Ship

Abstract

A vessel according to one embodiment of the present invention comprises: a storage unit provided in the hull for storing toxic fuel; a lashing structure provided on the upper part of the hull and used for supporting a container; and an evacuation route formed from the top of the lashing structure toward the interior of the hull, wherein the evacuation route is provided to penetrate the upper deck below the lashing structure to guide a worker located on the lashing structure to evacuate into the interior of the hull.

Description

Technology Field

[0001] The present invention relates to a ship. Background Technology

[0002] Air pollution is becoming severe worldwide and is causing climate change. Because pollutants emitted from ships have a significant impact on air quality, the International Maritime Organization (IMO), the European Union, and the United States are strengthening regulations on pollutants emitted from vessels to reduce air pollution.

[0003] As regulations on greenhouse gas emissions from ships are gradually strengthened at key milestones by 2050, it is expected that it will be difficult to comply with pollution regulations using only existing engines and fuels.

[0004] Therefore, with the application of strengthened regulations on greenhouse gas emissions from ships, the use of existing fossil fuels is expected to become difficult, making it urgent to identify alternative fuels capable of meeting future stricter regulations. As alternatives, non-fossil fuels such as ammonia (NH3), biofuels, solar energy, and wind energy are currently being considered.

[0005] Among them, ammonia is a chemical that can be produced, stored, transported, and supplied, and ammonia-fueled ships are being developed.

[0006] Conventional ammonia vessels store ammonia fuel in liquid form. Since ammonia has a boiling point lower than room temperature (at atmospheric pressure, -33°C), ammonia storage tanks must meet specific specifications to store it in liquid form. Additionally, because the inside of the tank must be kept at a low temperature to maintain the ammonia in a liquid state, the storage tank must be cooled, and a significant amount of energy is consumed during this cooling process.

[0007] Furthermore, liquid ammonia storage tanks may generate evaporative gases, which can cause the internal pressure to rise and pose a risk of explosion. Additionally, if liquid ammonia leaks out of the tank, an explosion may occur, and there is a risk of casualties due to the toxicity of the ammonia.

[0008] As such, existing ammonia vessels face issues regarding the storage of liquid ammonia fuel and the supply of ammonia fuel to engines, such as the need to improve equipment and operating costs, and in particular, the issue of ensuring absolute safety. The problem to be solved

[0009] The present invention was created to solve the problems of the prior art described above, and aims to provide a fuel processing system and a ship including the same that can guarantee safety by appropriately capturing fuel emitted from each component of the system and controlling the emission of fuel in a safe space when toxic substances such as ammonia are used as fuel.

[0010] The problems of the present invention are not limited to those mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the description below. means of solving the problem

[0011] A vessel according to one aspect of the present invention comprises: a storage unit provided in the hull for storing toxic fuel; a lashing structure provided on the upper part of the hull for supporting a container; and an escape route formed from the top of the lashing structure toward the interior of the hull, wherein the escape route is provided to penetrate the upper deck below the lashing structure to guide a worker located on the lashing structure to evacuate into the interior of the hull.

[0012] Specifically, it may include a second deck provided below the upper deck; a fore-and-aft bulkhead separating the fore-and-aft space on the second deck; and a bulkhead passage formed through the fore-and-aft bulkhead.

[0013] Specifically, the bulkhead passage may be connected to an engine room located at the stern of the hull and accommodating a demand source using toxic fuel, or to a cabin located forward of the center of the hull.

[0014] Specifically, it may include a shelter having a sealed structure provided in the above evacuation route or above bulkhead passage.

[0015] Specifically, it may include a fire protection material supply unit that supplies fire protection material toward the evacuation route or the bulkhead passage.

[0016] Specifically, the fire protection material supply unit may supply fire protection material toward an opening connected to the evacuation route or the bulkhead passage, or form a water curtain on the evacuation route or the bulkhead passage.

[0017] Specifically, the vessel includes a plurality of cargo holds partitioned in the fore-and-aft direction by transverse bulkheads within the vessel; and a hatch coaming formed at the top of the cargo holds; and the escape route may be located between the hatch coamings provided in the fore-and-aft direction of the vessel. Effects of the invention

[0018] The fuel processing system according to the present invention and the vessel including the same can ensure excellent safety by supplying fuel containing ammonia to an engine and re-liquefying it as needed, while preventing workers from being exposed to ammonia when processing fuel drainage or purging as needed.

[0019] The effects of the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description in the claims. Brief explanation of the drawing

[0020] FIGS. 1 and FIGS. 2 are conceptual diagrams of a fuel processing system according to a first embodiment of the present invention. FIG. 3 is a side view of a ship according to one embodiment of the present invention. Figure 4 is a cross-sectional view of A-A' in Figure 3. FIG. 5 is a side view of a ship according to a first embodiment of the present invention. FIG. 6 is a plan view of a ship according to a first embodiment of the present invention. FIG. 7 is a cross-sectional view of a ship according to a first embodiment of the present invention. FIG. 8 is a plan view of a ship according to a second embodiment of the present invention. FIG. 9 is a first schematic diagram of the upper deck of a ship according to a third embodiment of the present invention. FIG. 10 is a second schematic diagram of the upper deck of a ship according to a third embodiment of the present invention. Figure 11 is a drawing showing part C of Figure 10. FIG. 12(a) is a drawing for explaining a first lashing structure, and FIG. 12(b) is a drawing for explaining a second lashing structure. FIG. 13 is a cross-sectional view of a cargo tank of a ship according to the fourth embodiment of the present invention. Fig. 14 is a cross-sectional view of B-B' in Fig. 3. FIG. 15 is a conceptual diagram of a fuel processing system according to a second embodiment of the present invention. FIG. 16 is a conceptual diagram of a fuel processing system according to a third embodiment of the present invention. FIG. 17 is a conceptual diagram of a fuel processing system according to a fourth embodiment of the present invention. FIG. 18 is a conceptual diagram of a fuel processing system according to the fifth embodiment of the present invention. FIG. 19 is a conceptual diagram of a fuel processing system according to the 6th embodiment of the present invention. FIG. 20 is a conceptual diagram of a fuel processing system according to the seventh embodiment of the present invention. FIG. 21 is a conceptual diagram of a fuel processing system according to the eighth embodiment of the present invention. FIG. 22 is a conceptual diagram of a fuel processing system according to the ninth embodiment of the present invention. FIG. 23 is a conceptual diagram of a fuel processing system according to the 10th embodiment of the present invention. FIG. 24 is a conceptual diagram of a cover part included in a fuel processing system according to one embodiment of the present invention. FIG. 25 is a conceptual diagram showing the form of the cover part of FIG. 23 before installation. FIG. 26 is a conceptual diagram of a fuel processing system according to the 11th embodiment of the present invention. FIG. 27 is a conceptual diagram of a fuel processing system according to the 12th embodiment of the present invention. FIG. 28 is a conceptual diagram of a fuel processing system according to the 13th embodiment of the present invention. FIG. 29 is a side view of a ship according to the fifth embodiment of the present invention. FIG. 30 is a drawing showing a shielding part installed on a ship according to the fifth embodiment of the present invention. FIG. 31 is a side view of a ship according to the sixth embodiment of the present invention. FIG. 32 is a plan view of a ship according to the 6th embodiment of the present invention. FIG. 33 is a cross-sectional view of a ship according to the 6th embodiment of the present invention. FIG. 34 is a plan view of a ship according to the seventh embodiment of the present invention. Figure 35 is a schematic diagram of the shelter shape of Figure 34. Specific details for implementing the invention

[0021] The objects, specific advantages, and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. It should be noted that in assigning reference numerals to the components of each drawing in this specification, identical components are assigned the same number whenever possible, even if they are shown in different drawings. Furthermore, in describing the present invention, detailed descriptions of related prior art are omitted if it is determined that such detailed descriptions would unnecessarily obscure the essence of the invention.

[0022] In addition, the attached drawings are intended only to facilitate understanding of the embodiments disclosed in this specification, and the technical concept disclosed in this specification is not limited by the attached drawings; it should be understood that all modifications, equivalents, and substitutions included within the concept and technical scope of the present invention are included.

[0023] Additionally, terms including ordinal numbers, such as first, second, etc., may be used to describe various components, but said components are not limited by said terms. These terms are used solely for the purpose of distinguishing one component from another.

[0024] In the present invention, the (gas) fuel may be a substance having a boiling point lower than room temperature at atmospheric pressure and capable of being converted into energy. For example, the fuel may include, but is not limited to, toxic ammonia, liquefied petroleum gas, liquefied natural gas, ethane, etc. However, for convenience, the fuel will be described below as being limited to ammonia.

[0025] In the drawings of the present invention, straight lines represent flow paths through which various fluids, such as fuel, refrigerant, heat transfer fluid, or purging gas, move, and can be interpreted as pipelines. Furthermore, in the present invention, pressure sensors (PT), temperature sensors (TT), flow sensors (FT), etc., may be installed at appropriate locations without limitation, and the measured values ​​from each sensor may be used in various ways without limitation for the operation of the components described below.

[0026] In addition, the present invention includes a vessel equipped with a fuel processing system as described below. The vessel is a concept that includes gas carriers, merchant ships carrying various cargo or people, FSRUs, FPSOs, bunkering vessels, offshore plants, etc.

[0027] In addition, it should be noted that terms indicating directionality such as forward, backward, left, right, longitudinal, and transverse are defined based on the ship or hull consisting of the bow, stern, sides (port and starboard), upper deck, and bottom.

[0028] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

[0030] FIGS. 1 and 2 are conceptual diagrams of a fuel processing system according to a first embodiment of the present invention. For reference, FIGS. 1 and 2 each illustrate at least a portion of the components included in one embodiment as conceptual diagrams.

[0031] FIGS. 1 and FIGS. 2 are conceptual diagrams of a fuel processing system (1) according to a first embodiment of the present invention. For reference, FIGS. 1 and FIGS. 2 each illustrate at least a portion of the components included in one embodiment as conceptual diagrams.

[0032] Referring to FIGS. 1 and 2, a fuel processing system (1) according to the first embodiment of the present invention includes a storage unit (10), a fuel supply unit (20), a fuel discharge unit (30), a fuel neutralization unit (40), etc.

[0033] The storage unit (10) stores fuel. As previously mentioned, the fuel may be a toxic fuel such as ammonia, but is not limited thereto; however, for convenience, the fuel is selected as ammonia as the toxic fuel for the following description.

[0034] The storage unit (10) can store fuel consumed by a demand source such as an engine (E) or a boiler. At this time, the engine (E) may be an ammonia-only engine (E) or an ammonia-mixed engine (E), etc. Of course, in this specification, the engine (E) is a device that obtains energy by consuming ammonia, and can encompass turbines, fuel cells, etc., and the demand source can also encompass engines, etc.

[0035] The storage unit (10) includes a fuel tank (11), and the fuel tank (11) can store fuel in a liquid state. The fuel is a substance with a boiling point below room temperature and can be liquefied at low temperature, and the storage unit (10) may have insulation applied to at least one side, either inside or outside, to store the fuel in a liquid state. Alternatively, the fuel tank (11) can prevent the fuel from vaporizing by storing the fuel at high pressure. In this case, due to the pressure of the fuel tank (11), the pressurizing means of the fuel supply unit (20), which will be described later, may be reduced or omitted.

[0036] The fuel tank (11) may be provided to form a cargo hold inside the ship. Alternatively, the fuel tank (11) may be an independent tank provided separately inside the ship or on the deck. One or more such fuel tanks (11) may be provided, and if multiple fuel tanks (11) are provided, fuel may be consumed selectively or simultaneously. That is, the fuel tank (11) may be of type A, type B, or type C, and in addition to these independent tanks, the fuel tank (11) may also be provided as a membrane tank.

[0037] A fuel pump (not shown in the symbol) may be provided inside the fuel tank (11). Of course, the fuel pump may also be provided outside the fuel tank (11), and may be provided both inside and outside the fuel tank (11). The fuel pump can transfer fuel stored in the fuel tank (11) to the fuel supply unit (20).

[0038] Fuel can be supplied to the fuel tank (11) from the bunkering unit (12). The bunkering unit (12) includes a manifold, a loading arm, etc., provided on the deck of the hull, and through this, can receive fuel from the outside and load fuel into the fuel tank (11).

[0039] A loading line (L10) may be provided from the bunkering section (12) to the fuel tank (11), and the loading line (L10) may be insulated to prevent the vaporization of liquid fuel flowing into the fuel tank (11).

[0040] The fuel tank (11) may be a cargo tank mounted in the cargo area of ​​the hull, or a tank provided separately from the cargo tank. In the latter case, the bunkering unit (12) may transfer fuel from the cargo tank to the fuel tank (11). Additionally, if necessary, the bunkering unit (12) may return fuel from the fuel tank (11) to the cargo tank.

[0042] The fuel supply unit (20) supplies fuel stored in the storage unit (10) to a demand location. The fuel supply unit (20) can supply at least liquid fuel among the fuel stored in the fuel tank (11) to the engine (E), etc. In particular, the fuel supply unit (20) can supply fuel in liquid form to the engine (E), and the fuel supply unit (20) can adjust the state of the supplied fuel in various ways in response to changes in the specifications of the engine (E), etc.

[0043] The fuel supply unit (20) includes a supply heat exchanger (21), a supply pump (22), a filter unit (23), and a return heat exchanger. The supply heat exchanger (21) can heat or cool the fuel so that the temperature of the fuel discharged from the fuel tank (11) corresponds to the temperature required by the engine (E), etc.

[0044] The supply heat exchanger (21) may be provided between the fuel pump and the supply pump (22) to be described later, and the heating / cooling of the supply heat exchanger (21) may be controlled in consideration of the fact that some temperature increase occurs when the fuel is pressurized by the supply pump (22).

[0045] The supply pump (22) pressurizes the fuel discharged from the fuel tank (11) by the fuel pump. The supply pump (22) can pressurize the fuel to correspond to the required pressure of the engine (E). The supply pump (22) may be provided downstream of the supply heat exchanger (21) and may receive fuel having a temperature above the boiling point. However, as the fuel is sufficiently pressurized by the fuel pump, it may not vaporize even if heated in the supply heat exchanger (21). Therefore, the supply pump (22) can receive liquid fuel from the supply heat exchanger (21), pressurize it, and then supply it to the engine (E).

[0046] Of course, the arrangement of the supply pump (22) may differ from the previous case. The supply pump (22) may be provided upstream of the supply heat exchanger (21). Alternatively, it is possible to provide the supply pump (22) upstream and downstream of the supply heat exchanger (21), respectively.

[0047] The filter section (23) is provided downstream of the supply pump (22) and can filter out foreign substances contained in the fuel. At this time, foreign substances may refer to all substances that may affect the operation of the engine (E), and furthermore, may include all substances other than fuel in the fluid supplied to the engine (E).

[0048] A fuel supply line (L20) extends from a fuel pump provided within a fuel tank (11), and a supply heat exchanger (21), a supply pump (22), a filter section (23), etc. may be provided on the fuel supply line (L20). Accordingly, fuel is discharged from the fuel tank (11) while being pressurized by the fuel pump, then heated in the supply heat exchanger (21), pressurized in the supply pump (22), and then supplied in liquid form to the engine (E).

[0049] The engine (E) can burn some of the fuel supplied by the fuel supply line (L20), and excess fuel is generated. The excess fuel is fuel that has been supplied to the engine (E) but has not been burned in the engine (E), and may contain lubricating oil used in the engine (E) as it passes through at least a part of the engine (E).

[0050] Excess fuel is recovered from the engine (E) to the fuel supply unit (20). Fuel is introduced into the engine (E) through the fuel supply line (L20), and excess fuel can be recovered through the fuel recovery line (L21) extending from the engine (E) to the fuel supply unit (20).

[0051] The fuel recovery line (L21) can be connected to the fuel supply line (L20). Since the fuel flowing in through the fuel recovery line (L21) is mixed with lubricating oil, it is not delivered to the fuel tank (11) but can be recirculated to the engine (E). The fuel recovery line (L21) can be connected upstream of the supply pump (22) from the fuel supply line (L20).

[0052] A recovery heat exchanger (24) may be provided in the fuel recovery line (L21). The recovery heat exchanger (24) can cool the fuel heated while passing through the engine (E) to a temperature suitable for supply to the supply pump (22). That is, the recovery heat exchanger (24) may be a cooler and may share a medium with the supply heat exchanger (21).

[0053] A supply valve train (SVT) may be provided upstream of the engine (E) in the fuel supply line (L20), and a return valve train (RVT) may be provided downstream of the engine (E) in the fuel recovery line (L21). The supply valve train and the return valve train may be combined and referred to as a fuel valve train (FVT).

[0055] The fuel discharge unit (30) discharges fuel between the storage unit (10) and the engine (E). The fuel discharge unit (30) can drain fuel remaining in the fuel supply unit (20), etc., or purge the fuel supply unit (20), etc., and discharge fuel along with purging gas. That is, the fuel discharge unit (30) can perform functions such as draining and purging.

[0056] The fuel discharge unit (30) can discharge fuel while the engine (E) is stopped, or can process fuel discharged from the storage unit (10) or fuel supply unit (20) to relieve overpressure.

[0057] The fuel discharge unit (30) may include an inert gas supply unit (31), a recovered fuel discharge unit (32), and a residual fuel discharge unit (33). The inert gas supply unit (31) may supply inert gas to the fuel supply line (L20) of the fuel supply unit (20) to forcibly discharge fuel remaining in the fuel supply unit (20) or the engine (E), etc.

[0058] The inert gas supply unit (31) can supply nitrogen or inert gas, etc., and can be connected to one or more points in the fuel supply unit (20). The inert gas supply unit (31) can be connected to the downstream side of the supply pump (22) in the fuel supply line (L20). In addition, the inert gas supply unit (31) can also be added to the loading line (L10) between the bunkering unit (12) and the fuel tank (11).

[0059] The recovered fuel discharge unit (32) can recover fuel remaining in the fuel supply unit (20) when fuel supply by the fuel supply unit (20) is interrupted due to reasons such as the engine (E) stopping. The recovered fuel discharge unit (32) can recover residual fuel from the fuel supply line (L20) and the fuel recovery line (L21), and recovers fuel together with inert gas.

[0060] The recovered fuel discharge section (32) includes a separator (321), a buffer tank (322), etc. The separator (321) can be branched from the fuel recovery line (L21). A recovered fuel discharge line (L31) can be branched from the fuel recovery line (L21), and the recovered fuel discharge line (L31) can be connected to the fuel neutralization section (40) after passing through the separator (321) and the buffer tank (322), etc.

[0061] When inert gas is supplied downstream of the supply pump (22) from the fuel supply line (L20), fuel remaining in part of the fuel supply line (L20), inside the engine (E), and in the fuel recovery line (L21) can be introduced into the separator (321) along with the inert gas. The separator (321) may be provided as a pressurized type and can store inert gas and fuel, etc., at a constant pressure above atmospheric pressure.

[0062] The separator (321) can function as a gas-liquid separator, and the inert gas can be discharged as a gas and the fuel can be discharged as a liquid. The liquid discharged from the separator (321) can be transferred to the fuel recovery line (L21) or the fuel supply line (L20). The liquid transferred from the separator (321) to the fuel recovery line (L21) can be joined upstream of the recovery heat exchanger (24). At this time, the liquid transferred from the separator (321) to the fuel recovery line (L21) may contain lubricating oil mixed from the engine (E).

[0063] On the other hand, the inert gas separated from the separator (321) can be discharged into the atmosphere or transferred to the fuel tank (11). The internal pressure of the fuel tank (11) may increase slightly as the inert gas is injected, and depending on the type, the fuel tank (11) may withstand the internal pressure without discharging the gaseous gas, or discharge the gaseous gas to the re-liquefaction section or to the outside.

[0064] A buffer tank (322) may be provided downstream of the separator (321). The buffer tank (322) may be used as a gas-liquid separator, just like the separator (321). However, since the separator (321) has primarily separated inert gas, fuel, and lubricating oil, the buffer tank (322) may not recover the liquid to the fuel supply unit (20). Inert gas and fuel may be introduced into the buffer tank (322), and the buffer tank (322) may transfer inert gas to the fuel tank (11), etc., and transfer fuel, etc. to the fuel neutralization unit (40).

[0065] The residual fuel discharge unit (33) can recover residual fuel remaining in the engine (E) when the engine (E) is stopped. Both the recovered fuel discharge unit (32) and the residual fuel discharge unit (33) recover fuel remaining in the engine (E), but they can be used at different times. For example, the recovered fuel discharge unit (32) can recover fuel when the engine (E) is stopped normally, and the residual fuel discharge unit (33) can recover fuel when the engine (E) is stopped in an emergency.

[0066] The residual fuel discharge unit (33) can recover fuel remaining in the engine (E) through the residual fuel discharge line (L30) branched from the fuel recovery line (L21). The residual fuel discharge unit (33) may include a knockout drum (331). When inert gas is injected upstream of the engine (E) from the fuel supply line (L20), the knockout drum (331) can recover the inert gas passing through the engine (E) along with the residual fuel of the engine (E).

[0067] The knockout drum (331) can implement a gas-liquid separator function similar to the separator (321), etc. The knockout drum (331) can separate the lubricating oil used in the engine (E), and the lubricating oil can be reintroduced into the engine (E) through the fuel supply unit (20), etc. Additionally, the knockout drum (331) can separate inert gas and fuel, and the inert gas, etc. can be delivered to the fuel tank (11).

[0068] Fuel separated from the knockout drum (331) can be transferred to the fuel neutralization unit (40). The fuel connected from the recovered fuel discharge unit (32) to the fuel neutralization unit (40) and the fuel connected from the residual fuel discharge unit (33) to the fuel neutralization unit (40) can be handled and processed differently.

[0070] The fuel neutralization unit (40) neutralizes toxic fuel. The fuel neutralization unit (40) can dilute or remove toxicity by supplying a neutralizing agent to the toxic fuel. Since the fuel is a toxic substance, it cannot be released directly into the atmosphere and can only be released within a certain concentration standard (e.g., 25 ppm). Therefore, the fuel neutralization unit (40) can mix water or seawater, which is a neutralizing agent, with the fuel to release the fuel into the atmosphere.

[0071] The fuel neutralization unit (40) can limit the release of fuel so that fuel below a certain concentration standard is released into the atmosphere, and can also store wastewater mixed with fuel and a neutralizing agent. In this case, the wastewater can be unloaded and treated when the ship is anchored on land or in a port. Hereinafter, the term "wastewater" in this specification refers to a substance mixed with fuel and a neutralizing agent, and the wastewater may be, for example, ammonia water.

[0072] The fuel neutralization unit (40) includes a scrubber (41), an absorption tank (42), and a wastewater tank (43). The scrubber (41) supplies a neutralizing agent to the fuel so that the fuel dissolves in the neutralizing agent. In the case where the fuel is ammonia, considering that ammonia has the property of easily dissolving in water, the scrubber (41) may supply seawater or water. When using seawater as the neutralizing agent, the scrubber (41) may be made of a corrosion-resistant material, or water may be used to eliminate the possibility of corrosion.

[0073] Fuel discharged from the fuel supply unit (20), etc., can be introduced into the scrubber (41). A neutralizing agent supply line (L41) is connected to the scrubber (41), and the neutralizing agent supply line (L41) can be connected to the upper part of the scrubber (41). Water, which is a neutralizing agent, can be sprayed from the upper part of the scrubber (41), and fuel can be introduced from the lower part. The fuel introduced into the scrubber (41) can dissolve in the water sprayed from the upper part to produce ammonia water.

[0074] The water supplied to the scrubber (41) may be fire-extinguishing water provided on the ship, or water provided in the ship's fresh water tank, etc. That is, the neutralizing agent supplied to the scrubber (41) may be water used for other purposes on the ship.

[0075] Fuel delivered from the fuel supply unit (20) or fuel discharge unit (30), etc. may be introduced into the scrubber (41). One or more scrubbers (41) may be provided, and if multiple scrubbers (41) are provided, gas delivered from the recovered fuel discharge unit (32) may be introduced into one scrubber (41a), and gas delivered from the residual fuel discharge unit (33) may be introduced into another scrubber (41b).

[0076] An absorption tank (42) may be provided in at least one scrubber (41b). The absorption tank (42) may be provided at the bottom of the scrubber (41b). The absorption tank (42) may store a neutralizing agent at a certain level, and fuel may flow into the absorption tank (42) or above the neutralizing agent. A separate neutralizing agent supply line (not shown in the drawing) may be provided inside the absorption tank (42), and a neutralizing agent such as water may be filled into the absorption tank (42) at a certain level. At this time, the level of the neutralizing agent may be managed to an appropriate level by a sensor, etc., provided in the absorption tank (42).

[0077] The liquid level of the absorption tank (42) is monitored in real time by means of a level switch (LS), etc., and the liquid stored in the absorption tank (42) can be transferred to the wastewater tank (43) according to the liquid level. A wastewater transfer line (L40) may be provided between the absorption tank (42) and the wastewater tank (43), and a wastewater transfer valve (421) may be provided in the wastewater transfer line (L40). The wastewater transfer valve (421) may be opened or closed or its opening degree may be adjusted according to the liquid level of the absorption tank (42).

[0078] However, the other scrubber (41a) can be connected to the wastewater tank without passing through the absorption tank (42). That is, a wastewater transfer line (L40) can be provided from at least two scrubbers (41a, 41b) toward the wastewater tank (43), and the wastewater transfer line (L40) can pass through the absorption tank (42) on one side.

[0079] The wastewater tank (43) stores wastewater. The wastewater tank (43) can receive wastewater delivered from the scrubber (41). The wastewater tank (43) may store wastewater to a certain level, and at least a portion of the fuel contained in the wastewater may be vaporized within the wastewater tank (43). In this case, the gaseous fuel vaporized in the wastewater tank (43) may be circulated to the scrubber (41) or the absorption tank (42).

[0080] A gas circulation line (L42) may be provided between the wastewater tank (43) and the absorption tank (42). Fuel that is dissolved by a neutralizing agent in the scrubber (41) or the absorption tank (42) and then separated again in the wastewater tank (43) may be recirculated into the absorption tank (42) and dissolved again by a neutralizing agent. Therefore, the concentration of fuel in the wastewater tank (43) can be controlled within a certain level.

[0081] Some of the fuel vaporized in the wastewater tank (43) can be discharged into the atmosphere through the vent mast (44). A vent line (L43) is connected from the wastewater tank (43) to the vent mast (44), and the fuel flowing along the vent line (L43) can be controlled so that its concentration does not exceed the concentration regulated by environmental regulations. At this time, control can be achieved by controlling the concentration inside the wastewater tank (43) and controlling the flow rate discharged from the vent line (L43). If the volume of the wastewater tank (43) is sufficiently large, a separate neutralizing agent may be supplied to the wastewater tank (43) in addition to the wastewater delivered from the scrubber (41) or the absorption tank (42). Through this, the concentration of fuel in the gas vaporized within the wastewater tank (43) can be controlled.

[0082] The wastewater tank (43) can be provided by utilizing a tank already provided in the hull. For example, the wastewater tank (43) can be composed of at least one of the bow peak tank, stern peak tank, or ballast tank provided in the hull.

[0084] FIG. 3 is a side view of a ship according to one embodiment of the present invention. FIG. 4 is a cross-sectional view taken along A-A' of FIG. 3.

[0085] Referring to FIGS. 3 and 4, the vessel (2) may include a hull (110). The hull may be constructed. The hull (110) consists of an upper deck (111), side plating (112), and bottom plating (113) and forms the exterior of the vessel (2). Additionally, the hull (110) may be divided along the longitudinal direction into a bow (114), a stern (115), and a midsection (116).

[0086] The vessel (2) is a container ship, and the hull (110) includes a plurality of cargo holds (117) for loading containers (C) inside. Although the vessel (2) has been described as a container ship, the vessel (2) may be a crude oil tanker, and the present invention is not limited by the type of vessel (2).

[0087] A fuel tank (11) may be placed in the cargo hold (117), and the cargo hold (117) itself may constitute the fuel tank (11). That is, the cargo hold (117) may store fuel.

[0088] The vessel (2) may include a fuel tank (11), a bunkering section (12), an engine room (13), a cabin (15), an engine casing (16), a lashing structure (17), a fuel tank (11), etc.

[0089] The fuel tank (11) may be enclosed by a cofferdam (not shown). A fuel delivery unit (50) may be placed on the upper part of the fuel tank (11). Additionally, a bunkering unit (12) may be placed on the upper part of the fuel tank (11).

[0090] The bunkering section (12) may be provided on the upper deck (111) of the hull (110). The bunkering section (12) may be provided on the side of the hull (110). The bunkering section (12) may be connected to the outside through a loading line (L10). The bunkering section (12) may receive toxic fuel from the outside.

[0091] The bunkering unit (12) may be connected to a fuel tank (11) or a cargo tank (11a) for storing cargo. The bunkering unit (12) may transfer toxic fuel, etc. delivered from the outside to the fuel tank (11) or the cargo tank (11a). At this time, the toxic fuel may be transferred to the fuel tank (11) through the fuel delivery unit (50). The bunkering unit (12) may be a bunker station.

[0092] The engine room (13) may be placed at the stern (115) of the hull (110). The engine room (13) may be provided below the upper deck (111). The engine room (13) may accommodate an engine (E) that uses toxic fuel, etc. Of course, the engine room (13) may accommodate not only a propulsion engine installed for the propulsion of the ship (2) but also a power generation engine that generates electricity used in the ship (2). The engine room (13) may accommodate a MELGI engine, an XDF-M engine, a DF engine included in DFDE, a DF power generation engine, a DF boiler engine, a turbine engine, etc., but the present invention is not limited to the type of engine accommodated in the engine room (13).

[0093] The cabin (15) may be provided on the upper deck (111). The cabin (15) may be located in the central part (116) of the hull (110). The cabin (15) is a living space for workers and crew members and may be divided into multiple layers in the vertical direction, and a control room (not shown) for controlling navigation may be provided on the upper layer of the cabin (15).

[0094] The engine casing (16) may be provided on the upper deck (111). The engine casing (16) may be provided on the stern (115). The engine casing (16) may be provided on the upper part of the engine room (13). The engine casing (16) may be provided at the rear of the fuel processing unit (200). Specifically, the engine casing (16) may be provided at the rear of the fuel processing room (200a) in which the fuel processing unit (200) is housed.

[0095] The fuel processing unit (200) may include a fuel supply unit (20) that supplies fuel stored in the storage unit (10) to a demand location, and a fuel discharge unit (30) that can discharge fuel when the engine (E) is stopped from operation, or can process fuel discharged from the storage unit (10) or the fuel supply unit (20) to relieve overpressure.

[0096] The engine casing (16) may have a chimney for discharging exhaust generated from the propulsion engine to the outside. Additionally, the engine casing (16) may form a space for an emergency generator or fire extinguishing facility.

[0097] Additionally, the engine casing (16) may be provided with a capture unit (not shown) for capturing toxic fuel from exhaust, and a fuel neutralization unit (40) for neutralizing and removing toxic fuel. The capture unit may be a catch tower, and the fuel neutralization unit (40) may be a scrubber. The capture unit and the fuel neutralization unit (40) may be provided at the bottom of the engine casing (16).

[0098] A lashing structure (17) is provided on the upper deck (111) and can support containers loaded on the ship (2). The lashing structure (17) can be provided on the upper deck (111). The lashing structure (17) can be provided to load containers (C) on top. The lashing structure (17) can extend to the left and right of the hull (110). For example, the lashing structure (17) can extend to both the left and right ends of the hull (110). Containers can be placed in the front and rear directions of the lashing structure (17).

[0099] When a hatch coaming installed at the entrance of a cargo hold (117) on the upper deck (111) of the hull (110) and a hatch cover seated on the hatch coaming are provided, a height difference is created between the upper surface of the upper deck (111) and the upper surface of the hatch cover. At this time, since the hatch cover has a width that is relatively smaller than the width of the hull (110), a step is formed between the left and right ends of the hatch cover and the left and right ends of the hull (110). Therefore, if a container is loaded between the left and right ends of the hatch cover and the left and right ends of the hull (110), the container can fall relatively to the left and right of the hull (110).

[0100] Therefore, to eliminate the step difference formed between the left and right ends of the hatch cover and the left and right ends of the hull (110), stools (ST) can be formed on the left and right ends of the hull (110).

[0101] In detail, a plurality of stools (ST) may be provided in the front-rear direction on the upper deck (111) at a position parallel to or adjacent to the side plating (112) of the hull (110), and the containers at both ends of the hatch cover may have their inner sides supported by the hatch cover and their outer sides supported by the stools (ST). Additionally, both ends of the lashing structure (17) may be supported by the stools (ST).

[0102] A passageway (PW) may be provided as a space for crew members or workers to move between the hatch coaming and the side plating (112). The passageway (PW) may be provided on the upper deck (111) or below the upper deck (111). The passageway (PW) may consist of multiple layers. The passageway (PW) may be provided on a second deck located below the upper deck (111). The passageway (PW) may be provided between the stool (ST) and the hatch coaming.

[0103] A ballast tank (BT) may be provided between the double bottom structures of the hull (110). Specifically, the ballast tank (BT) may be provided on the inner side of the outer plating of the hull (110). Specifically, the ballast tank (BT) may be provided between the inner wall of the cargo hold (117) and the side plating (112). The ballast tank (BT) stores ballast water to maintain the hull (110) in a stable state. The capacity of the ballast water stored in the ballast tank (BT) may vary depending on the number of containers loaded in the cargo hold (117) and the upper deck (111). For example, if there are not enough containers loaded in the cargo hold (117) and the upper deck (111) (light draft condition), the ballast tank (BT) may be filled with sufficient ballast water.

[0104] A pipe duct (PD) is provided at the bottom of the hull (110) and can accommodate a pipe (131) that conveys fluid. The pipe duct (PD) can be provided between the double bottom structures of the hull (110). Specifically, the pipe duct (PD) can be provided between the inner wall of the cargo hold (117) and the bottom surface (113).

[0105] The pipe duct (PD) may extend along the length of the hull (110). Specifically, the pipe duct (PD) may extend from the bow (114) or the center (116) of the hull (110) to an engine room (13) that accommodates a demand source using toxic fuel.

[0107] FIG. 5 is a side view of a ship according to a first embodiment of the present invention. FIG. 6 is a plan view of a ship according to a first embodiment of the present invention. FIG. 7 is a cross-sectional view of a ship according to a first embodiment of the present invention.

[0108] Referring to FIGS. 5 to 7, a vessel (2) according to the first embodiment of the present invention comprises: a storage unit (10) provided in the hull (110) for storing toxic fuel; an engine room (13) provided at the stern of the hull (110) for accommodating a demand source using toxic fuel; a fuel processing room (200a) provided on the upper deck (111) of the hull (110) for accommodating a fuel processing unit (200) for processing toxic fuel; an engine casing (16) provided above the engine room (13) for discharging exhaust from the demand source to the outside; and a vent mast (44) for releasing toxic fuel into the atmosphere.

[0109] The above vessel (2) further includes a vent mast (44) which is positioned at one side in the width direction from the stern of the hull (110) and extends from the side direction of the hull (110) and connects the fuel processing room (200a) to the vent mast (44).

[0110] The above vent mast (44) can release toxic fuel from the storage unit (10) into the atmosphere when the pressure of the storage unit (10) is above a certain value. That is, when the internal pressure of the storage unit (10) is above a certain value, the safety valve of the vent mast (44) opens and toxic fuel released from the storage unit (10) can be released into the atmosphere.

[0111] The above vent mast (44) can be used for ventilation of the interior space of the vessel (2). For example, the vent mast (44) can allow external air to be introduced, and toxic fuel leaking from the fuel processing room (200a), tank connection room (50a, TCS, tank connection space), engine room (13), etc., can be discharged to the outside. The fuel processing room (200a) may be a fuel preparation room (FPR), but the present invention is not limited thereto.

[0112] The vessel (2) may include a vent line (L43) connected from the storage unit (10) to the vent mast (44). The vent line (L43) may be connected from the scrubber to the vent mast (44). Preferably, the vent line (L43) may include a first vent line connected from the storage unit (10) to the vent mast (44) and a second vent line connected from the scrubber to the vent mast (44).

[0113] The vent duct (L44) can accommodate at least a portion of the vent line (L43). The vent line (L43) can be extended within the vent duct (L44).

[0114] The vent duct (L44) and the vent line (L43) may have a double-pipe structure. Therefore, even if a leak of toxic fuel occurs in the vent line (L43), the spread of the leak in the vent duct (L44) can be blocked.

[0115] The above vent duct (L44) can connect the fuel processing room (200a), tank connection room (50a), engine room (13), etc. to the vent mast (44). Through the above vent duct (L44), the air in the fuel processing room (200a), tank connection room (50a), engine room (13), etc., can be communicated with outside air. The above vent duct (L44) may have a sealed structure.

[0116] The vent duct (L44) can connect at least two of the fuel processing room (200a), the tank connection room (50a), and the engine room (13) to the vent mast (44). Thus, the vent duct (L44) can ventilate multiple spaces. For example, the vent duct (L44) can connect the fuel processing room (200a) and the tank connection room (50a) to the vent mast (44) and ventilate the fuel processing room (200a) and the tank connection room (50a). Specifically, the air in the fuel processing room (200a) and the tank connection room (50a) can circulate with outside air along the vent duct (L44). The vent duct (L44) can ventilate multiple spaces by integrating them.

[0117] The above vent duct (L44) can connect the tank connection room (50a), fuel processing room (200a), and vent mast (44) in sequence, which are positioned relatively forward. The above vent duct (L44) can penetrate at least a portion of the fuel processing room (200a).

[0118] The fuel processing room (200a) may be divided into multiple spaces. A vent duct (L44) may be connected to each space of the fuel processing room (200a). A damper (DP) may be provided between the vent duct (L44) and each space.

[0119] The tank connection room (50a) may be provided adjacent to the centerline of the hull (110), and the vent duct (L44) may extend along the centerline of the hull (110) to the fuel processing room (200a) and extend from the fuel processing room (200a) along the width direction of the hull (110).

[0120] The above vent duct (L44) may be composed of multiple units. The above vent duct (L44) may be composed of an inlet duct (not shown) through which outside air is introduced and an outlet duct (not shown) through which air is discharged to the outside. Outside air may be introduced through the inlet duct, and inside air may be discharged to the outside through the outlet duct.

[0121] The vessel (2) may include a ventilator (45) connected to the vent duct (L44) and ventilating the air inside the hull (110). The ventilator (45) may blow air into the vessel (2) through the vent duct (L44) or discharge air from the vessel (2) to the outside. The ventilator (45) may form an airflow by making the pressure in the vent duct (L44) higher or lower than the external pressure. The ventilator (45) may be composed of a blower such as a fan.

[0122] The vent duct (L44) may extend along the longitudinal direction of the hull (110) from the lateral direction of the hull (110). Thus, even if toxic fuel leaks out of the vent duct (L44), at least some of the toxic fuel can spread outside the vessel (2). Thus, the spread of toxic fuel into the vessel (2) can be reduced.

[0123] The above vent duct (L44) may be connected to a vent mast (44) or a ventilator (45), but the present invention is not limited thereto.

[0124] The above vessel (2) may include a damper (DP) that is provided in the vent duct (L44) and blocks the air flow inside the vent duct (L44). The damper (DP) can block the flow of toxic fuel. Additionally, the damper (DP) can cause air from the fuel processing room (200a), tank connection room (50a), and engine room (13), etc., to flow in one direction toward the vent mast (44) or ventilator (45). Additionally, the damper (DP) can cause external air to flow in one direction toward the fuel processing room (200a), tank connection room (50a), and engine room (13), etc.

[0125] Since the vent mast (44) or ventilator (45) can discharge toxic fuel, the area where the vent mast (44) or ventilator (45) is located may be a hazardous area. The vent mast (44) or ventilator (45) may be installed at the stern (115) of the hull (110). Accordingly, workers may be isolated from the hazardous area.

[0126] The above vessel (2) may include a vent casing (18) that is provided at the rear of the engine casing (16) and extends upward from the upper deck (111) of the hull (110). The vent casing (18) may be provided on one side of the hull (110).

[0127] The vent mast (44) is installed in the vent casing (18) and can be spaced apart from the upper deck (111) of the hull (110) by a certain distance (height). Additionally, the vent mast (44) can be tilted outward from the hull (110).

[0128] Additionally, the ventilator (45) can be installed in the vent casing (18) and spaced apart from the upper deck (111) of the hull (110) by a certain distance (height).

[0129] A vent mast (44) or ventilator (45) is provided in the vent casing (18), and since the danger zone is spaced a certain distance from the upper deck (111), the worker can be isolated from the danger zone.

[0130] The vent mast (44) or ventilator (45) is positioned on the side of the vessel (2) and is spaced apart from the upper deck (111) at a certain distance, so that it can be spaced horizontally and vertically from the worker.

[0131] In addition, a vent duct (L44) connected to a vent mast (44) or a ventilator (45) is also positioned on the side of the vessel (2), and a vent line (L43) connecting the vent mast (44) and the storage unit (10) is positioned therein so that toxic fuel can be safely discharged to the outside.

[0132] Additionally, if the ventilator (45) is positioned close to the fuel processing room (200a), tank connection room (50a), and engine room (13), the fuel processing room (200a), etc., may become a dangerous area, but since the ventilator (45) is positioned at the stern, the worker can be isolated from the dangerous area.

[0133] The fuel processing unit (200) is housed in a fuel processing room (200a) and may include a supply fuel processing unit (210), a storage fuel processing unit (220), a recovery fuel processing unit (230), and a power supply unit (240).

[0134] The fuel processing room (200a) is divided into multiple spaces, so that the supply fuel processing unit (210), the storage fuel processing unit (220), the recovery fuel processing unit (230), and the power supply unit (240) can be separately accommodated in each space. The supply fuel processing unit (210), the storage fuel processing unit (220), the recovery fuel processing unit (230), and the power supply unit (240) can be accommodated in the supply fuel processing room, the storage fuel processing room, the recovery fuel processing room, and the power supply room, respectively.

[0135] The above-mentioned supply fuel processing unit (210) can pressurize or heat toxic fuel to the required pressure and required temperature of the demand source. Specifically, the above-mentioned supply fuel processing unit (210) may include a pump, a heat exchanger, a filter, etc.

[0136] Additionally, the fuel supply processing unit (210) may further include valves, filters, and various sensors for double shut-off of fuel supply, fuel discharge, fuel flow rate control, purging, etc. The fuel supply processing unit (210) may include a supply valve train (SVT) and a return valve train (RVT). The fuel supply processing unit (210) may correspond to the fuel supply unit (20) of FIG. 1.

[0137] The storage fuel processing unit (220) can maintain the pressure of the storage unit (10) below a certain value. The storage fuel processing unit (220) can re-liquefy the evaporated gas generated in the storage unit (10). Specifically, the storage fuel processing unit (220) may include a compressor that compresses the evaporated gas to maintain the internal pressure of the storage unit (10), a condenser that condenses the compressed evaporated gas, etc.

[0138] The above-mentioned recovered fuel processing unit (230) can recover and process fuel remaining at demand points, etc. At this time, the recovered fuel processing unit (230) can recover toxic fuel along with inert gas, etc. The above-mentioned recovered fuel processing unit (230) may include a knockout drum, a collecting tank, etc. The above-mentioned recovered fuel processing unit (230) may correspond to the fuel discharge unit (30) of FIG. 1.

[0139] The power supply unit (240) may be provided with a switchboard that transmits power generated from a power generation engine to a power demand location. The power supply unit (240) accommodates a transformer, etc., and the transformer can convert the voltage of the generated power to the required voltage of the power demand location.

[0140] The above vessel (2) may include a tank connection room (50a) that accommodates a fuel delivery unit (50) for delivering toxic fuel from the storage unit (10) to the fuel processing unit (200), provided on the upper deck (111) of the hull (110). Bunkering units (12) may be provided on both sides of the fuel delivery unit (5).

[0141] In the tank connection room (50a), a flange connecting the fuel tank (11) and the fuel supply unit (20) or bunkering unit (12), various valves connected to the fuel tank (11), and a line connected to the fuel supply unit (20) or bunkering unit (12) may be provided. Additionally, an inert gas supply unit (not shown) for purging may be provided in the tank connection room (50a). Furthermore, measuring devices such as a water level sensor for measuring the water level of the fuel tank (11), a temperature sensor for measuring the temperature, and a pressure sensor for measuring the pressure may be arranged in the tank connection room (50a).

[0142] The above vessel (2) may include a wastewater tank (43) for collecting wastewater, which is arranged parallel to the tank connection room (50a) along the width direction of the hull (110). The wastewater tank (43) may be provided on the upper deck (111). Specifically, the wastewater tank (43) may be provided between the bunkering section (12) and the fuel delivery section (50).

[0143] Fuel leaked from the fuel processing room (200a) or the tank connection room (50a) can be collected and transferred to the wastewater tank (43). Since the wastewater tank (43) is provided adjacent to the fuel processing room (200a) or the tank connection room (50a), the length of the pipe through which the wastewater is transferred can be reduced.

[0144] The above vessel (2) may include a plurality of cargo holds (117) partitioned in the front-rear direction by a transverse bulkhead inside the hull (110); and a cell guide (19) formed on one side of the transverse bulkhead to guide a container loaded inside the cargo hold (117).

[0146] FIG. 8 is a plan view of a ship according to a second embodiment of the present invention.

[0147] Referring to FIG. 8, a vessel (2) according to a second embodiment of the present invention comprises: a storage unit (10) provided in a hull (110) for storing toxic fuel; an engine room (13) provided at the stern of the hull (110) for accommodating a demand source using toxic fuel; an engine casing (16) provided above the engine room (13) for discharging exhaust from the demand source to the outside; and a vent mast (44) for releasing toxic fuel into the atmosphere.

[0148] The engine casing (16) is positioned offset to one side in the width direction on the upper deck (111) of the hull (110), and the vent mast (44) is positioned parallel to the engine casing (16) along the width direction of the hull (110). The engine casing (16) may be positioned offset to the port or starboard side of the hull (110). An exhaust pipe (not shown) may be provided within the engine casing (16), and the exhaust pipe may be positioned spaced apart from the vent mast (44).

[0149] An engine casing (16) is positioned on one side of the hull (110), and a space may be formed on the opposite side from the engine casing (16). The vent mast (44) may be positioned on the opposite side from the engine casing (16). The engine casing (16) is positioned at the rear of the fuel processing unit (200), and the vent mast (44) may be positioned adjacent to the fuel processing unit (200).

[0150] The vessel (2) may include a vent line (L43) connected from the storage unit (10) to the vent mast (44). The vent line (L43) may be connected from the scrubber to the vent mast (44). Preferably, the vent line (L43) may include a first vent line connected from the storage unit (10) to the vent mast (44) and a second vent line connected from the scrubber to the vent mast (44).

[0151] The fuel processing unit (200) is positioned above the storage unit (10), and the vent mast (44) may be positioned parallel to the engine casing (16) and adjacent to the fuel processing unit (200). Therefore, when the vent mast (44) is positioned parallel to the engine casing (16), the vent line (L43) connecting the storage unit (10) and the vent mast (44) may have a relatively short length compared to when the vent mast (44) is positioned at the rearmost part of the hull (110).

[0152] As the length of the vent line (L43) is shortened, the space occupied by the vent line (L43) within the vessel (2) can be reduced. Accordingly, the spare space can be utilized for other purposes, for example, more containers can be loaded into the spare space.

[0153] Before the toxic fuel in the storage unit (10) is discharged through the vent mast (44), the toxic fuel can be transferred to a fuel neutralization unit (40) that removes toxicity. For example, the toxic fuel can be transferred to an exhaust scrubber that removes toxic fuel from the exhaust of a demand source. The storage unit (10), the exhaust scrubber, and the vent mast (44) can be connected by a vent line (L43). In this case, the exhaust scrubber is provided at the bottom of the engine casing (16), and the vent mast (44) is provided parallel to the engine casing (16), so the arrangement of the vent line (L43) can be simplified.

[0154] The above vessel (2) may include a fuel processing room (200a) that is provided on the upper deck (111) of the hull (110) and accommodates a fuel processing unit (200) for processing toxic fuel.

[0155] The above vessel (2) may include a tank connection room (50a) that accommodates a fuel delivery unit (50) for delivering toxic fuel from the storage unit (10) to the fuel processing unit (200), provided on the upper deck (111) of the hull (110). Bunkering units (12) may be provided on both sides of the fuel delivery unit (5).

[0156] The above vessel (2) may include a wastewater tank (43) for collecting wastewater, which is arranged parallel to the tank connection room (50a) along the width direction of the hull (110). In detail, the wastewater tank (43) may be provided between the bunkering section (12) and the fuel delivery section (50).

[0157] The above vessel (2) may include a plurality of cargo holds (117) partitioned in the front-rear direction by a transverse bulkhead inside the hull (110); and a cell guide (19) formed on one side of the transverse bulkhead to guide a container loaded inside the cargo hold (117).

[0159] FIG. 9 is a first schematic diagram of the upper deck of a ship according to a third embodiment of the present invention. FIG. 10 is a second schematic diagram of the upper deck of a ship according to a third embodiment of the present invention. FIG. 11 is a diagram showing part C of FIG. 10. FIG. 12(a) is a diagram for explaining a first lashing structure, and FIG. 12(b) is a diagram for explaining a second lashing structure.

[0160] Referring to FIG. 9, a vessel (2) according to a third embodiment of the present invention comprises: a storage unit (10) provided on a hull (110) for storing toxic fuel; a lashing structure (17) provided on the upper part of the hull (110) for supporting a container; and an evacuation route (173, 174) formed from the top of the lashing structure (17) toward the interior of the hull (110), wherein the evacuation route (173, 174) is provided to penetrate the upper deck (111) below the lashing structure (17) to guide a worker located on the lashing structure (17) to evacuate into the interior of the hull (110).

[0161] The lashing structure (17) can support containers loaded on the ship (2). The lashing structure (17) can be provided on the upper part of the hull (110). The lashing structure (17) extends along the width direction of the hull (110) and can extend to both left and right ends of the hull (110).

[0162] The lashing structure (17) may be provided around the entrance of the cargo hold (117). Specifically, the lashing structure (17) may be provided on a transverse bulkhead that divides the interior of the hull (110) into a plurality of cargo holds (117). Additionally, the lashing structure (17) may be installed on an upper deck (111) that divides the cargo holds (117).

[0163] The lashing structure (17) may be composed of a vertical member (171) extending upward from the hull (110) and a horizontal member (172) extending in the width direction of the hull (110) from the vertical member (171). The lashing structure (17) may be composed of a combination of a plurality of vertical members (171) and a plurality of horizontal members (172). The lashing structure (17) may be composed of a plurality of layers.

[0164] The above vessel (2) may include a plurality of cargo holds (117) partitioned in the front-rear direction by transverse bulkheads inside the hull (110); and a hatch coaming formed on the top of the cargo holds (117). The escape route (173, 174) may be located between the hatch coamings provided in the front-rear direction of the hull (110). A hatch cover (HC) may be seated on the hatch coaming.

[0165] Referring to FIG. 12, the vertical member (171) is penetrated in at least a portion to provide a passage space (171a) through which a worker can move, and the horizontal member (172) can be a passageway (172a) through which a worker can move.

[0166] The above evacuation route (173, 174) is provided in a vertical member (171) and may include an evacuation route entrance (173) formed by penetrating at least one horizontal member (172) and a climbing / descending route (174) used for climbing / descending a worker. That is, the above evacuation route (173, 174) may include an evacuation route entrance (173) formed by penetrating the horizontal member (172) and a climbing / descending route (174) formed in the vertical member (171) below the evacuation route entrance (173).

[0167] An evacuation route entrance (173) may be provided in at least one of the horizontal members (172) composed of multiple layers. Preferably, the evacuation route entrance (173) may be provided at the same location on each layer of the horizontal member (172). That is, an evacuation route entrance (173) on another layer may be provided below the evacuation route entrance (173) on one layer. Thus, when a worker moves to the horizontal member (172) on the lower layer through the evacuation route entrance (173) on one layer, they can move to the lower layer through the evacuation route entrance (173) provided on the lower layer.

[0168] An ascending / descending route (174) may be provided on at least one of the vertical members (171) provided below the above-mentioned evacuation route entrance (173). For example, the ascending / descending route (174) may be a ladder or stairs through which a worker can move, but the present invention is not limited to the type of ascending / descending route (174).

[0169] The above-mentioned lifting route (174) may extend from the top of the lashing structure (17) to the upper deck (111). The above-mentioned lifting route (174) may be formed in the width direction of the hull (110). Accordingly, interference between the container and the above-mentioned lifting route (174) can be prevented.

[0170] The above-mentioned escape route entrance (173) may be provided to penetrate the upper deck (111). Additionally, the above-mentioned escape route entrance (173) may be provided in a passage (PW) provided on the inner side of a stool (ST) provided at both left and right ends of the hull (110). The passage (PW) may be provided on the upper deck (111). A worker can move into the interior of the hull (110) through the escape route entrance (173) of the upper deck (111).

[0171] The above evacuation route entrance (173) may include an entrance cover (not shown) that covers a perforated portion. The entrance cover may have a hinge structure. The entrance cover may be opened by moving the side opposite the hinge upward. An ascending / descending route (174) may be provided below the side where the entrance cover is opened.

[0172] Through the escape route entrance (173) provided on the upper deck (111), etc., one can move to the second deck (SD) provided below the upper deck (111). The second deck (SD) may be a second deck. On the second deck (SD) connected through the escape route entrance (173), a second deck passage (not shown) through which a worker can move may be provided.

[0173] The vessel (2) may include a fore-and-aft bulkhead (176) separating the fore-and-aft space on the second deck (SD); and a bulkhead passage (176a) formed through the fore-and-aft bulkhead (176). The fore-and-aft bulkhead (176) may be a transverse bulkhead partitioning the cargo hold (117), but the present invention is not limited thereto.

[0174] Preferably, the bulkhead passage (176a) may be provided on the side of the hull (110). That is, the bulkhead passage (176a) may be provided on the outside of the hull (110) in the area where containers are loaded. Accordingly, a worker can move around the area where containers are loaded.

[0175] The bulkhead passage (176a) may be connected to an engine room (13) located at the stern of the hull (110) and accommodating a demand source using toxic fuel, or to a cabin (15) located further forward than the center of the hull (110). That is, the bulkhead passage (176a) may be connected to a safe zone such as the engine room (13) or the cabin (15).

[0176] The engine room (13) or cabin (15) may be provided with a means of escape to the outside of the vessel (2) or an escape route connected to the outside of the vessel (2). Additionally, the engine room (13) or cabin (15) may have a shelter that prevents the inflow of toxic fuel.

[0177] The vessel (2) may include a shelter (not shown) having a sealed structure, provided in the above evacuation passage (173, 174) or the above bulkhead passage (176a). The shelter may have an airlock structure. Specifically, the shelter may have a separate room having high pressure relative to the external pressure or low pressure relative to the external pressure. The shelter may block the inflow of toxic fuel from the outside.

[0178] Additionally, the vessel (2) may include a fire prevention material supply unit (300) that supplies fire prevention material toward the evacuation route (173, 174) or the bulkhead passage (176a). The fire prevention material supply unit (300) may supply fire prevention material toward the evacuation route entrance (173) connected to the evacuation route (173, 174) or the bulkhead passage (176a), or may form a water curtain on the evacuation route (173, 174) or the bulkhead passage (176a). Additionally, a scrubber may be provided in the evacuation route (173, 174) or the bulkhead passage (176a).

[0179] The fire prevention material supply unit (300) may be a device that supplies fire extinguishing material to a fire area when a fire occurs in the evacuation route (173, 174) or the bulkhead passage (176a). The fire prevention material supply unit (300) may be a sprinkler. The fire prevention material supply unit (300) may supply water or seawater as a fire prevention material, but the present invention is not limited thereto.

[0180] Referring to FIG. 10, a lashing connection part (175) may be provided on the top of the lashing structure (17) and may be included to connect adjacent lashing structures (17) in the front-rear direction of the hull (110). The lashing connection part (175) may connect horizontal members (172) in the front-rear direction of the hull (110). A worker located on the top of the lashing structure (17) may move in the front-rear direction of the hull (110) through the lashing connection part (175). Through the lashing connection part (175), the worker may move to the engine room (13) or the cabin (15). That is, the lashing connection part (175) may be connected to the engine room (13) or the cabin (15).

[0181] In addition, the lashing connection part (175) may have airtightness. That is, the lashing connection part (175) may have a sealed structure. In addition, a fire prevention material supply part (300) may be provided in the lashing connection part (175).

[0182] The vessel (2) may include an escape section (not shown) provided on at least one of the horizontal members (172) of the lashing structure (17) and extending outward from the hull (110). The escape section may expand outward from the hull (110) when gas is injected into it. Through the escape section, a worker on the lashing structure (17) may make an emergency escape to the outside of the hull (110). The escape section may extend from the outside of the hull (110) to the sea surface. The escape section may have an upper surface on which a worker can slide and move.

[0183] Referring to FIG. 12(b), the second lashing structure (17b) may include various fitting devices for securing a container loaded on a hatch cover (HC). Specifically, the container may be lashed to the second lashing structure (17b) by the fitting devices.

[0184] Since securing to or unsecuring the lashing structure (17) is done by a worker, it requires labor, and the container may collapse due to a worker's mistake.

[0185] In addition, according to the International Maritime Organization code regulations, in order to prevent interference between the container and the lashing structure (17) or fitting device, the upper deck (111) between the cargo holds (117) must have a width wider than the width of the lashing structure (17), which creates a limitation on the space utilization of the hull (110).

[0186] Accordingly, the lashing structure (17) of FIG. 12(a) includes a cell guide (19) protruding toward the inside of the cargo hold (117), and the container is guided by the cell guide (19) and can be supported. At this time, the process of securing the container is omitted, thereby reducing the labor for securing / unsecuring, and since interference between the container and the lashing structure (17) or fitting is eliminated, the width of the upper deck (111) between the cargo holds (117) can be reduced.

[0187] The cell guide (19) may include a lower cell guide (19a) provided in a transverse bulkhead inside a cargo hold (117) and an upper cell guide (19b) formed in a lashing structure (17). The lower cell guide (19a) and the upper cell guide (19b) may be arranged in a line.

[0189] FIG. 13 is a cross-sectional view of a cargo tank of a ship according to the fourth embodiment of the present invention.

[0190] Referring to FIG. 13, a vessel (2) according to the fourth embodiment of the present invention may include a cargo tank (11a). A first trunk (TR1) is formed on the upper part of the cargo tank (11a). The first trunk (TR1) can prevent heat from being transferred to the cargo tank (11a) in the event of a fire or the like occurring on the upper part.

[0191] A second trunk (TR2) may be provided on both sides of the first trunk (TR1). The second trunk (TR2) may extend along the longitudinal direction of the hull (110). The second trunk (TR2) may be used as a passageway for workers. A route signal (not shown) may be provided inside the second trunk (TR2). The route signal may guide workers to move in the opposite direction to the direction of the toxic fuel leak. For example, if a toxic fuel leak occurs at the bow, the route signal may guide workers to move toward the stern.

[0192] The above route signals are arranged in multiple numbers along the longitudinal direction of the hull (110), and among them, the route signal in the direction opposite to the direction in which toxic fuel leaked can be illuminated.

[0193] The above route signal may be positioned between the cabin (15) and the engine room (13). The cabin (15) may be positioned at the bow, and the engine room (13) may be positioned at the stern. A worker may move to the cabin (15) or the engine room (13) by following the route signal.

[0194] The second trunk (TR2) may have a sealed structure. Therefore, external air or toxic fuel cannot enter the second trunk (TR2). Additionally, a fire protection material supply unit may be provided on the second trunk (TR2). The fire protection material supply unit can supply fire protection material to the second trunk (TR2). The fire protection material supply unit blocks the movement of toxic fuel into the second trunk (TR2) and can remove toxic fuel from inside the second trunk (TR2).

[0196] Fig. 14 is a cross-sectional view of B-B' in Fig. 3.

[0197] Referring to FIG. 14, a vessel (2) according to one embodiment of the present invention may include a bunkering section (12) that is provided laterally on the upper deck (111) of the hull (110) and transports toxic fuel. The bunkering section (12) may have a shape that is open to the outside of the hull (110).

[0198] The bunkering section (12) may accommodate a bunkering device inside. The bunkering section (12) may transfer toxic fuel to a fuel tank (11) through a bunkering device.

[0199] For example, the bunkering section (12) may be composed of a floor, walls, and a ceiling, and may accommodate a bunkering device inside. The bunkering section (12) may be a bunkering station. Containers may be loaded inside the hull (110) in the bunkering section (12).

[0200] The above vessel (2) may include a fuel delivery unit (50) provided on the upper deck (111) of the hull (110) and delivering toxic fuel from the storage unit (10) to the fuel processing unit (200). Bunkering units (12) may be provided on both the left and right sides of the fuel delivery unit (50). The fuel delivery unit (50) may be housed in a tank connection room. A fuel supply unit (20) may be provided at the rear of the fuel delivery unit (50).

[0201] The fuel tank (11) may include a dome (not shown) for transferring toxic fuel, etc. stored inside to the outside or receiving it from the outside. The dome may be the inlet of the fuel tank (11). At least a portion of the dome may protrude onto the upper deck (111).

[0203] FIG. 15 is a conceptual diagram of a fuel processing system according to a second embodiment of the present invention.

[0204] Referring to FIG. 15, a fuel processing system (1) according to a second embodiment of the present invention includes a bunkering unit (12) that is provided laterally on the upper deck (111) of a hull (110) and transports toxic fuel; and a disaster prevention material supply unit (300) for mitigating leakage of toxic fuel from the bunkering unit (12).

[0205] The bunkering section (12) has an open surface (123) formed in one direction of the hull (110), and a connecting end (132) of a pipe (131) through which toxic fuel is transported is placed inside the open surface (123), and the fire protection material supply section (300) supplies fire protection material to cover the open surface (123) from above the open surface (123).

[0206] The bunkering section (12) may include a wall (121) formed by extending upward from the upper deck (111) and a ceiling (122) formed by extending from the wall (121) toward one side of the hull (110).

[0207] The bunkering section (12) may be provided on a separate floor (not shown in the drawing), and the present invention is not limited thereto. In this case, the wall (121) may be formed by extending upward from the floor. A bunkering device may be provided on the floor.

[0208] The above wall (121) may be formed on the inner side of the hull (110) rather than on the left and right ends of the upper deck (111). Specifically, the above wall (121) may be formed on the inner side of the ship's outer plate (112).

[0209] The above wall (121) may also be provided in the front and rear directions of the hull (110), but the present invention is not limited thereto.

[0210] A receiving space may be formed by the above-mentioned wall (121) and a ceiling (122) extending from the above-mentioned wall (121) toward one side of the hull (110). The receiving space may be formed between the hull side outer plate (112) and the above-mentioned wall (121). The receiving space may be open to the outside of the hull (110).

[0211] An open surface (123) may be formed on the outer side of the hull (110) facing the above wall (121). The open surface (123) may be provided parallel to or adjacent to the hull side plate (112).

[0212] A connection part (130) for transporting toxic fuel may be provided on the inner side of the above-mentioned open surface (123). Specifically, a connection end (132) of a pipe (131) through which toxic fuel is transported may be placed on the inner side of the above-mentioned open surface (123). The connection end (132) may include a liquid manifold (not shown) for bunkering toxic fuel from a bunkering ship or a toxic fuel supply station to a fuel tank (11) inside the hull (110), and a gas manifold for returning vapor generated in the fuel tank (11) from the fuel tank (11) to the bunkering ship or the toxic fuel supply station while bunkering the liquid toxic fuel.

[0213] A Quick Connect / Disconnect Coupler (QC / DC) may be applied to the connection between the above connection terminal (132) and the loading line (L10).

[0214] The pipe (131) may include a liquid line extending from a liquid manifold and a gas line extending from a gas manifold. The pipe (131) may extend to a fuel tank (11) through a fuel delivery unit (50), but the present invention is not limited thereto.

[0215] A valve section (133) for blocking the flow of toxic fuel or evaporated gas may be provided on the pipe (131). The valve section (133) may include a first valve section provided on the liquid line to block the flow of toxic fuel in the liquid line and a second valve section provided on the gas line to block the flow of evaporated gas in the gas line. The valve section (133) may be provided on the inner side of the hull (110) rather than the connecting section (132). The valve section (133) may be placed on the inner side of the open surface (123).

[0216] The above-mentioned fire protection material supply unit (300) supplies a fire protection material to cover the open surface (123) from above the open surface (123). The above-mentioned fire protection material supply unit (300) can form a water curtain on the open surface (123). The above-mentioned fire protection material supply unit (300) can supply a fire protection material toward the connecting end (132) from above the connecting end (132).

[0217] The above-mentioned disaster prevention material supply unit (300) can supply disaster prevention material in proportion to the amount of toxic fuel leakage. The above-mentioned disaster prevention material supply unit (300) can supply disaster prevention material at least 15 times the amount of toxic fuel leakage. Preferably, the above-mentioned disaster prevention material supply unit (300) can supply disaster prevention material at least 20 times the amount of toxic fuel leakage.

[0218] The fire prevention material supply unit (300) may supply water or seawater as a fire prevention material. The fire prevention material supply unit (300) may be a sprinkler provided to suppress a fire in the bunkering unit (12). The fire prevention material supply unit (300) may include a fire prevention material line that extends along the ceiling (122) to the upper part of the open surface (123) and through which the fire prevention material is delivered, and a fire prevention material supply section through which the fire prevention material is supplied from the upper part of the open surface (123).

[0219] It includes a leak treatment unit (400) for treating toxic fuel leaking from the bunkering unit (12), and the leak treatment unit (400) may include a collection unit (410) provided below the opening surface (123) or the connecting end (132) and filled with a pre-set level of a fire prevention material in which the toxic fuel is dissolved.

[0220] FIG. 16 is a conceptual diagram of a fuel processing system according to a third embodiment of the present invention.

[0221] Referring to FIG. 16, a fuel processing system (1) according to a third embodiment of the present invention may include a bunkering section (12) and a connecting section (130).

[0222] The bunkering section (12) may have a structure in which at least a portion is open. For example, at least a portion of the top or side of the bunkering section (12) may be open.

[0223] The above connecting part (130) may include a pipe (131) through which toxic fuel is transported and a connecting end (132) connecting the pipe (131) and the loading line (L10).

[0224] The pipe (131) and the loading line (L10) meet at the connection end (132), and toxic fuel can be transported. At this time, leakage of toxic fuel may occur at the connection end (132). Here, the connection end (132) may be a valve end (133) provided in the pipe (131).

[0225] A bunkering section (12) may be provided at the lower part of the connecting section (132). The bunkering section (12) may receive toxic fuel leaked from the connecting section (132). The bunkering section (12) has a side formed thereon and may receive toxic fuel up to a certain level. A drip tray may be provided on the bottom of the bunkering section (12).

[0226] The bunkering section (12) may have a protrusion (not shown) on the bottom. Toxic fuel collected on the bottom of the bunkering section (12) may be collected at the protrusion. The protrusion may be connected to a pump (P) and a recovered fuel discharge section (32). Toxic fuel on the bottom of the bunkering section (12) may be recovered through the recovered fuel discharge section (32). The recovered fuel discharge section (32) may be a residual fuel discharge section (33), and the recovered toxic fuel may be supplied to a fuel supply section (20), but the present invention is not limited thereto.

[0228] FIG. 17 is a conceptual diagram of a fuel processing system according to a fourth embodiment of the present invention.

[0229] Referring to FIG. 17, a fuel processing system (1) according to a fourth embodiment of the present invention may include a fire prevention material supply unit (300) that supplies a fire prevention material to a region of the hull (110). For example, the fire prevention material supply unit (300) may supply a fire prevention material to at least one of a fuel processing room (200a), a tank connection room (50a), and a bunkering unit (12) provided in the hull (110). Additionally, the fire prevention material supply unit (300) may supply a fire prevention material onto the upper deck (111).

[0230] A drip tray or bilge well may be provided below the above-mentioned fire protection material supply unit (300). Additionally, the drip tray or bilge well may be provided below the connecting end (132) or the valve end (133). The drip tray or bilge well may collect fire protection material and toxic fuel. Toxic fuel may be collected in a state dissolved in the fire protection material, but the present invention is not limited thereto. The collected toxic fuel may be transferred to a fuel neutralization unit for processing.

[0232] FIG. 18 is a conceptual diagram of a fuel processing system according to the fifth embodiment of the present invention.

[0233] Referring to FIG. 18, a fuel processing system (1) according to the fifth embodiment of the present invention may include a leak processing unit (400) for processing toxic fuel leaking from a connecting end (132) or a valve end (133) of a pipe (131) through which toxic fuel is transported.

[0234] The above leak treatment unit (400) is provided below the connection end (132) or the valve end (133) and may include a collection unit (410) filled with a fire prevention material to which toxic fuel is dissolved at a preset level. Toxic fuel leaking from the connection end (132) or the valve end (133) may be dissolved in the fire prevention material of the collection unit (410).

[0235] The toxic fuel dissolved in the above collection unit (410) can be transferred to the fuel neutralization unit (40) through the drip unit (420). However, the present invention is not limited thereto.

[0237] FIG. 19 is a conceptual diagram of a fuel processing system according to the 6th embodiment of the present invention.

[0238] Referring to FIG. 19, a fuel processing system (1) according to the sixth embodiment of the present invention comprises: a bunkering section (12) that transports toxic fuel and is provided laterally on the upper deck (111) of the hull (110); and a leakage processing section (400) that processes toxic fuel leaking from the bunkering section (12), wherein the bunkering section (12) has at least one of a connecting end (132) and a valve end (133) of a pipe (131) through which toxic fuel is transported, and the leakage processing section (400) may include a collection section (410) that is provided below the connecting end (132) or the valve end (133) and is filled with a pre-set level of a fire prevention substance in which the toxic fuel is dissolved.

[0239] When a leak occurs at the above connection terminal (132) or the above valve terminal (133), if a fire-fighting substance is sprayed into the above connection terminal (132) or the above valve terminal (133), the toxic fuel may rapidly vaporize along with heat generation. Therefore, it is desirable to supply a certain amount or more of the fire-fighting substance with the toxic fuel to dissolve the toxic fuel in the fire-fighting substance.

[0240] Accordingly, the collection unit (410) can store a fire prevention material of a certain volume or more. The collection unit (410) may be composed of a bottom surface (not shown) and a side wall surface (not shown) extending upward from the bottom surface. The bottom surface of the collection unit (410) may have a length that covers at least the connection end (132) and the valve end (133). The height of the side wall surface may be determined by considering the amount of fire prevention material contained therein. The amount of fire prevention material may be determined by considering the amount of toxic fuel leakage.

[0241] The leak treatment unit (400) may be provided in a location where toxic fuel leakage is possible. The leak treatment unit (400) may be provided below the location where toxic fuel leakage is possible. For example, the leak treatment unit (400) may be provided in at least one of the fuel treatment room (200a) and the tank connection room (50a) provided in the hull (110). Additionally, the leak treatment unit (400) may be provided on the upper deck (111).

[0242] The fuel processing system (1) includes a fire protection material supply unit (300) that supplies fire protection material toward the connection end (132) or the valve end (133). The fire protection material supply unit (300) may be provided above the connection end (132) or the valve end (133).

[0243] The above-mentioned collection unit (410) may be provided with a level sensor (not shown) for measuring the level of the disaster prevention material. The above-mentioned collection unit (410) may be connected to a level maintaining unit (not shown) that supplies the disaster prevention material to the above-mentioned collection unit (410) when the level of the disaster prevention material in the above-mentioned collection unit (410) is lower than a preset value. Of course, the above-mentioned disaster prevention material supply unit (300) may also supply the disaster prevention material to the above-mentioned collection unit (410) according to the level of the disaster prevention material in the above-mentioned collection unit (410).

[0244] Additionally, an alarm unit (not shown) that provides a warning sound according to the level of the disaster prevention material in the collection unit (410) may be provided. For example, the alarm unit may provide a warning sound when the level of the disaster prevention material drops below a preset value.

[0246] FIG. 20 is a conceptual diagram of a fuel processing system according to the seventh embodiment of the present invention.

[0247] Referring to FIG. 20, a fuel processing system (1) according to the seventh embodiment of the present invention comprises: a bunkering section (12) that transports toxic fuel and is provided laterally on the upper deck (111) of a hull (110); and a leak processing section (400) that processes toxic fuel leaking from the bunkering section (12), wherein at least one of a connecting end (132) and a valve end (133) of a pipe (131) through which toxic fuel is transported is placed in the bunkering section (12), and the leak processing section (400) fills the internal space of the bunkering section (12) with a toxic fuel dissolving material when a leak is detected at the connecting end (132) or the valve end (133).

[0248] The above leak treatment section (400) includes a side wall (430a) surrounding the connecting section (132) or the valve section (133); the side wall (430a) may extend at least beyond the coaming forming the perimeter of the bottom of the bunkering section (12). A fire protection material may be filled up to the height of the coaming.

[0249] The above side wall (430a) may extend above the upper deck (111) and above the connecting end (132) or the valve end (133).

[0250] If a leak is detected at the above connection terminal (132) or the above valve terminal (133), the above connection terminal (132) or the above valve terminal (133) may be immersed in a fire-resistant material.

[0251] The above leak treatment unit (400) may include a collection unit (410) provided below the connection end (132) or the valve end (133) and filled with a fire prevention material at a preset level.

[0252] The fuel processing system (1) may include a fire prevention material supply unit (300) that supplies fire prevention material toward the connection end (132) or the valve end (133). The fire prevention material supply unit (300) may be provided above the connection end (132) or the valve end (133). The fire prevention material supply unit (300) may supply fire prevention material toward the connection end (132) from above the connection end (132).

[0253] The above-mentioned fire protection material supply unit (300) can form a water curtain on the upper surface of the internal space of the bunkering unit (12). The above-mentioned fire protection material supply unit (300) can supply fire protection material from one side of the upper part of the bunkering unit (12) to the other side. The fire protection material can cover the upper surface of the bunkering unit (12).

[0254] FIG. 21 is a conceptual diagram of a fuel processing system according to the eighth embodiment of the present invention.

[0255] Referring to FIG. 21, a fuel processing system (1) according to the eighth embodiment of the present invention includes a bunkering section (12) that is provided laterally on the upper deck (111) of the hull (110) and transports toxic fuel, and the bunkering section (12) may include a barrier wall (124) that is provided at both left and right ends of the upper deck (111) and whose opening and closing are controlled.

[0256] The bunkering section (12) is composed of a floor, walls, and a ceiling and can be opened outward from the hull (110) for connecting pipes, etc. A barrier wall (124) may be provided in the open direction. The barrier wall (124) may have a structure such as a bunker door or a pilot door, but the present invention is not limited thereto.

[0257] If a leak of toxic fuel occurs in the internal space of the bunkering section (12), the barrier wall (124) can be blocked. The barrier wall (124) can prevent toxic fuel from spreading to the outside of the hull (110).

[0258] At this time, a fire-fighting material may be filled into the internal space of the bunkering section (12), and the fire-fighting material may be supplied toward the leaking area of ​​toxic fuel, but the present invention is not limited thereto.

[0260] FIG. 22 is a conceptual diagram of a fuel processing system according to the ninth embodiment of the present invention.

[0261] Referring to FIG. 22, a fuel processing system (1) according to the ninth embodiment of the present invention comprises a bunkering section (12) that is provided laterally on the upper deck (111) of the hull (110) and transports toxic fuel, wherein at least one of a connecting end (132) and a valve end (133) of a pipe (131) through which toxic fuel is transported may be placed in the bunkering section (12).

[0262] The fuel processing system (1) may include a loading line (L10) that is connected to the connecting end (132) and transports toxic fuel from the outside. A connecting end coupling part (132a) may be formed at the end of the loading line (L10) and at the connecting end (132). The connecting end coupling part (132a) may include a first receiving member (not shown) that surrounds and accommodates the end of the loading line (L10) and a second receiving member (not shown) that surrounds and accommodates the connecting end (132). The first receiving member and the second receiving member may have a structure that is coupled and separated from each other. After the first receiving member and the second receiving member are coupled, negative pressure may be formed inside, and at this time, the diffusion of toxic fuel may be prevented.

[0263] When the end of the loading line (L10) and the connecting end (132) are joined, the first receiving member and the second receiving member can be joined to each other. Conversely, when the end of the loading line (L10) and the connecting end (132) are separated, the first receiving member and the second receiving member can be separated from each other.

[0264] Of course, the first receiving member and the second receiving member may be connected or separated independently of the connection or separation of the end of the loading line (L10) and the connecting end (132). At this time, the end of the loading line (L10) and the connecting end (132) may move within the connecting end coupling part (132a).

[0265] The above-mentioned connecting end coupling part (132a) can facilitate the connection and separation of the end of the loading line (L10) and the connecting end (132). When the loading line (L10) is connected to the connecting end (132) and toxic fuel is transported, the leakage of toxic fuel can be prevented from spreading outside the connecting end coupling part (132a).

[0266] FIG. 23 is a conceptual diagram of a fuel processing system according to the 10th embodiment of the present invention. FIG. 24 is a conceptual diagram of a cover part included in a fuel processing system according to one embodiment of the present invention. FIG. 25 is a conceptual diagram showing the form of the cover part of FIG. 23 before installation.

[0267] Referring to FIGS. 23 to 25, a fuel processing system (1) according to the 10th embodiment of the present invention comprises: a bunkering section (12) that is provided laterally on the upper deck (111) of a hull (110) and transports toxic fuel; and a leakage processing section (400) that processes toxic fuel leaking from the bunkering section (12), wherein at least one of a connecting end (132) and a valve end (133) of a pipe (131) through which toxic fuel is transported is placed in the bunkering section (12), and the leakage processing section (400) comprises a cover section (140) that surrounds the connecting end (132) or the valve end (133), and the cover section (140) has an opening (141) that allows toxic fuel leaking from inside to be discharged to the outside according to a preset speed.

[0268] The above cover portion (140) may include: a cover portion sheet (140a) surrounding the connecting portion (132) or the valve portion (133); and a connecting portion (140b) formed on a face facing the cover portion sheet (140a) surrounding the connecting portion (132) or the valve portion (133), and connecting both ends of the cover portion sheet (140a). The above cover portion (140) may be made of a heat-resistant material.

[0269] The above cover sheet (140a) may be manufactured from a coated fabric. The above cover sheet (140a) may be manufactured from a polymer-coated fabric. For example, the above cover sheet (140a) may be manufactured from a polymer-coated fabric with excellent heat resistance. The above cover sheet (140a) may be manufactured from a polytetrafluoroethylene (PTE) coated fabric.

[0270] The connecting portion (140b) is provided at each end of the cover portion sheet (140a), and the cover portion sheet (140a) can wrap around the pipe (131) and the connecting portion (140b) can be joined by overlapping. The connecting portion (140b) can be joined by overlapping and adhesive or by Velcro. The connecting portion (140b) may be made of a heat-resistant material.

[0271] The opening (141) may be provided in the cover sheet (140a). The opening (141) may be formed by penetrating the cover sheet (140a). Additionally, the opening (141) may be an opening formed at both ends of the pipe (131) in the longitudinal direction, where the cover sheet (140a) surrounds the connecting end (132) or the valve end (133). That is, the opening (141) may be a gap formed between the pipe (131) and the cover sheet (140a) at both ends of the pipe (131) in the longitudinal direction.

[0272] A low concentration of toxic fuel may be discharged through the opening (141). The opening (141) may discharge toxic fuel over a long period of time. The toxic fuel discharged by the opening (141) may be discharged to the outside through natural ventilation. The concentration of toxic fuel discharged by the opening (141) may be below a certain concentration. The concentration of toxic fuel may be below a dangerous concentration. If the toxic fuel is ammonia, the concentration of toxic fuel may be 300 ppm or less, preferably 200 ppm or less, and more preferably 100 ppm or less.

[0273] The above cover portion (140) may include a fixing portion (140d) that fixes both longitudinal ends of the pipe (131) to the pipe (131) so that air can pass through. Since the cover portion sheet (140a) surrounds and accommodates a connecting end (132) or valve end (133) that is larger than the diameter of the pipe (131) in the central part, a gap may be formed between the pipe (131) and the cover portion sheet (140a) at the periphery of the cover portion sheet (140a). Accordingly, the fixing portion (140d) can press the periphery of the cover portion sheet (140a) against the pipe (131). At this time, a small opening may be formed between the cover portion sheet (140a) and the pipe (131).

[0274] The fixing part (140d) may include a heat-resistant rope and a cord lock that maintains the rope at a certain length. The fixing part (140d) may be formed by penetrating the cover part sheet (140a) in one direction. The rope may be pulled, and wrinkles may be formed in the cover part sheet (140a) along the rope. The length of the rope may be maintained in the pulled state. A gap may be formed between the wrinkles of the cover part sheet (140a) and the pipe (131). Toxic fuel may be discharged through the gap between the cover part sheet (140a) and the pipe (131).

[0275] The above cover portion (140) may include a leak sensor (150) provided inside and detecting a leak of toxic fuel. The leak sensor (150) may visually indicate a leak of toxic fuel.

[0276] The above cover portion (140) may include an opening (140c) through which the interior is visible. The opening (140c) may be made of a light-transmitting material. The opening (140c) may be made of a polymer film. The opening (140c) may be a heat-resistant film. For example, the opening (140c) may be made of an ETFE (Ethylene Tetrafluoro Ethylene) film.

[0277] The above leak sensor (150) may be provided in the opening (140c). The leak sensor (150) may include a first leak sensor (not shown) for detecting the leakage of an acidic substance and a second leak sensor (not shown) for detecting the leakage of a basic substance.

[0278] The cover sheet (140a) and the opening (140c) can be joined. The cover sheet (140a) and the opening (140c) can be joined to each other using a thread, string, or the like that has excellent heat resistance. The cover sheet (140a) and the opening (140c) can be joined to each other using the thread, etc., along the boundary.

[0279] The bunkering section (12) may include a ventilator that ventilates the air in the internal space. As the ventilator ventilates the interior of the bunkering section (12), a small amount of toxic fuel discharged through the opening (141) may also be ventilated. At this time, the concentration of toxic fuel inside the bunkering section (12) may be below a certain value.

[0280] As the opening (141) discharges toxic fuel into the bunkering section (12) at a preset speed, the ventilator can discharge toxic fuel to the outside of the bunkering section (12). The discharge speed of the opening (141) and the discharge speed of the ventilator can be determined by the concentration of toxic fuel inside the bunkering section (12). For example, if the concentration of toxic fuel inside the bunkering section (12) is high, the discharge speed of the opening (141) may be slowed down, and the discharge speed of the ventilator may be fastened.

[0281] Additionally, the discharge speed of the opening (141) and the discharge speed of the ventilator may influence each other. For example, if the opening (141) discharges toxic fuel into the bunkering section (12) at a high speed, the ventilator may discharge toxic fuel to the outside of the bunkering section (12) at a high speed. The concentration of toxic fuel inside the bunkering section (12) can be maintained below a certain value by the opening (141) and the ventilator.

[0282] The above cover portion (140) may include a discharge line (143) for discharging internal air. The discharge line (143) may discharge internal toxic fuel to the outside according to a preset speed. The discharge line (143) may be provided with a discharge section that forms a flow through which air inside the cover portion (140) is discharged to the outside.

[0283] The rate at which toxic fuel is discharged from the opening (141) can be controlled by the discharge line (143) or the discharge section. Additionally, the discharge rate of toxic fuel can be controlled by adjusting the diameter of the opening (141).

[0284] The opening (141) may be a gap formed at both ends of the cover sheet (140a) where the cover sheet (140a) surrounds the pipe (131), and the fixing part (140d) may control the discharge rate of toxic fuel from the opening (141) by adjusting the size of the gap at both ends of the cover sheet (140a).

[0286] FIG. 26 is a conceptual diagram of a fuel processing system according to the 11th embodiment of the present invention.

[0287] Referring to FIG. 26, the fuel processing system (1) according to the 11th embodiment of the present invention may include a connecting part (130) and a cover part (140).

[0288] The above connecting part (130) may include a pipe (131) through which toxic fuel is transported and a connecting end (132) connecting the pipe (131) and the loading line (L10).

[0289] The pipe (131) and the loading line (L10) meet at the connection end (132), and toxic fuel can be transported. At this time, leakage of toxic fuel may occur at the connection end (132). Here, the connection end (132) may be a valve end (133) provided in the pipe (131).

[0290] The cover portion (140) may surround the connection end (132) or the valve end (133). The cover portion (140) may have a sealed structure. The cover portion (140) may temporarily store toxic fuel leaked from the connection end (132) or the valve end (133).

[0291] The cover portion (140) can be filled with a fire-prevention material up to the height of the connection end (132) or the valve end (133). The cover portion (140) is open in the upper direction and can form an internal space by the bottom surface and the side surface. The cover portion (140) may have a water tank shape. A toxic fuel leak sensor may be provided in the cover portion (140).

[0292] After a loading line (L10), etc., is connected to the above-mentioned connection end (132), a fire prevention substance may be filled into the above-mentioned cover part (140). If a leak of toxic fuel occurs at the above-mentioned connection end (132) or the above-mentioned valve end (133), a fire prevention substance may be filled into the above-mentioned cover part (140). However, the present invention is not limited by the timing of the supply of toxic fuel.

[0293] The above cover portion (140) may be connected to a pump (P) and a recovered fuel discharge portion (32). Toxic fuel collected at the bottom of the above cover portion (140) may be recovered through the recovered fuel discharge portion (32). The recovered fuel discharge portion (32) may be a residual fuel discharge portion (33), and the recovered toxic fuel may be supplied to a fuel supply portion (20), but the present invention is not limited thereto.

[0294] A bunkering portion (12) may be provided at the lower part of the connecting portion (132). Specifically, a bunkering portion (12) may be provided at the lower part of the cover portion (140) surrounding the connecting portion (132). The bunkering portion (12) may have a structure in which at least a portion is open.

[0296] FIG. 27 is a conceptual diagram of a fuel processing system according to the 12th embodiment of the present invention.

[0297] Referring to FIG. 27, a fuel processing system (1) according to the 12th embodiment of the present invention comprises: a bunkering section (12) that is provided laterally on the upper deck (111) of a hull (110) and transports toxic fuel; and a leak processing section (400) that processes toxic fuel leaking from the bunkering section (12), wherein the bunkering section (12) has at least one of a connecting end (132) and a valve end (133) of a pipe (131) through which toxic fuel is transported, and the leak processing section (400) may include a cover section (140) that surrounds the connecting end (132) or the valve end (133).

[0298] The cover portion (140) can prevent toxic fuel leaked from the connection end (132) or the valve end (133) from spreading. Additionally, the cover portion (140) can prevent toxic fuel from vaporizing when a fire-fighting substance is sprayed into the interior. The cover portion (140) may be at least one of a casing, tarp, and spray shield covering the connection end (132) or the valve end (133). The cover portion (140) may have complete airtightness, but it is sufficient for the cover portion (140) to cover the connection end (132) or the valve end (133) to prevent toxic fuel from spreading rapidly when a fire-fighting substance is sprayed.

[0299] The above cover portion (140) may have a first opening (1401) that allows the inflow of fire prevention material from the outside to the inside, and a second opening (1402) that transmits toxic fuel air from the inside to the collection portion (410).

[0300] The first opening (1401) may be connected to a fire protection material supply unit (not shown) through a connecting member such as a pipe, hose, and tube. A fire protection material may be sprayed through the first opening (1401). The fire protection material may be seawater or water.

[0301] The second opening (1402) may be connected to a collection unit (410) through a connecting member such as a pipe. The collection unit (410) may receive toxic fuel from the second opening (1402) and transfer it to a fuel neutralization unit. The collection unit (410) may be filled with a fire prevention substance above a preset level. The toxic fuel in the collection unit (410) may be transferred to a fuel neutralization unit (40) through a drip unit (420). However, the present invention is not limited thereto.

[0303] The first opening (1401) may be provided on the upper part of the cover part (140), and the second cover part (1402) may be provided on the lower part of the cover part (140). A fire prevention substance is supplied from the first opening (1401), and at this time, the toxic fuel and the fire prevention substance may move to the second opening (1402) and the collection part (410) by gravity.

[0304] The above cover portion (140) surrounds the connecting portion (132), etc., with a casing, tarp, spray shield, etc., and prevents toxic fuel from vaporizing and spreading while a fire prevention substance is sprayed into the interior, and can discharge toxic fuel through an opening provided in the above cover portion (140).

[0306] FIG. 28 is a conceptual diagram of a fuel processing system according to the 13th embodiment of the present invention.

[0307] Referring to FIG. 28, a fuel processing system (1) according to the 13th embodiment of the present invention comprises: a bunkering unit (12) that is provided laterally on the upper deck (111) of the hull (110) and transports toxic fuel; and a leak processing unit (400) that processes toxic fuel leaking from the bunkering unit (12).

[0308] The bunkering section (12) is positioned such that at least one of the connecting end (132) and the valve end (133) of the pipe (131) through which toxic fuel is transported is placed, and the leak treatment section (400) includes a dissolving section (not shown) for dissolving the toxic fuel into a fire-prevention material; and a cover section (140) surrounding the connecting end (132) or the valve end (133).

[0309] The above cover portion (140) has an opening (141) that allows air to flow in from the outside to the inside, and a discharge portion (142) that generates a flow of air to be delivered to the melting portion.

[0310] The above cover portion (140) may be composed of a casing, a tarp, a spray shield, etc. The above cover portion (140) may cover at least a part of the above connection end (132) or the above valve end (133). The above cover portion (140) may be in communication with the outside air and may have atmospheric pressure.

[0311] The cover portion (140) may have complete airtightness, but since negative pressure is formed inside the cover portion (140) by the discharge portion (142) and the diffusion of toxic fuel to the outside of the cover portion (140) is reduced by the negative pressure, it is sufficient for the cover portion (140) to cover at least a part of the connection portion (132) or the valve portion (133).

[0312] The above cover portion (140) can be easily removed from the connection portion (132) when the connection portion (132) is connected to a loading line (L10), etc.

[0313] At this time, a collection unit (not shown) for collecting leaked toxic fuel may be provided at the bottom of the cover unit (140). The collection unit may store a fire prevention substance at a level greater than a preset level.

[0314] The opening (141) may be formed by penetrating the cover portion (140). The opening (141) may be connected to the discharge portion (142) through a discharge line (143). The opening (141) may include a connector (not shown) that can be connected to the discharge line (143). The connector may secure the discharge line (143) to the opening (141). The discharge line (143) may be a connecting member such as a pipe, hose, or tube.

[0315] The discharge unit (142) can form negative pressure inside the cover unit (140). The discharge unit (142) can be provided on the discharge line (143). The discharge unit (142) can form negative pressure inside the cover unit (140) and guide toxic fuel inside the cover unit (140) to the outside of the cover unit (140). Here, the discharge unit (142) may be a blower device such as a fan.

[0316] Negative pressure is formed inside the cover portion (140), and the cover portion (140) may be crumpled or wrinkled and separated from the connecting portion (132), etc. Accordingly, a binding portion (not shown) is installed on the cover portion (140), and the binding portion may hang or tie the cover portion (140) to the connecting portion (132) or the valve portion (133) to secure it. The binding portion may be a hook or a band, but the present invention is not limited thereto.

[0317] The above-mentioned dissolution unit (not shown) may be a fuel neutralization unit (40). In detail, the above-mentioned dissolution unit may be a scrubber, but the present invention is not limited thereto.

[0319] FIG. 29 is a side view of a ship according to a fifth embodiment of the present invention. FIG. 30 is a drawing showing a shielding part installed on a ship according to a fifth embodiment of the present invention.

[0320] Referring to FIG. 29 and FIG. 30, a vessel (2) according to the fifth embodiment of the present invention comprises: a storage unit (10) provided on a hull (110) for storing toxic fuel; and a bunkering unit (12) provided laterally on an upper deck (111) of the hull (110) for transporting toxic fuel, wherein the bunkering unit (12) has an open surface (123) formed in one direction of the hull (110) and a connecting end (132) of a pipe (131) for transporting toxic fuel is placed inside the open surface (123), and includes a shielding unit (125, 126) that covers at least one of the lower and upper parts of the open surface (123) with respect to the connecting end (132) to block the diffusion of toxic fuel.

[0321] Since the bunkering section (12) can be connected to a loading line (L10) or the like from the outside, the bunkering section (12) may have an open surface (123) on the outside of the hull (110). The open surface (123) may be provided on the side plating (112).

[0322] A connecting end (132) connected to a loading line (L10) may be provided on the inner side of the above-mentioned open surface (123). A pipe (131) is connected to the inner side of the hull (110) through the connecting end (132), and the pipe (131) may be extended to a fuel tank (11), etc.

[0323] The above connection (132) may include a liquid manifold (not shown) for bunkering toxic fuel from a bunkering ship or toxic fuel supply station to a fuel tank (11) inside the hull (110), and a gas manifold for returning vapor generated in the fuel tank (11) from the fuel tank (11) to the bunkering ship or toxic fuel supply station while bunkering the liquid toxic fuel.

[0324] Referring to FIG. 30, the open surface (123) may be partially blocked by shielding sections (125, 126). The connecting section (132) may be connected to a loading line (L10), etc., at a certain height from the bottom of the bunkering section (12). The shielding sections (125, 126) may block the upper and lower parts of the area where the connecting section (132) is connected to the loading line (L10), etc. The shielding sections (125, 126) may minimize the open surface (123). The shielding sections (125, 126) may reduce the amount of toxic fuel discharged to the outside of the hull (110).

[0325] An upper shielding part (125) covering the upper part of the above-mentioned open surface (123) may be installed in the bunkering part (12). The upper shielding part (125) may be installed in at least one of the frames forming the bunkering part (12). The upper shielding part (125) may be installed in at least one of the frames constituting the open surface (123). The frame may form the perimeter of the above-mentioned open surface (123).

[0326] The upper shielding portion (125) may be installed in the bunkering portion (12) above the open surface (123). The upper shielding portion (125) may be formed extending downward from the upper part of the open surface (123).

[0327] The upper shielding part (125) may be made of tarp. The upper shielding part (125) may be temporarily installed on the upper part of the open surface (123). For example, the upper shielding part (125) may be detachably installed on the upper part of the open surface (123) or may be installed to slide from the upper part to the lower part of the open surface (123).

[0328] A lower shielding portion (126) covering the lower part of the above-mentioned open surface (123) may be installed on the ship's side outer plate (112). The lower shielding portion (126) may be formed extending upward from the ship's side outer plate (112).

[0329] The lower shielding part (126) may be made of a tarp or a metal panel. The lower shielding part (126) may be made of a metal panel and may be fixedly, permanently, or semi-permanently installed on the ship's side outer plate (112). For example, the lower shielding part (126) may be welded or bolted to the ship's side outer plate (112).

[0330] Additionally, the lower shielding part (126) may be made of tarp and may be temporarily installed on the ship's side outer plate (112). For example, the lower shielding part (126) may be detachably installed on the ship's side outer plate (112) or may be installed so as to be slidable upward from the ship's side outer plate (112).

[0331] The bunkering section (12) may include a ventilator that ventilates the air in the internal space. The ventilator can ventilate the air in the internal space of the bunkering section (12). The ventilator can draw outside air into the bunkering section (12) through the open surface (123) of the bunkering section (12) and discharge the air inside the bunkering section (12) along a ventilation line (not shown) connected to the bunkering section (12). Negative pressure may be formed in the internal space of the bunkering section (12).

[0333] FIG. 31 is a side view of a ship according to a sixth embodiment of the present invention. FIG. 32 is a plan view of a ship according to a sixth embodiment of the present invention. FIG. 33 is a cross-sectional view of a ship according to a sixth embodiment of the present invention.

[0334] Referring to FIGS. 31 to 33, a vessel (2) according to the sixth embodiment of the present invention comprises: a hull (110) provided in a multi-axis hull shape; a plurality of propulsion devices provided at the stern of the hull (110) and propelling the hull (110); and a pipe duct (PD) provided at the bottom of the hull (110) and accommodating a pipe (131) that transmits fluid, wherein a recess (PD1) is provided at the stern (115) of the hull (110) such that the center is recessed upwardly on the bottom surface, and the pipe duct (PD) is formed with a first width in the left-right direction at the central part of the hull (110), and is formed with a second width greater than the first width in the left-right direction at the part of the hull (110) where the recess (PD1) is formed.

[0335] A pipe duct (PD) can be installed in the center of the bottom of the hull (110). The pipe duct (PD) can extend in the longitudinal direction of the hull (110). However, in a multi-axis hull type vessel including multiple propulsion devices, the bottom surface (113) at the center of the hull (110) is sunken upward, so it is difficult to install the pipe duct (PD) in the center of the bottom of the hull (110).

[0336] Additionally, the pipe duct (PD) may extend from the bow or center of the hull (110) to an engine room (13) that accommodates a demand source using toxic fuel. It is preferable that the pipe duct (PD) be positioned at the height of the baseline (BL) of the hull (110) in the engine room (13) when considering the water head. However, in a multi-axis hull vessel, it is difficult to position the pipe duct (PD) at the height of the baseline (BL) of the hull (110) in the engine room (13).

[0337] In addition, it is desirable for the pipe duct (PD) to have a certain height for the arrangement of bilge pipes or ballast water pipes or for the movement of trolleys. However, in multi-axis hulled vessels, it is difficult to form a pipe duct (PD) of a certain height at the center of the bottom of the hull.

[0338] Therefore, in a multi-axis linear vessel, the pipe duct (PD) can be extended from the center of the hull (110) to the left and right until the bottom surface (113) is at the same height as the baseline (BL).

[0339] In detail, a concave portion (PD2) extending downward in the left-right direction of the recess (PD1) may be provided at the stern (115) of the hull (110). The recess (PD1) may have a flat surface parallel to the baseline (BL). The concave portion (PD2) may have a concave surface facing downward in the left-right direction of the hull (110).

[0340] In detail, the recess (PD1) and the concave (PD2) may be provided in front of the engine room (13). The recess (PD1) and the concave (PD2) may be provided below the fuel tank (11). The recess (PD1) and the concave (PD2) may be provided below the tank connection room (50a) or the fuel processing room (200a).

[0341] The pipe duct (PD) may be extended in a left-right direction from the central part of the hull (110) to a point where the bottom surface (113) of the hull (110) is at the same height as the base line (BL) of the hull (110). In detail, the pipe duct (PD) may include a side wall (PD3) extending upward from the bottom surface (113) of the hull (110) at the point where the bottom surface (113) of the hull (110) is at the same height as the base line (BL) of the hull (110).

[0342] The point where the bottom surface (113) of the hull (110) is at the same height as the baseline (BL) of the hull (110) may refer to the lowest point of the hull (110). There may be two or more lowest points of the hull (110) at the bottom surface (113). The lowest points of the hull (110) may be arranged symmetrically on the left and right sides of the hull (110).

[0343] The pipe (131) may be installed at a point where the bottom surface of the hull (110) is at the same height as the base line (BL) of the hull (110). For example, a bilge pipe or ballast water pipe may be placed on the left or right side of the pipe duct (PD).

[0344] The vessel (2) according to the 6th embodiment of the present invention may be a container transport vessel.

[0346] FIG. 34 is a plan view of a ship according to the seventh embodiment of the present invention. FIG. 35 is a schematic diagram of the shelter shape of FIG. 34.

[0347] Referring to FIG. 34, a vessel (2) according to the seventh embodiment of the present invention may have a fuel tank (11) and a fuel supply unit (20) provided on the stern upper deck (111). The vessel (2) may have a bunkering unit (12) provided in the center of the hull (110).

[0348] The above-mentioned vessel (2) may have an escape route (ER) provided along the longitudinal direction of the hull (110) on the upper deck (111). The escape route (ER) may be connected to a cabin or ship store on the bow side and to an engine room, etc. on the stern side.

[0349] A route signal (not shown) may be provided to guide the escape route along the above-mentioned escape route (ER). The route signal may guide the worker in the opposite direction of the toxic fuel leak point.

[0350] A shelter (SH) having a sealed structure may be provided in the above escape route (ER). An airlock structure may be applied to the shelter (SH). Protective equipment that can be worn by a worker may be provided in the shelter (SH).

[0351] The escape route (ER) or the shelter (SH) may be provided with a fire protection material supply unit that supplies fire protection materials to the escape route (ER) or the shelter (SH). The fire protection material supply unit may supply seawater or water as a fire protection material. A sprinkler installed in preparation for a fire may be used as the fire protection material supply unit.

[0353] As such, a fuel treatment system according to one embodiment of the present invention can minimize the spread of toxic fuel by covering the leak site of toxic fuel, supplying a disaster prevention substance to the leak site of toxic fuel, or collecting the leaked toxic fuel.

[0354] In addition, a vessel according to one embodiment of the present invention may be provided with a route through which a worker can efficiently escape in the event of a toxic fuel leak. Furthermore, it may prevent the toxic fuel from spreading to the outside of the hull and allow for efficient modification of the internal structure of the hull.

[0356] In addition to the embodiments described above, the present invention encompasses all embodiments resulting from a combination of the above embodiments and known technology.

[0357] Although the present invention has been described in detail through specific embodiments, this is for the purpose of specifically explaining the invention, and the invention is not limited thereto. It will be apparent that modifications or improvements can be made by those skilled in the art within the technical scope of the invention.

[0358] All simple variations or modifications of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be clarified by the appended claims. Explanation of the symbols

[0359] 1: Fuel processing system 10: Storage section 11: Fuel tank 11a: Cargo tank 110: Hull 111: Upper deck 112: Side plating 113: Bottom plate 114: Bow 115: Stern 116: Center 117: Cargo Hold 12: Bunkering Section 121: Wall 122: Ceiling 123: Open surface 124: Barrier wall 125: Upper shielding section 126: Lower shielding section 130: Connection 131: Pipe 132: Connection terminal 132a: Connection terminal coupling part 133: Valve section 140: Cover section 140a: Cover section sheet 140b: Joint 140c: Opening 140d: Fixed part 141: Opening 1401: First opening 1402: Second opening 142: Discharge section 143: Discharge line 13: Engine room 15: Cabin 16: Engine casing 17: Lashing Structure 17a: First lashing structure 17b: Second lashing structure 171: Vertical member 171a: Passage space 172: Horizontal member 172b: Passageway 173: Evacuation Route Entrance 174: Ascent / Descent Route 175: Front and rear connecting member 176: Front and rear bulkhead 176a: bulkhead passage 18: Vent casing 19a: Lower cell guide 19b: Upper cell guide 20, 200: Fuel Supply Unit 20a, 200a: Fuel Processing Room 210: Supply Fuel Processing Unit 220: Storage Fuel Processing Unit 230: Recovered Fuel Processing Unit 240: Power Supply Unit 21: Supply heat exchanger 22: Supply pump 23: Filter section 24: Recovery heat exchanger 30: Fuel discharge section 31: Inert gas supply section 32: Recovered Fuel Discharge Section 321: Separator 322: Buffer Tank 33: Residual fuel discharge section 331: Knockout drum 40: Fuel neutralization unit 41: Scrubber 42: Absorption tank 421: Wastewater transfer valve 43: Wastewater tank 44: Vent mast 45: Ventilator 50: Fuel delivery section 50a: Tank connection room 300: Disaster Prevention Material Supply Unit 400: Leakage handling unit 410: Collection unit 420: Drain section 430: Storage section 430a: Sidewall L10: Loading line L20: Fuel supply line L21: Fuel recovery line L30: Residual fuel discharge line L31: Recovered Fuel Discharge Line L40: Wastewater transfer line L41: Neutralizing agent supply line L42: Gas circulation line L43: Vent line L44: Vent duct PD: Pipe duct PD1: Depression PD2: Concave area PD3: Lateral wall BL: Baseline BT: Ballast Tank PW: Passage DP: Damper HC: Hatch cover ST: Stool SD: 2nd Deck TR1: 1st Trunk TR2: 2nd Trunk ER: Escape Route SH: Shelter

Claims

Claim 1 A vessel comprising: a storage section provided in the hull for storing toxic fuel; a lashing structure provided on the upper part of the hull for supporting a container; and an escape route formed from the top of the lashing structure toward the interior of the hull, wherein the escape route is provided to penetrate the upper deck below the lashing structure to guide a worker located on the lashing structure to evacuate into the interior of the hull. Claim 2 A ship according to claim 1, comprising: a second deck provided below the upper deck; a fore-and-aft bulkhead separating the fore-and-aft space on the second deck; and a bulkhead passage formed through the fore-and-aft bulkhead. Claim 3 In paragraph 2, the bulkhead passage is connected to an engine room provided at the stern of the hull and accommodating a demand place using toxic fuel, or to a cabin provided forward of the center of the hull. Claim 4 A vessel comprising, in paragraph 2, a shelter having a sealed structure provided in the above evacuation route or above bulkhead passage. Claim 5 A vessel comprising, in paragraph 2, a fire protection material supply unit that supplies fire protection material toward the evacuation route or the bulkhead passage. Claim 6 In paragraph 5, the above-mentioned fire protection material supply unit supplies fire protection material toward an opening connected to the above-mentioned evacuation route or the above-mentioned bulkhead passage, or forms a water curtain on the above-mentioned evacuation route or the above-mentioned bulkhead passage, a vessel. Claim 7 A vessel according to claim 1, comprising: a plurality of cargo holds partitioned in the fore-and-aft direction by transverse bulkheads within the interior of the hull; and a hatch coaming formed at the top of the cargo holds; wherein the escape route is located between the hatch coamings provided in the fore-and-aft direction of the hull.

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