Ship

Abstract

The ship according to an embodiment of the present invention includes: a bunkering unit provided on a lateral side of an upper deck of a hull and transferring toxic fuel; and a disaster prevention material supply unit for mitigating leakage of the toxic fuel from the bunkering unit, wherein: the bunkering unit has an open surface formed in one direction of the hull and a connecting end of a pipe through which toxic fuel is transferred, the connection end being disposed on the inner side of the open surface; and the disaster prevention material supply unit supplies a disaster prevention material from above the open surface to cover the open surface.

Description

shipping

[0001] The present invention relates to a ship.

[0002] Air pollution is worsening worldwide, and climate change is being driven by it. Because pollutants emitted from ships significantly contribute to air pollution, the International Maritime Organization (IMO), the European Union, the United States, and other countries are strengthening regulations on ship emissions to reduce air pollution.

[0003] As greenhouse gas emission regulations for ships are gradually strengthened at key milestones through 2050, it is expected that existing engines and fuels alone will be unable to comply with regulations on pollutants.

[0004] Therefore, with the implementation of strengthened greenhouse gas emission regulations for ships, the use of existing fossil fuels is expected to become difficult. Therefore, the development of alternative fuels that can meet the strengthened regulations is urgent. Non-fossil fuels such as ammonia (NH3), biofuels, solar energy, and wind energy are currently being considered as alternative fuels.

[0005] Among them, ammonia is a chemical substance that can be produced, stored, transported, and supplied, and an ammonia ship that uses ammonia as fuel is being developed.

[0006] Existing ammonia vessels store ammonia fuel as a liquid. Ammonia has a boiling point lower than room temperature (-33°C at atmospheric pressure). Therefore, storing ammonia in this liquid form requires ammonia storage tanks that meet certain specifications. Furthermore, maintaining a low temperature inside the tanks to maintain the liquid requires cooling, which consumes significant energy.

[0007] In addition, storage tanks for liquid ammonia may generate vapor gas inside the tank, which may increase the pressure inside the storage tank and cause the tank to explode. In addition, if liquid ammonia leaks outside the tank, an explosion may occur, and there is a risk of casualties due to the toxicity of ammonia.

[0008] In this way, existing ammonia ships have problems such as the need to improve facility costs and operating costs for storing liquid ammonia fuel and supplying ammonia fuel to the engine, and in particular, the need to ensure reliable safety.

[0009] The present invention was created to solve the problems of the prior art as described above, and to provide a ship that can ensure safety by appropriately capturing fuel discharged from each component of the system and controlling the discharge of fuel in a safe space when using toxic substances such as ammonia as fuel.

[0010] The tasks of the present invention are not limited to the tasks mentioned above, and other tasks not mentioned can be clearly understood by a person of ordinary skill in the art from the description below.

[0011] According to one aspect of the present invention, a ship comprises: a bunkering section provided laterally on the upper deck of a hull for transporting toxic fuel; and a disaster prevention material supply section for mitigating leakage of toxic fuel from the bunkering section, wherein the bunkering section has an open surface formed in one direction of the hull and a connecting end of a pipe for transporting toxic fuel is placed on the inside of the open surface, and the disaster prevention material supply section supplies a disaster prevention material to cover the open surface from an upper portion of the open surface.

[0012] The above-mentioned disaster prevention material supply unit can form a water curtain on the open surface.

[0013] A leak treatment unit for treating toxic fuel leaking from the bunkering unit is included, and the leak treatment unit is provided below at least one of the open surface, the connecting end, or the valve end of the pipe, and may include a collection unit filled with a predetermined level of a disaster prevention material that dissolves toxic fuel.

[0014] The above-mentioned disaster prevention material supply unit can supply disaster prevention material toward the connection end or the valve end.

[0015] A leak treatment unit for treating toxic fuel leaking from the bunkering unit is included, wherein the leak treatment unit includes a dissolution unit for dissolving the toxic fuel in a disaster prevention material; and a cover unit surrounding the connecting end or the valve end of the pipe, wherein the cover unit may have an opening for allowing air to flow in from the outside to the inside, and a discharge unit for generating a flow for transmitting the air inside to the dissolution unit.

[0016] The above cover portion may include an opening at least partially made of a material that transmits light; and a leak sensor provided therein to visually indicate a leak of toxic fuel.

[0017] The above-mentioned emission unit can form negative pressure inside the cover unit.

[0018] The above cover part may include a fixing part that fixes both longitudinal ends of the pipe so that air can pass through the pipe.

[0019] It may include a shield that covers at least one of the lower and upper portions of the open surface based on the above connection to block the spread of toxic fuel.

[0020] The above shielding portion may include an upper shielding portion made of a tarp and covering the upper portion of the open surface.

[0021] In addition, a ship according to one aspect of the present invention includes a storage unit provided on a hull and storing toxic fuel; an engine room provided at a stern of the hull and accommodating a user who uses the toxic fuel; a fuel processing room provided on an upper deck of the hull and accommodating a fuel processing unit that processes the toxic fuel; an engine casing provided above the engine room and discharging exhaust of the user to the outside; and a vent mast that discharges the toxic fuel into the atmosphere, wherein the vent mast further includes a vent duct provided to be offset to one side in the width direction at the stern of the hull and extending in the lateral direction of the hull and connected from the fuel processing room to the vent mast.

[0022] A vent line may be included, at least partially accommodated in the vent duct and connected from the storage unit to the vent mast.

[0023] It may include a ventilator connected to the above vent duct and ventilating the air in the internal space of the hull.

[0024] The above-mentioned hull includes an evacuation room that protects workers from the toxicity of fuel, and the evacuation room has a ventilation hole through which air flows in an internal and external direction, and may further include an isolation control unit that blocks the ventilation hole of the evacuation room to form the evacuation room into a sealed room for a certain period of time.

[0025] The above-mentioned shelter may be provided in at least one of the steering room provided inside the stern and the maintenance store provided inside the bow.

[0026] A ship according to the present invention can secure excellent safety by supplying fuel containing ammonia to an engine and re-liquefying it as needed, but preventing workers from being exposed to ammonia when draining or purging the fuel as needed.

[0027] The effects of the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

[0028] FIG. 1 is a conceptual diagram of a fuel processing system according to a first embodiment of the present invention.

[0029] Figure 2 is a conceptual diagram of a fuel processing system according to a first embodiment of the present invention.

[0030] Figure 3 is a side view of a vessel according to one embodiment of the present invention.

[0031] Figure 4 is a cross-sectional view taken along line A-A' of Figure 3.

[0032] Figure 5 is a side view of a vessel according to the first embodiment of the present invention.

[0033] Figure 6 is a plan view of a ship according to the first embodiment of the present invention.

[0034] Figure 7 is a cross-sectional view of a vessel according to the first embodiment of the present invention.

[0035] Figure 8 is a plan view of a ship according to a second embodiment of the present invention.

[0036] Figure 9 is a first schematic diagram of the upper deck of a ship according to a third embodiment of the present invention.

[0037] Figure 10 is a second schematic diagram of the upper deck of a ship according to the third embodiment of the present invention.

[0038] Figure 11 is a drawing showing part C of Figure 10.

[0039] Fig. 12(a) is a drawing for explaining the first lashing structure, and Fig. 12(b) is a drawing for explaining the second lashing structure.

[0040] Fig. 13 is a cross-sectional view of a cargo tank of a ship according to the fourth embodiment of the present invention.

[0041] Fig. 14 is a cross-sectional view taken along line B-B' of Fig. 3.

[0042] Figure 15 is a conceptual diagram of a fuel processing system according to a second embodiment of the present invention.

[0043] Figure 16 is a conceptual diagram of a fuel processing system according to a third embodiment of the present invention.

[0044] Figure 17 is a conceptual diagram of a fuel processing system according to a fourth embodiment of the present invention.

[0045] Figure 18 is a conceptual diagram of a fuel processing system according to a fifth embodiment of the present invention.

[0046] Figure 19 is a conceptual diagram of a fuel processing system according to a sixth embodiment of the present invention.

[0047] Figure 20 is a conceptual diagram of a fuel processing system according to the seventh embodiment of the present invention.

[0048] Figure 21 is a conceptual diagram of a fuel processing system according to the eighth embodiment of the present invention.

[0049] Figure 22 is a conceptual diagram of a fuel processing system according to the ninth embodiment of the present invention.

[0050] Figure 23 is a conceptual diagram of a fuel processing system according to the tenth embodiment of the present invention.

[0051] Figure 24 is a conceptual diagram of a cover part included in a fuel processing system according to one embodiment of the present invention.

[0052] Figure 25 is a conceptual diagram showing the form before installation of the cover part of Figure 23.

[0053] Figure 26 is a conceptual diagram of a fuel processing system according to the 11th embodiment of the present invention.

[0054] Figure 27 is a conceptual diagram of a fuel processing system according to the 12th embodiment of the present invention.

[0055] Figure 28 is a conceptual diagram of a fuel processing system according to the 13th embodiment of the present invention.

[0056] Fig. 29 is a side view of a vessel according to the fifth embodiment of the present invention.

[0057] Figure 30 is a drawing showing a shield installed on a ship according to the fifth embodiment of the present invention.

[0058] Fig. 31 is a side view of a vessel according to the sixth embodiment of the present invention.

[0059] Figure 32 is a plan view of a ship according to the sixth embodiment of the present invention.

[0060] Fig. 33 is a cross-sectional view of a vessel according to the sixth embodiment of the present invention.

[0061] Figure 34 is a plan view of a ship according to the seventh embodiment of the present invention.

[0062] Figure 35 is a schematic diagram of the shelter form of Figure 34.

[0063] Fig. 36 is a side view of a vessel according to the eighth embodiment of the present invention.

[0064] Figure 37 is a plan view of a ship according to the eighth embodiment of the present invention.

[0065] Fig. 38 is a front view of a vessel according to the eighth embodiment of the present invention.

[0066] Figure 39 is a side view of a vessel according to the ninth embodiment of the present invention.

[0067] Fig. 40 is a plan view of a vessel according to the ninth embodiment of the present invention.

[0068] Figure 41 is a front view of a vessel according to the ninth embodiment of the present invention.

[0069] Figure 42 is a conceptual diagram of an evacuation zone provided in a ship according to the ninth embodiment of the present invention.

[0070] Figure 43 is a side view of a vessel according to the tenth embodiment of the present invention.

[0071] Fig. 44 is a front view of a vessel according to the tenth embodiment of the present invention.

[0072] The objects, specific advantages, and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments, taken in conjunction with the accompanying drawings. In this specification, when assigning reference numbers to components in each drawing, identical components are assigned the same numbers as much as possible even if they are shown in different drawings. However, identical components may have different numbers in different drawings.

[0073] In addition, in describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the gist of the present invention, the detailed description is omitted.

[0074] In addition, the attached drawings are only intended to facilitate easy understanding of the embodiments disclosed in this specification, and the technical ideas disclosed in this specification are not limited by the attached drawings, and should be understood to include all modifications, equivalents, or substitutes included in the spirit and technical scope of the present invention.

[0075] Additionally, terms including ordinal numbers, such as first, second, etc., may be used to describe various components, but the components are not limited by the terms. The terms are used only to distinguish one component from another.

[0076] In the present invention, the (gaseous) fuel may be a substance that has a boiling point lower than room temperature at atmospheric pressure and can be converted into energy. Examples of the fuel include, but are not limited to, toxic substances such as ammonia, liquefied petroleum gas, liquefied natural gas, and ethane. However, for convenience, the fuel will be described hereinafter as being ammonia.

[0077] In the drawings of the present invention, straight lines represent paths through which various fluids, such as fuel, refrigerant, heat, and purging gas, move, and can be interpreted as pipelines. Furthermore, the present invention allows pressure sensors (PT), temperature sensors (TT), and flow sensors (FT) to be installed at appropriate locations without limitation, and the measured values ​​from each sensor can be used in various ways without limitation in the operation of the components described below.

[0078] The present invention also includes a vessel equipped with the fuel processing system described below. In this case, the vessel is a concept that includes gas carriers, merchant ships transporting various types of cargo or people, FSRUs, FPSOs, bunkering vessels, offshore plants, etc.

[0079] Additionally, it should be noted that terms indicating direction such as front, back, left, right, vertical, and horizontal are defined based on the vessel or hull consisting of the bow, stern, sides (port and starboard), upper deck, and bottom.

[0080] Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the attached drawings.

[0081] Hereinafter, a fuel processing system mounted on a ship according to the present invention will first be described with reference to FIGS. 1 and 2.

[0082] FIG. 1 and FIG. 2 are conceptual diagrams of a fuel processing system according to a first embodiment of the present invention. For reference, FIG. 1 and FIG. 2 each conceptually illustrate at least a portion of the components included in one embodiment.

[0083] FIG. 1 and FIG. 2 are conceptual diagrams of a fuel processing system (1) according to a first embodiment of the present invention. For reference, FIG. 1 and FIG. 2 each illustrate at least a portion of the components included in one embodiment as conceptual diagrams.

[0084] Referring to FIGS. 1 and 2, a fuel processing system (1) according to a 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.

[0085] The storage unit (10) stores fuel. At this time, the fuel may be a toxic fuel such as ammonia, but as mentioned above, it is not limited thereto. However, for convenience, the fuel will be described below as a toxic fuel such as ammonia.

[0086] The storage unit (10) can store fuel consumed by a demand source such as an engine (E) or a boiler. In this case, the engine (E) may be an ammonia-only engine (E) or an ammonia-mixed engine (E). Of course, in this specification, the engine (E) is an engine that obtains energy by consuming ammonia, and can encompass turbines, fuel cells, etc., and the demand source can also encompass engines, etc.

[0087] 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 having a boiling point below room temperature and can be liquefied at low temperatures. The storage unit (10) can be insulated on at least one side, either internally or externally, to store the fuel in a liquid state. Alternatively, the fuel tank (11) can prevent fuel from vaporizing by storing the fuel at a high pressure. In this case, the pressurizing means of the fuel supply unit (20), which will be described later, can be reduced or omitted due to the pressure of the fuel tank (11).

[0088] The fuel tank (11) may be provided to form a cargo hold within the vessel. Alternatively, the fuel tank (11) may be an independent tank provided separately within the vessel or on the deck. One or more fuel tanks (11) may be provided, and when multiple fuel tanks (11) are provided, fuel may be consumed alternatively 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.

[0089] A fuel pump (not shown) 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 may transfer fuel stored in the fuel tank (11) to the fuel supply unit (20).

[0090] 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., which are provided on the deck of the ship, etc., and through these, fuel can be delivered from the outside and loaded into the fuel tank (11).

[0091] 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 vaporization of liquid fuel flowing into the interior of the fuel tank (11).

[0092] The fuel tank (11) may be a cargo tank installed in the cargo area of ​​the hull, or may be 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, the bunkering unit (12) may return fuel from the fuel tank (11) to the cargo tank, if necessary.

[0093]

[0094] The fuel supply unit (20) supplies fuel stored in the storage unit (10) to a demander. The fuel supply unit (20) can supply at least liquid fuel among the fuel stored in the fuel tank (11) to an engine (E), etc. In particular, the fuel supply unit (20) can supply fuel in a liquid state to the engine (E), and the fuel supply unit (20) can variously adjust the state of the supplied fuel in response to changes in the specifications of the engine (E), etc.

[0095] 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 discharged from the fuel tank (11) so that the temperature of the fuel corresponds to the temperature required by the engine (E), etc.

[0096] A supply heat exchanger (21) can be provided between the fuel pump and a supply pump (22) to be described later, and considering that some temperature increase occurs when the fuel is pressurized by the supply pump (22), the heating / cooling of the supply heat exchanger (21) can be controlled.

[0097] 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 in response to the pressure required by the engine (E). The supply pump (22) can be provided downstream of the supply heat exchanger (21) and can receive fuel having a temperature higher than the boiling point. However, since 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).

[0098] Of course, the arrangement of the supply pump (22) may differ from the previous case. The supply pump (22) may be installed upstream of the supply heat exchanger (21). Alternatively, the supply pumps (22) may be installed upstream and downstream of the supply heat exchanger (21).

[0099] The filter unit (23) is provided downstream of the supply pump (22) and can filter out foreign substances contained in the fuel. Here, the foreign substances may refer to any substance that may affect the operation of the engine (E), and further, may include any substance other than fuel in the fluid supplied to the engine (E).

[0100] A fuel supply line (L20) extends from a fuel pump provided in a fuel tank (11), and a supply heat exchanger (21), a supply pump (22), a filter unit (23), etc. may be provided on the fuel supply line (L20). Accordingly, the fuel is discharged from the fuel tank (11) while being pressurized by the fuel pump, heated in the supply heat exchanger (21), pressurized in the supply pump (22), and then supplied in a liquid state to the engine (E).

[0101] The engine (E) may combust some of the fuel supplied through the fuel supply line (L20), generating excess fuel. The excess fuel is fuel that has been supplied to the engine (E) but has not been combusted within the engine (E). As it passes through at least a portion of the engine (E), it may contain lubricating oil used in the engine (E).

[0102] Excess fuel is recovered from the engine (E) to the fuel supply unit (20). Fuel is introduced into the engine (E) through a fuel supply line (L20), and excess fuel can be recovered through a fuel recovery line (L21) extending from the engine (E) to the fuel supply unit (20).

[0103] The fuel recovery line (L21) may be connected to the fuel supply line (L20). Fuel flowing in through the fuel recovery line (L21) may be re-introduced into the engine (E) without being delivered to the fuel tank (11) because it contains lubricating oil. The fuel recovery line (L21) may be connected upstream of the supply pump (22) in the fuel supply line (L20).

[0104] A fuel recovery line (L21) may be provided with a recovery heat exchanger (24). The recovery heat exchanger (24) can cool the fuel heated while passing through the engine (E) to a temperature suitable for introduction into the supply pump (22). In other words, the recovery heat exchanger (24) may be a cooler and may share a medium with the supply heat exchanger (21).

[0105] 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 return line (L21). The supply valve train and the return valve train may be collectively referred to as a fuel valve train (FVT).

[0106]

[0107] 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) or discharge fuel together with purging gas by purging the fuel supply unit (20). In other words, the fuel discharge unit (30) can perform functions such as draining and purging.

[0108] 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.

[0109] The fuel discharge unit (30) may include an inert gas supply unit (31), a recovery fuel discharge unit (32), and a residual fuel discharge unit (33). The inert gas supply unit (31) may supply inert gas to a fuel supply line (L20) of the fuel supply unit (20), etc., in order to forcibly discharge fuel remaining in the fuel supply unit (20) or the engine (E).

[0110] 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 a downstream location 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).

[0111] The recovery fuel discharge unit (32) can recover the fuel remaining in the fuel supply unit (20) when the fuel supply by the fuel supply unit (20) is interrupted due to a stop of the engine (E), etc. The recovery fuel discharge unit (32) can recover the remaining fuel in the fuel supply line (L20) and the fuel recovery line (L21), and recovers the fuel together with the inert gas.

[0112] The recovery fuel discharge unit (32) includes a separator (321), a buffer tank (322), etc. The separator (321) can be branched and connected from a fuel recovery line (L21). A recovery fuel discharge line (L31) can be branched from the fuel recovery line (L21), and the recovery fuel discharge line (L31) can be connected to a fuel neutralization unit (40) after passing through the separator (321) and the buffer tank (322), etc.

[0113] When an inert gas is supplied downstream of a supply pump (22) in a fuel supply line (L20), fuel remaining in a portion of the fuel supply line (L20), inside the engine (E), and in the fuel recovery line (L21) may flow into the separator (321) together with the inert gas. The separator (321) may be provided as a pressurized type, and may store the inert gas and fuel, etc. at a certain pressure higher than the atmospheric pressure.

[0114] The separator (321) can implement the function of 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 again 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 combined upstream of the recovery heat exchanger (24). At this time, the liquid transferred from the separator (321) to the fuel recovery line (L21) may be mixed with lubricating oil mixed in from the engine (E).

[0115] On the other hand, the inert gas separated in the separator (321) can be discharged to the atmosphere or delivered to the fuel tank (11). The internal pressure of the fuel tank (11) may increase somewhat as the inert gas is injected, and the fuel tank (11) may withstand the internal pressure without discharging the gas phase, or discharge the gas phase to the re-liquefaction unit or the outside, depending on the type.

[0116] A buffer tank (322) may be provided downstream of the separator (321). The buffer tank (322) may be used as a gas-liquid separator, similar to the separator (321). However, since the separator (321) has primarily separated the inert gas, fuel, lubricant, etc., the buffer tank (322) may not return the liquid to the fuel supply unit (20). The inert gas and fuel may be introduced into the buffer tank (322), and the buffer tank (322) may transfer the inert gas to the fuel tank (11), etc., and transfer the fuel, etc. to the fuel neutralization unit (40).

[0117] The residual fuel discharge unit (33) can recover the residual fuel remaining in the engine (E) when the engine (E) is stopped. Although both the recovery fuel discharge unit (32) and the residual fuel discharge unit (33) recover the fuel remaining in the engine (E), they can be used at different times. For example, the recovery fuel discharge unit (32) can recover fuel when the engine (E) is normally stopped, and the residual fuel discharge unit (33) can recover fuel when the engine (E) is in an emergency stop.

[0118] The residual fuel discharge unit (33) can recover the fuel remaining in the engine (E) through the residual fuel discharge line (L30) branching from the fuel recovery line (L21). The residual fuel discharge unit (33) can include a knockout drum (331). When an 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) together with the residual fuel of the engine (E).

[0119] The knockout drum (331) can implement a gas-liquid separator function, similar to the separator (321). 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. In addition, the knockout drum (331) can separate the inert gas and fuel, and the inert gas, etc. can be delivered to the fuel tank (11).

[0120] Fuel separated from the knockout drum (331) can be delivered to the fuel neutralization unit (40). Fuel connected from the recovery fuel discharge unit (32) to the fuel neutralization unit (40) and fuel connected from the residual fuel discharge unit (33) to the fuel neutralization unit (40) can be handled and processed differently.

[0121] The fuel neutralization unit (40) neutralizes toxic fuel. The fuel neutralization unit (40) can dilute or eliminate toxicity of toxic fuel by supplying a neutralizing agent to the fuel. Fuel is a toxic substance and cannot be directly released into the atmosphere, but 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.

[0122] The fuel neutralization unit (40) can limit the discharge of fuel so that fuel below a certain concentration standard is discharged into the atmosphere, and can also store wastewater mixed with fuel and neutralizing agent. In this case, the wastewater can be unloaded and processed when the vessel is anchored on land or at a port. Hereinafter, "wastewater" in this specification refers to a substance mixed with fuel and neutralizing agent, and the wastewater may be, for example, ammonia water.

[0123] 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. If the fuel is ammonia, considering that ammonia easily dissolves in water, the scrubber (41) can supply seawater or water. If seawater is used as the neutralizing agent, the scrubber (41) can be made of a corrosion-resistant material, or water can be used to eliminate the possibility of corrosion.

[0124] Fuel discharged from a 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. Fuel introduced into the scrubber (41) can be dissolved in water sprayed from the upper part to generate ammonia water.

[0125] The water supplied to the scrubber (41) may be water for fire suppression provided on the ship, or may be water provided in the ship's fresh water tank. In other words, the neutralizing agent supplied to the scrubber (41) may be water used for other purposes on the ship.

[0126] The scrubber (41) can receive fuel delivered from the fuel supply unit (20) or the fuel discharge unit (30). One or more scrubbers (41) can be provided, and when a plurality of scrubbers (41) are provided, one scrubber (41a) can receive gas delivered from the recovery fuel discharge unit (32), and another scrubber (41b) can receive gas delivered from the residual fuel discharge unit (33).

[0127] At least one scrubber (41b) may be provided with an absorption tank (42). 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 be introduced into or above the neutralizing agent from the absorption tank (42). A separate neutralizing agent supply line (not shown) may be provided inside the absorption tank (42), and a neutralizing agent such as water may be filled at a certain level inside the absorption tank (42). At this time, the level of the neutralizing agent may be managed at an appropriate level by a sensor or the like provided in the absorption tank (42).

[0128] The liquid level of the absorption tank (42) is monitored in real time by 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) can be provided between the absorption tank (42) and the wastewater tank (43), and a wastewater transfer valve (421) can be provided in the wastewater transfer line (L40). The wastewater transfer valve (421) can be opened and closed or its opening degree can be adjusted according to the liquid level of the absorption tank (42).

[0129] However, another scrubber (41a) may be connected to the wastewater tank without passing through the absorption tank (42). That is, a wastewater delivery line (L40) may be provided from at least two scrubbers (41a, 41b) toward the wastewater tank (43), and the wastewater delivery line (L40) may pass through the absorption tank (42) on one side.

[0130] The wastewater tank (43) stores wastewater. The wastewater tank (43) can receive wastewater delivered from the scrubber (41). The wastewater tank (43) can store a certain level of wastewater, and at least a portion of the fuel contained in the wastewater can be vaporized within the wastewater tank (43). In this case, the vaporized fuel in the wastewater tank (43) can be circulated to the scrubber (41) or the absorption tank (42).

[0131] A gas circulation line (L42) may be provided between the wastewater tank (43) and the absorption tank (42). Fuel that has been dissolved by a neutralizing agent in the scrubber (41) or absorption tank (42) and then separated again in the wastewater tank (43) may be reintroduced into the absorption tank (42) and dissolved again by the neutralizing agent. Accordingly, the fuel concentration in the wastewater tank (43) may be controlled within a certain level.

[0132] Some of the fuel vaporized in the wastewater tank (43) may 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 according to environmental regulations. At this time, the control can be achieved by controlling the concentration inside the wastewater tank (43) and controlling the flow rate discharged from the vent line (L43). When 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 the fuel in the gas vaporized within the wastewater tank (43) can be controlled.

[0133] The wastewater tank (43) may be provided by utilizing a tank already provided on the hull. For example, the wastewater tank (43) may be formed by at least one of a bow peak tank, a stern peak tank, or a ballast tank provided on the hull.

[0134]

[0135] Fig. 3 is a side view of a vessel according to one embodiment of the present invention. Fig. 4 is a cross-sectional view taken along line A-A' of Fig. 3.

[0136] Referring to FIGS. 3 and 4, a vessel (2) may include a hull (110). The hull may be configured as follows. The hull (110) is composed of an upper deck (111), a side shell (112), and a bottom surface (113), and forms the exterior of the vessel (2). In addition, the hull (110) may be divided into a bow (114), a stern (115), and a center portion (116) along the longitudinal direction.

[0137] The vessel (2) is a container carrier, and the hull (110) includes a plurality of cargo holds (117) for loading containers (C) therein. Although the vessel (2) is described as a container carrier, the vessel (2) may be a crude oil carrier, and the present invention is not limited by the type of the vessel (2).

[0138] A fuel tank (111) can be placed in the cargo hold (117), and the cargo hold (117) itself can constitute a fuel tank (11). That is, the cargo hold (117) can store fuel.

[0139] The ship (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.

[0140] The fuel tank (11) may be surrounded by a cofferdam (not shown). A fuel delivery unit (50) may be arranged at the top of the fuel tank (11). In addition, a bunkering unit (12) may be arranged at the top of the fuel tank (11).

[0141] A bunkering unit (12) may be provided on the upper deck (111) of the hull (110). The bunkering unit (12) may be provided on the side of the hull (110). The bunkering unit (12) may be connected to the outside through a loading line (L10). The bunkering unit (12) may receive toxic fuel from the outside.

[0142] The above 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 outside, to the fuel tank (11) or cargo tank (11a). At this time, the toxic fuel may be transferred to the fuel tank (11) or the like through a fuel delivery unit (50). The bunkering unit (12) may be a bunker station.

[0143] The engine room (13) may be arranged 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 as fuel. Of course, the engine room (13) may accommodate not only a propulsion engine (engine) installed to propel 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).

[0144] A cabin (15) may be provided on the upper deck (111). The cabin (15) may be arranged in the central portion (116) of the hull (110). The cabin (15) is a living space for workers and crew members, and may be divided into multiple floors in the vertical direction. A cockpit (not shown) for controlling navigation may be provided on the upper floor of the cabin (15).

[0145] 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 accommodated.

[0146] The fuel processing unit (200) may include a fuel supply unit (20) that supplies fuel stored in the storage unit (10) to a demander, and a fuel discharge unit (30) that can discharge fuel while the engine (E) is stopped, or that processes fuel discharged from the storage unit (10) or the fuel supply unit (20) to relieve overpressure.

[0147] The engine casing (16) may have a chimney for discharging exhaust generated from the propulsion engine to the outside. In addition, the engine casing (16) may form a space in which an emergency generator or fire extinguishing equipment is installed.

[0148] In addition, 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 the 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 lower portion of the engine casing (16).

[0149] A lashing structure (17) is provided on the upper deck (111) and can support a container loaded on the ship (2). The lashing structure (17) may be provided on the upper deck (111). The lashing structure (17) may be provided to load a container (C) thereon. The lashing structure (17) may extend to the left and right of the hull (110). For example, the lashing structure (17) may extend to both left and right ends of the hull (110). Containers may be arranged in the front-rear direction of the lashing structure (17).

[0150] When a hatch coaming installed at the entrance of a cargo hold (117) on the upper deck (111) of a hull (110) and a hatch cover installed on the hatch coaming are provided, a height difference occurs 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 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, when 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 may fall relatively in the left and right direction of the hull (110).

[0151] Therefore, in order to eliminate the step formed between the left and right ends of the hatch cover and the left and right ends of the hull (110), a stool (ST) may be formed at the left and right ends of the hull (110).

[0152] In detail, a plurality of stools (ST) may be provided in the forward and backward direction on the upper deck (111) of the hull (110) at positions parallel to or adjacent to the side shell plating (112), and containers on both left and right ends of the hatch cover may be supported on the inside by the hatch cover and on the outside by the stools (ST). In addition, both left and right ends of the lashing structure (17) may be supported by the stools (ST).

[0153] A passageway (PW) is a space for crew members or workers to move, and can be provided between the hatch coaming and the side shell plating (112). The passageway (PW) can be provided on the upper deck (111) or below the upper deck (111). The passageway (PW) can be composed of multiple layers. The passageway (PW) can be provided on the second deck located below the upper deck (111). The passageway (PW) can be provided between the stool (ST) and the hatch coaming.

[0154] 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 outer 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, when the cargo hold (117) and the upper deck (111) are not sufficiently loaded with containers (light draft state), the ballast tank (BT) may be sufficiently filled with ballast water.

[0155] A pipe duct (PD) is provided at the lower portion of the hull (110) and can accommodate a pipe (131) for transmitting fluid. The pipe duct (PD) can be provided between the double bottom structure 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).

[0156] The above pipe duct (PD) may extend in the longitudinal direction of the hull (110). Specifically, the pipe duct (PD) may extend from the bow (114) or the central portion (116) of the hull (110) to the engine room (13) that accommodates a demand source using toxic fuel.

[0157]

[0158] Fig. 5 is a side view of a vessel according to a first embodiment of the present invention. Fig. 6 is a plan view of a vessel according to a first embodiment of the present invention. Fig. 7 is a cross-sectional view of a vessel according to a first embodiment of the present invention.

[0159] Referring to FIGS. 5 to 7, a ship (2) according to a first embodiment of the present invention includes 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 user who uses toxic fuel; a fuel processing room (200a) provided on an 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 of the user to the outside; and a vent mast (44) for discharging toxic fuel into the atmosphere.

[0160] The above vessel (2) further includes a vent duct (L44) that is provided to one side in the width direction from the stern of the hull (110) and extends in the lateral direction of the hull (110) and is connected from the fuel processing room (200a) to the vent mast (44).

[0161] 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 the toxic fuel released from the storage unit (10) can be released into the atmosphere.

[0162] The above vent mast (44) can be used to ventilate the interior space of the ship (2). For example, the vent mast (44) can allow outside air to flow in, and toxic fuel leaking from the fuel processing room (200a), the tank connection room (50a, TCS, tank connection space), the engine room (13), etc. can be discharged to the outside. The fuel processing room (200a) can be a fuel supply room (FPR, fuel preparation room), but the present invention is not limited thereto.

[0163] 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 a 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).

[0164] The above vent duct (L44) can accommodate at least a portion of the above vent line (L43). The above vent line (L43) can extend within the above vent duct (L44).

[0165] The above vent duct (L44) and the above vent line (L43) may have a double-pipe structure. Accordingly, 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.

[0166] The above vent duct (L44) can connect the fuel processing room (200a), the tank connection room (50a), the engine room (13), etc., and the vent mast (44). Through the vent duct (L44), the air of the fuel processing room (200a), the tank connection room (50a), the engine room (13), etc., and the outside air can be communicated. The vent duct (L44) can have a sealed structure.

[0167] The above 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). Therefore, the vent duct (L44) can ventilate multiple spaces. For example, the vent duct (L44) connects the fuel processing room (200a) and the tank connection room (50a) to the vent mast (44), and can ventilate the fuel processing room (200a) and the tank connection room (50a). Specifically, the air of the fuel processing room (200a) and the tank connection room (50a) can be circulated with the outside air along the vent duct (L44). The vent duct (L44) can integrate and ventilate multiple spaces.

[0168] The above vent duct (L44) can sequentially connect a tank connection room (50a), a fuel processing room (200a), and a vent mast (44) that are arranged relatively forward. The above vent duct (L44) can penetrate at least a portion of the fuel processing room (200a).

[0169] 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.

[0170] The above 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 may extend from the fuel processing room (200a) along the width direction of the hull (110).

[0171] The above vent duct (L44) may be configured in multiple units. The above vent duct (L44) may be configured with an inlet duct (not shown) through which outside air is introduced and an exhaust duct (not shown) through which air is discharged to the outside. Outside air may be introduced into the inlet duct, and internal air may be discharged to the outside through the exhaust duct.

[0172] The above vessel (2) may include a ventilator (45) connected to the vent duct (L44) and configured to ventilate air within the interior space of the hull (110). The ventilator (45) may blow air into the interior of the vessel (2) through the vent duct (L44) or discharge air within the vessel (2) to the outside. The ventilator (45) may form an air flow by making the pressure of the vent duct (L44) higher or lower than the external pressure. The ventilator (45) may be configured as a blowing device such as a fan.

[0173] The vent duct (L44) may extend along the longitudinal direction of the hull (110) from the lateral direction of the hull (110). Therefore, even if toxic fuel leaks from the vent duct (L44), at least a portion of the toxic fuel may diffuse outside the ship (2). Therefore, the diffusion of toxic fuel into the interior of the ship (2) may be reduced.

[0174] The above vent duct (L44) can be connected to a vent mast (44) or a ventilator (45), but the present invention is not limited thereto.

[0175] The above vessel (2) may include a damper (DP) provided in the vent duct (L44) and blocking the air flow inside the vent duct (L44). The damper (DP) may block the flow of toxic fuel. In addition, the damper (DP) may allow air from the fuel processing room (200a), the tank connection room (50a), the engine room (13), etc. to flow in one direction toward the vent mast (44) or the ventilator (45). In addition, the damper (DP) may allow external air to flow in one direction toward the fuel processing room (200a), the tank connection room (50a), the engine room (13), etc.

[0176] Since the vent mast (44) or ventilator (45) can discharge toxic fuel, the area where the vent mast (44) or ventilator (45) is located can become a hazardous area. The vent mast (44) or ventilator (45) can be installed at the stern (115) of the hull (110). Accordingly, workers can be isolated from the hazardous area.

[0177] The above vessel (2) may include a vent casing (18) provided at the rear of the engine casing (16) and extending upwardly from the upper deck (111) of the hull (110). The vent casing (18) may be provided on one side of the hull (110).

[0178] The vent mast (44) may be installed in the vent casing (18) and spaced apart from the upper deck (111) of the hull (110) by a certain distance (height). In addition, the vent mast (44) may be tilted toward the outside of the hull (110).

[0179] Additionally, the ventilator (45) may be installed in the vent casing (18) and spaced apart from the upper deck (111) of the hull (110) by a certain distance (height).

[0180] A vent mast (44) or ventilator (45) is provided in the vent casing (18), and the hazardous area is spaced a certain distance from the upper deck (111), so that workers can be isolated from the hazardous area.

[0181] The vent mast (44) or ventilator (45) is placed on the side of the ship (2) and is placed at a certain distance from the upper deck (111), so that it can be horizontally and vertically separated from the worker.

[0182] In addition, a vent duct (L44) connected to a vent mast (44) or a ventilator (45) is also arranged on the side of the ship (2), and a vent line (L43) connecting the vent mast (44) and the storage unit (10) is arranged inside the vent duct to safely discharge toxic fuel to the outside.

[0183] In addition, if the ventilator (45) is placed close to the fuel processing room (200a), the tank connection room (50a), and the engine room (13), the fuel processing room (200a), etc. may become a hazardous area. However, since the ventilator (45) is placed at the stern, the worker can be isolated from the hazardous area.

[0184] 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).

[0185] The fuel processing room (200a) is divided into a plurality of spaces, and 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.

[0186] The above fuel supply processing unit (210) can pressurize or heat toxic fuel to the pressure and temperature required by the user. Specifically, the fuel supply processing unit (210) can include a pump, a heat exchanger, a filter, and the like.

[0187] In addition, the fuel supply processing unit (210) may further include valves and filters, various sensors, etc. for double blocking of fuel supply, discharge of fuel, control of fuel flow rate, 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.

[0188] 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 evaporation gas generated in the storage unit (10). Specifically, the storage fuel processing unit (220) may include a compressor that compresses the evaporation gas to maintain the internal pressure of the storage unit (10), a condenser that condenses the compressed evaporation gas, etc.

[0189] The above-mentioned recovery fuel processing unit (230) can recover and process fuel remaining at a demand site, etc. At this time, the recovery fuel processing unit (230) can recover toxic fuel together with inert gases, etc. The above-mentioned recovery fuel processing unit (230) may include a knockout drum, a collecting tank, etc. The above-mentioned recovery fuel processing unit (230) may correspond to the fuel discharge unit (30) of FIG. 1.

[0190] The power supply unit (240) may be provided with a switchboard that transmits power generated from the power generation engine to a power demander. The power supply unit (240) accommodates a transformer, etc., and the transformer can convert the voltage of the generated power into the voltage required by the power demander.

[0191] The above vessel (2) may include a tank connection room (50a) provided on the upper deck (111) of the hull (110) and accommodating a fuel delivery unit (50) that delivers toxic fuel from the storage unit (10) to the fuel processing unit (200). A bunkering unit (12) may be provided on both sides of the fuel delivery unit (5).

[0192] The tank connection room (50a) may be provided with a flange connecting the fuel tank (11) and the fuel supply unit (20) or the bunkering unit (12), various valves connected to the fuel tank (11), and lines connected to the fuel supply unit (20) or the bunkering unit (12). In addition, the tank connection room (50a) may be provided with an inert gas supply unit (not shown) for purging. In addition, measuring devices such as a 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).

[0193] The above vessel (2) may include a wastewater tank (43) that is provided in parallel with the tank connection room (50a) along the width direction of the hull (110) and collects wastewater. The wastewater tank (43) may be provided on the upper deck (111). Specifically, the wastewater tank (43) may be provided between the bunkering unit (12) and the fuel delivery unit (50).

[0194] Fuel leaking from the fuel treatment room (200a) or the tank connection room (50a) can be collected and delivered to the wastewater tank (43). Since the wastewater tank (43) is provided adjacent to the fuel treatment room (200a) or the tank connection room (50a), the length of the pipe through which the wastewater is delivered can be reduced.

[0195] The above vessel (2) may include a plurality of cargo holds (117) partitioned in the front-back direction by transverse bulkheads inside the hull (110); and a cell guide (19) formed on one side of the transverse bulkhead to guide containers loaded inside the cargo hold (117).

[0196]

[0197] Figure 8 is a plan view of a ship according to a second embodiment of the present invention.

[0198] Referring to FIG. 8, a vessel (2) according to a second embodiment of the present invention includes a storage unit (10) provided in a hull (110) and storing toxic fuel; an engine room (13) provided at the stern of the hull (110) and accommodating a demander using toxic fuel; an engine casing (16) provided above the engine room (13) and discharging exhaust of the demander to the outside; and a vent mast (44) discharging toxic fuel into the atmosphere.

[0199] The engine casing (16) is provided offset to one side in the width direction on the upper deck (111) of the hull (110), and the vent mast (44) is provided parallel to the engine casing (16) along the width direction of the hull (110). The engine casing (16) may be provided 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 arranged spaced apart from the vent mast (44).

[0200] An engine casing (16) is arranged on one side of the hull (110), and a space may be formed on the opposite side of the engine casing (16). The vent mast (44) may be arranged on the opposite side of the engine casing (16). The engine casing (16) is arranged at the rear of the fuel processing unit (200), and the vent mast (44) may be arranged adjacent to the fuel processing unit (200).

[0201] 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 a 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).

[0202] The fuel processing unit (200) is arranged in the upper direction of the storage unit (10), and the vent mast (44) is arranged parallel to the engine casing (16) and can be arranged adjacent to the fuel processing unit (200). Therefore, when the vent mast (44) is arranged parallel to the engine casing (16), the vent line (L43) connecting the storage unit (10) and the vent mast (44) can have a relatively shorter length compared to when the vent mast (44) is arranged at the rearmost part of the hull (110).

[0203] The length of the above vent line (L43) can be shortened, and the space occupied by the vent line (L43) within the vessel (2) can be reduced. Accordingly, the free space can be utilized for other purposes, such as loading more containers in the free space.

[0204] Before the toxic fuel in the storage unit (10) is discharged through the vent mast (44), the toxic fuel may be delivered to a fuel neutralization unit (40) that removes the toxicity. For example, the toxic fuel may be delivered to an exhaust scrubber that removes the toxic fuel from the exhaust of a demander. The storage unit (10), the exhaust scrubber, and the vent mast (44) may be connected by a vent line (L43). At this time, the exhaust scrubber is provided at the lower portion of the engine casing (16), and the vent mast (44) is provided parallel to the engine casing (16), so that the arrangement of the vent line (L43) may be simplified.

[0205] The above vessel (2) may include a fuel processing room (200a) provided on the upper deck (111) of the hull (110) and housing a fuel processing unit (200) for processing toxic fuel.

[0206] The above vessel (2) may include a tank connection room (50a) provided on the upper deck (111) of the hull (110) and accommodating a fuel delivery unit (50) that delivers toxic fuel from the storage unit (10) to the fuel processing unit (200). A bunkering unit (12) may be provided on both sides of the fuel delivery unit (5).

[0207] The above vessel (2) may include a wastewater tank (43) that is provided parallel to the tank connection room (50a) along the width direction of the hull (110) and collects wastewater. Specifically, the wastewater tank (43) may be provided between the bunkering unit (12) and the fuel delivery unit (50).

[0208] The above vessel (2) may include a plurality of cargo holds (117) partitioned in the front-back direction by transverse bulkheads inside the hull (110); and a cell guide (19) formed on one side of the transverse bulkhead to guide containers loaded inside the cargo hold (117).

[0209]

[0210] 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 drawing showing part C of Fig. 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.

[0211] Referring to FIG. 9, a ship (2) according to a third embodiment of the present invention includes a storage unit (10) provided on a hull (110) and storing toxic fuel; a lashing structure (17) provided on an upper portion of the hull (110) and used to support a container; and an escape route (173, 174) formed from the upper end of the lashing structure (17) toward the interior of the hull (110), wherein the escape 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 to the interior of the hull (110).

[0212] The lashing structure (17) can support a container loaded onto 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).

[0213] The above-mentioned 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). In addition, the lashing structure (17) may be installed on the upper deck (111) that divides the cargo hold (117).

[0214] The above lashing structure (17) may be composed of a vertical member (171) formed to extend upward from the hull (110) and a horizontal member (172) extended from the vertical member (171) in the width direction of the hull (110). The above lashing structure (17) may be composed of a combination of a plurality of vertical members (171) and a plurality of horizontal members (172). The above lashing structure (17) may be composed of a plurality of layers.

[0215] The above vessel (2) may include a plurality of cargo holds (117) divided in the forward and backward direction by transverse bulkheads inside the hull (110); and hatch coamings formed on the upper ends of the cargo holds (117). The escape routes (173, 174) may be located between the hatch coamings provided in the forward and backward direction of the hull (110). A hatch cover (HC) may be installed on the hatch coamings.

[0216] Referring to Fig. 12, the vertical member (171) has at least a portion thereof penetrated to provide a passageway (171a) through which a worker can move, and the horizontal member (172) can serve as a passageway (172a) through which a worker can move.

[0217] The above-mentioned escape route (173, 174) is provided in a vertical member (171) and may include an escape route entrance (173) formed by penetrating at least one of the horizontal members (172) and an ascending and descending route (174) used for the ascending and descending of workers. That is, the above-mentioned escape route (173, 174) may include an escape route entrance (173) formed by penetrating the horizontal member (172) and an ascending and descending route (174) formed in the vertical member (171) below the escape route entrance (173).

[0218] An evacuation entrance (173) may be provided in at least one of the horizontal members (172) composed of multiple layers. Preferably, the evacuation entrances (173) may be provided at the same location on each layer of the horizontal members (172). That is, an evacuation entrance (173) on one layer may be provided below an evacuation entrance (173) on another layer. Accordingly, when a worker moves from an evacuation entrance (173) on one layer to a horizontal member (172) on a lower layer, he or she may move to the lower layer through an evacuation entrance (173) provided on the lower layer.

[0219] An ascending / descending route (174) may be provided on at least one of the vertical members (171) provided below the evacuation route entrance (173). For example, the ascending / descending route (174) may be a ladder or stairs on which a worker can move, but the present invention is not limited to the type of the ascending / descending route (174).

[0220] The above-mentioned lifting and lowering route (174) can extend from the top of the lashing structure (17) to the upper deck (111). The above-mentioned lifting and lowering route (174) can be formed in the width direction of the hull (110). Accordingly, interference between the container and the above-mentioned lifting and lowering route (174) can be prevented.

[0221] The above-mentioned escape route entrance (173) may be provided to penetrate the upper deck (111). In addition, the above-mentioned escape route entrance (173) may be provided in a passage (PW) provided on the inside of a stool (ST) provided on both left and right ends of the hull (110). The passage (PW) may be provided on the upper deck (111). Through the escape route entrance (173) of the upper deck (111), workers can move into the interior of the hull (110).

[0222] The above-mentioned evacuation route entrance (173) may include an entrance cover (not shown) that covers the penetrated portion. The entrance cover may have a hinged structure. The entrance cover may be opened by moving upward on the side opposite the hinge. A lifting / lowering route (174) may be provided below the side on which the entrance cover is opened.

[0223] Through the escape route entrance (173) provided on the upper deck (111), etc., it is possible to move to the second deck (SD) provided below the upper deck (111). The second deck (SD) may be a second deck. A second deck passage (not shown) through which workers can move may be provided on the second deck (SD) connected through the escape route entrance (173).

[0224] The vessel (2) may include a front and rear bulkhead (176) that separates the front and rear spaces on the second deck (SD); and a bulkhead passage (176a) formed by penetrating the front and rear bulkheads (176). The front and rear bulkheads (176) may be transverse bulkheads that partition a cargo hold (117), but the present invention is not limited thereto.

[0225] 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, workers can move while avoiding the area where containers are loaded.

[0226] The above bulkhead passage (176a) is provided at the stern of the hull (110) and can be connected to an engine room (13) that accommodates a demander using toxic fuel or a cabin (15) provided forward of the center of the hull (110). That is, the above bulkhead passage (176a) can be connected to a safety zone such as an engine room (13) or a cabin (15).

[0227] The engine room (13) or cabin (15) may be provided with a means of escape to the outside of the ship (2) or an escape route connected to the outside of the ship (2). In addition, the engine room (13) or cabin (15) may have a shelter that blocks the inflow of toxic fuel.

[0228] The vessel (2) may include a shelter (not shown) having a sealed structure, which is provided in the above-described escape route (173, 174) or the above-described bulkhead passage (176a). The shelter may have an airlock structure. Specifically, the shelter may have a separate room having a high pressure compared to the external pressure or a low pressure compared to the external pressure. The shelter may block the inflow of toxic fuel from the outside.

[0229] In addition, the vessel (2) may include a disaster prevention material supply unit (300) that supplies disaster prevention materials toward the evacuation route (173, 174) or the bulkhead passage (176a). The disaster prevention material supply unit (300) may supply disaster prevention materials 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). In addition, a scrubber may be provided in the evacuation route (173, 174) or the bulkhead passage (176a).

[0230] The above-mentioned fire prevention material supply unit (300) may be a device that supplies fire extinguishing materials to the fire area when a fire occurs in the above-mentioned escape route (173, 174) or the above-mentioned bulkhead passage (176a). The above-mentioned fire prevention material supply unit (300) may be a sprinkler. The above-mentioned fire prevention material supply unit (300) may supply water or seawater as the fire prevention material, but the present invention is not limited thereto.

[0231] Referring to FIG. 10, a lashing connection (175) may be provided on the upper portion of the lashing structure (17) and may be connected in the front-rear direction of the hull (110) between adjacent lashing structures (17) in the front-rear direction of the hull (110). The lashing connection (175) may connect a horizontal member (172) in the front-rear direction of the hull (110). A worker positioned on the upper portion of the lashing structure (17) may move in the front-rear direction of the hull (110) through the lashing connection (175). The worker may move to the engine room (13) or the cabin (15) through the lashing connection (175). That is, the lashing connection (175) may be connected to the engine room (13) or the cabin (15).

[0232] In addition, the lashing connection (175) may have airtightness. That is, the lashing connection (175) may have a sealed structure. In addition, a fire prevention material supply unit (300) may be provided in the lashing connection (175).

[0233] The vessel (2) may include an escape portion (not shown) provided on at least one of the horizontal members (172) of the lashing structure (17) and extending outwardly of the hull (110). The escape portion may expand outwardly of the hull (110) when gas is injected therein. Through the escape portion, a worker of the lashing structure (17) may escape to the outside of the hull (110) in an emergency. The escape portion may extend from the outside of the hull (110) to the seawater surface. The escape portion may have an upper surface on which a worker may slide and move.

[0234] Referring to Fig. 12(b), the second lashing structure (17b) may include various fitting devices for securing a container loaded on the hatch cover (HC). Specifically, the container may be lashed to the second lashing structure (17b) by the fitting devices.

[0235] Securing or dismantling the lashing structure (17) is done by workers, so it requires manpower, and the container may collapse due to a worker's mistake.

[0236] In addition, in order to prevent interference between containers and lashing structures (17) or fitting devices according to the code regulations of the International Maritime Organization, the upper deck (111) between the cargo hold (117) must have a width wider than the width of the lashing structure (17), which limits the use of space in the hull (110).

[0237] 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 and supported by the cell guide (19). At this time, the container securing process is omitted, so the number of securing / dismantling operations is reduced, and interference between the container and the lashing structure (17) or fittings is eliminated, so the width of the upper deck (111) between the cargo hold (117) can be reduced.

[0238] The above cell guide (19) may include a lower cell guide (19a) provided on a transverse bulkhead inside a cargo hold (117) and an upper cell guide (19b) formed on a lashing structure (17). The lower cell guide (19a) and the upper cell guide (19b) may be arranged in a row.

[0239]

[0240] Fig. 13 is a cross-sectional view of a cargo tank of a ship according to the fourth embodiment of the present invention.

[0241] Referring to Fig. 13, a vessel (2) according to a fourth embodiment of the present invention may include a cargo tank (11a). The cargo tank (11a) has a first trunk (TR1) formed at the upper portion. 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 at the upper portion.

[0242] A second trunk (TR2) may be provided on both sides of the first trunk (TR1). The second trunk (TR2) may extend in the longitudinal direction of the hull (110). The second trunk (TR2) may be used as a passage for workers. A route signal (not shown) may be provided inside the second trunk (TR2). The route signal may guide workers to move in a direction opposite to the direction in which toxic fuel leaked. For example, if a toxic fuel leak occurs at the bow, the route signal may guide workers to move toward the stern.

[0243] The above root signals are arranged in multiple numbers in the longitudinal direction of the hull (110), and among them, the root signal in the direction opposite to the direction in which the toxic fuel leaked can be turned on.

[0244] The above route signal may be placed between the cabin (15) and the engine room (13). The cabin (15) may be placed at the bow, and the engine room (13) may be placed at the stern. A worker may follow the route signal to the cabin (15) or the engine room (13).

[0245] The second trunk (TR2) may have a sealed structure. Therefore, external air or toxic fuel cannot enter the second trunk (TR2). In addition, a disaster prevention material supply unit may be provided on the second trunk (TR2). The disaster prevention material supply unit may supply disaster prevention material to the second trunk (TR2). The disaster prevention material supply unit may block the movement of toxic fuel into the second trunk (TR2) and remove the toxic fuel inside the second trunk (TR2).

[0246]

[0247] Fig. 14 is a cross-sectional view taken along line B-B' of Fig. 3.

[0248] Referring to Fig. 14, a vessel (2) according to one embodiment of the present invention may include a bunkering section (12) provided laterally on the upper deck (111) of the hull (110) and configured to transport toxic fuel. The bunkering section (12) may have a form that is open to the outside of the hull (110).

[0249] The above bunkering unit (12) can accommodate a bunkering device therein. The bunkering unit (12) can deliver toxic fuel to the fuel tank (11) through the bunkering device.

[0250] For example, the bunkering unit (12) may be composed of a floor, walls, and a ceiling, and may accommodate bunkering equipment within. The bunkering unit (12) may be a bunkering station. Containers may be loaded on the inside of the hull (110) of the bunkering unit (12).

[0251] The above vessel (2) may include a fuel delivery unit (50) provided on the upper deck (111) of the hull (110) and configured to deliver toxic fuel from the storage unit (10) to the fuel processing unit (200). Bunkering units (12) may be provided on both left and right sides of the fuel delivery unit (50). The fuel delivery unit (50) may be accommodated in a tank connection room. A fuel supply unit (20) may be provided at the rear of the fuel delivery unit (50).

[0252] The fuel tank (11) may include a dome (not shown) for transferring toxic fuel stored therein to the outside or receiving it from the outside. The dome may be the entrance of the fuel tank (11). At least a portion of the dome may protrude above the upper deck (111).

[0253]

[0254] Figure 15 is a conceptual diagram of a fuel processing system according to a second embodiment of the present invention.

[0255] Referring to FIG. 15, a fuel processing system (1) according to a second embodiment of the present invention includes a bunkering unit (12) provided laterally on the upper deck (111) of a hull (110) and transporting toxic fuel; and a disaster prevention material supply unit (300) for mitigating leakage of toxic fuel from the bunkering unit (12).

[0256] The above 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 on the inside of the open surface (123), and the disaster prevention material supply section (300) supplies disaster prevention material to cover the open surface (123) from above the open surface (123).

[0257] The above bunkering section (12) is provided on the upper deck (111) and 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) in one direction of the hull (110).

[0258] The above bunkering unit (12) may be provided on a separate floor (not shown), and the present invention is not limited thereto. In this case, the wall (121) may be formed to extend upward from the floor. A bunkering device may be provided on the floor.

[0259] The above wall (121) may be formed on the inner side of the hull (110) relative to the left and right ends of the upper deck (111). Specifically, the wall (121) may be formed on the inner side relative to the ship's side outer plating (112).

[0260] The above wall (121) may be provided in the front and rear directions of the hull (110), but the present invention is not limited thereto.

[0261] An accommodation space may be formed by the wall (121) and a ceiling (122) formed by extending from the wall (121) toward one side of the hull (110). The accommodation space may be formed between the outer shell (112) of the ship and the wall (121). The accommodation space may be open to the outside of the hull (110).

[0262] An open surface (123) may be formed on the outer side of the hull (110) facing the wall (121). The open surface (123) may be provided parallel to the outer side plating (112) or adjacent to the outer side plating (112).

[0263] A connection (130) for transporting toxic fuel may be provided on the inside of the open surface (123). Specifically, a connection end (132) of a pipe (131) through which toxic fuel is transported may be placed on the inside of the 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 into a fuel tank (11) inside the hull (110), and a gas manifold for returning vapor generated in the fuel tank (11) while bunkering liquid toxic fuel from the fuel tank (11) to the bunkering ship or the toxic fuel supply station.

[0264] A quick connect / disconnect coupler (QC / DC) can be applied to the connection between the above connection terminal (132) and the loading line (L10).

[0265] The above pipe (131) may include a liquid line extending from a liquid manifold and a gas line extending from a gas manifold. The above pipe (131) may extend to a fuel tank (11) through a fuel delivery unit (50), but the present invention is not limited thereto.

[0266] A valve stage (133) for blocking the flow of toxic fuel or evaporation gas may be provided on the pipe (131). The valve stage (133) may include a first valve stage provided on the liquid line to block the flow of toxic fuel in the liquid line, and a second valve stage provided on the gas line to block the flow of evaporation gas in the gas line. The valve stage (133) may be provided on the inner side of the hull (110) relative to the connection stage (132). The valve stage (133) may be located on the inner side of the open surface (123).

[0267] The above-mentioned disaster prevention material supply unit (300) supplies disaster prevention material to cover the open surface (123) from above the open surface (123). The above-mentioned disaster prevention material supply unit (300) can form a water curtain on the open surface (123). The above-mentioned disaster prevention material supply unit (300) can supply disaster prevention material from above the connecting end (132) toward the connecting end (132).

[0268] The above-mentioned disaster prevention material supply unit (300) can supply disaster prevention material in proportion to the amount of toxic fuel leaked. The above-mentioned disaster prevention material supply unit (300) can supply disaster prevention material at least 15 times the amount of toxic fuel leaked. Preferably, the above-mentioned disaster prevention material supply unit (300) can supply disaster prevention material at least 20 times the amount of toxic fuel leaked.

[0269] The above-mentioned disaster prevention material supply unit (300) can supply water or seawater as a disaster prevention material. The above-mentioned disaster prevention material supply unit (300) can be a sprinkler provided to suppress a fire in the bunkering unit (12). The above-mentioned disaster prevention material supply unit (300) can include a disaster prevention material line that extends along the ceiling (122) to the upper portion of the open surface (123) and through which the disaster prevention material is delivered, and a disaster prevention material supply terminal through which the disaster prevention material is supplied from the upper portion of the open surface (123).

[0270] It includes a leak treatment unit (400) for treating toxic fuel leaking from the bunkering unit (12), and the leak treatment unit (400) is provided below the open surface (123) or the connecting end (132), and may include a collection unit (410) filled with a disaster prevention material that dissolves toxic fuel to a preset level.

[0271] Figure 16 is a conceptual diagram of a fuel processing system according to a third embodiment of the present invention.

[0272] Referring to FIG. 16, a fuel processing system (1) according to a third embodiment of the present invention may include a bunkering unit (12) and a connecting unit (130).

[0273] The above bunkering section (12) may have a structure in which at least a portion is open. For example, the bunkering section (12) may have at least a portion of the top or side open.

[0274] The above connecting portion (130) may include a pipe (131) through which toxic fuel is transported and a connecting end (132) connecting the pipe (131) and a loading line (L10).

[0275] The pipe (131) and the loading line (L10) meet at the connecting end (132), and toxic fuel can be transported. At this time, a leak of toxic fuel may occur at the connecting end (132). Here, the connecting end (132) may be a valve end (133) provided in the pipe (131).

[0276] A bunkering section (12) may be provided below the connecting section (132). The bunkering section (12) may accommodate toxic fuel leaked from the connecting section (132). The bunkering section (12) has sides formed and may accommodate toxic fuel up to a certain level. The bunkering section (12) may be provided with a drip tray on the bottom.

[0277] The bunkering section (12) may be provided with a protrusion (not shown) on the bottom. Toxic fuel collected on the bottom of the bunkering section (12) may be collected by the protrusion. The protrusion may be connected to a pump (P) and a recovery fuel discharge section (32). The toxic fuel on the bottom of the bunkering section (12) may be recovered through the recovery fuel discharge section (32). The recovery fuel discharge section (32) may be a residual fuel discharge section (33), and the recovered toxic fuel may be supplied to the fuel supply section (20), but the present invention is not limited thereto.

[0278]

[0279] Figure 17 is a conceptual diagram of a fuel processing system according to a fourth embodiment of the present invention.

[0280] Referring to FIG. 17, the fuel processing system (1) according to the fourth embodiment of the present invention may include a disaster prevention material supply unit (300) that supplies disaster prevention material to an area of ​​the hull (110). For example, the disaster prevention material supply unit (300) may supply disaster 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). In addition, the disaster prevention material supply unit (300) may supply disaster prevention material to the upper deck (111).

[0281] A drip tray or bilge well may be provided below the above-mentioned disaster prevention material supply unit (300). Furthermore, the drip tray or bilge well may be provided below the connection terminal (132) or the valve terminal (133). The drip tray or bilge well may collect disaster prevention materials and toxic fuel. The toxic fuel may be collected in a dissolved state in the disaster prevention material, but the present invention is not limited thereto. The collected toxic fuel may be delivered to a fuel neutralization unit and processed.

[0282]

[0283] Figure 18 is a conceptual diagram of a fuel processing system according to a fifth embodiment of the present invention.

[0284] Referring to FIG. 18, a fuel processing system (1) according to a fifth embodiment of the present invention may include a leak treatment unit (400) that treats toxic fuel leaking from a connecting end (132) or a valve end (133) of a pipe (131) through which toxic fuel is transported.

[0285] 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 predetermined level of a disaster prevention material that dissolves toxic fuel. Toxic fuel leaking from the connection end (132) or the valve end (133) may be dissolved in the disaster prevention material of the collection unit (410).

[0286] 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.

[0287]

[0288] Figure 19 is a conceptual diagram of a fuel processing system according to a sixth embodiment of the present invention.

[0289] Referring to FIG. 19, a fuel processing system (1) according to a sixth embodiment of the present invention includes a bunkering unit (12) provided laterally on an upper deck (111) of a hull (110) and transporting toxic fuel; and a leak treatment unit (400) for treating toxic fuel leaking from the bunkering unit (12), wherein the bunkering unit (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 treatment unit (400) may include a collection unit (410) provided below the connecting end (132) or the valve end (133) and filled with a disaster prevention material that dissolves toxic fuel to a preset level.

[0290] When a leak occurs at the connection (132) or the valve stage (133), if a fire extinguishing agent is sprayed into the connection (132) or the valve stage (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 extinguishing agent with the toxic fuel to dissolve the toxic fuel in the fire extinguishing agent.

[0291] Accordingly, the collection unit (410) can store a certain volume or more of a disaster prevention material. The collection unit (410) can 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) can have a length that covers at least the connection end (132) and the valve end (133). The height of the side wall surface can be determined in consideration of the amount of disaster prevention material to be accommodated. The amount of the disaster prevention material can be determined in consideration of the amount of leakage of toxic fuel.

[0292] The above-mentioned leak treatment unit (400) may be provided at a location where toxic fuel may leak. The above-mentioned leak treatment unit (400) may be provided below a location where toxic fuel may leak. For example, the above-mentioned 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). In addition, the above-mentioned leak treatment unit (400) may be provided on the upper deck (111).

[0293] The above fuel processing system (1) includes a fire extinguishing material supply unit (300) that supplies a fire extinguishing material toward the connection unit (132) or the valve unit (133). The fire extinguishing material supply unit (300) may be provided above the connection unit (132) or the valve unit (133).

[0294] The above-mentioned collection unit (410) may be provided with a level sensor (not shown) that measures the level of the disaster prevention material. The collection unit (410) may be connected to a level maintenance unit (not shown) that supplies the disaster prevention material to the collection unit (410) when the level of the disaster prevention material in the collection unit (410) is lower than a preset value. Of course, the disaster prevention material supply unit (300) may also supply the disaster prevention material to the collection unit (410) according to the level of the disaster prevention material in the collection unit (410).

[0295] Additionally, an alarm unit (not shown) that provides a warning sound depending on 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 falls below a preset value.

[0296]

[0297] Figure 20 is a conceptual diagram of a fuel processing system according to the seventh embodiment of the present invention.

[0298] Referring to FIG. 20, a fuel processing system (1) according to a seventh embodiment of the present invention includes a bunkering section (12) provided laterally on an upper deck (111) of a hull (110) and transporting toxic fuel; and a leak treatment section (400) for treating toxic fuel leaking from the bunkering section (12), wherein at least one of a connection 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 treatment section (400) fills the internal space of the bunkering section (12) with a disaster prevention material that dissolves toxic fuel when a leak is detected in the connection end (132) or the valve end (133).

[0299] The above leak treatment unit (400) includes a side wall (430a) surrounding the connection end (132) or the valve end (133); and the side wall (430a) can extend at least beyond the coaming forming the perimeter of the bottom of the bunkering unit (12). The fire prevention material can be filled up to the height of the coaming.

[0300] The above side wall (430a) may extend above the connecting end (132) or the valve end (133) from the upper deck (111).

[0301] When a leak is detected at the connecting end (132) or the valve end (133), the connecting end (132) or the valve end (133) may be immersed in a fire prevention material.

[0302] The above leak treatment unit (400) is provided below the connection unit (132) or the valve unit (133) and may include a collection unit (410) filled with a disaster prevention material to a preset level.

[0303] The fuel processing system (1) may include a fire extinguishing material supply unit (300) that supplies a fire extinguishing material toward the connection terminal (132) or the valve terminal (133). The fire extinguishing material supply unit (300) may be provided above the connection terminal (132) or the valve terminal (133). The fire extinguishing material supply unit (300) may supply a fire extinguishing material toward the connection terminal (132) from above the connection terminal (132).

[0304] The above-mentioned disaster prevention 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 disaster prevention material supply unit (300) can supply disaster prevention material from one side of the upper portion of the bunkering unit (12) to the other side. The disaster prevention material can cover the upper surface of the bunkering unit (12).

[0305] Figure 21 is a conceptual diagram of a fuel processing system according to the eighth embodiment of the present invention.

[0306] Referring to FIG. 21, a fuel processing system (1) according to an eighth embodiment of the present invention includes a bunkering section (12) that is provided laterally on the upper deck (111) of a hull (110) and transports toxic fuel; and the bunkering section (12) may include a blocking wall (124) that is provided on both left and right ends of the upper deck (111) and whose opening and closing are controlled.

[0307] The above 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) can be provided in the open direction. The barrier wall (124) can have a structure such as a bunker door or a pilot door, but the present invention is not limited thereto.

[0308] If a leak of toxic fuel occurs in the internal space of the bunkering section (12), the blocking wall (124) can be blocked. The blocking wall (124) can prevent the toxic fuel from spreading to the outside of the hull (110).

[0309] At this time, the internal space of the bunkering section (12) may be filled with a fire prevention material, and the fire prevention material may be supplied toward the leak site of toxic fuel, but the present invention is not limited thereto.

[0310]

[0311] Figure 22 is a conceptual diagram of a fuel processing system according to the ninth embodiment of the present invention.

[0312] Referring to FIG. 22, a fuel processing system (1) according to a ninth embodiment of the present invention includes a bunkering section (12) provided laterally on the upper deck (111) of a hull (110) and transporting toxic fuel; and at least one of a connection end (132) and a valve end (133) of a pipe (131) through which toxic fuel is transported can be placed in the bunkering section (12).

[0313] The fuel processing system (1) may include a loading line (L10) connected to the connecting end (132) and transporting toxic fuel from the outside. A connecting end coupling part (132a) may be formed at an end of the loading line (L10) and the connecting end (132). The connecting end coupling part (132a) may include a first receiving member (not shown) that surrounds and receives the end of the loading line (L10) and a second receiving member (not shown) that surrounds and receives 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, a negative pressure may be formed inside, and at this time, diffusion of the toxic fuel may be prevented.

[0314] When the end of the loading line (L10) and the connection end (132) are connected, the first receiving member and the second receiving member can be connected to each other. Conversely, when the end of the loading line (L10) and the connection end (132) are separated, the first receiving member and the second receiving member can be separated from each other.

[0315] Of course, the first receiving member and the second receiving member can be coupled or separated independently of the coupling 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) can move within the connecting end coupling portion (132a).

[0316] 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 leaked toxic fuel can be prevented from spreading outside the connecting end coupling part (132a).

[0317] Fig. 23 is a conceptual diagram of a fuel processing system according to a tenth embodiment of the present invention. Fig. 24 is a conceptual diagram of a cover part included in a fuel processing system according to an embodiment of the present invention. Fig. 25 is a conceptual diagram showing the form of the cover part of Fig. 23 before installation.

[0318] Referring to FIGS. 23 to 25, a fuel processing system (1) according to a tenth embodiment of the present invention includes a bunkering section (12) provided laterally on an upper deck (111) of a hull (110) and transporting toxic fuel; and a leak treatment section (400) for treating toxic fuel leaking from the bunkering section (12), wherein the bunkering section (12) has at least one of a connection end (132) and a valve end (133) of a pipe (131) through which toxic fuel is transported, and the leak treatment section (400) includes a cover section (140) surrounding the connection end (132) or the valve end (133), and the cover section (140) has an opening (141) for allowing toxic fuel leaking from the inside to be discharged to the outside at a preset speed.

[0319] The cover part (140) may include a cover part sheet (140a) surrounding the connection part (132) or the valve part (133); and a coupling part (140b) provided on a surface facing the cover part sheet (140a) surrounding the connection part (132) or the valve part (133), and coupling both ends of the cover part sheet (140a). The cover part (140) may be made of a heat-resistant material.

[0320] The above cover sheet (140a) may be manufactured from a coated fabric. The cover sheet (140a) may be manufactured from a polymer-coated fabric. For example, the cover sheet (140a) may be manufactured from a polymer-coated fabric with excellent heat resistance. The cover sheet (140a) may be manufactured from a polytetrafluoroethylene (PTFE) coated fabric.

[0321] The above-mentioned connecting portion (140b) is provided at each end of the cover sheet (140a), and the cover sheet (140a) can be wrapped around the pipe (131) and the connecting portion (140b) can be overlapped and connected. The connecting portion (140b) can be overlapped and bonded, or connected by Velcro. The connecting portion (140b) can be made of a heat-resistant material.

[0322] The above opening (141) may be provided in the cover sheet (140a). The opening (141) may be formed by penetrating the cover sheet (140a). In addition, the opening (141) may be an opening formed at both ends of the pipe (131) in the longitudinal direction, such that the cover sheet (140a) surrounds the connection 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.

[0323] A low concentration of toxic fuel can be discharged through the opening (141). The opening (141) can discharge the toxic fuel over a long period of time. The toxic fuel discharged through the opening (141) can be discharged to the outside through natural ventilation. The concentration of the toxic fuel discharged through the opening (141) can be below a certain concentration. The concentration of the toxic fuel can be below a dangerous concentration. When the toxic fuel is ammonia, the concentration of the toxic fuel can be 300 ppm or less, preferably 200 ppm or less, and more preferably 100 ppm or less.

[0324] The cover part (140) may include a fixing part (140d) that fixes both longitudinal ends of the pipe (131) to allow air to pass through the pipe (131). Since the cover part sheet (140a) wraps around and accommodates a connecting end (132) or a valve end (133) larger than the diameter of the pipe (131) in the central portion, a gap may be formed between the pipe (131) and the cover part sheet (140a) at the periphery of the cover part sheet (140a). Accordingly, the fixing part (140d) may press the periphery of the cover part sheet (140a) toward the pipe (131). At this time, a small opening may be formed between the cover part sheet (140a) and the pipe (131).

[0325] The above-described fixing member (140d) may include a heat-resistant rope and a cord lock for maintaining the rope at a certain length. The above-described fixing member (140d) may be formed to penetrate the cover sheet (140a) in one direction. The rope may be pulled, and wrinkles may be formed in the cover sheet (140a) along the rope. The length of the rope may be maintained in a pulled state. A gap may be formed between the wrinkles of the cover sheet (140a) and the pipe (131). Toxic fuel may be discharged through the gap between the cover sheet (140a) and the pipe (131).

[0326] The above cover part (140) may include a leak sensor (150) provided inside and configured to detect a leak of toxic fuel. The leak sensor (150) may visually indicate a leak of toxic fuel.

[0327] The cover portion (140) may include an opening portion (140c) through which the interior is visible. The opening portion (140c) may be formed of a material that transmits light. The opening portion (140c) may be manufactured from a polymer film. The opening portion (140c) may be a heat-resistant film. For example, the opening portion (140c) may be manufactured from an ETFE (Ethylene Tetrafluoro Ethylene) film.

[0328] The above leak sensor (150) may be provided in the opening (140c). The leak sensor (150) may include a first leak sensor (not shown) that detects the leakage of an acidic substance and a second leak sensor (not shown) that detects the leakage of a basic substance.

[0329] 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 having excellent heat resistance. The cover sheet (140a) and the opening (140c) can be joined to each other along the boundary using the thread, or the like.

[0330] The above bunkering unit (12) may include a ventilator for ventilating the air in the internal space. As the ventilator ventilates the interior of the bunkering unit (12), a small amount of toxic fuel discharged through the opening (141) may also be ventilated. At this time, the concentration of toxic fuel within the bunkering unit (12) may be below a certain value.

[0331] While 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, when the concentration of toxic fuel inside the bunkering section (12) is high, the discharge speed of the opening (141) can be slowed down, and the discharge speed of the ventilator can be fast.

[0332] In addition, 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 outside the bunkering section (12) at a high speed. The concentration of toxic fuel inside the bunkering section (12) may be maintained below a certain value by the opening (141) and the ventilator.

[0333] The 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 at a preset speed. The discharge line (143) may be provided with a discharge unit that forms a flow in which the air inside the cover portion (140) is discharged to the outside.

[0334] The speed at which toxic fuel is discharged from the opening (141) can be controlled by the discharge line (143) or the discharge unit. In addition, the speed at which toxic fuel is discharged can be controlled by controlling the diameter of the opening (141).

[0335] The above opening (141) may be a gap formed at both ends of the cover sheet (140a) surrounding the pipe (131), and the fixing member (140d) may adjust the size of the gap at both ends of the cover sheet (140a) to control the discharge speed of the toxic fuel from the opening (141).

[0336]

[0337] Figure 26 is a conceptual diagram of a fuel processing system according to the 11th embodiment of the present invention.

[0338] Referring to FIG. 26, the fuel processing system (1) according to the 11th embodiment of the present invention may include a connecting portion (130) and a cover portion (140).

[0339] The above connecting portion (130) may include a pipe (131) through which toxic fuel is transported and a connecting end (132) connecting the pipe (131) and a loading line (L10).

[0340] The pipe (131) and the loading line (L10) meet at the connecting end (132), and toxic fuel can be transported. At this time, a leak of toxic fuel may occur at the connecting end (132). Here, the connecting end (132) may be a valve end (133) provided in the pipe (131).

[0341] The cover part (140) can surround the connection part (132) or the valve part (133). The cover part (140) can have a sealed structure. The cover part (140) can temporarily store toxic fuel leaked from the connection part (132) or the valve part (133).

[0342] The cover part (140) can be filled with a disaster prevention material up to the height of the connection part (132) or the valve part (133). The cover part (140) is open upward and can form an internal space by the bottom surface and side surfaces. The cover part (140) can have a tank shape. A toxic fuel leak sensor can be provided in the cover part (140).

[0343] After the loading line (L10) or the like is connected to the connecting end (132), the cover part (140) may be filled with a disaster prevention material. If a leak of toxic fuel occurs in the connecting end (132) or the valve end (133), the cover part (140) may be filled with a disaster prevention material. However, the present invention is not limited by the timing of supply of toxic fuel.

[0344] The above cover part (140) can be connected to a pump (P) and a recovery fuel discharge part (32). The toxic fuel collected at the bottom of the cover part (140) can be recovered through the recovery fuel discharge part (32). The recovery fuel discharge part (32) can be a residual fuel discharge part (33), and the recovered toxic fuel can be supplied to the fuel supply part (20), but the present invention is not limited thereto.

[0345] A bunkering section (12) may be provided at the lower portion of the above-mentioned connecting section (132). Specifically, the bunkering section (12) may be provided at the lower portion of the cover section (140) surrounding the above-mentioned connecting section (132). The bunkering section (12) may have a structure in which at least a portion is open.

[0346]

[0347] Figure 27 is a conceptual diagram of a fuel processing system according to the 12th embodiment of the present invention.

[0348] Referring to FIG. 27, a fuel processing system (1) according to a 12th embodiment of the present invention includes a bunkering unit (12) provided laterally on an upper deck (111) of a hull (110) and transporting toxic fuel; and a leak treatment unit (400) for treating toxic fuel leaking from the bunkering unit (12). The bunkering unit (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 treatment unit (400) may include a cover unit (140) surrounding the connecting end (132) or the valve end (133).

[0349] The cover part (140) can prevent toxic fuel leaked from the connection part (132) or the valve part (133) from spreading. In addition, the cover part (140) can prevent toxic fuel from vaporizing when a disaster prevention material is sprayed inside. The cover part (140) can be at least one of a casing, a tarp, and a spray shield covering the connection part (132) or the valve part (133). The cover part (140) can have complete airtightness, but it is sufficient for the cover part (140) to cover the connection part (132) or the valve part (133) to prevent toxic fuel from rapidly spreading when a disaster prevention material is sprayed.

[0350] The above cover part (140) may have a first opening (1401) that allows the inflow of a fire prevention material from the outside to the inside, and a second opening (1402) that transmits the toxic fuel air inside to the collection part (410).

[0351] The first opening (1401) may be connected to a disaster prevention material supply unit (not shown) via a connecting member such as a pipe, hose, or tube. The disaster prevention material may be sprayed through the first opening (1401). The disaster prevention material may be seawater or water.

[0352] The second opening (1402) may be connected to a collection unit (410) via 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 disaster prevention material above a preset level. The toxic fuel in the collection unit (410) may be transferred to the fuel neutralization unit (40) via a drip unit (420). However, the present invention is not limited thereto.

[0353]

[0354] The first opening (1401) may be provided at the upper portion of the cover portion (140), and the second cover portion (1402) may be provided at the lower portion of the cover portion (140). Disaster prevention materials are supplied through the first opening (1401), and at this time, the toxic fuel and disaster prevention materials may move to the second opening (1402) and the collection portion (410) by gravity.

[0355] The above cover part (140) surrounds the connection part (132) etc. with a casing, tarp and spray shield, etc., and prevents the toxic fuel from vaporizing and spreading while spraying the fire prevention material inside, and can discharge the toxic fuel through an opening provided in the cover part (140).

[0356]

[0357] Figure 28 is a conceptual diagram of a fuel processing system according to the 13th embodiment of the present invention.

[0358] Referring to FIG. 28, a fuel processing system (1) according to a 13th embodiment of the present invention includes a bunkering unit (12) provided laterally on the upper deck (111) of a hull (110) and transporting toxic fuel; and a leak processing unit (400) for processing toxic fuel leaking from the bunkering unit (12).

[0359] The above bunkering unit (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 treatment unit (400) includes a dissolution unit (not shown) that dissolves the toxic fuel in a disaster prevention material; and a cover unit (140) that surrounds the connecting end (132) or the valve end (133).

[0360] The above cover part (140) has an opening (141) that allows air to flow in from the outside to the inside, and a discharge part (142) that creates a flow that transfers the air inside to the melting part.

[0361] The cover part (140) may be composed of a casing, a tarp, a spray shield, etc. The cover part (140) may cover at least a portion of the connection part (132) or the valve part (133). The cover part (140) may be connected to the outside air and may have atmospheric pressure.

[0362] The cover part (140) may have complete airtightness, but since a negative pressure is formed inside the cover part (140) by the discharge part (142) and the negative pressure reduces the diffusion of toxic fuel to the outside of the cover part (140), it is sufficient for the cover part (140) to cover at least a part of the connection part (132) or the valve part (133).

[0363] The above cover part (140) can be easily removed from the connecting end (132) when the connecting end (132) is connected to a loading line (L10), etc.

[0364] 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 disaster prevention material exceeding a preset level.

[0365] The above 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) connectable to the discharge line (143). The connector may fix the discharge line (143) to the opening (141). The discharge line (143) may be a connecting member such as a pipe, a hose, or a tube.

[0366] The above-mentioned discharge unit (142) can form a 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 a negative pressure inside the cover unit (140) and guide the toxic fuel inside the cover unit (140) to the outside of the cover unit (140). Here, the discharge unit (142) can be a blowing device such as a fan.

[0367] A negative pressure is formed inside the cover part (140), and the cover part (140) may be crumpled or wrinkled and separated from the connecting end (132), etc. Accordingly, a fastening part (not shown) is installed in the cover part (140), and the fastening part may hook or tie the cover part (140) to the connecting end (132) or the valve end (133) to fix it. The fastening part may be a hook or a band, but the present invention is not limited thereto.

[0368] The above melting unit (not shown) may be a fuel neutralization unit (40). Specifically, the melting unit may be a scrubber, but the present invention is not limited thereto.

[0369]

[0370] Fig. 29 is a side view of a vessel according to the fifth embodiment of the present invention. Fig. 30 is a drawing showing a shield installed on a vessel according to the fifth embodiment of the present invention.

[0371] Referring to FIGS. 29 and 30, a ship (2) according to a fifth embodiment of the present invention includes a storage unit (10) provided on a hull (110) and storing toxic fuel; and a bunkering unit (12) provided laterally on an upper deck (111) of the hull (110) and transporting toxic fuel, wherein the bunkering unit (12) has an open surface (123) formed in one direction of the hull (110), a connecting end (132) of a pipe (131) through which toxic fuel is transported is placed on the inside of the open surface (123), and includes a shielding unit (125, 126) covering at least one of a lower portion and an upper portion of the open surface (123) based on the connecting end (132) to block diffusion of the toxic fuel.

[0372] Since the above bunkering section (12) can be connected to a loading line (L10) or the like from the outside, the bunkering section (12) can have an open surface (123) on the outside of the hull (110). The open surface (123) can be provided on the outer side plating (112).

[0373] A connecting end (132) connected to a loading line (L10) may be provided on the inside of the above-mentioned open surface (123). A pipe (131) is connected to the inside of the hull (110) through the connecting end (132), and the pipe (131) may be extended to a fuel tank (11), etc.

[0374] The above connecting member (132) may include a liquid manifold (not shown) for bunkering toxic fuel from a bunkering ship or a toxic fuel supply station into a fuel tank (11) inside the hull (110), and a gas manifold for returning vapor generated in the fuel tank (11) while bunkering liquid toxic fuel from the fuel tank (11) to the bunkering ship or the toxic fuel supply station.

[0375] Referring to Fig. 30, at least a portion of the open surface (123) may be blocked by a shield (125, 126). The connecting end (132) may be connected to a loading line (L10) or the like at a predetermined height from the bottom of the bunkering section (12). The shield (125, 126) may block the upper and lower portions of the area where the connecting end (132) is connected to the loading line (L10), or the like. The shield (125, 126) may minimize the open surface (123). The shield (125, 126) may reduce the amount of toxic fuel discharged to the outside of the hull (110).

[0376] An upper shield (125) covering the upper portion of the open surface (123) may be installed in the bunkering section (12). The upper shield (125) may be installed in at least one of the frames forming the bunkering section (12). The upper shield (125) may be installed in at least one of the frames forming the open surface (123). The frame may form a perimeter of the open surface (123).

[0377] 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 to extend downward from the upper portion of the open surface (123).

[0378] The upper shielding portion (125) may be made of a tarp. The upper shielding portion (125) may be temporarily installed on the upper portion of the open surface (123). For example, the upper shielding portion (125) may be detachably installed on the upper portion of the open surface (123), or may be installed so as to be slidable from the upper portion to the lower portion of the open surface (123).

[0379] The lower shielding portion (126) covering the lower portion of the above-mentioned open surface (123) can be installed on the ship side outer plate (112). The lower shielding portion (126) can be formed to extend upward from the ship side outer plate (112).

[0380] The lower shielding portion (126) may be formed of a tarp or metal panel. The lower shielding portion (126) may be formed 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 portion (126) may be welded or bolted to the ship's side outer plate (112).

[0381] In addition, the lower shield (126) is made of a tarp and can be temporarily installed on the ship's side outer plate (112). For example, the lower shield (126) can be detachably installed on the ship's side outer plate (112) or can be installed so as to be slidable upward on the ship's side outer plate (112).

[0382] The above bunkering unit (12) may include a ventilator for ventilating the air in the internal space. The ventilator may ventilate the air in the internal space of the bunkering unit (12). The ventilator may suck outside air into the bunkering unit (12) through the open surface (123) of the bunkering unit (12) and discharge the air inside the bunkering unit (12) along a ventilation line (not shown) connected to the bunkering unit (12). The bunkering unit (12) may form a negative pressure in the internal space.

[0383]

[0384] Fig. 31 is a side view of a vessel according to a sixth embodiment of the present invention. Fig. 32 is a plan view of a vessel according to a sixth embodiment of the present invention. Fig. 33 is a cross-sectional view of a vessel according to a sixth embodiment of the present invention.

[0385] Referring to FIGS. 31 to 33, a vessel (2) according to a sixth embodiment of the present invention comprises: a hull (110) provided in a multi-axis form; 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 lower portion of the hull (110) and accommodating a pipe (131) for transmitting a fluid; and a recessed portion (PD1) having a center upwardly recessed in the bottom surface is provided at the stern (115) of the hull (110), and the pipe duct (PD) is formed with a first width in the left-right direction at the central portion of the hull (110), and is formed with a second width larger than the first width in the left-right direction at a portion of the hull (110) where the recessed portion (PD1) is formed.

[0386] A pipe duct (PD) may be installed at the center of the bottom of the hull (110). The pipe duct (PD) may extend in the longitudinal direction of the hull (110). However, in a multi-axis ship including multiple propulsion equipment, the bottom surface (113) at the center of the hull (110) is sunken upward, making it difficult to install the pipe duct (PD) at the center of the bottom of the hull (110).

[0387] In addition, the pipe duct (PD) may extend from the bow or center of the hull (110) to the engine room (13) that accommodates a demand source using toxic fuel. Considering the water head, the pipe duct (PD) is preferably arranged at a height of the base line (BL) of the hull (110) from the engine room (13). However, in a multi-axle hull vessel, it is difficult to arrange the pipe duct (PD) at a height of the base line (BL) of the hull (110) from the engine room (13).

[0388] Additionally, 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-axle vessels, it is difficult to form a pipe duct (PD) of a certain height at the center of the hull bottom.

[0389] Therefore, in a multi-axis ship, the pipe duct (PD) can be extended from the center of the hull (110) to the left and right to a point where the bottom surface (113) becomes the same height as the base line (BL).

[0390] In detail, a concave portion (PD2) extending downward in the left-right direction of the stern (115) of the hull (110) may be provided. The concave portion (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).

[0391] In detail, the above-mentioned recessed portion (PD1) and concave portion (PD2) may be provided at the front of the engine room (13). The above-mentioned recessed portion (PD1) and concave portion (PD2) may be provided below the fuel tank (11). The above-mentioned recessed portion (PD1) and concave portion (PD2) may be provided below the tank connection room (50a) or the fuel processing room (200a).

[0392] The pipe duct (PD) may extend in the left-right direction from the central portion of the hull (110) to a point where the bottom surface (113) of the hull (110) becomes equal in height to the base line (BL) of the hull (110). Specifically, the pipe duct (PD) may include a side wall (PD3) extending upward from the bottom surface (113) of the hull (110) at a point where the bottom surface (113) of the hull (110) becomes equal in height to the base line (BL) of the hull (110).

[0393] The point where the bottom surface (113) of the hull (110) becomes the same height as the base line (BL) of the hull (110) may refer to the lowest point of the hull (110). The lowest point of the hull (110) may be two or more bottom surfaces (113). The lowest point of the hull (110) may be arranged symmetrically on the left and right sides of the hull (110).

[0394] The above pipe (131) can 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 a ballast water pipe can be placed on the left or right side of the pipe duct (PD).

[0395] A vessel (2) according to the sixth embodiment of the present invention may be a container transport vessel.

[0396]

[0397] Fig. 34 is a plan view of a vessel according to the seventh embodiment of the present invention. Fig. 35 is a schematic diagram of the shelter form of Fig. 34.

[0398] Referring to Fig. 34, a vessel (2) according to the seventh embodiment of the present invention may be provided with a fuel tank (11) and a fuel supply unit (20) on the stern upper deck (111). The vessel (2) may be provided with a bunkering unit (12) at the center of the hull (110).

[0399] The above vessel (2) may be provided with an escape route (ER) along the length of the hull (110) on the upper deck (111). The escape route (ER) may be connected to a cabin or a ship's store on the bow side, and may be connected to an engine room or the like on the stern side.

[0400] Route signals (not shown) may be provided along the escape route (ER) to guide the escape route. The route signals may guide workers in the opposite direction from the point of toxic fuel leakage.

[0401] The above escape route (ER) may be provided with a shelter (SH) having a sealed structure. The shelter (SH) may have an airlock structure. The shelter (SH) may be provided with protective equipment that can be worn by workers.

[0402] The above escape route (ER) or the above shelter (SH) may be provided with a fire prevention material supply unit that supplies fire prevention materials to the escape route (ER) or the above shelter (SH). The fire prevention material supply unit may supply seawater or water as the fire prevention material. A sprinkler installed in preparation for a fire may be used as the fire prevention material supply unit.

[0403]

[0404] Hereinafter, with reference to FIG. 36, etc., a ship (100) equipped with the fuel processing system (1) described above will be described.

[0405] Fig. 36 is a side view of a vessel according to the eighth embodiment of the present invention, Fig. 37 is a plan view of a vessel according to the eighth embodiment of the present invention, and Fig. 38 is a front view of a vessel according to the eighth embodiment of the present invention. Fig. 39 is a conceptual diagram of a shelter provided in a vessel according to the ninth embodiment of the present invention. For reference, the vessel (100) of Figs. 36 to 39 may be a bulk carrier or the like, but the vessel type is not limited thereto.

[0406] Referring to FIGS. 36 to 38, a vessel (100) according to the eighth embodiment of the present invention can be equipped with the fuel processing system (1) described above on a hull (110). The vessel (100) is provided with a fuel tank (11), a cargo tank (210), a cabin (400), a fuel processing room (300), an evacuation room (500), etc.

[0407] A fuel tank (11) is provided on the hull (110) of a ship (100) and stores toxic fuel. The fuel tank (11) is as described above, and may be provided in one or more forms. The fuel tank (11) may be provided on the upper portion of the hull (110), and may be arranged on the upper deck (120), for example. The fuel tank (11) may be provided as an independent type such as Type B or C, and may be installed to be supported on the deck (120).

[0408] The fuel tank (11) is provided at the front of the cabin (400) and may be provided in the forward and backward direction on the deck (120). This is to secure visibility from the wheelhouse on the upper part of the cabin (400). The fuel tank (11) may be provided to be offset to the port or starboard direction, and at this time, a fuel supply unit (20) of the fuel processing system (1), etc. may be provided on the opposite side of the fuel tank (11). A cargo line (not shown) may be provided on the deck (120) to unload cargo stored in the cargo tank (210) to the outside or to deliver cargo delivered from the outside to the cargo tank (210). Therefore, the fuel tank (11) may be provided to be offset to one side in the left and right direction so as not to interfere with the cargo line.

[0409] The toxic fuel stored in the fuel tank (11) is delivered to the engine (E) at the stern via the fuel processing room (300) where the fuel supply unit (20) and the like are accommodated. At this time, since the fuel is supplied to the engine (E) at a low temperature, at least a portion of the fuel supply line (L20) may be formed of a double pipe. The fuel supply line (L20) may extend from the fuel tank (11) via the fuel processing room (300) to the engine room (111) where the engine (E) is accommodated.

[0410] A vent mast (44) may be provided in front of the fuel tank (11). The vent mast (44) may discharge fuel discharged from the fuel tank (11) into the atmosphere. However, considering the toxicity of the fuel, the vent mast (44) may discharge the fuel discharged from the fuel tank (11) into the atmosphere at a level below a certain ppm.

[0411] The vent mast (44) provided in front of the fuel tank (11) can also be responsible for ventilation of the fuel processing room (300) to be described later. Since fuel may be mixed in the air discharged from inside the fuel processing room (300), such air can be discharged into the atmosphere through the vent mast (44). In addition, the vent mast (44) can discharge fuel delivered from a fuel supply unit (20) provided within the fuel processing room (300).

[0412]

[0413] A cargo tank (210) is provided within the hull (110) and stores cargo. At this time, the cargo stored in the cargo tank (210) may be a fluid or a solid, but is not limited thereto. In addition, the cargo stored in the cargo tank (210) may be the fuel described above. A plurality of cargo tanks (210) may be provided along the longitudinal direction of the hull (110).

[0414] The part of the hull (110) where the cargo tank (210) is provided can be defined as the cargo area (200). The cargo area (200) may encompass both the part inside the hull (110) where the cargo tank (210) is formed and the upper part of the cargo tank (210) on the upper deck (120) of the hull (110). The cargo tank (210) may be formed by a bulkhead or the like forming the cargo area (200) inside the hull (110). Alternatively, a separate cargo tank (210) may be accommodated within the cargo area (200). For safety reasons, a cabin (400), etc. may not be arranged in the cargo area (200). Accordingly, the central part, excluding the stern where the cabin (400) is provided on the deck (120) of the hull (110) and the bow where mooring equipment (not shown) is provided, can be defined as the cargo area (200).

[0415] A manifold (220) may be provided in the cargo area (200) on the deck (120) of the hull (110). The manifold (220) is provided for the unloading of cargo, and may be used when unloading cargo from a cargo tank (210) to an external port, etc., or loading cargo into the cargo tank (210) from the outside. The manifold (220) may be provided to include a plurality of fluid lines, and a tray (not shown) for collecting cargo leaking from a connecting end of a cargo line may be provided in the manifold (220). If there is a demander that consumes cargo within the ship (100), the cargo collected in the tray may be delivered to the demander and recycled.

[0416] A bunkering section (12) may be provided in the cargo area (200). The bunkering section (12) may be used to load fuel into a fuel tank (11) or to unload fuel from the fuel tank (11) to the outside. The bunkering section (12) may be arranged on the ship side at a position adjacent to the manifold (220). For example, the bunkering section (12) may be arranged at the rear of the manifold (220) so as to be arranged adjacent to the fuel tank (11), and a loading line (L10) is connected from the bunkering section (12) to the fuel tank (11).

[0417] The bunkering section (12) may be provided on the left and right sides of the deck (120) of the hull (110). In addition, the bunkering section (12) may have a sealed top, front and rear, and inner side surfaces, except for the outer side surface that is open for loading and unloading of fuel, in order to suppress the spread of toxic fuel.

[0418] A passageway may be provided on the deck (120) of the hull (110). The passageway may extend along the longitudinal direction of the hull (110) from the upper portion of the cargo tank (210). The passageway may be provided at a height higher than the deck (120) as a passageway for workers to safely move in the cargo area (200) on the deck (120). For reference, the passageway provided on the cargo area (200) may be conveniently referred to as a work passageway (240) to distinguish it from an evacuation passageway (420). In other words, the passageway may be used to mean both an evacuation passageway (420) and a work passageway (240).

[0419] The passageway may be equipped with lighting (not shown) for evacuation purposes. Lighting may be installed along the length of the passageway. Lighting can be used to visually guide workers to hazardous and safe areas in case of fuel leaks.

[0420] For example, if there is a fuel leak at the bow, the lighting may guide workers to evacuate along the passageway toward the stern, and conversely, if there is a fuel leak at the stern, the lighting may guide workers to evacuate toward the bow.

[0421] The work passage (240) may be provided to extend from the cabin (400) to the bow and pass through the cargo area (200). The work passage (240) may be connected to the evacuation passage (420) of the cabin (400) described later, and workers in the cargo area (200) may enter the work passage (240) and then move to the stern to quickly access the evacuation passage (420). The evacuation passage (420) may be provided on the left or right side of the cabin (400), and the work passage (240) may be provided in the central portion in the left-right direction in the cargo area (200). Accordingly, the work passage (240) may have a form that is deflected in the left-right direction from a portion adjacent to the stern in order to be connected to the evacuation passage (420).

[0422] The work passage (240) may be provided to bypass the fuel tank (11) and the fuel processing room (300). The work passage (240) may extend forward from the escape passage (420) of the cabin (400), and may extend in the front-back direction from the left side of the fuel processing room (300). The work passage (240) may extend slantedly in the left-right direction from the front side of the fuel processing room (300), and may then extend forward from the center side in the left-right direction. The work passage (240) is provided to pass through the manifold (220), and by being provided as centrally as possible in the cargo area (200), the approach distance of workers may be minimized.

[0423] A shelter (230) may be provided in the cargo area (200). A plurality of shelters (230) may be provided, and may be placed at positions spaced apart by a certain distance in the forward and backward directions on the deck (120) of the hull (110). The shelter (230) may be a space or room where workers can rest. The shelter (230) may be placed adjacent to a passageway and connected to the passageway. Accordingly, workers can easily access the shelter (230) while moving forward or backward in the cargo area (200) through the passageway.

[0424] The shelter (230) may also be used as an evacuation room (500) described later. The fuel tank (11) located in the cargo area (200) stores toxic fuel, and there is a risk of toxic fuel leaks in the fuel processing room (300) within the cargo area (200). Therefore, the shelter (230) may have a structure capable of blocking the intrusion of toxic fuel and safely protecting workers.

[0425] The shelter (230) can protect workers from the toxicity of fuel. For this purpose, the shelter (230) may be in the form of an independent room. A door (not shown) may be provided in a portion adjacent to the passageway, and the door of the shelter (230) may be provided as an airlock. The shelter (230) may be equipped with a facility for ventilating the internal air, and ventilation and internal pressure may be controlled to prevent fuel leaking from the cargo area (200) from entering.

[0426] The shelter (230) is similar to the evacuation room (500) described below, but unlike the evacuation room (500) which is provided by being slits on the hull (110), a number of shelters are placed on the cargo area (200) to assist in emergency evacuation. It should be noted that the contents described below for the evacuation room (500) can be applied to all shelters (230), and conversely, the contents for the shelter (230) can also be applied to the evacuation room (500).

[0427] The shelter (230) can be supplied with air for the worker's breathing. The air supplied to the shelter (230) may be delivered via an air utility line (not shown). The hull (110) is provided with an air utility line along the length thereof, etc., and the air utility line is configured to supply air to equipment installed on the deck (120) of the hull (110). At this time, the equipment is driven by receiving energy, and may be configured to combust air or compress air.

[0428] However, since the air supplied to the equipment by the air utility line may contain foreign substances such as lubricants, a filter (not shown) may be provided between the air utility line and the shelter (230) to purify the air flowing in from the air utility line.

[0429]

[0430]

[0431] A cabin (400) is provided at the stern of the hull (110). The cabin (400) may be a space where workers (such as sailors) reside, and also includes a space for controlling the operation of the vessel (100). A wheelhouse for controlling operation is provided at the upper portion of the cabin (400), and as described above, a fuel tank (11) may be arranged along the longitudinal direction to secure a forward view from the wheelhouse. In addition, the wheelhouse is provided to protrude forward from the cabin (400), thereby further securing visibility in front of the wheelhouse.

[0432] The cabin (400) may be provided above the engine room (111) where the engine (E) is accommodated at the stern. The front of the cabin (400) may be provided parallel to the front of the engine room (111), and a pump room (not shown), a slop tank (not shown), and other voids (not shown) may be provided between the front of the engine room (111) and the cargo area (200). In addition, an oil tank that can be used as fuel may be provided between the front of the engine room (111) and the cargo area (200).

[0433] A fuel supply line (L20) can enter the engine room (111) via a cabin (400) provided on the upper surface of the engine room (111). The fuel supply line (L20) extends from a fuel processing room (300) provided in the cargo area (200) to the cabin (400), and after flowing into the interior of the cabin (400), can vertically penetrate the floor of the cabin (400) and be connected to the engine room (111). Thereafter, the fuel supply line (L20) can be connected to a propulsion engine (E) or a power generation engine (E) provided in the engine room (111) to deliver fuel to the propulsion engine (E).

[0434] The cabin (400) is provided with a window. While the window can be kept tight when closed, it can be interpreted as an open area under regulations. Accordingly, the cabin (400) may be provided with a cover (not shown) that can cover the window, etc. The cover can secure safety by covering the window and other openings provided in the cabin (400).

[0435] For example, the cover part may have a fixed end installed at a certain point in the cabin (400) and may be expanded by unfolding from the fixed end. At this time, the way the cover part expands may be sliding, rolling, etc. The cover part may be provided so that it maintains a reduced shape by a fixing device (not shown) and then surrounds the cabin (400) when the fixing device is released. For example, the cover part may have a form in which a flexible sheet of fabric, etc. is wound and then unwound as needed to cover the cabin (400). Such a cover part may be provided so as to cover the front, the rear, and both sides of the cabin (400).

[0436] The cover part is made of reinforced vinyl or fabric type materials, and various materials capable of maintaining gas tightness can be used. The cover part can operate based on the detection signal of the gas detector installed in the hull (110), and can protect workers residing in the cabin (400) by turning the cabin (400) into a sealed state similar to the sealed room treatment of the evacuation zone described below. In particular, the cover part effectively protects workers who are sleeping or in a defenseless state at night and enables a safe initial response.

[0437] An escape boat (410) may be provided on one side of the cabin (400). The escape boat (410) may be fixed around the cabin (400), and in the event of an accident requiring emergency evacuation on the ship (100), workers may board the escape boat (410) to evacuate. An escape passage (420) may be provided in the cabin (400) to ensure access to the escape boat (410). The escape passage (420) may be connected to a work passage (240) provided in the cargo area (200). Workers located on the deck (120) in the cargo area (200) may evacuate to the stern through the work passage (240) and reach the escape boat (410) provided in the escape passage (420).

[0438] The escape passage (420) is connected to the escape boat (410) provided on the side of the cabin (400), and the escape passage (420) may form a passage that is at least partially sealed. If toxic fuel such as ammonia leaks in the cargo area (200), workers moving toward the escape boat (410) using the escape passage (420) may also be at risk. Therefore, to prevent the toxicity of the fuel from being transmitted to workers moving in the escape passage (420), the escape passage (420) may be partially sealed. Here, the sealing of the escape passage (420) means that the inflow of fuel is blocked, and in addition to being structurally sealed, it can be interpreted as including a structure that fluidically blocks the inflow of fuel. That is, at least a portion of the escape passage (420) may be controlled to positive pressure, and in this case, the inflow of fuel may be suppressed in that portion.

[0439] The escape passage (420) may have sealed portions located on both sides of the cabin (400), while the portion for boarding the escape boat (410) may be open. That is, the escape passage (420) may form a sealed passage up to a position adjacent to the boarding port (411) of the escape boat (410). However, in the present embodiment, a protection member (421) may be added to the escape passage (420) so that the worker can be protected from the toxicity of the fuel even when boarding the escape boat (410). The protection member (421) may be made of a flexible material and may be provided to seal the periphery of the boarding port (411). One end of the protection member (421) may be connected to the escape passage (420), and the other end may be deformed to move away from or closer to the one end. The protective member (421) may be elastic, and the other end of the protective member (421) may be in close contact with the boarding port (411) of the escape boat (410). When the protective member (421) contracts in a direction in which the other end of the protective member (421) approaches one end, the area around the boarding port (411) of the escape boat (410) may be exposed to the outside. On the other hand, when the protective member (421) is extended and deformed in a direction in which the other end of the protective member (421) moves away from one end, the area around the boarding port (411) of the escape boat (410) may be appropriately covered by the protective member (421). Therefore, workers can safely board the escape boat (410) through the work passage (240), the evacuation passage (420), and the protective member (421).

[0440] The escape passage (420), the work passage (240), the interior of the protection section (421), etc. may all be referred to as a passage section. This passage section creates a path for workers to move in the hull (110), but may include a blocking section (422, 423) to protect workers from fuel.

[0441] The blocking member (422, 423) can spray a substance that blocks the inflow of fuel into an escape passage (420), etc. The passage to which the blocking member (422, 423) is applied may be a work passage (240), etc. in addition to the escape passage (420), and the blocking member (422, 423) can also be applied to any space where workers temporarily stay or move.

[0442] The barriers (422, 423) can spray a substance into the passage to dissolve the fuel or prevent it from entering in case of a toxic fuel leak. The barriers (422, 423) can spray a liquid, such as water, that is capable of dissolving the toxic fuel while being harmless to the operator. Additionally, the barriers (422, 423) can spray air to form an air curtain to prevent the intrusion of toxic fuel.

[0443] In particular, the blocking portions (422, 423) may include a first blocking portion (422) and a second blocking portion (423). The first blocking portion (422) and the second blocking portion (423) may be provided in an inside-outside direction in the passage. That is, the first blocking portion (422) may be provided adjacent to the worker, and the second blocking portion (423) may be provided to surround the outside of the first blocking portion (422). Through this, fuel is doubly blocked from spreading to the worker in the escape passage (420), etc.

[0444] The first blocking member (422) can spray a first substance to block the inflow of fuel around the passage. As previously mentioned, the first substance may be a liquid, such as water, capable of dissolving toxic fuel. The first substance may have the function of preventing diffusion by causing the toxic fuel to fall, and may have a relatively high density or large sprayed particles compared to the second substance.

[0445] A second blocking member (423) may be provided on at least one of the inner and outer sides of the injection area of ​​the first substance. The second blocking member (423) injects a second substance into the passage, which may be different from the first substance. For example, the second substance may be air. The second substance may form a fluid curtain to block the inflow of toxic fuel, and the second substance may have a higher injection pressure or a relatively faster injection speed than the first substance.

[0446] By overlappingly spraying the first and second substances in the inward and outward directions of the escape passage (420) by the blocking members (422, 423), workers passing through the escape passage (420) can be protected from toxic fuel by the second substance and additionally protected from the toxicity of the fuel by the first substance. Therefore, the present embodiment can achieve a sealing function that ensures worker safety by forming a double curtain using a fluid instead of structurally sealing the unsealed portion of the escape passage (420).

[0447] The blocking member (422, 423) is provided at the upper portion of the escape passage (420) and can spray the first material and the second material, or the first material, which is a liquid, can be sprayed downward from the upper portion, while the second material, which is a gas, can be sprayed from the upper portion and the lower portion. This can be determined in various ways depending on the height of the escape passage (420), etc.

[0448] The blocking members (422, 423) can spray the first and second substances around the boarding gate (411) of the escape boat (410) in the evacuation passage (420). This allows the worker to escape safely even if the point where the boarding gate (411) of the escape boat (410) connects to the evacuation passage (420) is exposed to the outside. In addition, in the present embodiment, the blocking members (422, 423) may be installed in the escape boat (410) in addition to being installed in the evacuation passage (420). That is, the first blocking member (422) and the second blocking member (423) may be installed around the boarding gate (411) in the escape boat (410) at a position where the spraying of the first and second substances overlap. Alternatively, a first blocking section (422) may be provided in the evacuation passage (420), and a second blocking section (423) may be provided in the escape boat (410) to spray a second substance around the area where the first substance is sprayed. Of course, the opposite case is also possible, where the second blocking section (423) is provided in the evacuation passage (420) and the first blocking section (422) is provided in the escape boat (410).

[0449] A cargo control room (430) (CCR) for handling cargo may be provided in at least a portion of the cabin (400). The cargo control room (430) may be a space where a control panel for integrated control of equipment provided within the cargo area (200) is provided, and cargo unloading, handling, etc. may be managed. The cargo control room (430) may be provided above the deck (120) and below the wheelhouse in the cabin (400), and for example, may be positioned above the height where the escape passage (420) is located.

[0450] In addition, in the present embodiment, the panel in charge of the function of the engine (E) control room (ECR, Engine Control Room) that was placed in the engine room (111) can be placed in the cargo control room (430). That is, the cargo control room (430) can be integrated with the engine (E) control room, and the engine (E) control room in the engine room (111) can be deleted or used for engine (E) control together with the cargo control room (430). Since toxic fuel flows in the engine room (111), the risk of a safety accident due to fuel leakage is very high. In addition, if the fuel leaks, there is a concern that the engine (E) control using the engine (E) control room in the engine room (111) will become impossible because workers will not be able to enter the engine room (111). However, in this embodiment, the engine (E) control room is provided on the cabin (400) outside the engine room (111), so that even if fuel leaks inside the engine room (111) due to an emergency or abnormal operation, the worker can be safely protected while the engine (E) can be stably controlled.

[0451] In addition, when the engine (E) control room is integrated into the cargo control room (430), the engine room (111) space can be reduced. In this case, the height of the engine room (111) can be lowered, and the ventilation fan and fire fighting capacity applied to the engine room (111) can be reduced.

[0452] In addition, the upper surface of the engine room (111), which is the upper deck (120), was installed higher than the upper surface of the steering room (113), which is the sunken deck. However, in this embodiment, as the height of the engine room (111) is lowered, the upper surface of the engine room (111) can be made parallel to the upper surface of the steering room (113). In other words, at least the upper surface of the engine room (111) can be installed at the height of the sunken deck. In addition, if a reduction in cargo loading capacity is possible, the deck (120) of the cargo area (200) can also be lowered.

[0453]

[0454] The fuel processing room (300) processes the fuel stored in the fuel tank (11). The fuel processing room (300) may be a space that accommodates the fuel supply unit (20), fuel discharge unit (30), etc. of the fuel processing system (1) described above. Due to the toxicity of the fuel, the fuel supply unit (20), fuel discharge unit (30), etc. may be placed in a space that is separately partitioned in the ship (100), and the space that accommodates the fuel supply unit (20), fuel discharge unit (30), etc. may be defined as the fuel processing room (300).

[0455] The fuel processing room (300) may be provided on the deck (120) of the ship (100) or may be positioned at a certain point inside the hull (110). In addition, the fuel processing room (300) may be formed in a sealed form to prevent leakage of toxic fuel. The fuel processing room (300) may be provided on one side of the fuel tank (11) on the deck (120) of the hull (110). For example, as shown in FIG. 37, the fuel processing room (300) may be provided on one side of the fuel tank (11) in the left-right direction.

[0456] A fuel supply line (L20) extending from a fuel tank (11) flows into the fuel processing room (300), and the temperature and pressure of the fuel can be appropriately processed to meet the requirements of the engine (E), which is the user, by the fuel supply unit (20) within the fuel processing room (300). Thereafter, the fuel can flow along the fuel supply line (L20) extending toward the stern from the fuel processing room (300).

[0457] A passageway may be provided on one side of the fuel processing room (300). The passageway may be provided on the left side of the fuel processing room (300). A worker moving along the passageway may move forward or backward, bypassing the fuel processing room (300).

[0458] Of course, the passageway can also be arranged to pass through the upper surface of the fuel processing room (300). In this case, the passageway can be arranged to slope upward or downward depending on the height of the fuel processing room (300). That is, a passageway having a height lower than the fuel processing room (300) can extend upward from immediately before the fuel processing room (300), pass through the upper surface of the fuel processing room (300), and then extend downward from immediately after the fuel processing room (300).

[0459] Since the previously described barriers (422, 423) can be provided in the passageway, even if fuel leaks in the fuel processing room (300), workers moving along the passageway can be protected from toxicity. However, the barriers (422, 423) provided adjacent to the fuel processing room (300) can be activated first when a fuel leak is detected in the fuel processing room (300). For this purpose, it goes without saying that a gas detector can be provided in the fuel processing room (300).

[0460] The fuel processing room (300) can be ventilated for its internal space. Ventilation can be performed a certain number of times over a certain period of time. To this end, the fuel processing room (300) may be provided with an air supply unit (not shown) and an exhaust unit (not shown). The air supply unit and exhaust unit may be referred to as a ventilation unit (310).

[0461] The air supply unit supplies air from outside the fuel processing room (300) into the fuel processing room (300). The air supply unit can forcibly inject outside air into the fuel processing room (300) using an air supply fan (not shown), etc. Alternatively, the air supply unit can be provided with an air supply duct or a damper, etc., and the fuel processing room (300) can be provided such that when the exhaust unit forcibly discharges the inside air to the outside of the fuel processing room (300), outside air is naturally sucked in through the air supply unit.

[0462] The exhaust section discharges the air inside the fuel processing room (300) to the outside. The exhaust section can forcibly discharge the internal air to the outside of the fuel processing room (300) using an exhaust fan (not shown) or the like. The exhaust section may be provided with a mushroom fan or the like and may include one or more mushroom fans. Alternatively, the exhaust section may include an exhaust duct or the like similar to the supply duct.

[0463] The air exhausted from the exhaust unit may contain fuel leaked from the fuel processing room (300), depending on the situation. Therefore, since the exhausted air may be toxic, it is desirable to limit its release into the atmosphere. Accordingly, the exhaust unit can control the exhaust flow depending on whether fuel leaks occur.

[0464] The exhaust unit can discharge the internal air of the fuel processing room (300) into the atmosphere or transfer the air to the fuel neutralization unit (40). That is, the exhaust unit can include an exhaust fan for circulating the internal air of the fuel processing room (300) and an exhaust fan for transferring fuel leaking from the internal space of the fuel processing room (300) to the fuel neutralization unit (40). In this case, the exhaust unit can adjust the pressure inside the fuel processing room (300) to negative pressure, etc., so that the fuel leaked from the fuel processing room (300) does not escape to the air supply unit. That is, after the inside of the fuel processing room (300) is controlled to negative pressure by the exhaust unit, the air supply duct of the air supply unit is opened, so that external fuel leakage can be suppressed.

[0465] The exhaust fan for circulating the internal air of the fuel processing room (300) in the exhaust section may be a mushroom fan, etc., and the exhaust fan for transferring the leaked fuel to the fuel neutralization section (40) may be provided as a blower, compressor, ejector, etc. In the case of the ejector, the leaked fuel can be sucked in using air or a neutralizing agent supplied from the outside as a working fluid. In other words, the exhaust fan for circulating the internal air in the exhaust section and the exhaust fan for transferring the leaked fuel may be provided to have different specifications.

[0466] Alternatively, the exhaust unit may use an exhaust fan to circulate the internal air of the fuel processing room (300) to transfer the fuel leaked from the fuel processing room (300) to the fuel neutralization unit (40). That is, instead of providing a separate fan to transfer air to the fuel neutralization unit (40), the exhaust unit may use an exhaust fan provided for air circulation to transfer air to the fuel neutralization unit (40). In this case, the exhaust fan is provided as a variable controllable type and may be switched between a first mode in which it operates at a first load to circulate the interior of the fuel processing room (300) and a second mode in which it operates at a second load to transfer air from the fuel processing room (300) to the fuel neutralization unit (40). Since the first mode is for ventilation of the fuel processing room (300), while the second mode is for processing fuel leaked within the fuel processing room (300), the second mode may have a relatively higher load than the first mode.

[0467] Conversely, the exhaust unit may also be configured to use an exhaust fan to circulate air in the fuel processing room (300) to transfer leaked fuel. Alternatively, the fuel processing room (300) may be controlled to maintain a relatively positive pressure inside compared to the outside. In this case, the exhaust unit may be configured with an exhaust duct or damper without an exhaust fan, and the exhausted air may flow freely.

[0468] The interior of the fuel processing room (300) is maintained at a relatively high pressure compared to the scrubber (41) of the fuel neutralization unit (40), so that air can be transferred from the fuel processing room (300) to the fuel neutralization unit (40) in free flow without compression.

[0469] The air that is exhausted from the exhaust port and then transferred to the fuel neutralization unit (40) can be discharged to the outside or circulated into the fuel processing room (300) through the air supply port. If a fuel leak occurs inside the fuel processing room (300), the air transferred from the exhaust port to the fuel neutralization unit (40) may contain fuel. At this time, the fuel neutralization unit (40) must control the concentration of the fuel below a certain value in order to release the air into the atmosphere, and for this purpose, the fuel neutralization unit (40) must have a size that can supply sufficient neutralizing agent to the air. In other words, the fuel neutralization unit (40) may have to be provided with excessive specifications depending on the volume of the fuel processing room (300), the amount of air circulation, the amount of exhaust from the exhaust port, etc.

[0470] To resolve this, the fuel neutralization unit (40) that receives air from the exhaust unit can discharge air containing fuel above a certain concentration to the outside of the fuel neutralization unit (40), and at least a portion of the air discharged from the scrubber (41) can be delivered to the air supply unit. That is, since the air discharged from the fuel neutralization unit (40) recirculates through the fuel processing room (300), even when a relatively small-sized scrubber (41) is used, the concentration of the fuel can be appropriately limited when discharging air to the fuel processing room (300).

[0471] While a fuel supply unit (20) and a fuel discharge unit (30) are provided within the fuel processing room (300), a fuel neutralization unit (40) may be provided outside the fuel processing room (300). That is, a fuel neutralization unit (40) may be provided in an area adjacent to the fuel processing room (300) outside the fuel processing room (300). For example, a scrubber (41) and an absorption tank (42), etc. may be arranged in front of the fuel processing room (300). The scrubber (41), etc. may be arranged in front of the fuel processing room (300), and the wastewater tank (43), etc. may be arranged in front of the scrubber (41). The fuel processing room (300), the scrubber (41), the wastewater tank (43), etc. may be arranged spaced apart from each other, but they may also be provided at least partially as one unit.

[0472] Unlike what is shown in the drawing, the fuel processing room (300) may be provided as an integral part of the cabin (400). The fuel processing room (300) may be arranged at a lower portion of the cabin (400). However, in order to avoid a case where the cabin (400) and the fuel processing room (300) are in direct contact, at least a portion of the lower portion of the cabin (400) may be formed of a piloti structure, and the fuel processing room (300) may be arranged so as not to overlap the piloti structure in the cabin (400).

[0473]

[0474] The evacuation room (500) is provided within the hull (110) and protects workers from the toxicity of fuel. As previously mentioned in the shelter (230), the evacuation room (500) can be used for emergency evacuation. The evacuation room (500) is provided in a manner that allows workers to enter and exit, and fuel leaking into the hull (110) is prevented from entering the evacuation room (500).

[0475] The evacuation room (500) may be provided in a stern-shaped form in the hull (110). The evacuation room (500) may be provided in at least one of the rooms already provided in the hull (110), and such a room itself may be used as the evacuation room (500). For example, the evacuation room (500) may be provided in the steering gear room (113) provided in the stern, the maintenance store provided in the bow, etc. Alternatively, the evacuation room (500) may be provided in a void provided between the engine room (111) and the cargo area (200).

[0476] The evacuation room (500) may be provided with a ventilation opening (510) through which air flows in an internal and external direction. The ventilation opening (510) may be responsible for ventilation within the evacuation room (500). However, the ventilation opening (510) may be operable in normal situations where there is no fuel leak, and may be provided in a blockable manner. If a fuel leak is detected in the hull (110), the ventilation opening (510) may be controlled to be blocked. In other words, the ventilation opening (510) may be provided with an openable damper or the like, so that the opening of the evacuation room (500) may be completely blocked as needed.

[0477] An entrance (520) is provided in the evacuation room (500). An airlock may be applied to the entrance (520). Workers may enter the evacuation room (500) through the entrance (520), and the entrance (520) may block the inflow of fuel based on a double-blocking structure.

[0478] The evacuation room (500) may be provided with an isolation control unit (530). The isolation control unit (530) blocks the ventilation opening (510) of the evacuation room (500) to make the evacuation room (500) a sealed room for a certain period of time. If fuel such as ammonia leaks from the hull (110), workers can quickly evacuate to the evacuation room (500). At this time, the entrance (520) of the evacuation room (500) is protected from the inflow of fuel by an airlock, whereas if the ventilation opening (510) is open, the possibility of fuel inflow cannot be ruled out. Therefore, the isolation control unit (530) structurally blocks the ventilation opening (510) to prevent both the inflow and outflow of air into the evacuation room (500), thereby making the evacuation room (500) a sealed room.

[0479] Unlike the shelter (230), the evacuation room (500) has a spherical structure and can form a relatively large space. Therefore, even if the evacuation room (500) is sealed, it can guarantee the survival of workers for a certain period of time. Multiple workers can remain within the evacuation room (500) and wait until the fuel leak is resolved.

[0480] The evacuation room (500) may be equipped with equipment to control the engine (E). That is, the evacuation room (500) may additionally function as an Engine Control Room (ECR). Accordingly, while evacuated to the evacuation room (500), the worker can control the engine (E) and other equipment to move the vessel (100) to a safe location or a location where assistance can be received.

[0481] The isolation control unit (530) can confirm the time of fuel leakage from the hull (110) through a gas detector, etc., and control whether the evacuation room (500) is sealed. In addition, the isolation control unit (530) can initiate blocking of the ventilation hole (510) based on the time of fuel leakage and the time when a worker enters or exits the evacuation room (500). For example, the isolation control unit (530) can confirm the time and degree required for the leaking fuel to spread to the evacuation room (500), whether a worker has entered the evacuation room (500), etc., based on the location of the evacuation room (500) and the gas detector, and initiate sealing of the evacuation room (500).

[0482] Additionally, the isolation control unit (530) can set the sealed isolation time according to the area of ​​the evacuation room (500). The evacuation rooms (500) provided at the bow or stern may have different areas, and the time for which the evacuation is possible may be set to, for example, several hours, depending on the area.

[0483] However, the sealed room isolation time can be preset for each area of ​​each evacuation room (500) and adjusted in consideration of fuel leak situations, etc. For example, if the amount of residual fuel that may leak in the future from the area where the leak occurred is not large, the sealed room isolation time can be adjusted to a reduced level.

[0484] The isolation control unit (530) may include an air injection unit (540) that injects air into the interior of the evacuation room (500). The air injection unit (540) may be provided separately from the ventilation opening (510), or the ventilation opening (510) may be utilized as the air injection unit (540). However, the ventilation opening (510) delivers air from outside the evacuation room (500) into the interior of the evacuation room (500), whereas the air injection unit (540) may only deliver air delivered from a separate air storage facility into the interior of the evacuation room (500).

[0485] In this embodiment, the evacuation room (500) can be maintained as a sealed room for a certain period of time in the event of a fuel leak, and after the sealed room isolation time has elapsed, the isolation control unit (530) can inject air into the interior of the evacuation room (500). The air injection unit (540) may have a form that is not connected to the outside, and the air injection by the air injection unit (540) can have the effect of extending the sealed state of the evacuation room (500).

[0486] However, this embodiment basically blocks areas in the evacuation room (500) where fluid movement or leakage is possible, thereby keeping the evacuation room (500) sealed and safely protecting workers inside the evacuation room (500). In the event that the sealed room isolation time has inevitably passed, air is supplied inside the evacuation room (500) using the air injection unit (540) to help workers survive.

[0487] The air injection unit (540) may utilize an air utility line provided on the hull (110). As previously described, the air utility line is provided on the deck (120) of the hull (110) and is configured to supply air to various equipment. The air supplied to the equipment by the air utility line may contain lubricants, etc. Therefore, the air injection unit (540) may utilize a filter (not shown) to separate lubricants, etc. from the air flowing in from the air utility line.

[0488] A blocking member (422, 423) may be provided in an opening provided in the evacuation room (500) to block the inflow of fuel. As described above, the blocking member (422, 423) may be configured to spray a substance that dissolves fuel or impedes the flow of fuel. The blocking member (422, 423) may spray water or air into an opening such as a ventilation hole (510) provided in the evacuation room (500) to block the inflow of fuel. As described above, the ventilation hole (510) may be structurally blocked by an isolation control member (530), but since it may be difficult to achieve complete airtightness, the blocking member (422, 423) may be used to help seal the evacuation room (500).

[0489]

[0490] Fig. 40 is a side view of a vessel according to a ninth embodiment of the present invention, Fig. 41 is a plan view of a vessel according to a ninth embodiment of the present invention, and Fig. 42 is a front view of a vessel according to a ninth embodiment of the present invention. For reference, the vessel (100) of Figs. 40 to 42 may be a gas carrier transporting gas such as LPG, ammonia, or CO2, but the vessel type is not limited thereto.

[0491] Below, the differences between this embodiment and the previous embodiment will be explained, and any omitted parts will be replaced with the previous content. This also applies to other embodiments below.

[0492] Referring to FIGS. 40 to 42, a vessel (100) according to the ninth embodiment of the present invention may have a plurality of fuel tanks (11) provided on the deck (120) of the cargo area (200). At this time, the fuel tanks (11) may be respectively arranged on the port and starboard sides of the deck (120). However, the fuel tanks (11) on the port side and the fuel tanks (11) on the starboard side may be provided with different volumes. The volumes of the two fuel tanks (11) may be appropriately determined in consideration of the structural stability of the vessel (100), etc.

[0493] In addition, in this embodiment, a plurality of cargo tanks (210) are provided in a cargo area (200) inside a hull (110), and the cargo area (200) may be structurally divided according to the number of cargo tanks (210) in order to accommodate each cargo tank (210) in an independent space. That is, the cargo area (200) may be divided into a first cargo area (200) that accommodates a first cargo tank (210) in a direction from the bow to the stern, a second cargo area (200) that accommodates a second cargo tank (210), etc.

[0494] The cargo tank (210) stores fluid therein, and a cargo inlet / outlet means may be provided in the cargo tank (210) for unloading the fluid. The cargo inlet / outlet means may be a dome (211), but is not limited thereto, and may include a cargo pump, etc. The dome (211) of the cargo tank (210) may have a lower end provided on the upper surface of the cargo tank (210) and an upper end provided on the upper part of the deck (120).

[0495] The fluid stored in the cargo tank (210) may be forcibly liquefied. In this case, the fluid may be vaporized due to heat penetration into the cargo tank (210), thereby increasing the internal pressure of the cargo tank (210). If necessary, some of the fluid may be discharged from the cargo tank (210) to the outside. The fluid discharged from the cargo tank (210) may be released into the atmosphere through a vent mast (44) provided on the deck (120) of the hull (110).

[0496] A vent mast (44) may be assigned to each cargo tank (210) to discharge cargo into the atmosphere. That is, a vent mast (44) may be placed for each of the first cargo tank (210) to the fourth cargo tank (210), etc. Accordingly, a plurality of vent masts (44) may be spaced apart in the forward and backward direction on the deck (120) of the hull (110).

[0497] However, the vent mast (44) assigned to the third cargo tank (210) may be placed at the rear of the dome (211) of the third cargo tank (210) in consideration of interference with the manifold (220), etc. Accordingly, the vent mast (44) of the third cargo tank (210) and the vent mast (44) of the fourth cargo tank (210) may be placed adjacent to each other. In addition, a vent mast (44) responsible for venting the fuel processing room (300) or the bunkering section (12) may be installed at a position adjacent to the vent mast (44) of the third cargo tank (210) on the left and right.

[0498] The vent mast (44) may be provided to be adjustable in length. The height of the cowl through which fuel is discharged may be adjusted based on various movable structures such as telescopic or tilting.

[0499] In this embodiment, the fuel processing room (300) may be provided on the deck (120) on the bow side in the longitudinal direction of the hull (110). In the previous embodiment, the fuel tank (11) and the fuel processing room (300) were arranged on the stern side in the cargo area (200), but in this embodiment, the fuel tank (11) may be arranged on the stern side in the cargo area (200) and the fuel processing room (300) may be arranged on the bow side in the cargo area (200). Through this, in this embodiment, the risk factors of the fuel processing room (300), which is highly susceptible to handling toxic fuel, may be sufficiently separated from the cabin (400), thereby further securing the safety of the living quarters.

[0500] Inside the hull (110), a plurality of cargo tanks (210) may be arranged along the longitudinal direction. The cabin (400) may be provided at the rear of the cargo area (200), and the fuel processing room (300) may be provided above a cargo tank (210) positioned forward among the plurality of cargo tanks (210). For example, as shown in the drawing, a total of four cargo tanks (210) may be arranged inside the hull (110), and the fuel processing room (300) may be arranged above at least one of the two forward cargo tanks (210).

[0501] Specifically, the fuel processing room (300) may be arranged above the second cargo tank (210) provided immediately behind the first cargo tank (210) located at the foremost position. The cargo area (200) inside the hull (110) may be divided into a plurality of areas so that the cargo tanks (210) can be independently accommodated. The front of the fuel processing room (300) may be arranged parallel to the rear of the first cargo area (200) in which the first cargo tank (210) located at the foremost position is accommodated. In addition, the rear of the fuel processing room (300) may be placed in front of the dome (211) of the second cargo tank (210).

[0502] The fuel processing room (300) may be arranged to be offset from the dome (211) of the second cargo tank (210) compared to the dome (211) of the second cargo tank (210). That is, the distance between the front of the fuel processing room (300) and the dome (211) of the first cargo tank (210) may be relatively shorter than the distance between the rear of the fuel processing room (300) and the dome (211) of the second cargo tank (210).

[0503] The fuel processing room (300) may be arranged between the vent mast (44) of the first cargo tank (210) and the vent mast (44) of the second cargo tank (210). That is, in the direction from the bow to the stern, the dome (211) of the first cargo tank (210), the vent mast (44) of the first cargo tank (210), the fuel processing room (300), the vent mast (44) of the second cargo tank (210), the dome (211) of the second cargo tank (210), etc. may be provided.

[0504] A movement passage such as a work passage (240) is provided on the cargo area (200) of the hull (110). The movement passage may extend forward and backward from the central portion in the left and right directions, taking into account accessibility of workers, etc. In this case, the direction in which the movement passage extends may overlap with the fuel processing room (300).

[0505] However, the passageway may be extended via the upper surface of the fuel processing room (300). That is, although the fuel processing room (300) overlaps with the passageway extending longitudinally between the cabin (400) and the bow of the hull (110), the passageway may pass through the upper surface of the fuel processing room (300) to eliminate interference with the fuel processing room (300). However, the height of the passageway provided at a location other than the fuel processing room (300) in the cargo area (200) may be lower than the height of the fuel processing room (300). In this case, the passageway may have a form in which the height is variable at the front and rear of the fuel processing room (300) in order to pass through the upper surface of the fuel processing room (300).

[0506] In this embodiment, the fuel processing room (300) may be configured to process fuel in the fuel tank (11). However, the fuel supply unit (20) may be accommodated in a fuel supply room (320) provided separately from the fuel processing room (300).

[0507] In addition, in addition to the fuel stored in the fuel tank (11), the cargo stored in the cargo tank (210) may also be a type of fuel. Therefore, the fuel processing room (300) may also be interpreted as a cargo processing room that processes cargo. In this case, the fuel processing room (300) processes the cargo of the cargo tank (210), and the fuel supply room (320) may process the fuel of the fuel tank (11). At least the latter fuel among the fuel passing through the fuel supply room (320) and the fuel processed in the fuel processing room (300) may be toxic. Alternatively, both the fuel tank (11) and the cargo tank (210) may store toxic fuel, and for example, the ship (100) may be an ammonia carrier.

[0508]

[0509] The present embodiment may further include a fuel cell (600). The fuel cell (600) may at least partially replace the engine (E) provided in the engine room (111). That is, the fuel cell (600) may be provided for propulsion of the hull (110) and power generation to cover the electrical load inside the hull (110).

[0510] The fuel cell (600) may be placed on one side of the fuel processing room (300). For example, the fuel cell (600) may be placed on the upper surface of the fuel processing room (300). However, since a passage may be placed on the upper surface of the fuel processing room (300), the fuel cell (600) may be provided on one side of the passage on the upper surface of the fuel processing room (300).

[0511] The fuel cell (600) can generate electricity by receiving fuel from the fuel tank (11). Accordingly, the fuel from the fuel tank (11) can be delivered to the fuel processing room (300) and then supplied to the fuel cell (600) located above the fuel processing room (300). This can simplify the configuration of the fuel supply unit (20), etc.

[0512] To store the power generated from the fuel cell (600), a power storage device (610) may be added. The power storage device (610) may be placed on one side of the fuel processing room (300), similar to the fuel cell (600). For example, the power storage device (610) may be placed on one side of the fuel cell (600) on the upper surface of the fuel processing room (300).

[0513] In this embodiment, a monitoring means (112) for monitoring fuel leakage in an internal space of a hull (110), such as an engine room (111), may be provided. The engine room (111) may be partitioned by two or more decks (120) for installation of a propulsion engine (E), a power generation engine (E), etc., and the monitoring means (112) may include a trolley base provided for each deck (120).

[0514] The monitoring means (112) is installed on the deck (120) for dividing the engine room (111) into upper and lower sections, and a trolley installed on each deck (120) for monitoring can be used. That is, the monitoring means (112) can efficiently monitor fuel leakage on each floor of the engine room (111), which has a complex internal space due to the installation of various equipment in addition to the engine (E).

[0515] The trolley included in the monitoring means (112) can utilize a crane or crane rail provided for maintenance of the propulsion engine (E) and the power generation engine (E). A rail for a crane can be installed around the engine (E) for replacing engine parts, etc., and the monitoring means (112) can monitor fuel leakage using a trolley moving on such a rail.

[0516]

[0517] Fig. 43 is a side view of a vessel (100) according to the tenth embodiment of the present invention, and Fig. 44 is a front view of a vessel (100) according to the tenth embodiment of the present invention.

[0518] Referring to FIGS. 43 and 44, a vessel (100) according to the tenth embodiment of the present invention may have a shape in which the upper surface of the cargo tank (210) protrudes upwards from the upper deck (120) of the hull (110). For example, the vessel (100) may be a natural gas carrier, etc. The hull (110) may include an upper deck (120), a trunk deck (130), and a ramp (140). The upper deck (120) may be provided above the outer side plating of the ship and may be a portion exposed to the outside, and the trunk deck (130) may be provided above the upper deck (120) and may be provided to cover the upper portion of the cargo tank (210). The trunk deck (130) is provided in the central portion in the left-right direction of the hull (110), and the upper deck (120) is provided on both left-right sides of the hull (110) and may be positioned lower than the trunk deck (130). At this time, the trunk deck (130) and the upper deck (120) may be connected by a slope plate (140).

[0519] A ballast tank may be provided in the cargo area (200). The ballast tank may include a side ballast tank (250) provided on both sides of a cargo tank (210). In addition, the cargo tank (210) may have chamfered portions formed on both sides of the upper and lower sides, and a hopper tank (not shown) may be provided on both sides of the lower chamfered portion of the cargo tank (210). The side ballast tank (250) may be distinguished from a hopper tank in that it is provided to surround the vertical portions on both sides of the cargo tank (210), but the hopper tank may be connected to or provided as an integral part of the side ballast tank (250).

[0520] A wing ballast tank (260) may be provided on both sides of the upper chamber portion of the cargo tank (210). The wing ballast tank (260) may include an upper portion and a lower portion based on the upper deck (120), and the upper and lower portions of the wing ballast tank (260) may be connected to each other. In addition, the wing ballast tank (260) may include one or more transverse bulkheads (261) arranged along the longitudinal direction.

[0521]

[0522] A passageway is provided in the hull (110), and in addition to the work passageway (240) described above, the passageway may include a passageway (150) formed inside the hull (110), as illustrated in (A) of FIG. 44. Referring to (A) of FIG. 44, a wing ballast tank (260) is provided with a transverse bulkhead (261) having an at least partially penetrating shape, and the penetrating portion of the transverse bulkhead (261) can be used as a passageway (150).

[0523] However, the present embodiment may change the structure as in (B) of Fig. 44. For example, the present embodiment may move the passageway (150), which is a passageway, from the hull (110) to the upper part of the deck (120). In this case, the passageway (150) may be provided on one side of the trunk deck (130) and may be connected to or integrated with the work passageway (240) described above.

[0524] Unlike (A) of Fig. 44, in (B) of Fig. 44, the passage way (150) can be placed outside the hull (110). In this case, a sealed structure, such as that described in the work passage (240), or water spraying by a blocking member (422, 423) can be applied to the passage way (150).

[0525] As shown in (B) of FIG. 44, the height of the trunk deck (130) can be lowered compared to (A) of FIG. 44, as the passage way (150) is arranged above the trunk deck (130). For example, referring to (A) of FIG. 44, the upper surface of the cargo tank (210) is formed at a first height, while referring to (B) of FIG. 44, the trunk deck (130) can be formed below the first height.

[0526] That is, in the case of (B) of Fig. 44, compared to (A) of Fig. 44, the passage way (150) formed at the lower part of the trunk deck (130) and the slant plate (140) can be moved above the trunk deck (130), thereby lowering the trunk deck (130) below the first height. Through this, the present embodiment can obtain the effect of reducing wind resistance.

[0527] In this case, the storage capacity of the cargo may be damaged as the overall height of the cargo tank (210) is reduced. To mitigate this, the present embodiment can lower the upper chamfer portion of the cargo tank (210) and reduce the chamfer angle.

[0528] Also, according to (B) of Fig. 44, when compared to (A) of Fig. 44, the wing ballast tank (260) is also reduced in the vertical direction, and the volume of the lower part of the wing ballast tank (260) becomes relatively larger than the volume of the upper part based on the upper deck (120).

[0529] Also, in the present embodiment shown in (B) of FIG. 44, the passage way (150) is omitted within the wing ballast tank (260). Accordingly, a sealed transverse bulkhead (261) is provided in the wing ballast tank (260), and a fuel supply line (L20) and the like can pass therethrough.

[0530]

[0531] In this way, the fuel treatment system according to one embodiment of the present invention can minimize the spread of toxic fuel by covering the leaked area of ​​toxic fuel, supplying a fire prevention material to the leaked area of ​​toxic fuel, or collecting the leaked toxic fuel.

[0532] Furthermore, a vessel according to one embodiment of the present invention can provide an efficient escape route for workers in the event of a toxic fuel leak. Furthermore, the vessel can prevent the toxic fuel from spreading outside the vessel and efficiently modify the vessel's internal structure.

[0533] In addition, a ship according to one embodiment of the present invention can secure excellent safety through structural improvements such as arranging a fuel processing area for supplying fuel containing ammonia to an engine away from the cabin to protect the crew and to ensure a safe path for the crew to escape.

[0534] The present invention encompasses all embodiments resulting from a combination of the above embodiments and known techniques, in addition to the embodiments described above.

[0535] Although the present invention has been described in detail through specific examples, this is intended to specifically explain the present invention, and the present invention is not limited thereto, and it will be apparent that modifications and improvements can be made by those skilled in the art within the technical spirit of the present invention.

[0536] All simple modifications or changes of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

Claims

1. A bunkering section provided laterally on the upper deck of the ship and used to transport toxic fuel; and Includes a fire prevention material supply section to mitigate leakage of toxic fuel from the above bunkering section, The above bunkering section, An open surface is formed in one direction of the above hull, and a connecting end of a pipe through which toxic fuel is transported is placed on the inside of the open surface, The above disaster prevention material supply unit is, A vessel that supplies fire prevention material to cover the open surface from the upper portion of the open surface.

2. In paragraph 1, The above disaster prevention material supply unit is, A vessel forming a water curtain on the above open surface.

3. In paragraph 1, Includes a leak treatment unit for treating toxic fuel leaking from the above bunkering unit, The above leak treatment unit, A vessel comprising a collecting section provided below at least one of the open surface, the connecting section, or the valve section of the pipe, and filled with a predetermined level of a toxic fuel-dissolving material.

4. In paragraph 3, The above disaster prevention material supply unit is, A vessel that supplies fire prevention materials toward the above connecting end or the above valve end.

5. In paragraph 1, Includes a leak treatment unit for treating toxic fuel leaking from the above bunkering unit, The above leak treatment unit, A dissolving unit that dissolves toxic fuel into a fire retardant; and Including a cover part surrounding the above connecting end or the valve end of the pipe, The above cover part, A vessel having an opening that allows air to flow from the outside to the inside, and an outlet that creates a flow that transfers the air inside to the melting section.

6. In paragraph 5, The above cover part, an opening at least partially composed of a material that is transparent to light; and A vessel comprising a leak sensor provided internally and visually indicating a leak of toxic fuel.

7. In paragraph 5, The above emission part, A vessel that forms negative pressure inside the above cover.

8. In paragraph 5, The above cover part, A vessel comprising a fixing member that fixes both longitudinal ends of the pipe so that air can pass through the pipe.

9. In paragraph 1, A ship comprising a shield covering at least one of the lower and upper portions of the open surface based on the above connection point to block the spread of toxic fuel.

10. In paragraph 9, The above shielding part, A vessel comprising an upper shield made of tarpaulin and covering the upper portion of the above open surface.

11. A storage unit provided on the hull to store toxic fuel; An engine room provided at the stern of the above hull and accommodating a demand source using toxic fuel; A fuel processing room provided on the upper deck of the above hull and housing a fuel processing unit for processing toxic fuel; An engine casing provided above the engine room and discharging the exhaust of the demand source to the outside; and Includes a vent mast that releases toxic fuel into the atmosphere; The above vent mast, It is provided to one side in the width direction from the stern of the above hull, A vessel further comprising a vent duct extending laterally from the hull and connected from the fuel processing room to the vent mast.

12. In paragraph 11, A vessel comprising a vent line, at least a portion of which is accommodated in the vent duct and connected from the storage section to the vent mast; 13. In paragraph 11, A vessel, comprising a ventilator connected to the vent duct and ventilating air in the interior space of the hull.

14. In paragraph 11, It includes a shelter provided on the above hull to protect workers from the toxicity of fuel. The above evacuation room is, It has ventilation holes that allow air to flow in both internal and external directions. A ship further comprising an isolation control unit that blocks the ventilation opening of the evacuation room to form the evacuation room into a sealed room for a certain period of time.

15. In paragraph 14, The above evacuation room is, A ship having at least one steering room provided inside the stern and one maintenance store provided inside the bow.

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