201139211 六、發明說明： 【發明所屬之技術領域】 本發明是關於可在短時間並以低成本容易地進行船種 變更的油槽船。 【先前技術】 商船可大致區分為集櫃船、散裝貨船、礦石運送船、 油槽船、及其他船種。這些商船通常是依船種而有特定運 送的貨物，並形成適合該貨物的船舶構造（配置、形狀、構 造、艤裝等）。 / 然而，商船的耐用年數（使用可能期限）非常長（例如 20至30年），在s亥期間的中途可能會有進行船種變更之情 形。 就這種對應於船種變更的手段而言，已揭示於專利文 獻1至3。 專利文獻1是關於將中古油輪之船體部分的一部分與 中古貨船之船體部分的一部分經由其他的船體部分而連 接’而形成新的中古改造船的技術。 專利文獻2是關於使單層船殼貨船雙層船殼化的工 法。 專利文獻3是關於具備特殊貨油管之配管構造的雙； 船殼構造的油礦兩用船。 (先前技術文獻） (專利文獻） (專利文獻1) 322615 4 201139211 日本特開昭61-191494號公報「中古改造船」 (專利文獻2) 「單層船殼貨船的雙層 曰本特開2009-113734號公報 船殼化工法」 (專利文獻3) 雙層船殼構造的油礦兩 曰本特開平8-119188號公報「 用船」 【發明内容】 (發明所欲解決之課題） ^ 上所述，以往的商船通常是依船種而有特定運送的 貨物，並形成適合該貨物的船舶構造（配置、形狀、構造、 艤裝等）。因此，為了將先前已建造好的特定船種的商船（例 如油槽船）變更成其他船種，就必須如專利文獻1、2所記 载，進行切斷船體等大幅變更船殼構造的改造工程，因^ 需=長時間的工程期間、以及相當於新造船之數成的高額 改造費用。 又，在如專利文獻3的兩用船（油礦兩用船）的情況， 由於無法形成適合貨物的船舶構造，因此無論是兩用的任 -船種都不紋帛有裝卸及裝載效料低的問題點。 本發明是為了解決上述問題點而研創者。 亦即，本發明之目的在於提供一種與以往的專用船同 ，具有適合原油油槽的船舶構造，貨物裝卸及裝载效率 向，且可在短時間内以低成本容易地變更成其他船種（例如 礦石運送船或散裝貨船）的船種變更容易的油槽船。 s 322615 5 201139211 (用以解決課題之手段） 根據本發明，可提供一種油槽船，其特徵為具備：設 在中央部，並以橫置間隔壁彼此隔開，且内面平滑的複數 個中心艙； 隔介縱通間隔壁設在該中心艙之兩舷的翼艙；以及 設在前述翼艙内，用來補強前述縱通間隔壁及橫肋骨 (橫樑）的支架， 前述支架係被設定成可確保變更後之船種所要求的船 殼強度，而可將前述中心艙直接轉用作為變更後之船種的 船艙。 ‘ 依據本發明之實施形態，係具備設置在前述橫置間隔 壁而補強該橫置間隔壁的波形材，該波形材係被設定成可 確保變更後之船種所需的船殼強度，而可將前述中心艙直 接轉用作為變更後之船種的船艙。 根據本發明之實施形態，係具有變更後之船種所需的 船首樓、船首形狀及船殼強度。 又，具有設在不會與設在變更後之船種的艙口蓋干擾 之位置的繫船機、纜繩固定金屬零件、或舷梯。 又，具有經由前述中心艙以外者而配置，且可直接使 用在變更後之船種的一般配管。 又，具備設在變更後之船種的艙口蓋以作為船體構造 之一部分。 (發明之效果） 根據上述本發明之構造，由於具備設在中央部的複數 6 322615 201139211 個中心艙；以及設在其兩舷的翼艙，因此與以往的專用船 * 同樣地具有適合原油油槽的船舶構造，且貨物裝卸及裝載 - 效率高。 又，由於具備設在翼艙内且用來補強與中心艙之間隔 壁（縱通間隔壁）的支架，支架係被設定成可確保變更後之 船種所需的船殼強度，而可將中心艙直接沿用作為變更後 之船種的船艙，因此在船種變更時，不需要對翼艙再設置 支架，而可在短時間内以低成本容易地變更成其他船種（例 如礦石運送船或散裝貨船）。 亦即，支架是為了支撐整個船體構造所需的構件，當 這些支架位於中心艙，進行船種變更時就必須將支架除 去，並且在翼艙另外設置。因此，藉由一開始就設在翼艙， 便可避免在翼擒追加設置支架。 【實施方式】 以下，依據所附圖式，對本發明之較佳實施形態加以 詳細說明。此外，各圖式中共通的部分是附上相同的符號， 並省略重複的說明。 第1A圖及第1B圖是習知油槽船（oil tanker)的示意 圖。第1A圖是側視圖，第1B圖是剖視圖，符號1A是油槽， 2是壓載搶（bal last tank)，3是機關室，4是甲板室。 油槽船（以下稱為「油船」）主要是輸送原油的船，考 慮到碰撞、觸礁、油槽的清洗等，為了防止海洋污染，油 槽1A及壓載艙2的配置及大小皆依據MARP0L規則而規定。 油船的貨物裝卸是將陸地側的管線與船側的配管端結 s 7 322615 201139211 ;進仃裝載及卸载。又，油船的單趟航行會是沒有裳载 :物的空載航行’因此只要藉由MARPGL規則所要求的專用 壓載艙2便可實現一般的海上航行。 第2A圖及第2B圖是習知礦石運送船（〇re carrier〇 ，示意圖。第2A圖是側視圖，第2B圖是剖視圖，符號ΐβ 是船艙’2是壓載艙，3是機關室，4是曱板室，5是船首 樓’ 6是艘口蓋。 礦石運送船是輸送鐵礦石等礦石的船。鐵礦石等之礦 石的比重比起榖類、煤等來得大，因此是在中央部配置將 雙層底部加高的船艙1B，將左右舷形成為較大的壓載艙2。 礦石運送船的貨物裝卸一般是利用陸地侧的設備，大 邻刀的主船並未具備貨物装卸設備。又，礦石運送船的單 趟航行θ疋沒有裳載貨物的空載航行，但是由於壓載艙2 有充分的容積，因此只要藉由專用艙的注水就可確保充分 的吃水。 從第1Α圖、第1Β圖、第2Α圖及第2Β圖可以明瞭， 分別為專用船的習知油船及礦石運送船在以下幾點並不相 同。 (1) 油船原則上不需要船首樓5、艙口（上部曱板的開 口部）以及艙口蓋6。 (2) 油船的油槽1Α雖存在於中央及其兩舷，但是礦石 運送船的船艙1Β只設在中央，在其兩舷則有壓載艙2存在。 又，在其他方面，油船及礦石運送船也在以下幾點相 異。 ’ 322615 8 201139211 (3) 在油船的中央油槽1A存在有多數個補強材（支架 或水平街襟）’但是在礦石運送船的船艙ib，由於對礦石 的搬出會有妨礙’因此補強材較少（實質上不存在）。 (4) 礦石運送船的乾舷（從吃水到上甲板）的船首形狀 必須有ICLL所要求的預備浮力，但是油船並不需要。 因此為了將先如已建造好的油槽船在日後變更成其 他船種（例如礦石運送船或散裝貨船），必須假想將來的改 化’並且從新造時就採用可用較少的勞力及費用加以改造 的船舶構造（配置、形狀、構造、艤裝等）。 第3A圖及第3B圖是本發明之船種變更容易的油槽船 的示意圖。第3A圖是俯視圖13B圖是側視圖，第3C圖 是剖視圖’符號10是油槽，12是船首樓，14是搶口蓋。 本發明之油槽船（油船）是可將船種變更成礦石運送 船，與習知油船相比較’在油槽10、船首樓12、艙口蓋 14、船首形狀及其他船體構造上並不相同。又，在繫船機 16、_岐金屬零件17、_18及配管2G的配置上也 不同。 叉尺说巧船裡並不限於礦石運送妒 為散裝貨船。以下’針輕石運送船加以說明°。 第3Α圖、第3Β圖及第3C圖中，本發明之油船是 設置在變更後之船種（在該例中為礦石運送船）的驗口蓋 14 ’以作為船體構造的—部分。 船種變更後的礦石運送如A 7 迗轧為了將礦石對船艙（後述的 中心艙10a)進行搬入、搬出，、7 π +， 微出，必須在上部甲板設置艙口 % 322615 9 201139211 13。因此，本發明之油船是將船種變更後之艙口 13的位置 事先設定在不會與間隔壁（bulk head)或補強構件（支架或 街樑）干擾的位置。 又，船種變更時，若改造上部曱板而設置艙口 13，則 該部分的船體強度就會降低，因此必須補強艙口周邊。因 此，本發明之油船是事先就進行即使設置艙口也可保持充 分之構造強度的補強，因而不需要船種變更後的補強。 第3A圖、第3B圖及第3C圖中，艙口蓋14在船種變 更前只要有作為船體構造之強度構件的功能即可，即使無 法作為艙口蓋進行開閉亦可。亦即，該艙口蓋14在船種變 更時可藉由簡單的作業，在短時間内以低成本改造成可開 閉的原本之搶口蓋14。 第10A圖及第10B圖是顯示船體構造與艙口蓋之接合 部的詳細圖。第10A圖是改造前，第10B圖是改造後，符 號14a是裙部，25是艙口緣圍，26是墊圈，27是密封棒 (seal bar) ° 如該圖所示，藉由切斷艙口蓋14的裙部14a，可容易 地沿用作為艙口蓋。 第4A圖及第4B圖是習知與本發明之翼艙與中心艙之 間隔壁（縱通間隔壁）的構造圖。又，第5A圖及第5B圖是 習知與本發明之中心艙間之間隔壁（橫置間隔壁）的構造 圖。 第4A圖及第5A圖是習知例，第4B圖及第5B圖是本 發明。 10 322615 201139211 習知與本發明的油船中，油槽10是由設在中央部的中 心艙10a、以及設在中心艙i〇a之兩舷的翼艙1〇b所構成。 本發明之油船是可將船種變更成礦石運送船，此時， 中心艙10a是用來作為收容礦石的船艙，翼艙1〇b是用來 作為空處或壓載艙。 以下，本申請案是將於船舶之長度方向相鄰的中心驗 10a之間的間隔壁iia稱為r橫置間隔壁」，將中心艙1〇& 與翼艙10b之間的間隔壁lib稱為「縱通間隔壁」。 如第4A圖所示，習知油船是在中心繪i〇a的内侧設置 支架21，以補強縱通間隔壁及橫肋骨（橫樑）。 相對於此，本發明之油船是如第4B圖所示，具有設在 翼艙10b之内側的支架22，以補強縱通間隔壁llb及橫肋 骨（橫樑）。而在該情況，在中心艙1〇a的内側就不設置支 架21，而是使中心餘i〇a的内面保持平滑。 又，如第5B圖所示，本發明之油船具有設在橫置間隔 壁11a的波形材24,藉由該波形材24,在將中心艙1〇a之 内面保持平滑的狀態下補強橫置間隔壁lla。波形材24在 該例是將折彎成梯形的板體的底邊焊接在橫置間隔壁 Ua。然而’波形材24的剖面形狀只要是對礦石的搬出不 會造成妨礙，亦可為其他形狀（例如矩形）。 又在6亥情況’第5A圖所示的習知水平桁樑23就不設 置，而是使中心艙l〇a的内面保持平滑。 再者，支架22及波形材24是被設定成可確保變更後 之船種（該例為礦石運送船）所要求的船殼強度，而可直接 322615 11 201139211 將中心搶1Ga直接沿用作為變更後之船種的船臉（該例為 收容礦石的船艙）。 藉由上述的構成’在本發明之中心臉10a的内面並沒 有補強材（支架21或水平枪樑23)的存在，因此對礦石的 搬出沒有妨礙，而可直接用來作為礦石運送船的船搶。 因此本發明之油船在進行船種變更時並不需要變更 中心搶10a(船艙）的構造，而可在短時間内以低成本容易 地變更成其他船種（該例為礦石運送船）。 第6A圖及第6B圖是習知與本發明之船首部及船首形 狀的構造圖。第6A圖是習知例，第6B圖是本發明》 習知油船是如第6A圖所示，在船首部不需要船首樓 12 ’而是在船體（hull)7的上部直接設有防波壁（buiwark) 8 〇 相對於此’本發明之油船是如第6B圖所示，事先將變 更後之船種所需的船首樓12設置在船體7與防波壁8之 間。此外，船首樓12的設置並非必須，亦能以可容易設置 的方式形成可拆除防波壁8的構造，並且在船種變更時另 外設置船首樓12。 又，如第6B圖所示，事先設定成乾般（從吃水到上甲 板）的船首形狀儘可能具有作為礦石運送船所需之ICLL所 要求的預備浮力。 再者，本發明之油船是事先設定成具有變更後之船種 所需的船殼強度。 藉由上述本發明之船首部的構造、船首形狀及船體構 12 322615 201139211 需要變更船首部、船首 以低成本容易地變更成 造，本發明之油船在船種變更時不 形狀及船體構造，而可在短時間内 其他船種（該例為礦石運送船）。 =A圖及第7B圖疋習知與本發明之繫船機及缓繩固 定金屬零件的配置圖。又’第8A圖及第8B圖是習知與本 發明之舷梯的配置圖。 第7B圖及第8B圖是本 第7A圖及第8A圖是習知例， 發明。 如第7A圖 ' 第8A圖所示，由於習知繫船機16、魏 口疋金屬零件17a、17b及舷梯18的配置會與設在變更後 之船種（該例為礦石運送船）㈣口 13及•蓋14互相干 擾，因此在船種變更時必須變更其設置位置。 相對於此本發明之油船是如第圖、第圖所示， 在不會與設在變更後之船種（該例為礦石運送船）的搶口 13 及擒口蓋14互相干擾的位置，事先設有繫船機16、繞繩 固定金屬零件17a、17b及舷梯ι8。 此外，該構造並非必須，在作業性會惡化的情況下， 為了可容易變更，亦可事先確保安裝場所，並在習知位置 没置繫船機16、纜繩固定金屬零件17a、17b或般梯18。 第9A圖及第9B圖是習知與本發明之配管的配置圖。 第9A圖是習知例，第9B圖是本發明。 油船的配官20係可區分為滅火、油壓、清水、壓縮空 氣等的一般管20a、以及貨油管2〇b。 習知油船是如第9A圖所示，經由中心艙1〇a而設置一 13 322615 201139211 般管20a及貨油管20b雙方。 相對於此，本發明是如第9B圖所示，一般管20a是經 由中心艙以外（例如翼艙10b内）而配置，俾直接使用在變 更後之船種。 此外，貨油管20b在變更後之船種（該例為礦石運送船) 並不需要，將會撤掉，因此是與以往同樣的設置。 藉由該構造，只要在船種變更時將貨油管20b撤掉， 一般管20a就可直接使用，因此船種變更時不需要變更配 管，而可在短時間内以低成本容易地變更成其他船種（該例 為礦石運送船）。 本發明之油船除了上述構造之外，為了符合改造後之 船種所需的規則，係設計船體構造，並形成顧及改造後的 船殼強度。 因此，船種變更時，會符合改造後之船種所需的規則， 因而幾乎沒有新的改造部位，因此可在短時間内以低成本 容易地變更成其他船種（該例為礦石運送船）。 此外，本發明並不限於上述實施形態，而是包含申請 專利範圍之記載所示，甚至與申請專利範圍之記載同等意 義及範圍内的所有變更。 【圖式簡單說明】 第1A圖是習知油槽船的側視圖。 第1B圖是第1A圖的油槽船的剖視圖。 第2A圖是習知礦石運送船的側視圖。 第2B圖是第2A圖的礦石運送船的剖視圖。 14 322615 201139211 第3A圖是本發明之船種變更容易的油槽船的俯視圖。 第3B圖是第3A圖的油槽船的側視圖。 第3C圖是第3A圖的油槽船的剖視圖。 第4A圖是習知翼艙與中心艙之間隔壁（縱通間隔壁） 的構造圖。 第4B圖是本發明之翼艙與中心艙之間隔壁（縱通間隔 壁）的構造圖。 第5A圖是習知中心艙間之間隔壁（橫置間隔壁）的構 造圖。 第5B圖是本發明之中心搶間之間隔壁（橫置間隔壁） 的構造圖。 第6A圖是習知的船首部及船首形狀的構造圖。 第6B圖是本發明之船首部及船首形狀的構造圖。 第7A圖是習知繫船機及纜繩固定金屬零件的配置圖。 第7B圖是本發明之繫船機及纜繩固定金屬零件的配 置圖。 第8A圖是習知的舷梯的配置圖。 第8B圖是本發明之舷梯的配置圖。 第9A圖是習知配管的配置圖。 第9B圖是本發明之配管的配置圖。 第10A圖是船體構造與艙口蓋之接合部的詳系 第10B圖是船體構造與艙口蓋之接合部二、田圖 r 〇 °丨的洋細圖 【主要元件符號說明】 Μ U 油槽 1Β 船艙 322615 15 201139211 2 壓載艙 3 機關室 4 曱板室 5 船頭樓 6 艙口蓋 7 船體 8 防波壁 10 油槽 10a 中心艙 10b 翼艙 11a 橫置間隔壁 lib 縱通間隔壁 12 船首樓 13 艙口 14 艙口蓋 14a 裙部 16 繫船機 17、 17a 、17b纜繩固定金屬零件 18 般梯 20 配管 20a 一般管 20b 貨油管 21、 22 支架 23 水平街樑 24 波形材 25 艙口緣圍 26 墊圈 27 密封棒 16 322615BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tanker ship that can easily change a ship type in a short time and at a low cost. [Prior Art] Merchant ships can be roughly classified into container ships, bulk carriers, ore carriers, tankers, and other types of ships. These merchant ships are usually goods that are specifically transported depending on the type of ship and form the ship structure (configuration, shape, construction, armor, etc.) suitable for the cargo. / However, the number of years of durability of the merchant vessel (the possible period of use) is very long (for example, 20 to 30 years), and there may be a change in the type of the ship in the middle of the period. This means corresponding to the change of the ship type has been disclosed in Patent Documents 1 to 3. Patent Document 1 relates to a technique for forming a new medieval remodeling ship by connecting a part of a hull portion of a medieval tanker with a part of a hull portion of a medieval cargo ship via another hull portion. Patent Document 2 relates to a method of double-hulling a single-layer hull cargo ship. Patent Document 3 relates to a double-hulled ship with a hull structure for a piping structure having a special cargo pipe. (Prior Art Document) (Patent Document) (Patent Document 1) 322615 4 201139211 JP-A-61-191494, "Middle-Renovation Ship" (Patent Document 2) "Double-layer hull cargo ship double-layer 曰本特开2009 - "In the case of the invention, the ship's hull chemical method" (Patent Document 3) The oil shovel of the double hull structure is disclosed in Japanese Unexamined Patent Publication No. Hei 8-119188. In the past, a merchant ship is usually a cargo that is specifically transported depending on the type of ship, and a ship structure (arrangement, shape, structure, armor, etc.) suitable for the cargo is formed. Therefore, in order to change a merchant ship (for example, a tanker ship) of a specific type of ship that has been previously built into another ship type, it is necessary to perform a modification to substantially change the hull structure such as cutting the hull as described in Patent Documents 1 and 2. The project, because of the need for = a long period of construction, and the equivalent of a large number of new shipbuilding costs. Further, in the case of the dual-purpose ship (oil-mine dual-purpose ship) of Patent Document 3, since it is impossible to form a ship structure suitable for the cargo, neither the dual-purpose ship type nor the ship has a loading and unloading and the loading effect is low. The problem point. The present invention has been made in order to solve the above problems. That is, an object of the present invention is to provide a ship structure suitable for a crude oil tank, which is suitable for a crude oil tank, and has a cargo loading and unloading efficiency, and can be easily changed to other ships at a low cost in a short time ( For example, an ore carrier or a bulk carrier is a ship tank that is easy to change. s 322615 5 201139211 (Means for Solving the Problem) According to the present invention, there is provided a tanker ship comprising: a plurality of center compartments which are disposed at a central portion and are spaced apart from each other by a transverse partition wall and have a smooth inner surface a wing compartment provided on the two sides of the center compartment; and a bracket provided in the wing compartment for reinforcing the longitudinal partition wall and the transverse rib (beam), the bracket system is set to The strength of the hull required for the changed ship type can be ensured, and the aforementioned central cabin can be directly transferred to the cabin of the changed ship type. According to an embodiment of the present invention, there is provided a corrugated material which is provided on the transverse partition wall to reinforce the transverse partition wall, and the corrugated material is set to ensure the strength of the hull required for the changed ship type, and The aforementioned central cabin can be directly transferred to the cabin of the modified ship. According to an embodiment of the present invention, there is a bow building, a bow shape and a hull strength required for the changed ship type. Further, there is a ship machine, a cable fixing metal part, or a gangway provided at a position that does not interfere with the hatch cover of the ship type after the change. Further, it is provided with a general piping that is disposed outside the center cabin and that can be directly used in the changed ship type. Further, the hatch cover of the ship type after the change is provided as a part of the hull structure. (Effects of the Invention) According to the structure of the present invention described above, since a plurality of 6 322 615 201139211 central cabins provided at the center portion and wing tanks provided on both sides thereof are provided, it is suitable for a crude oil tank similarly to the conventional special vessel*. Ship construction, cargo handling and loading - high efficiency. Moreover, since the bracket is provided in the wing compartment for reinforcing the partition wall (longitudinal partition wall) of the center compartment, the bracket is set to ensure the strength of the hull required for the changed ship type, and The center cabin is directly used as the cabin of the changed ship type. Therefore, when the ship type is changed, it is not necessary to provide a bracket for the wing cabin, and it can be easily changed to other ship types at a low cost in a short time (for example, an ore transport ship) Or bulk carrier). That is, the brackets are required to support the entire hull structure. When the brackets are located in the center compartment, the brackets must be removed and the vanes are additionally installed. Therefore, by setting it in the wing compartment from the beginning, it is possible to avoid adding a bracket to the wing. [Embodiment] Hereinafter, preferred embodiments of the present invention will be described in detail based on the drawings. In addition, the same portions in the respective drawings are denoted by the same reference numerals, and the repeated description is omitted. Figs. 1A and 1B are schematic views of a conventional oil tanker. 1A is a side view, and FIG. 1B is a cross-sectional view, the symbol 1A is an oil groove, 2 is a bal last tank, 3 is an institutional room, and 4 is a deck room. Oil tankers (hereinafter referred to as "oil tankers") are mainly ships that transport crude oil. In consideration of collisions, reefs, and oil tank cleaning, in order to prevent marine pollution, the arrangement and size of oil tank 1A and ballast tank 2 are all regulated in accordance with MARP0L rules. . The cargo handling of the tanker is to terminate the pipeline on the land side and the piping on the side of the ship. s 7 322615 201139211; loading and unloading. Moreover, the single-handed navigation of the tanker will be carried out without the idling of the object: so that the general maritime navigation can be achieved by the special ballast tank 2 required by the MARPGL rules. Figures 2A and 2B are conventional ore carriers, schematic diagrams. Figure 2A is a side view, Figure 2B is a cross-sectional view, the symbol ΐβ is the cabin '2 is the ballast tank, 3 is the institutional room, 4 is the seesaw room, 5 is the bow floor '6 is the mouth cover. The ore transport ship is a ship that transports ore such as iron ore. The ore of iron ore is larger than the scorpion, coal, etc., so it is in the center. The department is equipped with a cabin 1B with a double bottom height, and the left and right sides are formed into a larger ballast tank 2. The cargo handling of the ore carrier is generally based on the land side equipment, and the main ship of the large adjacent knife does not have cargo handling. In addition, the single-cylinder θ of the ore carrier does not carry the idling of the cargo, but since the ballast tank 2 has sufficient volume, sufficient water can be ensured by the water injection in the special compartment. The 1st map, the 1st map, the 2nd map and the 2nd map can be used to understand that the conventional tankers and ore carriers that are dedicated ships are not the same in the following points. (1) The tanker does not require the bow floor in principle. Mouth (opening of the upper jaw) and hatch cover 6. (2) Although the oil tanker of the oil tanker exists in the center and its two sides, the tank of the ore transport ship is only located in the center, and there are ballast tanks 2 on both sides. Also, in other respects, the tanker and The ore transport ship is also different in the following points. ' 322615 8 201139211 (3) There are many reinforcing materials (brackets or horizontal street rafts) in the tanker's central oil tank 1A' but in the ore of the ore transport ship, due to the ore The removal will hinder 'therefore there is less reinforcement (essentially non-existent). (4) The shape of the bow of the ore transport ship's freeboard (from draught to the upper deck) must have the required buoyancy required by ICLL, but the tanker does not In order to change the previously constructed tanker to another type of vessel (such as an ore carrier or a bulk carrier), it is necessary to assume a future change and to use less labor and expense from the new build. The ship structure (arrangement, shape, structure, armor, etc.) to be modified. Fig. 3A and Fig. 3B are schematic views of the oil tanker in which the ship type of the present invention is easily changed. Fig. 3A is a plan view of Fig. 13B. Figure 3C is a cross-sectional view of the symbol 10 is the oil tank, 12 is the bow floor, and 14 is the grab cover. The oil tanker (oil tanker) of the present invention can change the ship type into an ore transport ship, compared with the conventional oil tanker. The oil tank 10, the bow floor 12, the hatch cover 14, the shape of the bow and the structure of the other hulls are different. In addition, the arrangement of the mooring machine 16, the metal parts 17, _18 and the piping 2G are also different. The skill ship is not limited to ore transportation and is a bulk carrier. The following 'needle pumice carrier ship is used for description. In the 3rd, 3rd and 3rd drawings, the tanker of the present invention is set in the changed ship type ( In this example, the finder cover 14' of the ore transport ship is part of the hull structure. The ore transport after the change of the ship type is carried out in A 7 rolling to carry the ore into the ship cabin (the center cabin 10a to be described later). Move out, 7 π +, micro out, must be hatched on the upper deck % 322615 9 201139211 13 . Therefore, in the oil tanker of the present invention, the position of the hatch 13 after the change of the ship type is set in advance at a position that does not interfere with the bulk head or the reinforcing member (bracket or street sill). In addition, when the ship type is changed, if the hatch 13 is installed and the hatch 13 is provided, the strength of the hull in this part will be lowered, so it is necessary to reinforce the periphery of the hatch. Therefore, the oil tanker of the present invention can perform the reinforcement of the structural strength even if the hatch is provided in advance, and thus the reinforcement after the change of the ship type is not required. In Figs. 3A, 3B, and 3C, the hatch cover 14 may have a function as a strength member of the hull structure before the ship type is changed, and it is not possible to open and close the hatch cover. That is, the hatch cover 14 can be converted into an openable and closable original grab cover 14 at a low cost in a short period of time by a simple operation when the ship type is changed. Fig. 10A and Fig. 10B are detailed views showing the joint between the hull structure and the hatch cover. Figure 10A is before the modification, and Figure 10B is after the modification, the symbol 14a is the skirt, 25 is the hatch edge, 26 is the gasket, and 27 is the seal bar. As shown in the figure, by cutting The skirt portion 14a of the hatch cover 14 can be easily used as a hatch cover. 4A and 4B are structural views of a partition wall (longitudinal partition wall) of a wing tank and a center tank of the present invention. Further, Figs. 5A and 5B are structural views of a partition wall (a transverse partition wall) between the center and the center of the present invention. 4A and 5A are conventional examples, and Figs. 4B and 5B are the present invention. 10 322 615 201139211 In the oil tanker of the present invention, the oil sump 10 is constituted by a central compartment 10a provided at the center and a wing compartment 1 〇b provided on both sides of the central compartment i〇a. The oil tanker of the present invention can change the ship type into an ore transport ship. At this time, the center tank 10a is used as a cabin for containing ore, and the wing tank 1b is used as an empty space or a ballast tank. Hereinafter, the present application is a partition wall iia between the center inspections 10a adjacent to the length direction of the ship, which is referred to as an r transverse partition wall, and a partition wall lib between the center compartment 1& and the wing compartment 10b. It is called "longitudinal partition wall". As shown in Fig. 4A, the conventional tanker is provided with a bracket 21 on the inner side of the center i i to reinforce the longitudinal partition wall and the transverse rib (beam). On the other hand, the oil tanker of the present invention has a bracket 22 provided inside the wing chamber 10b as shown in Fig. 4B to reinforce the vertical partition wall llb and the transverse rib (beam). In this case, the bracket 21 is not provided inside the center compartment 1A, but the inner surface of the center rest is kept smooth. Further, as shown in Fig. 5B, the oil tanker of the present invention has the corrugated material 24 provided on the laterally partitioning wall 11a, and the corrugated material 24 reinforces the transverse surface while keeping the inner surface of the center compartment 1〇a smooth. Partition wall 11a. In this example, the corrugated material 24 is welded to the lateral partition wall Ua at the bottom side of the plate body which is bent into a trapezoidal shape. However, the cross-sectional shape of the corrugated material 24 may be other shapes (e.g., rectangular) as long as it does not interfere with the removal of the ore. Further, in the case of 6 hai, the conventional horizontal truss 23 shown in Fig. 5A is not provided, but the inner surface of the center compartment 10a is kept smooth. In addition, the bracket 22 and the corrugated material 24 are set to ensure the strength of the hull required for the changed ship type (in this case, the ore transport ship), and the direct 322615 11 201139211 can be used directly as the change. The ship's face of the ship (this case is the cabin that holds the ore). According to the above configuration, the presence of the reinforcing material (the bracket 21 or the horizontal gun beam 23) on the inner surface of the center face 10a of the present invention does not hinder the movement of the ore, and can be directly used as a ship for the ore carrier. grab. Therefore, the oil tanker of the present invention does not need to change the structure of the center grab 10a (cabin) when changing the type of the ship, and can be easily changed to another ship type (in this case, an ore transport ship) at a low cost in a short time. Figs. 6A and 6B are structural views of the bow and bow shape of the conventional and the present invention. Fig. 6A is a conventional example, and Fig. 6B is a view of the present invention. The conventional oil tanker is as shown in Fig. 6A, and the bow building 12' is not required in the bow head but is directly provided on the upper part of the hull 7. The buiwark 8 〇 relative to this 'the tanker of the present invention is as shown in Fig. 6B, and the bow floor 12 required for the changed ship type is placed between the hull 7 and the wave preventing wall 8 in advance. Further, the arrangement of the bow floor 12 is not essential, and the structure of the detachable wave-proof wall 8 can be formed in an easily configurable manner, and the ship's first floor 12 is additionally provided when the ship type is changed. Further, as shown in Fig. 6B, the shape of the bow which is previously set to dry (from the draft to the upper deck) has as much as possible the required buoyancy required by the ICLL required for the ore carrier. Further, the oil tanker of the present invention is a hull strength required to be set in advance to have a changed ship type. According to the structure of the bow of the present invention, the shape of the bow, and the hull structure 12 322615 201139211, it is necessary to change the bow head and the bow to be easily changed at a low cost. The oil tanker of the present invention has no shape and hull structure when the ship type is changed. Other ships can be used in a short time (this is an ore carrier). Fig. 7A and Fig. 7B are diagrams showing the arrangement of the marine machine and the slow-fixing metal parts of the present invention. Further, Figs. 8A and 8B are configuration diagrams of a conventional and gangway of the present invention. Figs. 7B and 8B are a conventional example and an invention of Figs. 7A and 8A. As shown in Fig. 8A' Fig. 8A, the arrangement of the conventional marine machine 16, the Weikou metal parts 17a, 17b and the gangway 18 will be the same as that of the modified ship (this is an ore carrier) (4) The port 13 and the cover 14 interfere with each other, so the setting position must be changed when the ship type is changed. With respect to the tanker of the present invention, as shown in the figure and the figure, in advance, it does not interfere with the grab 13 and the hatch cover 14 provided in the modified ship type (in this case, the ore ship). A mooring machine 16, a rope fixing metal parts 17a, 17b, and a gangway ι8 are provided. Further, this configuration is not essential, and in the case where the workability is deteriorated, in order to be easily changeable, the installation place can be secured in advance, and the marine machine 16 or the cable fixing metal parts 17a, 17b or the ladder is not provided in the conventional position. 18. Fig. 9A and Fig. 9B are configuration diagrams of the piping of the prior art and the present invention. Fig. 9A is a conventional example, and Fig. 9B is the present invention. The tanker's 20th line can be divided into a general pipe 20a for extinguishing fire, oil pressure, clean water, compressed air, and the like, and a cargo pipe 2〇b. As shown in Figure 9A, the conventional tanker is provided with a 13 322615 201139211-like tube 20a and a cargo oil pipe 20b via a central compartment 1〇a. On the other hand, in the present invention, as shown in Fig. 9B, the general pipe 20a is disposed outside the center compartment (e.g., in the wing compartment 10b), and is used directly in the modified ship type. In addition, the cargo line 20b is not required to be changed in the ship type (in this case, the ore transport ship), and will be removed, so it is the same as the conventional one. According to this configuration, since the cargo pipe 20b can be directly used when the ship type is changed, the pipe 20a can be used as it is. Therefore, it is not necessary to change the pipe when the ship type is changed, and it can be easily changed to other parts at a low cost in a short time. Ship type (this is an ore transport ship). In addition to the above-described configuration, the oil tanker of the present invention designs the hull structure and conforms to the strength of the hull after the modification in order to comply with the rules required for the modified ship type. Therefore, when the ship type is changed, it will meet the rules required for the ship type after the transformation, so there is almost no new modification site, so it can be easily changed to other ship types at a low cost in a short time (this is an ore ship). ). The present invention is not limited to the above-described embodiments, but includes all modifications within the scope and scope of the claims and the scope of the claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1A is a side view of a conventional oil tanker. Fig. 1B is a cross-sectional view of the tanker ship of Fig. 1A. Figure 2A is a side view of a conventional ore carrier. Fig. 2B is a cross-sectional view of the ore carrier ship of Fig. 2A. 14 322615 201139211 Fig. 3A is a plan view of the tanker ship in which the ship type of the present invention is easily changed. Fig. 3B is a side view of the tanker ship of Fig. 3A. Fig. 3C is a cross-sectional view of the tanker ship of Fig. 3A. Fig. 4A is a structural view of a partition wall (longitudinal partition wall) of a conventional wing tank and a center tank. Fig. 4B is a structural view showing the partition wall (longitudinal partition wall) of the wing tank and the center compartment of the present invention. Fig. 5A is a view showing the construction of a partition wall (a transverse partition wall) of a conventional center space. Fig. 5B is a structural view of the partition wall (horizontal partition wall) of the center of the present invention. Figure 6A is a structural view of a conventional bow and bow shape. Fig. 6B is a structural view showing the shape of the bow and the bow of the present invention. Figure 7A is a configuration diagram of a conventional marine machine and cable fixing metal parts. Fig. 7B is a view showing the arrangement of the marine machine and the cable fixing metal parts of the present invention. Figure 8A is a configuration diagram of a conventional gangway. Fig. 8B is a configuration diagram of the gangway of the present invention. Fig. 9A is a configuration diagram of a conventional piping. Fig. 9B is a configuration diagram of the piping of the present invention. Figure 10A is a detailed view of the joint between the hull structure and the hatch cover. Figure 10B is the joint diagram of the joint between the hull structure and the hatch cover. 2. The fine view of the map r 〇 °丨 [Main component symbol description] Μ U oil tank 1Β Cabin 322615 15 201139211 2 Ballast tank 3 Organ room 4 Seesaw room 5 Bow floor 6 Hatch cover 7 Hull 8 Wave wall 10 Oil tank 10a Center cabin 10b Wing cabin 11a Horizontal partition wall lib Vertical partition wall 12 Bow floor 13 Hatch 14 hatch cover 14a skirt 16 ship machine 17, 17a, 17b cable fixing metal parts 18 ladder 20 pipe 20a general pipe 20b cargo pipe 21, 22 bracket 23 horizontal street beam 24 corrugated material 25 hatch edge 26 washer 27 sealing rod 16 322615