JP5030807B2 - Ship - Google Patents

Description

  The present invention relates to a fuel oil tank of a ship, particularly a vehicle carrier such as a car ferry or an automobile carrier.

2. Description of the Related Art Conventionally, in a ship, various fuel oil tank arrangement structures have been proposed in order to prevent or suppress the outflow of fuel oil when a ship bottom or a ship side skin is damaged due to a collision, grounding, or the like.
For example, as shown in FIGS. 5 and 6, a double ship bottom comprising a ship bottom outer shell 3 and a ship bottom inner shell 101 is provided in the lower part of a hold provided in the hull, and the vehicle carrier 100 partitioned from the hold by the double ship bottom. In which the triple hull bottom is provided at the center in the width direction of the hull, the fuel oil tank 106 is provided on the upper bulkhead 102 at the bottom of the triple hull, and the bottom ballast tank 105 is provided below the fuel oil tank 106. Is disclosed.
In addition, on both sides of the fuel oil tank 106, a side ballast tank 104 is provided that is separated by a left and right partition wall 103.
Further, as shown in FIG. 7, a ballast tank 107 is provided on the double ship bottom in the center in the width direction of the hull, and a fuel oil tank 108 is provided on the both sides of the ballast tank 107 on the both sides. (For example, Patent Document 1).

However, in the one disclosed in FIGS. 5 and 6, it is necessary to make the bottom of the hull a triple hull, and as a result, the width or depth of the hull is expanded, and the amount of hulls and the like is increased by adding structural members. However, there is a problem that the working efficiency is deteriorated and the cost is increased, and the performance is deteriorated such as a decrease in the cargo weight (the number of vehicles that can be mounted).
Further, in the case disclosed in FIG. 7, since the fuel oil tank 108 is provided at the portion where the left and right hull skins are curved, the fuel oil tank 108 can be secured in order to secure necessary fuel oil. It is necessary to increase the width.
In this case, when the ship's outer shell 3 is damaged due to collision or grounding while the ship is sailing, there is a problem that a large amount of fuel oil in the fuel oil tank 108 flows into the sea.

In addition, as shown in FIG. 8, in an automobile carrier ship, between the vehicle deck positioned at least directly above the full load water line at the side of both ships below the watertight deck 113 of the hull and the vehicle deck immediately below the vehicle deck. In this portion, a first compartment 109 as a ballast tank in contact with the ship side skin 2 and a second compartment 110 as a fuel oil tank in contact with the center of the hull of the first compartment are disclosed. ing.
In addition, 111 is a ship side part ballast tank, 112 is a center part ballast tank (for example, patent document 2).

  However, in the one disclosed in FIG. 8, a first compartment 109 as a ballast tank and a second compartment 110 as a fuel oil tank are arranged below the watertight deck 113 on both sides of the deck on which the vehicle is mounted. Therefore, there is a problem that the addition of structural members increases the volume of the hull and the like, the work efficiency deteriorates and the cost increases, and the number of mountable vehicles decreases and the performance deteriorates.

  As shown in FIG. 9, in a tanker 118, not a car carrier ship, a fuel oil tank 115 is provided at the bottom of the hull engine room part or a cargo tank part, and an empty tank 114 is provided at the ship side part. 115 and the empty tank 114 are connected via an opening / closing device 116, and when the bottom of the ship is damaged due to grounding, the opening and closing device 116 such as a valve is opened, so that most of the fuel oil is in the fuel oil tank 115. Is disclosed in which the outflow of fuel oil to the outside is minimized by transferring the fuel oil into the empty tank 114. In addition, 117 is an air vent (for example, patent document 3).

Although what is disclosed in FIG. 9 seems to have an effect of suppressing the outflow of fuel oil to a ship having a deep full load water line such as a tanker, in an automobile carrier ship having a shallow full load water line, the surface of the empty tank 114 (oil Surface) also becomes shallow, so that the amount of fuel oil transferred to the empty tank 114 is small, and when applied to a car carrier with a shallow full load waterline, there is a problem that the effect of suppressing the outflow of fuel oil is small.
Furthermore, when it is used in a car carrier, both sides of the ship need to be double-walled, and the addition of structural members increases the volume of hulls and other parts, which increases work efficiency and increases costs. Performance deteriorates, such as a decrease in the number of units.
9 is a schematic diagram. In the case of an actual tanker 118, the width of the empty tank 114 is usually 1.5 to 2 m with respect to the ship width of 30 to 40 m (the amount of crude oil to be loaded is In order to increase this, the width of the empty tank 114 is made as narrow as possible), the projected area where the fuel oil tank 115 contacts the outer plate is about 45%, and the switchgear 116 did not operate due to impacts during grounding, etc. In this case, a large amount of fuel oil will flow out.

JP 2004-306694 A JP 2007-153242 A Japanese Patent Laid-Open No. 6-255569

As described above, there are various problems in the conventional structure for preventing or suppressing the flow of fuel oil in a collision of a ship, grounding, etc., and there is a problem that it cannot be applied to an actual machine.
On the other hand, in recent years, under the Marine Pollution Control Convention, the outflow of fuel oil when the ship bottom or ship side skin is damaged due to a collision, grounding, etc. of the fuel oil tank of a ship with a total capacity of 600 cubic meters or more is minimized. Fuel oil spill performance standards to control it came into effect.
The standard requires that the total value of the average amount of fuel oil spillage (determined by the projected area where the fuel oil tank contacts the outer plate) in the case of ship side damage and ship bottom damage be within the specified value. It is a thing.
Accordingly, the present invention has been proposed to solve the above-mentioned problems in the conventional fuel oil tanks of ships disclosed in FIGS. 5 to 9 and to satisfy the fuel oil spill performance standard in the Convention on the Prevention of Marine Pollution. In addition, the ship's fuel oil tank can minimize the amount of fuel oil flowing out of the fuel oil tank in the event of a collision or grounding without affecting the size / shape of the hull or the economy / performance. The purpose is to provide.

  The present invention has been made to solve the above-described conventional problems, and each invention described in the claims employs the following means as a fuel oil tank for a ship.

(1) The first means is a fuel oil tank of a ship having a double bottom bottom.
A double bottom tank formed in the double bottom;
A central fuel oil tank formed in the center of the hull away from the ship side skin in the double bottom tank,
The height of the central fuel oil tank is 35% or more of the height of the main hull of the ship, the width of the central fuel oil tank is 35% or less of the ship width of the ship, and the length of the central fuel oil tank is It is characterized by being 20% or less of the length of the double bottom tank part.

(2) The second means is a marine fuel oil tank of the first means.
A side fuel oil tank formed on the left and right side of the stern side of the central fuel oil tank in the double bottom tank part so as to be in contact with the ship side skin;
The height of the dredging side fuel oil tank is 35% or more of the height of the main hull of the ship, the width of the dredging side fuel oil tank is 20% or less of the ship width of the ship, and the dredging side fuel oil tank The length is 20% or less of the length of the double bottom tank part.

  (3) The third means is characterized in that the ship of the first or second means is a vehicle carrier ship.

According to the fuel oil tank of the ship of the first means, by setting each central fuel oil tank to a predetermined size, the fuel oil spill amount performance standard in the Convention on the Prevention of Marine Pollution is met without making it a triple bottom. The amount of fuel oil spilled from the central fuel oil tank at the time of ship collision or grounding can be minimized.
Further, since the central fuel oil tank is housed in the double bottom, there is no need to arrange a fuel oil tank, a ballast tank, etc. on the double bottom, and the number of loaded cargo can be increased.
By adopting such a simple structure, it is possible to obtain a central fuel oil tank with good work efficiency and low cost without increasing the quantity of the hull and the like.

  Further, according to the ship fuel tank of the second means, the central fuel oil tank and the side fuel oil tank are arranged in a staggered manner with a predetermined size, so that the operation effect of the fuel tank of the ship of the first means is achieved. In addition, a larger amount of fuel oil can be installed.

  Further, according to the third means, in addition to the effects of the fuel tank of the ship of the first or second means, the amount of fuel oil flowing out from the fuel oil tank can be reduced even in a vehicle carrier ship with a shallow draft when full. Can be minimized.

Embodiments of the present invention will be described below with reference to FIGS.
FIG. 1 is a schematic plan view of a vehicle carrier according to a first embodiment of the present invention, and FIG. 2 is a cross-sectional view of FIG.

Minimum at the ship, the marine pollution Treaty, fuel oil tank of a ship of the total volume is less than 600 meters ³ than 5000 m ³ the collision, when the ship's bottom or side shell by reason of grounding or the like is damaged, the flow of fuel oil It is required to satisfy the following formula as one of the standards for limiting the limit.
^{_{O M <0.0157 - 1.14 × 10}} -6 · C
However, C is the total capacity (m ³ ) of the fuel oil tank, and 0 _M is an average oil outflow index.
In order to evaluate with the average oil spill rate index 0 _M , the probability that the arrangement and damage of each fuel oil tank will reach each fuel oil tank, the tide level, the fuel oil level, and adjacent to each fuel oil tank It is necessary to calculate the reaching value O _{x according} to various conditions such as the type of compartment (fuel oil tank, ballast tank, or empty space, etc.), so that the reaching value O _x ≦ average oil spill amount index 0 _M There is.

(First embodiment of the present invention)
First, a vehicle carrier according to a first embodiment of the present invention will be described with reference to FIGS.
The fuel oil tank of the vehicle carrier according to the first embodiment of the present invention satisfies the fuel oil outflow performance standard in the above-mentioned Marine Pollution Control Convention.

As shown in FIGS. 1 and 2, the vehicle carrier 1 includes a ship-side skin 2, a ship-bottom skin 3, a water-tight bottom-layer vehicle-mounted deck 4 (double bottom-top), and a water-tight plinth deck 5. (Vehicle mounting deck), one or more vehicle mounting decks (not shown) in the vehicle mounting section CS between the lowermost vehicle mounting deck 4 and the freeboard deck 5, and a vehicle mounting section above the freeboard deck 5 The CS is composed of a plurality of vehicle mounting decks (not shown) in the CS and a residence area (not shown).
Further, the bottom bottom plate 3 and the lowermost vehicle mounting deck 4 form a double bottom.
In addition, the freeboard deck 5 is equivalent to the upper deck in a normal ship, and is the highest deck which the horizontal watertight bulkhead except a stern bulkhead reaches.
And the part from the freeboard deck 5 to the ship's bottom outer plate 3 becomes the main hull of a ship.
Dp is a partially loaded draft.

In this double bottom, a double bottom tank section 16 is formed, whose front and rear ends are partitioned by a double bottom inboard bow end lateral bulkhead 10 on the bow side and a double bottom inboard stern end lateral bulkhead 13 on the stern side. ing.
The double bottom tank section 16 includes a double bottom inner central partition wall 6 provided in the fore-and-aft direction, double bottom inner berth side partition walls 7a and 7a, a fuel oil tank front lateral partition wall 11 provided in the left and right ridge direction, fuel It is divided into a number of watertight compartments (12 compartments in the example shown in FIG. 1) by the oil tank rear transverse partition 12.

Among these many watertight compartments, double bottom inner bulkhead 6, double bottom inner side bulkhead 7a, 7a, fuel oil tank front lateral bulkhead 11, fuel oil tank rear lateral bulkhead 12, ship bottom skin 3, bottom layer Central fuel oil tanks 8a and 8a are formed in two watertight compartments in the center of the hull surrounded by the vehicle mounting deck 4.
Further, the watertight compartments on the bow side, left and right side, and stern side of the central fuel oil tanks 8a, 8a are ballast tanks 9 (or empty spaces).

At this time, the height h of the fuel oil tank of each of the central fuel oil tanks 8a, 8a, the width bct1 of the central fuel oil tank, and the length Lct of the central fuel oil tank are set to the following dimensions, respectively.
Central fuel oil tank width bct1 ≤ Ship width B x 0.35 (35%)
Central fuel oil tank length Lct ≦ double bottom tank length Ld × 0.2 (20%)
Fuel oil tank height h ≥ ship's freeboard depth Df x 0.35 (35%)
In addition, the freeboard depth Df of a ship means the height of the main hull of a ship.

About the vehicle carrier according to the first embodiment of the present invention, the ship width B (m), the freeboard depth Df (m) of the ship, the total capacity C (m ³ ) of the fuel oil tank, and the double bottom tank section The average oil outflow is changed by changing the length Ld (m), the width bct1 (m) of the central fuel oil tank, the length Lct (m) of the central fuel oil tank, and the height h (m) of the fuel oil tank. Table 1 shows the results of calculating and evaluating the quantity index 0 _M and the reached value O _x .

  As shown in case A1 to case A4 in Table 1 above, the center fuel oil tank width bct1 / ship width B ≦ 0.35 (35%), the center fuel oil tank length Lct / double bottom tank If the part length Ld ≦ 0.2 (20%), the height h of the fuel oil tank / the depth of the freeboard of the ship Df ≧ 0.35 (35%), the fuel oil outflow performance standard is satisfied. It has become a thing.

  On the other hand, as shown in Comparative Examples 1 to 3, the central fuel oil tank width bct1 / ship width B = 0.36 or 0.38 (36% or 38%), or the central fuel oil tank length Lct / When the length Ld = 0.28 (28%) of the double bottom inner tank portion, the fuel oil outflow amount performance standard is not satisfied.

  The upper limit value of the ratio of the central fuel oil tank width bct1 / ship width B is 35% as described above, and the lower limit value is not particularly limited, but the total capacity C of the fuel oil tank is determined for ship operation. It is necessary to make it as large as possible, and it is practically preferable that 0.30 (30%) ≦ the width of the central fuel oil tank bct1 / the ship width B ≦ 0.35 (35%).

  Further, the upper limit value of the ratio of the length Lct of the central fuel oil tank / the length Ld of the tank portion in the double bottom is 20% as described above, and the lower limit value is not particularly limited. It is necessary to increase the total capacity C of the fuel oil tank as much as possible, and 0.15 (15%) ≦ the length of the central fuel oil tank Lct / the length Ld of the double bottom tank portion Ld ≦ 0.2 (20% ) Is practically preferable.

  In addition, the lower limit value of the ratio of the fuel oil tank height h / the ship's freeboard depth Df is 35% as described above, and the upper limit value is not particularly limited. Therefore, it is practically preferable to set the range of 0.4 (40%) ≧ the height of the fuel oil tank h ≧ the dry depth of the ship Df ≧ 0.35 (35%).

According to the vehicle carrier according to the first embodiment, by setting each of the central fuel oil tanks 8a to such a size, fuel oil spills in the Convention on the Prevention of Marine Pollution can be achieved without making a triple bottom as in Patent Document 1. In addition to satisfying the quantity performance standard, it is possible to minimize the amount of fuel oil flowing out from the central fuel oil tank 8a at the time of ship collision or grounding.
Further, since the central fuel oil tank 8a is housed in the double bottom, it is necessary to arrange a fuel oil tank, a ballast tank, etc. on the lowermost vehicle mounting deck 4 (on the double bottom) as in Patent Document 2. Therefore, the number of mounted vehicles (mounted cargo) in the vehicle mounting section CS on the lowermost vehicle mounting deck 4 (double bottom) can be increased.
By adopting such a simple structure, it is possible to obtain a central fuel oil tank 8a with good work efficiency and low cost without increasing the quantity of a hull or the like.

(Second embodiment of the present invention)
Next, a vehicle carrier according to the second embodiment of the present invention will be described with reference to FIGS.
FIG. 3 is a schematic plan view of a vehicle carrier according to the second embodiment of the present invention, and FIG. 4 is a cross-sectional view of FIG.
In FIG. 4, the left side of the drawing is a cross-sectional view on the bow side from the rear lateral bulkhead 12 of the fuel oil tank, and the right side is a cross-sectional view on the stern side.
When it is necessary to increase the total capacity (m ³ ) of the fuel oil tank of the vehicle carrier than that of the first embodiment of the present invention, the height h of the fuel oil tank, the width bst of the side fuel oil tank, or It is conceivable that the length Lst of the heel side fuel oil tank is increased (higher), or the ballast tank 9 (vacant space) is used as the fuel oil tank.

However, if the height h of the fuel oil tank is increased, the number of vehicles mounted decreases, and if the width bst of the bunker side fuel oil tank or the length Lst of the bunker side fuel oil tank is increased, The outflow amount performance standard is not satisfied, and the outflow amount of the fuel oil from the central fuel oil tanks 8a, 8a at the time of the collision of the ship or the grounding increases.
Further, when the ballast tank 9 (empty space) is used as a fuel oil tank, any ballast tank 9 may not be used.
For example, if the ballast tank 9 adjacent to the central fuel oil tanks 8a and 8a in the fore-and-aft direction is used as the fuel oil tank, the fuel oil spill amount performance standard in the Convention on the Prevention of Marine Pollution will not be met, and at the time of collision of the ship or grounding It has been found that the amount of fuel oil flowing out of the central fuel oil tanks 8a, 8a increases.
However, if the ballast tank 9 in contact with the ship's outer skin 2 in the stern direction is used as the fuel oil tank in the central fuel oil tanks 8a, 8a, the fuel oil spill amount performance standard in the Convention on the Prevention of Marine Pollution is satisfied, and the collision of the ship Or it turned out that the outflow amount of the fuel oil from the central fuel oil tank 8a at the time of grounding can be suppressed to the minimum.

Therefore, the vehicle carrier according to the second embodiment of the present invention arranges the fuel oil tanks in a staggered manner in the double bottom so as to mount a larger amount of fuel oil than that of the first embodiment. .
That is, among the many watertight compartments in the double bottom tank section 16, the double bottom inner central partition wall 6, the double bottom inner side partition walls 7b and 7b, the fuel oil tank front lateral partition wall 11, the fuel oil tank rear lateral partition wall 12, a central fuel oil tank 8b, 8b having a tank width bct2 smaller than that of the first embodiment of the present invention, in two watertight compartments in the center of the hull surrounded by the bottom shell plate 3 and the lowermost vehicle mounting deck 4 Is formed.

Further, in the portion of the double bottom tank portion 16 of the vehicle carrier 1 where the hull on the stern side is thin, the ship side skin 2, the double bottom inner ridge side bulkhead 15, the fuel oil tank rear lateral bulkhead 12, The dredging side fuel oil tanks 14 and 14 are in contact with the ship side skin 2 in the two watertight compartments of the left and right side walls surrounded by the bottom stern end lateral bulkhead 13, the ship bottom skin 3 and the lowermost vehicle mounting deck 4. Is formed.
Further, the watertight sections of the center fuel oil tanks 8b and 8b on the bow side, the left and right dredging sides, and the dredging side fuel oil tanks 14 and 14 are the ballast tanks 9 (or voids).

At this time, the height h of the fuel oil tank, the width bst of the saddle fuel oil tank, and the length Lst of the saddle fuel oil tank of each of the saddle side fuel oil tanks 14 and 14 are set to the following dimensions, respectively.
Width bst of side side fuel oil tank ≤ Ship width B × 0.2 (20%)
The length Lst of the lower side fuel oil tank ≦ the length Ld of the double bottom tank portion × 0.2 (20%)
Fuel oil tank height h ≧ Vessel dryness depth Df × 0.35 (35%)

The height h of the fuel oil tank of each of the central fuel oil tanks 8b, 8b, the width bct2 of the central fuel oil tank, and the length Lct of the central fuel oil tank are as follows.
Center fuel oil tank width bct2 ≥ Ship width B x 0.3 (30%)
Center fuel oil tank length Lct ≦ Double bottom tank length Ld × 0.2 (20%)
Fuel oil tank height h ≧ Vessel dryness depth Df × 0.35 (35%)

Regarding the vehicle carrier according to the second embodiment of the present invention, the ship width B (m), the freeboard depth Df (m) of the ship, the total capacity C (m ³ ) of the fuel oil tank, and the double bottom tank section Length Ld (m), central fuel oil tank width bct2 (m), central fuel oil tank length Lct (m), dredge side fuel oil tank width bst (m), dredge side fuel oil tank length Lst Table 2 shows the results of calculating and evaluating the average oil outflow index 0 _M and the reached value O _x while changing the value of (m) and the height h (m) of the fuel oil tank.
Although not shown in Table 2, the length of the central fuel oil tank Lct = the length Lst of the side fuel oil tank Lst, the width bct2 of the center fuel oil tank = the ship width B (m) / 2−the side of the anchor This is the width bst of the fuel oil tank.

  As shown in case B1 to case B4 in Table 2 above, the width bst / ship width B ≦ 0.2 (20%) of the side fuel oil tank, the width bct2 / width B ≧ 2 of the center fuel oil tank. 3 (30%) dredging fuel oil tank length Lst / double bottom tank length Ld ≦ 0.2 (20%), fuel oil tank height h / ship drought depth Df ≧ 0 .35 (35%) satisfies the fuel oil outflow performance standard.

That is, by arranging the central fuel oil tanks 8b, 8b and the side fuel oil tanks 14, 14 in a staggered manner, the compartments adjacent to the central fuel oil tanks 8b, 8b or the side fuel oil tanks 14, 14 are arranged. Is not a fuel oil tank but a ballast tank 9 (or an empty space). Therefore, when the central fuel oil tanks 8b and 8b or the side fuel oil tanks 14 and 14 are damaged, the fuel oil is surrounded by the surrounding ballast tank 9 (or This is because the possibility of flowing into the vacant space) and flowing out to the outside decreases, and the reached value O _x decreases.

The upper and lower limit values of the ratio of the length Lst of the dredging fuel oil tank / the length Ld of the tank portion in the double bottom, the upper and lower limits of the ratio of the height h of the fuel oil tank / the drought depth Df of the ship are This is the same as the case of the central fuel oil tank.
Further, the upper limit value of the ratio of the width bst / ship width B of the side fuel oil tank is 20% as described above, and the lower limit value is 15 because the upper limit value of the width bct2 of the central fuel oil tank is 35%. %.

  According to the vehicle carrier ship according to the second embodiment, the central fuel oil tanks 8b and 8b and the side fuel oil tanks 14 and 14 are arranged in a staggered manner with such dimensions, thereby relating to the first embodiment. In addition to the effects of the vehicle carrier, a larger amount of fuel oil can be mounted.

As mentioned above, although embodiment of this invention was described, it cannot be overemphasized that this invention is not limited to said embodiment, A various change may be added to the specific structure within the scope of the present invention. .
For example, the berth side fuel oil tank may be provided in the double bottom tank part 16 at the bow side of the vehicle carrier 1 on the bow side of the central fuel oil tanks 8b, 8b.

1 is a schematic plan view of a vehicle carrier according to a first embodiment of the present invention. It is a cross-sectional view of FIG. It is a schematic plan view of the vehicle carrying ship which concerns on the 2nd Embodiment of this invention. It is a cross-sectional view of FIG. It is a schematic plan view of the conventional automobile carrier. It is a cross-sectional view of a conventional car carrier. It is a cross-sectional view of the motor vehicle carrier which has a fuel oil tank in the conventional right and left eaves. It is a cross-sectional view of the conventional automobile carrier ship with a double side wall. It is a typical cross section of the conventional tanker.

Explanation of symbols

1 Vehicle carrier 2 Ship side skin 3 Ship bottom skin 4 Bottom layer vehicle mounted deck (watertight deck, double bottom top plate)
5 Insulative deck (watertight deck, vehicle-mounted deck)
6 Double bottom inner bulkhead 7a, 7b Double bottom inner bulkhead 8a, 8b Central fuel oil tank 9 Ballast tank (or empty space)
10 Double bottom inner side bulkhead 11 Fuel oil tank front side bulkhead 12 Fuel oil tank rear side bulkhead 13 Double bottom inside stern end side bulkhead 14 Side side fuel oil tank 15 Double bottom side bottom side bulkhead 16 2 Heavy-bottom tank section B Ship width CS Vehicle loading section dp Partial loading draft Df Vessel dry depth h Fuel oil tank height bct1 Central fuel oil tank width bst 舷 side fuel oil tank width Lct Fuel oil tank length Ld Double bottom tank length

Claims (5)

Ship bottom is in vessels of the double bottom, said double bottom is formed by a bottom shell and a double bottom the upper plate, and a double bottom tank portion formed in said double bottom, said double bottom tank A central fuel oil tank formed in the center of the hull separated from the ship side skin in the section and surrounded by the ship bottom skin, the double bottom top plate and the bulkhead, and the height of the center fuel oil tank 35% or more of the height of the freeboard depth of the ship, the width of the central fuel oil tank is 35% or less of the ship width of the ship, and the length of the central fuel oil tank is set to the double bottom tank portion. A ship characterized by being 20% or less of the length. 2. The marine vessel according to claim 1, further comprising a dredging side fuel oil tank formed on the stern side of the central fuel oil tank in the double bottom tank portion on the stern side so as to be in contact with a ship side outer plate, The height of the tank is 35% or more of the height of the freeboard depth of the ship, the width of the dredging side fuel oil tank is 20% or less of the ship width of the ship, and the length of the dredging side fuel oil tank is A ship characterized by being 20% or less of the length of the double bottom tank section. In a ship having a double bottom bottom, a double bottom tank portion formed in the double bottom, a plurality of watertight compartments in the double bottom tank portion, and a ship side outer plate out of the plurality of watertight compartments A central fuel oil tank formed in a watertight compartment in the center of the hull, the height of the central fuel oil tank being 35% or more of the height of the freeboard of the ship, and the width of the central fuel oil tank Is 35% or less of the ship width of the ship, and the length of the central fuel oil tank is 20% or less of the length of the double bottom tank part,
The ship provided with the watertight division which is a ballast tank adjacent to the said central fuel tank among these watertight divisions, or an empty space . The marine vessel according to claim 3, further comprising a berth side fuel oil tank in a watertight compartment formed so as to contact a ship side outer plate on the left and right side of the stern side of the central fuel oil tank among the plurality of watertight compartments, The height of the dredging side fuel oil tank is 35% or more of the height of the drought depth of the ship, the width of the dredging side fuel oil tank is 20% or less of the ship width of the ship, and the dredging side fuel oil tank The length of the ship is 20% or less of the length of the double bottom tank part. The ship according to any one of claims 1 to 4 is a vehicle carrier ship .

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