42. A shaft may be connected to the propulsion engine 421, and the shaft may be connected to a propulsion device installed at the rear of the stern area AA. The power generation engine 422 may be installed above the propulsion engine 421, or the power generation engine 422 may be spaced apart above the propulsion engine 421. An engine deck GD that supports the power generation engine 422 is installed at the top of the engine room 42, and the engine deck GD is installed above the propulsion engine 421, thereby ensuring space between the power generation engine 422 and the propulsion engine 421.

[0279] The engine deck GD may be a horizontal bulkhead provided in the fore-and-aft direction within the engine room 42. In other words, the engine deck GD may be configured to divide the interior of the engine room 42 into upper and lower sections, and a power generation engine 422 may be provided above the engine deck GD, and a propulsion engine 421 may be provided below the engine deck GD.

[0280] The engine deck GD may be provided only in a portion in the fore-and-aft direction in the engine room 42. That is, the fore-and-aft length of the engine deck GD may be formed to be smaller than the fore-and-aft length of the engine room 42, with the front end of the engine deck GD fixed to the front surface of the engine room 42 and the rear end of the engine deck GD spaced forward from the rear surface of the engine room 42. This allows the exhaust line from the propulsion engine 421 to the engine casing 40 to be extended without passing through the engine deck GD.

[0281] Alternatively, the engine deck GD may be provided over the entire length of the engine room 42 in the front and rear directions, and the exhaust line may extend vertically through the engine deck GD.

[0282] In the conventional case, the propulsion engine 421 and the power generation engine 422 may be installed at positions offset in the fore-and-aft direction in the engine room 42. Therefore, the minimum fore-and-aft length of the engine room 42 may be limited by the total installation length of the propulsion engine 421 and the power generation engine 422. Also, in the conventional case, since the engine casing 40 and the cabin 20 are installed above the engine room 42, the fore-and-aft length of the engine room 42 must be relatively large.

[0283] On the other hand, in the present invention, the cabin 20 is moved and arranged in the bow area FA, not the stern, and the engine casing 40 and cargo handling room 41 are arranged in the stern area AA. Since the cargo handling room 41 requires a smaller area than the cabin 20, the length of the cargo handling room 41 from front to back is significantly reduced compared to the cabin 20.

[0284] Therefore, the aft deck AD where the engine casing 40 and cargo handling room 41 are installed has a margin for reducing the fore-and-aft length compared to when the cabin 20 is arranged in the aft area AA. However, even so, if the propulsion engine 421 and the generator engine 422 are arranged in the engine room 42 with a fore-and-aft offset, the fore-and-aft length of the engine room 42 cannot be reduced.

[0285] However, in the present invention, the generator engine 422 may be installed so as to overlap vertically with the propulsion engine 421 within the engine room 42. That is, the engine deck GD installed in the engine room 42 is installed directly above the propulsion engine 421 to support the generator engine 422, and the portion between the front and rear ends of the generator engine 422 may be installed so as to overlap vertically with the portion between the front and rear ends of the propulsion engine 421.

[0286] In the engine room 42 of the present invention, the power generation engine 422 can be disposed above the propulsion engine 421 instead of being disposed in front of or behind the propulsion engine 421. In this case, the longitudinal length of the engine room 42 only needs to be the installation length of the propulsion engine 421, so the longitudinal length of the engine room 42 can be reduced.

[0287] Therefore, the stern area AA does not have living space or steering space above the stern deck AD, and furthermore, by arranging the generator engine 422 directly above the propulsion engine 421 within the engine room 42, the length of the engine room 42 itself from front to back can be significantly reduced compared to conventional methods.

[0288] That is, the engine room 42 of the present invention is not affected by the length required for installing the power generation engine 422. The engine room 42 may have only the length required for arranging the engine casing 40, the cargo handling room 41, and the engine room hatch 44 provided therebetween.

[0289] In this case, the generator engine 422 may be installed vertically offset from the engine compartment hatch 44 so as not to interfere with the transportation of equipment inside and outside the engine compartment 42 when the engine compartment hatch 44 is opened. In other words, the generator engine 422 does not overlap the lower part of the engine compartment hatch 44.

[0290] In the engine room 42, a fuel line, an exhaust line, etc. may be variously arranged in an upper portion of the shaft of the propulsion engine 421, i.e., a rear portion of the power generation engine 422. A fuel tank 342 for storing oil fuel may also be arranged in this portion. However, when the fuel tank 342 is arranged in the engine room 42, the fuel tank 342 may be partitioned so as to be separated from the space in which the propulsion engine 421, etc. are installed.

[0291] As described above in the bow area FA, the generator 36 may be installed inside the hull of the bow area FA. Therefore, the generator engine 422 may be minimized or omitted from the engine room 42. In this case, the length of the engine room 42 from front to rear may be reduced to the extent necessary to accommodate the propulsion engine 421.

[0292] FIG. 14 is a partial side view of a vessel according to a second embodiment of the present invention.

[0293] The following description will focus on the differences between this embodiment and the above-described embodiment, and the omitted parts will be replaced with the above content. This also applies to the other embodiments.

[0294] 14, the ship 1 according to the second embodiment of the present invention has a modified stern section AA compared to the above-mentioned embodiment. The stern section AA of this embodiment is provided with an engine casing 40 and a cargo handling room 41, and the engine casing 40 is connected to the engine 4 via a funnel, etc. 21, 422 exhaust can be discharged to the outside.

[0295] In addition, the engine casing 40 is provided with a combustion device 401 and an exhaust treatment device 402, and the engine casing 40 discharges the exhaust from the combustion device 401 to the outside and the exhaust that has passed through the exhaust treatment device 402 to the outside, and the exhaust discharge direction can be made different from that of the above-mentioned embodiment.

[0296] That is, in this embodiment, exhaust gas that has passed through the exhaust treatment device 402 and the like can be discharged rearward rather than upward from the engine casing 40. An exhaust pipe 403 is connected to the exhaust treatment device 402, which includes a selective catalytic reduction device and the like, and the exhaust pipe 403 transmits exhaust gas discharged from the engines 421, 422, etc. to the exhaust treatment device 402. The exhaust gas that has passed through the exhaust treatment device 402 is discharged to the outside again through the exhaust pipe 403, and downstream of the exhaust treatment device 402, the exhaust pipe 403 is bent at least once and extended horizontally rearward.

[0297] In this case, the engine casing 40 may be provided with a separate exhaust port at the rear thereof, and the exhaust port at the rear of the engine casing 40 may be configured to receive exhaust gas that has passed through the exhaust treatment device 402. In other words, the exhaust port may function as a chimney.

[0298] Therefore, in this embodiment, the chimney protruding upward from the center of the left and right direction of the engine casing 40 is minimized or eliminated, and the exhaust pipe 403 extending from the exhaust treatment device 402 is curved to discharge exhaust toward the rear. Therefore, this embodiment can further reduce the height of the engine casing 40.

[0299] A silencer 404 may be added to the exhaust pipe 403 installed downstream of the exhaust treatment device 402. The silencer 404 may be installed in a vertical or horizontal portion of the exhaust pipe 403. In this case, the silencer 404 may be in the form of an integrated porous silencer 404 and a low-frequency attenuator.

[0300] However, the silencer 404 is added to reduce noise transmitted to workers, and in the present invention, the cabin 20 where workers mainly stay is located in the bow area FA, not the aft area AA. Therefore, there is no risk of noise from the engine casing 40 being transmitted to living spaces, steering spaces, etc. As a result, it is possible to remove the silencer 404 from the exhaust pipe 403, in which case the height of the engine casing 40 can be further lowered. However, the horizontal extension of the exhaust pipe 403 can be formed at a certain height or more above the aft deck AD. This is to protect workers working on the aft deck AD from exhaust gas.

[0301] In addition to the exhaust gas passing through the exhaust treatment device 402 being discharged to the rear of the engine casing 40 through the exhaust pipe 403 having a horizontal portion, the exhaust gas can also be discharged in the same manner to the exhaust pipe 403 of the combustion device 401. That is, downstream of the combustion device 401, the exhaust pipe 403 is bent at least once and extended horizontally rearward, so that the exhaust gas from the combustion device 401 can be discharged to the rear of the engine casing 40.

[0302] However, when exhaust is discharged to the rear of the engine casing 40, there is a risk of contamination of the rear surface of the engine casing 40 due to conditions such as headwind. When exhaust from the engines 421, 422, etc. is discharged upward through a chimney, there is a low risk that the exhaust, which is less dense than air, will contaminate the engine casing 40. However, when exhaust is discharged to the rear of the engine casing 40, precautions must be taken to prevent contamination of the rear surface of the engine casing 40. Therefore, the rear surface of the engine casing 40 may be physically or chemically reinforced to protect the outer surface of the engine casing 40 from exhaust pollutants and high temperatures. For example, The rear surface of the engine casing 40 is coated with a special coating to provide sufficient resistance to high temperatures and exhaust pollutants.

[0303] In addition, the exhaust pipe 403 that discharges exhaust gas to the rear of the engine casing 40 can be prepared for rainy weather during operation of the boat 1. That is, a separate rain cover structure may be provided on the upper part of the exhaust pipe 403 that protrudes rearward from the rear surface of the engine casing 40. In addition, a filter or shape that prevents rainwater from entering the discharge end of the exhaust pipe 403 may be applied.

[0304] FIG. 15 is a partial plan view of a vessel according to a third embodiment of the present invention.

[0305] 15, a vessel 1 according to a third embodiment of the present invention has a modified bow section FA. Specifically, in this embodiment, a cabin 20 is provided in the bow section FA, and wing bridges 24 are applied to both sides of the cabin 20, allowing the shape of the wing bridges 24 to be modified.

[0306] The wingbridge 24 extends from the cabin 20 by the maximum width of the hull, but the present invention reduces air resistance by improving the shape of the cabin 20 so that its width tapers toward the front, while allowing the wingbridge 24 to protrude left and right. Therefore, even if the cabin 20 reduces air resistance to some extent, the protrusion of the wingbridge 24 still causes air resistance.

[0307] This embodiment can minimize air resistance caused by the wing bridge 24 by improving the direction in which the wing bridge 24 extends to both the left and right sides of the cabin 20. Specifically, the wing bridge 24 may have a slope in which the front and rear edges are gradually receded toward the ends.

[0308] That is, both the front and rear edges of the wing bridge 24 have a slope that gradually recedes toward the ends. In other words, the front-rear center line of the wing bridge 24 may have a slope that gradually recedes toward the ends from the base end.

[0309] As described above, the cabin 20 on which the wingbridge 24 is installed may have a curved shape that convexly extends forward or a shape similar to the bow deck FD. This means that both sides of the cabin 20 have a slope that widens from the front end to the rear end. In this case, the front and rear edges of the wingbridge 24 may be installed with a slope in the same direction as the outer hull of the cabin 20. In other words, the longitudinal centerline of the wingbridge 24 between the base end and the end of the wingbridge 24 may differ from the slope of the side of the cabin 20 by no more than 30 degrees.

[0310] The front end of the wing bridge 24 forms an obtuse angle in the fore-and-aft direction based on the point where the front end is connected to the cabin 20. Alternatively, the rear end of the wing bridge 24 may form an acute angle in the fore-and-aft direction based on the point where the rear end is connected to the cabin 20.

[0311] Therefore, in this embodiment, the cabin 20 is shaped like a bullet, which reduces air resistance as if it were splitting the air, and the wing bridges 24 protruding on both sides from the cabin 20 are deformed so that they are inclined backward, thereby minimizing the increase in air resistance caused by the protrusion of the wing bridges 24.

[0312] FIG. 16 is a partial side view of a vessel according to a fourth embodiment of the present invention.

[0313] Referring to FIG. 16, the boat 1 according to the fourth embodiment of the present invention may have a different configuration of the cabin 20 from the above-described embodiments.

[0314] As an example, the cabin 20 of this embodiment may have the wheelhouse 21 at the top and the living space 22 at the bottom based on the steering deck 21a, and the front of the wheelhouse 21 and the front of the living space 22 may be continuously connected vertically without any steps.

[0315] In other words, the line (sloping line or curve) formed by the front end of the living room 22, which is the lower part of the cabin 20 when viewed from the side, can be smoothly connected to the line (sloping line or curve) formed by the front end of the wheelhouse 21, which is the upper part of the cabin 20.

[0316] In the above-described embodiment, the lower end of the upper part of the cabin 20 is set back compared to the front end of the lower part of the cabin 20 with the steering deck 21a as the reference point, and the front part of the steering deck 21a is exposed to the outside. On the other hand, in this embodiment, in order to further reduce the air resistance caused by the cabin 20, the step between the lower part and the upper part of the cabin 20 is eliminated, and the front of the cabin 20 forms a single inclined plane (curved surface) from the lower end to the upper end.

[0317] The lower part of the cabin 20 may have a straight line with an inclined front end, and the upper part of the cabin 20 may have a straight line with an inclined front end. However, the upper part of the cabin 20 may have a relatively greater rearward inclination from the lower end to the upper end compared to the lower part of the cabin 20. In other words, the front end of the cabin 20 may have a bent shape based on the steering deck 21a.

[0318] Alternatively, the lower part of the cabin 20 may have a sloping straight line at the front end, and the upper part of the cabin 20 may have a curved front convex line at the front end. In this case, the front end of the cabin 20 may be curved forward convexly from the rear steering deck 21a, which continues uniformly from the underside to the steering deck 21a, towards the compass deck 21b.

[0319] Alternatively, the front ends of the lower and upper parts of the cabin 20 may all be curved forward in a convex shape. In this case, the front end of the cabin 20 may be curved forward in a convex shape as a whole from the lower end to the upper end.

[0320] In this embodiment, the steering deck 21a is not exposed to the outside in front of the cabin 20. However, the widths of the upper and lower parts of the cabin 20 are different from each other, so the steering deck 21a can be exposed to the outside from both sides of the cabin 20, and workers can approach the wing bridge 24 through the exposed steering deck 21a.

[0321] FIG. 17 is a side view of a vessel according to a fifth embodiment of the present invention.

[0322] Referring to FIG. 17, the ship 1 according to the fifth embodiment of the present invention may be a different type of ship from the ship 1 in the first embodiment described above. For example, the ship 1 in this embodiment may be a gas carrier that carries liquefied natural gas, ammonia, or the like as cargo. That is, the cargo in this embodiment may be gas with a boiling point of -100°C or higher, which is lower than room temperature. In the following description, the ship 1 in this embodiment will be assumed to be a liquefied petroleum gas carrier.

[0323] The ship 1 of this embodiment can be divided into a cargo area CA, a bow area FA, and an aft area AA, and the exposed deck ED of the cargo area CA can correspond to the upper deck UD. That is, the trunk deck TD does not need to protrude into the cargo area CA of this embodiment, and the upper deck UD that separates the inside and outside of the hull throughout the cargo area CA can be the exposed deck ED of the cargo area CA.

[0324] The cargo area CA can contain liquefied gas storage tanks LT for storing liquefied petroleum gas, etc. The liquefied gas storage tanks LT are installed at regular intervals in the fore-and-aft direction inside the hull. In this case, the liquefied gas storage tank LT may be a stand-alone type that is manufactured separately outside and then mounted inside the hull, or may be a membrane type that is formed by installing an insulating wall inside the hull.

[0325] When liquefied gas is stored as cargo in the cargo area CA, the cargo area CA may be equipped with a vent mast 11 as described in the above embodiment. The vent mast 11 may be installed on the upper deck UD in accordance with the number of liquefied gas storage tanks LT. In addition, a manifold (not shown) is installed in the cargo area CA to handle cargo loading and unloading.

[0326] A cargo handling room 41 may be provided in the cargo area CA. In the above-described embodiment, the cargo handling room 41 is located in the aft area AA, eliminating the need for a separate protruding structure on the exposed deck ED of the cargo area CA. In contrast, in this embodiment, the aft deck AD is provided alongside the exposed deck ED of the cargo area CA, and the cargo handling room 41 can be located relatively aft of the exposed deck ED of the cargo area CA.

[0327] As will be described later, a fuel tank 342 for storing a liquefied gas other than cargo may be provided on the aft deck AD in the aft area AA, and therefore the cargo handling room 41 can be located in the cargo area CA rather than the aft area AA.

[0328] The bow area FA is located forward of the cargo area CA, and is provided with a forecastle FD that separates the interior and exterior of the hull. A cabin 20 is provided on top of the forecastle FD, and the cabin 20 is supported by supports 23, which are connected to a bulwark 28 that surrounds the front of the forecastle FD.

[0329] The cabin 20 may include a living quarters 22 and a wheelhouse 21, and the cabin 20 is spaced upward from the foredeck FD to ensure mooring operations on the foredeck FD. That is, the foredeck FD is provided with a mooring device 30, and the foredeck FD may be lowered relative to the exposed deck ED of the cargo area CA to form a sunken deck.

[0330] However, the height difference between the upper deck UD and the bow deck FD in this embodiment can be relatively small compared to the height difference between the trunk deck TD and the bow deck FD in the first embodiment which is provided with the trunk deck TD. On the other hand, in this embodiment, the height difference between the upper deck UD and the bow deck FD can be larger than the height difference between the upper deck UD and the bow deck FD in the above-mentioned embodiment.

[0331] In the above-described embodiment, taking into consideration the heights of the trunk deck TD and the foredeck FD, some floors of the accommodation room 22 can be provided below the trunk deck TD. Meanwhile, in this embodiment, the height between the exposed deck ED and the foredeck FD in the cargo area CA can correspond to the height required for installing the mooring device 30. Therefore, in this embodiment, the underside of the cabin 20 supported by the supports 23 can be provided at least at a height equal to or higher than the height of the exposed deck ED.

[0332] In this case, in order to prevent the compass deck 21b of the cabin 20 from being excessively higher than the exposed deck ED, at least a portion of the living space 22 of the cabin 20 of this embodiment can be provided on the foredeck FD. That is, the bottom of the living space 22 is formed by the foredeck FD, and the upper surface of the living space 22 can be aligned with the exposed deck ED.

[0333] That is, the accommodation room 22 included in the cabin 20 is provided above the bow deck FD, and at least a portion of it is arranged lower than the exposed deck ED. In this case, a mooring device 30 and the like are provided in front of the accommodation room 22 which is provided directly on the bow deck FD.

[0334] This embodiment is a liquefied petroleum gas carrier, and can have a larger square coefficient than the above-mentioned liquefied natural gas carrier. Therefore, the ship 1 of this embodiment can have a larger area of ​​the bow deck FD in the bow area FA than the first embodiment, so in this embodiment, the mooring devices 30 can be arranged on the bow deck FD, and part of the accommodation room 22 can be arranged behind the mooring devices 30.

[0335] The living space 22 included in the cabin 20 must be naturally lit, and the front of the living space 22 located on the bow deck FD is exposed to the outside. Therefore, the living space 22 located on the bow deck FD can be illuminated from the front via the mooring device 30.

[0336] In the above-described embodiment, the cabin 20 is spaced forward from the exposed deck ED and connected via a bracket 211, which is to ensure that light reaches the rear side of the wheelhouse 21 located below the cabin 20. On the other hand, in this embodiment, light is ensured from the front side of the accommodation room 22 located on the bow deck FD, and light is ensured from the rear side of the accommodation room 22 located higher than the exposed deck ED, so the cabin 20 can be connected integrally to the exposed deck ED without being spaced forward from the exposed deck ED.

[0337] Such a cabin 20 has a steering deck 21a and a compass deck 21b, and the steering deck 21a can be installed higher than the exposed deck ED of the cargo area CA. However, the difference in height between the exposed deck ED and the steering deck 21a can be smaller than the difference in height between the exposed deck ED and the bow deck FD.

[0338] The cabin 20 can have a curved shape that convexly curves forward when viewed from above. In addition, the living space 22, which is the lower part of the cabin 20, has a front end that slopes backward from the bottom to the top when viewed from the side, and the wheelhouse 21, which is the upper part of the cabin 20, has a front end that slopes forward from the bottom to the top when viewed from the side. Therefore, the front end of the part of the cabin 20 that is supported by the support 23 is shaped like the letter "<".

[0339] Furthermore, the living space 22 provided at the bottom of the cabin 20 is partially supported by supports 23 and spaced above the bow deck FD, thereby forming an installation space for the mooring device 30, and the remainder is provided below the exposed deck ED so that it forms a bottom with the bow deck FD, allowing light to enter through the front. Therefore, the living space 22 included in the cabin 20 can be provided in a "┐" shape.

[0340] Alternatively, the cabin 20 may have a wheelhouse 21 at the top and an accommodation room 22 at the bottom, based on a horizontal plane supported by the support 23. That is, the steering deck 21a forming the bottom of the wheelhouse 21 in the cabin 20 may be arranged alongside the exposed deck ED of the cargo area CA. In this case, the support 23 can support the underside of the wheelhouse 21. Also, the accommodation room 22 forming the bottom of the cabin 20 is arranged below the exposed deck ED, with its bottom defined by the bow deck FD, and the front and other parts exposed to the outside, allowing light to enter through the front. In this case, the accommodation room 22 may be formed to have a relatively shorter front-to-back length than the wheelhouse 21.

[0341] A crash bulkhead 31 is provided inside the hull in the bow area FA. Also, a boatswain's store 32, a pump room 33, a tank room 34, etc. may be arranged inside the hull, similar to the above-mentioned embodiment.

[0342] The stern area AA is provided aft of the cargo area CA. The stern area AA is provided with an aft deck AD that separates the inside and outside of the hull, and an engine room 42 that houses a propulsion engine 421 and other components is formed inside the hull.

[0343] An engine casing 40 is provided on the aft deck AD. A fuel tank 342 may also be provided on the aft deck AD. In this embodiment, the cargo stored in the cargo area CA is liquid. In the case of liquefied petroleum gas, if the propulsion engine 421 is a liquefied petroleum gas engine 421, 422, a separate fuel tank 342 does not need to be installed outside or inside the hull, and the cargo can be delivered to the propulsion engine 421 through the cargo handling room 41.

[0344] However, this embodiment may also be a liquefied petroleum gas carrier equipped with liquefied natural gas engines 421, 422 as the propulsion engine 421, and the liquefied natural gas fuel may be stored in a fuel tank 342 on the aft deck AD.

[0345] This allows the cargo handling room 41 to be located on the exposed deck ED of the cargo area CA, rather than on the aft deck AD. It is also possible for the fuel tank 342 to be located on one side of the aft deck AD in the lateral direction, and for the cargo handling room 41 to be located on the other side.

[0346] FIG. 18 is a partial side view of a vessel according to a sixth embodiment of the present invention.

[0347] 18, the ship 1 according to the sixth embodiment of the present invention can further secure the front-to-rear area of ​​the cabin 20 compared to the fifth embodiment described above. As an example, the cabin 20 has an extension 29, which expands the internal volume of the cabin 20, but is located in the cargo area CA rather than the bow area FA.

[0348] In this embodiment, the cabin 20 has a lower accommodation room 22 and an upper wheelhouse 21, but the steering deck 21a may be provided above the exposed deck ED of the cargo area CA. In this case, at least a portion of the cabin 20 is provided above the exposed deck ED, and specifically, a portion of the wheelhouse 21 is disposed above the exposed deck ED.

[0349] The accommodation room 22 forming the lower part of the cabin 20 is supported by supports 23 and includes a portion whose bottom is aligned with the exposed deck ED, and the remaining portion whose bottom is defined by the foredeck FD. In this case, the remaining portion of the accommodation room 22 cannot be extended aft due to the front of the cargo area CA. In addition, the portion of the accommodation room 22 is not extended aft. This is because directly mounting the cabin 20 on top of the exposed deck ED of the cargo area CA would not satisfy international regulations (ship classification, IMO regulations, etc.).

[0350] According to known international regulations, the cabin 20 must not be mounted above the cargo area CA. However, in this embodiment, the cabin 20 has an extension 29, which can be configured to be located above the cargo area CA but not directly mounted on the exposed deck ED of the cargo area CA.

[0351] As an example, the cabin 20 has an upper wheelhouse 21 extended rearward. The steering deck 21a forming the bottom of the wheelhouse 21 is located above the exposed deck ED of the cargo area CA. Therefore, even if the wheelhouse 21 is extended rearward to form the extension 29, the extension 29 is not structured to be mounted on the exposed deck ED of the cargo area CA.

[0352] In this case, the steering deck 21a is extended from the bow area FA to the cargo area CA, and the underside of the extension 29 can be disposed above the exposed deck ED at a distance. In other words, such a cabin 20 is not mounted above the cargo area CA as required by regulations, but is merely partially disposed at a certain height above the exposed deck ED, thereby satisfying international regulations. In this case, the certain height can be a value set in preparation for a situation in which liquefied gas leaks from the exposed deck ED.

[0353] When the extension 29 protrudes rearward by a certain length from the upper part of the cabin 20, support for the extension 29 may be necessary. Therefore, a column 291 may be used for the extension 29. The pillar 291 supports the extension 29 so that the lower surface of the extension 29 is spaced a certain height above the exposed deck ED.

[0354] The upper end of the pillar 291 may be fixed to the underside of the extension 29, and the lower end may be fixed on the exposed deck ED. In this case, the pillar 291 may be installed vertically. Alternatively, the upper end of the pillar 291 may be fixed to the underside of the extension 29, and the lower end may be fixed to the rear surface of the living space 22 of the cabin 20. In this case, the pillar 291 is installed at an angle, and the lower surface of the extension 29, the pillar 291, and the rear surface of the living space 22 may form a right triangle when viewed from the side. Alternatively, the pillar 291 may be fixed to the underside of the extension 29, and the lower end may be fixed to a part of the hull other than the exposed deck ED to support the extension 29.

[0355] When adding the extension 29 to the cabin 20 in this way, the extension 29 is located in the cargo area CA, but is installed at a certain height or more above the exposed deck ED to ensure safety. In addition, in this embodiment, the internal volume of the cabin 20 is secured using the extension 29, so that the cross section of the cabin 20 can be reduced or the height of the compass deck 21b can be reduced, thereby reducing the air resistance caused by the cabin 20.

[0356] FIG. 19 is a side view of a vessel according to a seventh embodiment of the present invention.

[0357] 19, the ship 1 according to the seventh embodiment of the present invention may be a different type of ship from those of the above-described embodiments. For example, the ship 1 of this embodiment may be a gas carrier that stores liquefied gas, and in particular may be a liquefied natural gas carrier that transports liquefied natural gas. However, this embodiment may be a liquefied natural gas carrier like the first embodiment, but while the first embodiment is equipped with membrane-type liquefied gas storage tanks LT, this embodiment differs in that it is equipped with MOSS-type liquefied gas storage tanks LT.

[0358] Alternatively, unlike the first embodiment, this embodiment may be a liquefied hydrogen carrier. That is, the cargo in this embodiment may be hydrogen, which has a very low boiling point, and the liquefied gas storage tank LT may be sufficiently insulated (by vacuum, etc.). Alternatively, the cargo in this embodiment may be something with a high triple point that requires storage in a pressure vessel; for example, the cargo may be carbon dioxide.

[0359] The ship 1 of this embodiment is also divided into a cargo area CA, a bow area FA, and an aft area AA, and a liquefied gas storage tank LT may be installed in the cargo area CA. In this case, the liquefied gas storage tank LT is installed in a spherical shape, and an approximately upper hemisphere can protrude above the exposed deck ED.

[0360] In the cargo area CA, a plurality of liquefied gas storage tanks LT may be arranged spaced apart in the fore-and-aft direction, and the spherical liquefied gas storage tanks LT may protrude above the exposed deck ED. However, the cargo area CA may be provided with a tank cover (not shown) that covers the upper hemisphere of the liquefied gas storage tanks LT at once.

[0361] A cabin 20 is provided in the bow area FA. The cabin 20 may be provided on the forecastle FD, and the underside of the cabin 20 may be supported by a support 23 so as to be spaced upward from the forecastle FD. The upper surface of the support 23 may be fixed to the underside of the cabin 20, and the lower surface may be fixed to a bulwark 28 that surrounds the front end of the forecastle FD.

[0362] In this embodiment, the upper part of the liquefied gas storage tank LT protrudes considerably higher than the exposed deck ED in the cargo area CA. In this case, the steering deck 21a of the cabin 20 in the bow area FA can be installed in line with or lower than the upper end of the liquefied gas storage tank LT. In this case, the steering room 21 of the cabin 20 can be installed higher than the upper end of the cargo area CA.

[0363] Meanwhile, in this embodiment, the compass deck 21b can be installed at a height lower than the upper end of the liquefied gas storage tank LT so that the cabin 20 does not generate more air resistance than the liquefied gas storage tank LT. Considering the protruding height of the liquefied gas storage tank LT, even if the compass deck 21b of the cabin 20 is installed lower than the upper end of the liquefied gas storage tank LT, the cabin 20 can be installed as a three or more story structure to ensure sufficient volume.

[0364] However, in this embodiment, the steering deck 21a of the cabin 20 is located above the upper end of the liquefied gas storage tank LT in order to realize monitoring of the cargo area CA from a cargo control room located behind the steering room 21.

[0365] Therefore, if the compass deck 21b of the cabin 20 is installed lower than the top of the liquefied gas storage tank LT, a cargo control room can be added separately at an appropriate position. In this case, the cargo control room can be installed higher than the wheelhouse 21.

[0366] The bow deck FD in the bow area FA can be installed at the same height as the exposed deck ED in the cargo area CA. This is because there is not much need to lower the height of the bow deck FD, considering the protruding height of the liquefied gas storage tanks LT in the cargo area CA. However, the bow deck FD can be separated vertically from the underside of the cabin 20, as in the above-mentioned embodiment, and a mooring device 30 can be installed thereon.

[0367] The rear of the cabin 20 and the frontmost liquefied gas storage tank LT may be connected by a bracket 211 or the like. Alternatively, the cabin 20 itself may be extended rearward and integrated with the liquefied gas storage tank LT. Alternatively, the rear of the cabin 20 may be relatively vertical and spaced apart from the liquefied gas storage tank LT in the fore-and-aft direction.

[0368] The stern area AA has an engine room 42 inside the hull, and houses a propulsion engine 421, etc. In addition, in the stern area AA, the stern deck AD can be provided alongside the exposed deck ED of the cargo area CA and the fore deck FD of the fore area FA.

[0369] An engine casing 40 may be provided on the aft deck AD, and a fuel tank 342 may be provided in front of the engine casing 40. Of course, arranging the fuel tank 342 on the aft deck AD applies when the propulsion engine 421 is an engine 421, 422 that consumes liquefied gas other than cargo. If the propulsion engine 421 consumes cargo as fuel, the fuel tank 342 on the aft deck AD may be omitted.

[0370] A cargo handling room 41 may be provided on the aft deck AD. Alternatively, the cargo handling room 41 may be provided in a recessed space at the front or rear of the upper hemisphere of a spherical liquefied gas storage tank LT that protrudes above the exposed deck ED.

[0371] The present invention may further include, as further embodiments, a combination of at least one of the above-described embodiments with known technology, a combination of the above-described embodiments, and the like.

[0372] The present invention has been described in detail above through specific examples. However, these examples are for the purpose of specifically explaining the present invention, and the present invention is not limited thereto. It is clear that modifications and improvements can be made by a person having ordinary skill in the art within the technical spirit of the present invention.

[0373] All mere variations and modifications of the present invention belong to the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

Claims

1. A ship including a cargo area for storing cargo, a bow area provided forward of the cargo area, and a stern area provided aft of the cargo area, The cargo area comprises: The cargo storage space is formed inside the hull and includes an exposed deck exposed to the outside. The bow section comprises: A forecastle that separates the interior and exterior of the hull, A cabin including at least a wheelhouse is provided above the forecastle, The aft section comprises: an engine room provided inside the hull; an engine casing provided outside the hull and configured to discharge exhaust from the engine compartment; and a cargo handling room provided outside the hull for handling cargo; The cargo handling room has an upper surface aligned with the exposed deck of the cargo area. ship.

2. The aft section comprises: The vessel further includes a stern deck that separates the interior and exterior of the hull, The watercraft according to claim 1 , wherein the engine casing and the cargo handling room are disposed on the aft deck.

3. The cargo handling room comprises: The watercraft according to claim 2 , wherein the engine is spaced forward relative to the engine casing.

4. The aft deck is a portion between the engine casing and the cargo handling chamber is exposed to the outside; 4. The watercraft according to claim 3, wherein an engine room hatch for opening the engine room is provided in a portion of the poop deck exposed to the outside.

5. The aft deck is The vessel of claim 2 having a height relatively lower than the exposed deck.

6. The cargo handling room comprises:

6. The vessel according to claim 5, having a height corresponding to the difference in height between the aft deck and the exposed deck.

7. The cargo handling room comprises: The watercraft of claim 6 , integrally connected to said exposed deck.

8. The cargo handling room comprises:

3. The ship according to claim 2, wherein the ship is separated from the engine room via a cofferdam provided on the aft deck.

9. The aft section comprises: The vessel further includes a fire extinguishing agent room provided outside the vessel body and storing a fire extinguishing agent, The ship according to claim 1 , wherein the fire extinguishing agent room is provided on one side of the cargo handling room in the left-right direction.

10. The forecastle is:

8. The vessel of claim 7, having a height relatively lower than the exposed deck.

11. The cabin is:

11. The watercraft of claim 10, further comprising a steering deck forming the bottom of the wheelhouse.

12. The vessel according to claim 11, wherein the steering deck, the exposure deck, and the upper surface of the cargo handling room are arranged side by side.

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