[發明所欲解決之課題] [0007] 此外，在船舶中，一般係對各種部位實施焊接，於多數部位的焊接連接部，會沿板厚方向承受拉伸應力。而且，於此種焊接連接部，近來已闡明有發生層狀撕裂的危險性。於此，所稱層狀撕裂，係指在十字形連接部、T形連接部、方形連接部等沿板厚方向承受拉伸應力的焊接連接部，因拉伸應力而沿與鋼板表面平行的方向，於鋼材內部加深龜裂而產生破裂的現象。 因此，船舶壓載艙用鋼材，除上述船舶的壓載艙在使用環境下的耐蝕性外，亦要求耐層狀撕裂性優良。 [0008] 然而，專利文獻1及2均完全未考量到在焊接連接部發生層狀撕裂的風險，且未考量到任何關於耐層狀撕裂性者。 [0009] 本發明係有鑑於上述現況而開發者，茲以提供一種船舶的壓載艙在使用環境下的耐蝕性優異，且耐層狀撕裂性亦優良的船舶壓載艙用鋼材為目的。 又，本發明係以提供一種使用上述之船舶壓載艙用鋼材而成的原油油輪為目的。 [解決課題之手段] [0010] 從而，本案發明人等為解決上述課題而致力反覆研究，獲得以下見解： (1) 要提升壓載艙在使用環境下的耐蝕性，與Sn共同複合添加選自W、Mo、Sb及Si當中的1種或2種以上係屬有效。 (2) 另一方面，基於耐層狀撕裂性觀點，減少鋼中的S量並同時減少Sn係屬有效。 [0011] 如此，基於提升壓載艙在使用環境下的耐蝕性的觀點，添加Sn係屬有效，但基於耐層狀撕裂性的觀點，減少Sn則屬有效。因此，本案發明人等以上述見解為基礎，為了兼具耐蝕性與耐層狀撕裂性而進一步反覆研究。 [0012] 其結果，獲得以下見解： (3) 只要抑制Sn的中心偏析，使Sn朝鋼材全體極力擴散，即使含有一定量的Sn也能獲得優良的耐層狀撕裂性； (4) 又，只要與Sn共同複合添加W、Mo、Sb及Si，並將以此等的含量所定義之ACB值調整於既定的範圍，即使減少Sn量，仍可獲得船舶壓載艙在使用環境下的優良耐蝕性； (5) 亦即，只要將Sn量以與W、Mo、Sb及Si量的關係適確地調整，同時抑制Sn的中心偏析，使Sn朝鋼材全體擴散，則可兼具船舶壓載艙在使用環境下的耐蝕性與耐層狀撕裂性。 又，獲得以下見解： (6) 依據S量嚴謹地控制Sn量，可進一步提升耐層狀撕裂性。 本發明係基於上述見解，進一步反覆研究而完成者。 [0013] 亦即，本發明之要旨構成如下。 1.一種船舶壓載艙用鋼材，其係具有：以質量%計含有 C：0.03～0.18%、 Mn：0.10～2.00%、 P：0.030%以下、 S：0.0070%以下、 Al：0.001～0.100%、 Sn：0.01～0.20%及 N：0.0080%以下； 同時選自 W：0.01～0.50%、 Mo：0.01～0.50%、 Sb：0.01～0.30%及 Si：0.01～1.50% 當中的1種或2種以上；且含有其餘由Fe及無可避免之雜質所構成的成分組成，而且 下式(1)所定義之ACB值為0.50以下，且 下式(2)所定義之Sn偏析度未達18； ACB={1-(0.8×[%W]+0.5×[%Mo])0.3
}×{1-([%Sn]+0.4×[%Sb])0.3
}×{1-(0.05×[%Si])0.3
}---(1) [Sn偏析度]=[中心偏析部的Sn濃度]/[平均Sn濃度]--- (2) 於此，[%W]、[%Mo]、[%Sn]、[%Sb]及[%Si]分別為成分組成中W、Mo、Sn、Sb及Si的含量(質量%)。 [0014] 2.如前述1之船舶壓載艙用鋼材，其中前述成分組成中的S含量與Sn含量係滿足下式(3)之關係： 10000×[%S]×[%Sn]2
≦1.40 --- (3) 於此，[%S]及[%Sn]分別為成分組成中S及Sn的含量(質量%)。 [0015] 3.如前述1或2之船舶壓載艙用鋼材，其中前述成分組成進一步以質量%計含有選自 Cu：0.01～0.50%、 Ni：0.01～0.50%、 Cr：0.01～0.50%及 Co：0.01～0.50% 當中的1種或2種以上。 [0016] 4.如前述1～3中任一項之船舶壓載艙用鋼材，其中前述成分組成進一步以質量%計含有選自 Ti：0.001～0.100%、 Zr：0.001～0.100%、 Nb：0.001～0.100%及 V：0.001～0.100% 當中的1種或2種以上。 [0017] 5.如前述1～4中任一項之船舶壓載艙用鋼材，其中前述成分組成進一步以質量%計含有選自 Ca：0.0001～0.0100%、 Mg：0.0001～0.0200%及 REM：0.0002～0.2000% 當中的1種或2種以上。 [0018] 6.如前述1～5中任一項之船舶壓載艙用鋼材，其中前述成分組成進一步以質量%計含有 B：0.0001～0.0300%。 [0019] 7.一種船舶，其係使用如前述1～6中任一項之船舶壓載艙用鋼材而成。 [發明之效果] [0020] 根據本發明，可獲得一種船舶的壓載艙在使用環境下的耐蝕性優異，且耐層狀撕裂性亦優良的船舶壓載艙用鋼材。 而且，藉由將本發明之船舶壓載艙用鋼材應用於船舶的壓載艙，可確保高安全性，同時可降低壓載艙的檢查或塗裝所需的費用。[Problems to be Solved by the Invention] [0007] In the ship, welding is generally performed on various parts, and the welded joint portion of the plurality of portions is subjected to tensile stress in the thickness direction. Moreover, in such welded joints, the risk of occurrence of lamellar tears has recently been clarified. Here, the term "layered tear" refers to a welded joint that is subjected to tensile stress in a thickness direction in a cross-shaped joint portion, a T-shaped joint portion, a square joint portion, etc., and is parallel to the steel sheet surface due to tensile stress. In the direction of the steel, the crack is deepened inside the steel to cause cracking. Therefore, in addition to the corrosion resistance of the ballast tanks of the above-mentioned ships in the use environment, the steel materials for ship ballast tanks are also required to have excellent lamellar tear resistance. [0008] However, Patent Documents 1 and 2 do not at all consider the risk of laminar tearing at the welded joint portion, and do not consider any one relating to the resistance to lamellar tearing. [0009] The present invention has been made in view of the above-mentioned state of the art, and is intended to provide a steel ballast for a ship in which the ballast tank of the ship is excellent in corrosion resistance under the use environment and excellent in layer tear resistance. . Further, the present invention has an object of providing a crude oil tanker which is obtained by using the above-described steel material for a ship's ballast tank. [Means for Solving the Problem] [0010] Therefore, the inventors of the present invention have made efforts to study the above problems in order to solve the above problems, and have obtained the following findings: (1) To improve the corrosion resistance of the ballast tank in the use environment, and to jointly add and select with Sn One or more of W, Mo, Sb, and Si are effective. (2) On the other hand, based on the viewpoint of resistance to lamellar tearing, it is effective to reduce the amount of S in the steel while reducing the Sn system. [0011] As described above, it is effective to add the Sn system based on the viewpoint of improving the corrosion resistance of the ballast tank in the use environment, but it is effective to reduce Sn from the viewpoint of resistance to layer tearing. Therefore, the inventors of the present invention have further studied in order to have both corrosion resistance and lamellar tear resistance based on the above findings. [0012] As a result, the following findings are obtained: (3) As long as the center segregation of Sn is suppressed, Sn is strongly diffused toward the entire steel material, and even if a certain amount of Sn is contained, excellent lamellar tear resistance can be obtained; As long as W, Mo, Sb, and Si are added together with Sn, and the ACB value defined by the content is adjusted to a predetermined range, even if the amount of Sn is reduced, the ballast tank of the ship can be obtained under the use environment. Excellent corrosion resistance; (5) That is, if the amount of Sn is appropriately adjusted in relation to the amounts of W, Mo, Sb, and Si, and the center segregation of Sn is suppressed, and Sn is diffused toward the entire steel material, the ship can be combined. Corrosion resistance and lamellar tear resistance of ballast tanks in the environment of use. Further, the following findings were obtained: (6) The amount of Sn is strictly controlled according to the amount of S, and the layer tear resistance can be further improved. The present invention has been completed based on the above findings and further research. [0013] That is, the gist of the present invention is as follows. A steel material for a ship ballast tank, comprising C: 0.03 to 0.18% by mass, Mn: 0.10 to 2.00%, P: 0.030% or less, S: 0.0070% or less, and Al: 0.001 to 0.100. %, Sn: 0.01 to 0.20% and N: 0.0080% or less; and at the same time, one selected from W: 0.01 to 0.50%, Mo: 0.01 to 0.50%, Sb: 0.01 to 0.30%, and Si: 0.01 to 1.50%. Two or more kinds; and containing the remaining components composed of Fe and inevitable impurities, and the ACB value defined by the following formula (1) is 0.50 or less, and the Sn segregation degree defined by the following formula (2) is not up to 18; ACB={1-(0.8×[%W]+0.5×[%Mo]) 0.3 }×{1-([%Sn]+0.4×[%Sb]) 0.3 }×{1-(0.05× [%Si]) 0.3 }---(1) [Sn segregation degree]=[Sn concentration of center segregation part]/[Average Sn concentration]--- (2) Here, [%W], [%Mo ], [%Sn], [%Sb], and [%Si] are the contents (% by mass) of W, Mo, Sn, Sb, and Si in the component composition, respectively. [0014] 2. The steel material for ship ballast tank according to the above 1, wherein the S content and the Sn content in the composition of the composition satisfy the relationship of the following formula (3): 10000 × [% S] × [% Sn] 2 ≦ 1.40 --- (3) Here, [%S] and [%Sn] are the contents (% by mass) of S and Sn in the component composition, respectively. [0015] 3. The steel material for ship ballast tank according to the above 1 or 2, wherein the component composition further contains, in mass%, a selected from the group consisting of Cu: 0.01 to 0.50%, Ni: 0.01 to 0.50%, and Cr: 0.01 to 0.50%. And Co: one or two or more of 0.01 to 0.50%. [0016] The steel material for ballast tanks of any one of the above-mentioned items 1 to 3, wherein the component composition further contains, in mass%, from the group consisting of Ti: 0.001 to 0.100%, Zr: 0.001 to 0.100%, and Nb: One or two or more of 0.001 to 0.100% and V: 0.001 to 0.100%. [0017] The steel material for ship ballast tank according to any one of the above 1 to 4, wherein the component composition further contains, in mass%, a selected from the group consisting of Ca: 0.0001 to 0.0100%, Mg: 0.0001 to 0.0200%, and REM: One or two or more of 0.0002 to 0.2000%. [0018] The steel material for ship ballast tanks according to any one of the above 1 to 5, wherein the component composition further contains B: 0.0001 to 0.0300% by mass%. [0019] A ship comprising the steel material for a ballast tank of a ship according to any one of the above 1 to 6. [Effects of the Invention] According to the present invention, it is possible to obtain a steel material for a ship's ballast tank which is excellent in corrosion resistance in a use environment and excellent in layer-like tear resistance. Moreover, by applying the steel for ship ballast tank of the present invention to the ballast tank of a ship, high safety can be ensured, and the cost of inspection or painting of the ballast tank can be reduced.
[實施發明之形態] [0021] 以下，具體地說明本發明。首先，針對在本發明中將鋼的成分組成限定於前述範圍的理由加以說明。此外，鋼的成分組成中元素的含量的單位皆為「質量%」，以下，除非特別合先敘明，否則僅以「%」表示。 [0022] C：0.03～0.18% C為確保鋼的強度所需之元素。為獲得此種效果，C量係取0.03%以上。惟，C量若超過0.18%，則焊接性及焊接熱影響部的韌性會劣化。從而，C量係取0.03～0.18%的範圍。較佳為0.04%以上、0.16%以下。 [0023] Mn：0.10～2.00% Mn為用來提高鋼的強度之元素。為獲得此種效果，Mn量係取0.10%以上。惟，Mn量若超過2.00%，則鋼的韌性及焊接性會劣化。又，因Mn的中心偏析，使耐層狀撕裂性亦劣化。從而，Mn量係取0.10～2.00%的範圍。較佳為0.60%以上、1.80%以下。更佳為0.80%以上、1.60%以下。 [0024] P：0.030%以下 P會使韌性及焊接性劣化。因此，P量係取0.030%以下。較佳為0.025%以下。更佳為0.015%以下。此外，就其下限不特別限定，較佳取0.003%。 [0025] S：0.0070%以下 S為參與耐層狀撕裂性的重要元素。亦即，S為會形成大體積的MnS，其為非金屬夾雜物，此MnS會成為層狀撕裂的起點。尤其是，S量超過0.0070%的話，會導致耐層狀撕裂性大幅劣化。從而，S量係取0.0070%以下。較佳為0.0060%以下。更佳為0.0050%以下。此外，就其下限不特別限定，較佳取0.0003%。 [0026] Al：0.001～0.100% Al為添加作為脫氧劑之元素，Al量係取0.001%以上。惟，Al量若超過0.100%，則鋼的韌性會劣化。因此，Al量係取0.001～0.100%的範圍。 [0027] Sn：0.01～0.20% Sn係為了提升壓載艙在使用環境下的耐蝕性所需的元素，同時為參與耐層狀撕裂性的重要元素。具體而言，Sn為可提升耐蝕性，但另一面會使耐層狀撕裂性劣化的元素。 亦即，Sn在壓載艙的使用環境下，會隨著腐蝕的進行，摻入至鋼材表面的鐵鏽中，藉此使鐵鏽粒子變得更微細。然後，隨著鐵鏽粒子變得更微細，抑制Fe的陽極反應，進而抑制腐蝕。此種效果可藉由將Sn量取0.01%以上而顯現。較佳為0.02%以上。 另一方面，由於Sn易偏析於鋼材中心部，且於此種偏析部，硬度會顯著增大，以致耐層狀撕裂性劣化。尤其是Sn量超過0.20%的話，耐層狀撕裂性會大幅劣化。從而，基於確保耐層狀撕裂性的觀點，Sn量係取0.20%以下。較佳為0.15%以下。更佳為0.10%以下。 [0028] N：0.0080%以下 N為會使韌性劣化的有害元素，故以極力減少為佳。尤其是N量超過0.0080%的話，韌性會大幅劣化。從而，N量係取0.0080%以下。較佳為0.0070%。此外，就其下限不特別限定，較佳取0.0005%。 [0029] 選自W：0.01～0.50%、Mo：0.01～0.50%、Sb：0.01～0.30%及Si：0.01～1.50%當中的1種或2種以上 W、Mo、Sb及Si為透過與Sn共同複合添加，而能夠提升壓載艙在使用環境下的耐蝕性的元素。 諸如上述，Sn雖為可有效提升耐蝕性的元素，但基於耐層狀撕裂性觀點卻無法使其大量含有。因此，要兼具壓載艙在使用環境下的耐蝕性與耐層狀撕裂性，則需使其含有選自W：0.01～0.50%、Mo：0.01～0.50%、Sb：0.01～0.30%及Si：0.01～1.50%當中的1種或2種以上。 於此，Sb會隨著腐蝕的進行，朝鋼材表面溶出，而使鐵鏽粒子微細化。又，W、Mo及Si會各自以WO4 2-
、MoO4 2-
、SiO4 4-
游離，摻入至鐵鏽中，對鐵鏽賦予陽離子選擇穿透性，而電性抑制Cl-
等腐蝕性陰離子向鋼界面(鐵鏽層與基底鐵之界面)的穿透。 此等效果，在上述Sn之防蝕作用共存時更為顯著，W、Mo、Sb及Si量分別為0.01%以上則可顯現。惟，使任一種元素均大量含有時，則會使焊接性或韌性劣化，基於成本觀點亦屬不利。 從而，W量係取0.01～0.50%的範圍，Mo量係取0.01～0.50%的範圍，Sb量係取0.01～0.30%的範圍，Si量係取0.01～1.50%的範圍。 較佳的是，W量為0.02%以上、0.40%以下，Mo量為0.02%以上、0.40%以下，Sb量為0.02%以上、0.25%以下，Si量為0.03%以上、0.70%以下。 [0030] 如此，為了獲得壓載艙在使用環境下的優良耐蝕性，則需與Sn共同複合添加W、Mo、Sb及Si，但僅此而言仍不夠充分，重要的是將下式(1)所定義之ACB值調整於既定的範圍。 ACB={1-(0.8×[%W]+0.5×[%Mo])0.3
}×{1-([%Sn]+0.4×[%Sb])0.3
}×{1-(0.05×[%Si])0.3
}---(1) 於此，[%W]、[%Mo]、[%Sn]、[%Sb]及[%Si]分別為成分組成中W、Mo、Sn、Sb及Si的含量(質量%)。 此外，對於各元素的含量，未含有者係以「0」計算。 [0031] ACB值：0.50以下 ACB值為壓載艙在使用環境下的耐蝕性之指標，係如上述式(1)所示，由W、Mo、Sn、Sb及Si的含量所規定。而且，使ACB值為0.50以下，藉由複合添加既定量的Sn、與W、Mo、Sb及Si，可兼具壓載艙在使用環境下的耐蝕性與耐層狀撕裂性。由此種觀點而言，ACB值係取0.50以下。較佳為0.45以下，更佳為0.40以下。 [0032] 又，Sn所引起之耐層狀撕裂性的劣化機構係有別於S所引起之耐層狀撕裂性的劣化機構。惟，S與Sn所引起之耐層狀撕裂性的劣化彼此會相乘性地作用。因此，基於進一步提升耐層狀撕裂性的觀點，就S及Sn的含量，宜使其滿足下式(3)之關係： 10000×[%S]×[%Sn]2
≦1.40 --- (3) 於此，[%S]及[%Sn]分別為成分組成中S及Sn的含量(質量%)。 [0033] 上述(3)式係意指Sn量對耐層狀撕裂性的影響遠大於S量對其之影響。亦即，其意指在確保耐層狀撕裂性上，特別重要的是嚴謹地控管Sn。 於此，10000×[%S]×[%Sn]2
更佳定為1.20以下。就10000×[%S]×[%Sn]2
的下限而言不特別限定，較佳定為0.001。 此外，欲抑制層狀撕裂時，理當應以將S量與Sn量均限定於上述範圍為前提。 [0034] 以上，已針對基本成分加以說明，惟在本發明之船舶壓載艙用鋼材中，可適宜使其含有以下所述元素。 選自Cu：0.01～0.50%、Ni：0.01～0.50%、Cr：0.01～0.50%及Co：0.01～0.50%當中的1種或2種以上 Cu、Ni、Cr及Co會隨著腐蝕的進行而轉移至鐵鏽層中，而抑制Cl-
在鐵鏽層與基底鐵之界面的濃縮，由此有助於耐蝕性的提升。此種效果在Cu、Ni、Cr或Co量未達0.01%時無法充分地獲得。另一方面，Cu、Ni、Cr或Co量若超過0.50%，則會使焊接部的韌性劣化。 從而，使其含有Cu、Ni、Cr及Co時，其量均取0.01～0.50%的範圍。較佳為0.02%以上、0.40%以下。 [0035] 選自Ti：0.001～0.100%、Zr：0.001～0.100%、Nb：0.001～0.100%及V：0.001～0.100%當中的1種或2種以上 Ti、Zr、Nb及V，基於確保所要之強度的觀點，可單獨或複合性地添加。惟，使任一種元素均過量地含有時，則會使韌性及焊接性劣化。因此，使其含有Ti、Zr、Nb及V時，其量均取0.001～0.100%的範圍。較佳為0.005%以上、0.050%以下。 [0036] 選自Ca：0.0001～0.0100%、Mg：0.0001～0.0200%及REM：0.0002～0.2000%當中的1種或2種以上 Ca、Mg及REM，基於提升焊接部的韌性的觀點，可單獨或複合性地添加。惟，使任一種元素均過量地含有時，反而會導致焊接部的韌性劣化。又，也會增加成本。從而，使其含有Ca、Mg及REM時，Ca量係取0.0001～0.0100%、Mg量係取0.0001～0.0200%、REM量係取0.0002～0.2000%的範圍。 [0037] B：0.0001～0.0300% B為使鋼材的淬透性提升的元素。又，基於確保所要之強度的觀點，可使其含有B。由此種觀點而言，將B量取0.0001%以上係屬有效。惟，使B過量含有，尤其是B量超過0.0300%的話，則會導致韌性大幅劣化。從而，使其含有B時，其量係取0.0001～0.0300%的範圍。 [0038] 上述以外的成分為Fe及無可避免之雜質。 [0039] 以上，已針對本發明之船舶壓載艙用鋼材的成分組成加以說明，惟就本發明之船舶壓載艙用鋼材，如下控制Sn偏析度係極為重要。 Sn偏析度：未達18 由於Sn的中心偏析，偏析部的硬度會大幅增加。而且，此種偏析部會成為層狀撕裂發生的起點。亦即，要確保含有Sn的成分組成中優良的耐層狀撕裂特性，重要的是抑制Sn的中心偏析而抑制偏析部的硬度增加。由此種觀點而言，Sn偏析度係定為未達18。較佳為未達16。更佳為15以下。就其下限不特別限定，較佳定為2。 [0040] 此外，此處所稱Sn偏析度，係指在與鋼材的軋製方向平行地切割出來的剖面(與鋼材表面垂直的剖面)上，藉由電子束微分析器(以下表示為EPMA)的線分析所得之中心偏析部的Sn濃度對平均Sn濃度的比。 具體而言，設鋼材的厚度為t(mm)、寬度(與鋼材的軋製方向及厚度方向垂直的方向)為W(mm)時，首先，在與鋼材的軋製方向平行地切割出來的剖面(與鋼材表面垂直的剖面)之鋼材的厚度方向：(0.5±0.1)×t、軋製方向：15mm的面區域(即包含鋼材的厚度方向之中心位置的面區域)，以束徑：20μm、間距：20μm的條件實施Sn的EPMA面分析。此外，Sn的EPMA面分析係於1/4×W、1/2×W及3/4×W之位置此3個剖面視野實施。 接著，由上述EPMA面分析選出在各剖面視野中Sn濃度最高的位置，在該位置分別沿鋼材的厚度方向以束徑：5μm、間距：5μm的條件實施Sn的EPMA線分析。此外，在實施EPMA線分析之際，係由鋼材的表背面分別排除25μm前的區域。 然後，按每條測定線求出Sn濃度(質量濃度)的最大值，以此等的平均值作為中心偏析部的Sn濃度(質量濃度)，並以此中心偏析部的Sn濃度除以測定線之全部測定值的算術平均值，即平均Sn濃度(質量濃度)所得的值作為Sn偏析度。 亦即， [Sn偏析度]＝[中心偏析部的Sn濃度]/[平均Sn濃度]。 [0041] 諸如上述，本發明之船舶壓載艙用鋼材，基於確保優良的耐層狀撕裂特性的觀點，極為重要的是抑制Sn的中心偏析，也就是將表示Sn的中心偏析之程度的Sn偏析度控制成既定值以下。於此，即使成分組成相同，Sn偏析度仍會隨製造條件大幅變化。因此，要抑制Sn的中心偏析，極為重要的是適切地控制鋼材的製造方法。 以下，就本發明之船舶壓載艙用鋼材的較佳製造方法加以說明。 [0042] 亦即，本發明之鋼材可藉由將調整成上述之成分組成的鋼，使用轉爐或電爐、真空除氣等周知之精煉程序進行熔製，並以連續鑄造法或者造塊-分塊壓延法作成鋼素材(鋼胚,slab)，接著將此鋼素材視需求再加熱後進行熱軋，作成鋼板或型鋼等來製造。此外，鋼材的厚度不特別限定，較佳為2～100mm。更佳為3～80mm。再更佳為4～60mm。 於此，採連續鑄造時，鑄造速度(拉取速度)較佳取0.3～2.8m/min。鑄造速度未達0.3m/min，作業效率會變差。另一方面，鑄造速度若超過2.8m/min，則會發生表面溫度不均，而且無法充分地向扁胚內部供給熔鋼，而促進Sn的中心偏析。基於抑制Sn的中心偏析的觀點，更佳為0.4m/min以上、2.6m/min以下。再更佳為1.5m/min以下。 此外，較佳進行輕輥軋法，其係將具有未凝固層的凝固末期之扁胚，一邊以相當於凝固收縮量與熱收縮量的和之程度的輥軋總量及輥軋速度，藉由輾壓輥群緩緩地進行輥軋一邊進行鑄造。 [0043] 其次，將上述之鋼素材熱軋成所要尺寸形狀之際，較佳加熱至900℃～1350℃的溫度。加熱溫度未達900℃，變形阻力較大，不易進行熱軋。另一方面，加熱溫度若超過1350℃，則會產生表面痕、或使氧化皮損耗或燃料原單位增加。 又，尤其是加熱溫度愈高則愈可促進中心偏析部之Sn的擴散，因此由確保耐層狀撕裂性觀點而言係屬有利。由此種觀點而言，加熱溫度更佳取1030℃以上。 再者，上述加熱溫度下的保持時間較佳取60min以上。藉此，可充分促進中心偏析部之Sn的擴散。更佳為150min以上。此外，就其上限不特別限定，較佳取1000min。 [0044] 此外，當鋼素材的溫度原本即為1030～1350℃的範圍時，且經保持於此溫度範圍60min以上時，可無需再加熱而直接供予熱軋。又，亦可對熱軋後所得的熱軋板實施再加熱處理、酸性、冷軋，而製成既定板厚的冷軋板。 於熱軋中，精軋結束溫度較佳取650℃以上。精軋結束溫度未達650℃，會因變形阻力增大而使軋製負載增加，而不易實施軋製。 [0045] 熱軋後的冷卻可採氣冷、加速冷卻任一種方法，而欲獲得更高的強度時，係以進行加速冷卻為佳。 於此，進行加速冷卻時，較佳將冷卻速度設為2～100℃/s、冷卻停止溫度設為700～400℃。亦即，冷卻速度未達2℃/s、及/或冷卻停止溫度超過700℃時，加速冷卻的效果較小，而無法達到充分的高強度化。另一方面，冷卻速度超過100℃/s、及/或冷卻停止溫度未達400℃時，鋼材的韌性會劣化、或鋼材的形狀會產生變形。惟，於後續步驟中實施熱處理時則不在此限。 [實施例] [0046] 將成分組成為表1所示者的鋼(其餘為Fe及無可避免之雜質)以轉爐進行熔製，藉由表2所示條件的連續鑄造作成鋼胚。將此等鋼胚再度加熱至1150℃後，以表2所示條件保持，再實施精軋結束溫度：800℃的熱軋，而得到板厚：40mm的鋼板。此外，熱軋後的冷卻係採用冷卻速度：10℃/s、冷卻停止溫度：550℃的水冷(加速冷卻)。 然後，根據上述方法，求取所得鋼板中的Sn偏析度。將結果併記於表2。 [0047] 又，對如上述方式所得之鋼板，依以下要領進行模擬壓載艙之使用環境的腐蝕試驗，並進行壓載艙在使用環境下的耐蝕性的評定。 (1)耐蝕性的評定 由如上述方式所得之No.1～59之鋼板，分別在距鋼板表面深度：1mm的位置採取6mmt×150mmW×150mmL的試片。然後，對表面進行噴砂後，進行脫脂，測定試片的質量。接著，塗佈改質環氧樹脂塗料2次成膜厚：160μm，其後，藉由塑膠切割器賦予達到基底鐵表面之長80mm的切割線，供予腐蝕試驗。 於腐蝕試驗中，係模擬實體船之壓載艙的腐蝕環境， 以1)35℃、5質量%NaCl水溶液噴霧、2h→2)60℃、RH：20-30%、4h→3)50℃、RH＞95%、2h 為1循環，予以重複504循環。 腐蝕試驗後，進行除膜、除鏽，測定各試片的質量，求出腐蝕試驗前後的質量減少量。然後，以No.42為基底鋼，根據相對於此基底鋼之質量減少量的比率，按以下基準評定耐蝕性。 ○ (合格)：70%以下 × (不合格)：超過70% [0048] 進而，依以下要領，進行耐層狀撕裂性的評定。 (2)耐層狀撕裂性的評定 依據ClassNK 鋼船規則・同檢查要領(K篇第2章)，對如上述方式所得之No.1～59之鋼板實施鋼板之板厚方向(Z方向)的拉伸試驗，並算出縮面率(RA,Reduction of Area)。然後，基於算出之縮面率(RA)，按以下基準評定耐層狀撕裂性。 ◎ (合格，特優)：70以上 ○ (合格)：35以上且未達70 △ (不合格)：25以上且未達35 × (不合格)：未達25 [0049] 將(1)及(2)之評定結果併記於表2。此外，表2中的綜合評定係將上述(1)及(2)之評定全為「○」或「◎」時評為「合格」，將(1)及(2)之評定中任1個有「△」或「×」時評為「不合格」。 [0050][0051] [0052] 如表2所示，發明例皆兼備優良的耐蝕性與耐層狀撕裂性。 相對於此，就比較例，就耐蝕性及耐層狀撕裂性之至少一者，未能獲得充分之特性。 [0053] 亦即，比較例No.43、49、53由於S量超過上限，就耐層狀撕裂性，未能獲得充分之特性。 比較例No.44、48、51由於Sn量超過上限，就耐層狀撕裂性，未能獲得充分之特性。 比較例No.45由於S量超過上限，且未含有既定量的W、Mo、Sb及Si，而且ACB值超過上限，就耐蝕性及耐層狀撕裂性，未能獲得充分之特性。 比較例No.46由於Sn量低於下限，且ACB值超過上限，就耐蝕性，未能獲得充分之特性。 比較例No.47由於S量及Sn量超過上限，就耐層狀撕裂性，未能獲得充分之特性。 比較例No.50由於未含有既定量的W、Mo、Sb及Si，就耐蝕性，未能獲得充分之特性。 比較例No.52由於S量超過上限，且Sn量低於下限，而且ACB值超過上限，就耐蝕性及耐層狀撕裂性，未能獲得充分之特性。 比較例No.54～57由於Sn偏析度超過上限，就耐層狀撕裂性，未能獲得充分之特性。[Mode for Carrying Out the Invention] [0021] Hereinafter, the present invention will be specifically described. First, the reason why the component composition of steel is limited to the above range in the present invention will be described. In addition, the unit of the content of the element in the composition of the steel is "% by mass", and the following is only expressed by "%" unless otherwise specified. [0022] C: 0.03 to 0.18% C is an element required to secure the strength of steel. In order to obtain such an effect, the amount of C is 0.03% or more. However, if the amount of C exceeds 0.18%, the weldability and the toughness of the welded heat affected zone may deteriorate. Therefore, the amount of C is in the range of 0.03 to 0.18%. It is preferably 0.04% or more and 0.16% or less. [0023] Mn: 0.10 to 2.00% Mn is an element for increasing the strength of steel. In order to obtain such an effect, the amount of Mn is 0.10% or more. However, if the amount of Mn exceeds 2.00%, the toughness and weldability of the steel may deteriorate. Further, the layer-like tear property is also deteriorated due to segregation at the center of Mn. Therefore, the amount of Mn is in the range of 0.10% to 2.00%. It is preferably 0.60% or more and 1.80% or less. More preferably, it is 0.80% or more and 1.60% or less. P: 0.030% or less P deteriorates toughness and weldability. Therefore, the amount of P is taken to be 0.030% or less. It is preferably 0.025% or less. More preferably, it is 0.015% or less. Further, the lower limit thereof is not particularly limited, and is preferably 0.003%. [0025] S: 0.0070% or less S is an important element involved in the resistance to lamellar tearing. That is, S is a large volume of MnS which is a non-metallic inclusion which becomes the starting point of the lamellar tear. In particular, when the amount of S exceeds 0.0070%, the layer tear resistance is largely deteriorated. Therefore, the amount of S is 0.0070% or less. It is preferably 0.0060% or less. More preferably, it is 0.0050% or less. Further, the lower limit thereof is not particularly limited, and is preferably 0.0003%. Al: 0.001% to 0.100% Al is an element added as a deoxidizing agent, and the amount of Al is 0.001% or more. However, if the amount of Al exceeds 0.100%, the toughness of the steel deteriorates. Therefore, the amount of Al is in the range of 0.001 to 0.100%. [0027] Sn: 0.01 to 0.20% Sn is an element required for improving the corrosion resistance of the ballast tank under the use environment, and is an important element involved in the resistance to lamellar tearing. Specifically, Sn is an element which can improve corrosion resistance, but the other side deteriorates the lamellar tear resistance. That is, in the use environment of the ballast tank, Sn is incorporated into the rust of the steel surface as the corrosion progresses, thereby making the rust particles finer. Then, as the rust particles become finer, the anodic reaction of Fe is suppressed, and corrosion is further suppressed. This effect can be exhibited by taking the amount of Sn to 0.01% or more. It is preferably 0.02% or more. On the other hand, since Sn tends to be segregated in the center portion of the steel material, the hardness is remarkably increased in such a segregation portion, so that the lamellar tear resistance is deteriorated. In particular, when the amount of Sn exceeds 0.20%, the layer tear resistance is greatly deteriorated. Therefore, the amount of Sn is 0.20% or less from the viewpoint of ensuring the resistance to lamellar tearing. It is preferably 0.15% or less. More preferably, it is 0.10% or less. N: 0.0080% or less N is a harmful element which deteriorates toughness, so it is preferable to reduce it as much as possible. In particular, when the amount of N exceeds 0.0080%, the toughness is largely deteriorated. Therefore, the amount of N is taken to be 0.0080% or less. It is preferably 0.0070%. Further, the lower limit thereof is not particularly limited, and is preferably 0.0005%. One or more of W, Mo, Sb, and Si selected from the group consisting of W: 0.01 to 0.50%, Mo: 0.01 to 0.50%, Sb: 0.01 to 0.30%, and Si: 0.01 to 1.50%. Sn is a composite compound that is added to enhance the corrosion resistance of the ballast tank under the use environment. For example, although Sn is an element which can effectively improve corrosion resistance, it cannot be contained in a large amount based on the viewpoint of resistance to lamellar tearing. Therefore, in order to have both the corrosion resistance and the lamellar tear resistance of the ballast tank under the use environment, it is necessary to have a content selected from the group consisting of W: 0.01 to 0.50%, Mo: 0.01 to 0.50%, and Sb: 0.01 to 0.30%. And Si: one or more of 0.01 to 1.50%. Here, Sb is eluted toward the surface of the steel material as the corrosion progresses, and the rust particles are refined. Further, W, Mo, and Si are each freed from WO 4 2- , MoO 4 2- , and SiO 4 4- , incorporated into rust, imparting cation selective penetration to rust, and electrically inhibiting corrosion of Cl - and the like. Penetration of anions to the steel interface (the interface between the rust layer and the base iron). These effects are more remarkable when the anti-etching action of Sn described above coexists, and the amounts of W, Mo, Sb, and Si are respectively 0.01% or more. However, when any of the elements is contained in a large amount, the weldability or toughness is deteriorated, which is disadvantageous from the viewpoint of cost. Therefore, the amount of W is in the range of 0.01 to 0.50%, the amount of Mo is in the range of 0.01 to 0.50%, the amount of Sb is in the range of 0.01 to 0.30%, and the amount of Si is in the range of 0.01 to 1.50%. The amount of W is preferably 0.02% or more and 0.40% or less, the amount of Mo is 0.02% or more and 0.40% or less, the amount of Sb is 0.02% or more and 0.25% or less, and the amount of Si is 0.03% or more and 0.70% or less. [0030] Thus, in order to obtain excellent corrosion resistance of the ballast tank under the use environment, it is necessary to jointly add W, Mo, Sb and Si together with Sn, but in this case, it is still insufficient, and it is important to 1) The defined ACB value is adjusted to the established range. ACB={1-(0.8×[%W]+0.5×[%Mo]) 0.3 }×{1-([%Sn]+0.4×[%Sb]) 0.3 }×{1-(0.05×[% Si]) 0.3 }---(1) Here, [%W], [%Mo], [%Sn], [%Sb], and [%Si] are W, Mo, Sn, and Sb in the composition, respectively. And the content of Si (% by mass). Further, the content of each element is not counted as "0". [0031] ACB value: 0.50 or less The ACB value is an index of the corrosion resistance of the ballast tank in the use environment, and is defined by the contents of W, Mo, Sn, Sb, and Si as shown in the above formula (1). Further, by setting the ACB value to 0.50 or less, by adding a predetermined amount of Sn, W, Mo, Sb, and Si, the corrosion resistance and the layer tear resistance of the ballast tank in the use environment can be achieved. From this point of view, the ACB value is taken to be 0.50 or less. It is preferably 0.45 or less, more preferably 0.40 or less. Further, the mechanism for deteriorating the layer tear resistance caused by Sn is different from the mechanism for deteriorating the layer tear resistance caused by S. However, the deterioration of the layer tear resistance caused by S and Sn acts synergistically with each other. Therefore, based on the viewpoint of further improving the resistance to lamellar tearing, the content of S and Sn should be such that it satisfies the relationship of the following formula (3): 10000 × [% S] × [% Sn 2 ] ≦ 1.40 --- (3) Here, [%S] and [%Sn] are the contents (% by mass) of S and Sn in the component composition, respectively. [0033] The above formula (3) means that the influence of the amount of Sn on the lamellar tear resistance is much larger than the influence of the S amount. That is, it means that it is particularly important to strictly control Sn in ensuring the resistance to lamellar tearing. Here, 10000 × [% S] × [% Sn] 2 is more preferably set to 1.20 or less. The lower limit of 10000 × [% S] × [% Sn 2 ] is not particularly limited, and is preferably 0.001. Further, in order to suppress the lamellar tear, it is reasonable to assume that both the amount of S and the amount of Sn are limited to the above range. [0034] The basic components have been described above, but the steel materials for ship ballast tanks of the present invention may suitably contain the following elements. One or more of Cu, Ni, Cr, and Co selected from Cu: 0.01 to 0.50%, Ni: 0.01 to 0.50%, Cr: 0.01 to 0.50%, and Co: 0.01 to 0.50% may progress with corrosion. The transfer to the rust layer inhibits the concentration of Cl - at the interface between the rust layer and the base iron, thereby contributing to the improvement of corrosion resistance. Such an effect cannot be sufficiently obtained when the amount of Cu, Ni, Cr or Co is less than 0.01%. On the other hand, when the amount of Cu, Ni, Cr or Co exceeds 0.50%, the toughness of the welded portion is deteriorated. Therefore, when Cu, Ni, Cr, and Co are contained, the amount thereof is in the range of 0.01 to 0.50%. It is preferably 0.02% or more and 0.40% or less. One or more of Ti, Zr, Nb, and V selected from the group consisting of Ti: 0.001 to 0.100%, Zr: 0.001 to 0.100%, Nb: 0.001 to 0.100%, and V: 0.001 to 0.100%, based on ensuring The viewpoint of the desired strength can be added individually or in combination. However, when any of the elements is excessively contained, the toughness and weldability are deteriorated. Therefore, when Ti, Zr, Nb, and V are contained, the amount thereof is in the range of 0.001 to 0.100%. It is preferably 0.005% or more and 0.050% or less. One or more of Ca, Mg, and REM selected from the group consisting of Ca: 0.0001 to 0.0100%, Mg: 0.0001 to 0.0200%, and REM: 0.0002 to 0.2000% may be separately used from the viewpoint of improving the toughness of the welded portion. Or added in combination. However, when any one of the elements is excessively contained, the toughness of the welded portion is deteriorated instead. Also, it will increase costs. Therefore, when Ca, Mg, and REM are contained, the amount of Ca is 0.0001 to 0.0100%, the amount of Mg is 0.0001 to 0.0200%, and the amount of REM is 0.0002 to 0.2000%. [0037] B: 0.0001 to 0.0300% B is an element which improves the hardenability of the steel material. Further, it is possible to contain B based on the viewpoint of ensuring the required strength. From such a viewpoint, it is effective to take B amount of 0.0001% or more. However, if B is excessively contained, especially if the amount of B exceeds 0.0300%, the toughness is largely deteriorated. Therefore, when B is contained, the amount thereof is in the range of 0.0001 to 0.0300%. [0038] The components other than the above are Fe and inevitable impurities. [0039] The composition of the steel material for ship ballast tanks of the present invention has been described above, but it is extremely important to control the Sn segregation degree as follows for the steel material for ship ballast tanks of the present invention. Sn segregation degree: less than 18 Due to the center segregation of Sn, the hardness of the segregation portion is greatly increased. Moreover, such a segregation portion becomes a starting point for the occurrence of a layered tear. In other words, in order to secure excellent lamellar tear resistance in the composition of Sn, it is important to suppress center segregation of Sn and suppress an increase in hardness of the segregation portion. From this point of view, the degree of Sn segregation is determined to be less than 18. It is preferably less than 16. More preferably 15 or less. The lower limit is not particularly limited, and is preferably set to 2. [0040] Further, the term "Sn segregation degree" as used herein refers to a cross section (a cross section perpendicular to the surface of the steel material) which is cut in parallel with the rolling direction of the steel material, and is represented by an electron beam microanalyzer (hereinafter referred to as EPMA). The ratio of the Sn concentration to the average Sn concentration in the center segregation portion obtained by the line analysis. Specifically, when the thickness of the steel material is t (mm) and the width (the direction perpendicular to the rolling direction and the thickness direction of the steel material) is W (mm), first, it is cut in parallel with the rolling direction of the steel material. Thickness direction of the steel material of the cross section (section perpendicular to the steel surface): (0.5 ± 0.1) × t, rolling direction: 15 mm surface area (ie, the surface area including the center position of the steel in the thickness direction), the beam diameter: The EPMA surface analysis of Sn was carried out under conditions of 20 μm and pitch: 20 μm. Further, the EPMA surface analysis of Sn was carried out in the three cross-sectional fields at positions of 1/4×W, 1/2×W, and 3/4×W. Next, the position where the Sn concentration was the highest in the cross-sectional field of view was selected by the EPMA surface analysis, and EPMA line analysis of Sn was performed at the position in the thickness direction of the steel material at a beam diameter of 5 μm and a pitch of 5 μm. In addition, in the EPMA line analysis, the area before the 25 μm was excluded from the front and back sides of the steel. Then, the maximum value of the Sn concentration (mass concentration) is obtained for each measurement line, and the average value is used as the Sn concentration (mass concentration) of the center segregation portion, and the Sn concentration of the center segregation portion is divided by the measurement line. The arithmetic mean value of all the measured values, that is, the value obtained by the average Sn concentration (mass concentration) is taken as the Sn segregation degree. That is, [Sn segregation degree] = [Sn concentration of the center segregation portion] / [Average Sn concentration]. [0041] As described above, in the steel material for ship ballast tanks of the present invention, it is extremely important to suppress the center segregation of Sn, that is, the degree of segregation of the center of Sn, based on the viewpoint of ensuring excellent lamellar tear resistance. The Sn segregation degree is controlled to be lower than a predetermined value. Here, even if the composition of the components is the same, the degree of Sn segregation greatly changes depending on the manufacturing conditions. Therefore, in order to suppress the center segregation of Sn, it is extremely important to appropriately control the method of manufacturing the steel. Hereinafter, a preferred method of producing the steel material for a ship's ballast tank of the present invention will be described. [0042] That is, the steel material of the present invention can be melted by a known refining process such as a converter or an electric furnace, vacuum degassing, and the like, or by continuous casting or granulation. The block rolling method is used to form a steel material (steel blank, slab), and then the steel material is further heated as required, and then hot rolled to obtain a steel sheet or a steel or the like. Further, the thickness of the steel material is not particularly limited, but is preferably 2 to 100 mm. More preferably 3 to 80 mm. More preferably, it is 4 to 60 mm. Here, in the case of continuous casting, the casting speed (pull speed) is preferably from 0.3 to 2.8 m/min. The casting speed is less than 0.3 m/min, and the work efficiency is deteriorated. On the other hand, when the casting speed exceeds 2.8 m/min, surface temperature unevenness occurs, and molten steel cannot be sufficiently supplied to the inside of the flat embryo to promote center segregation of Sn. From the viewpoint of suppressing center segregation of Sn, it is more preferably 0.4 m/min or more and 2.6 m/min or less. More preferably, it is 1.5 m/min or less. Further, it is preferable to carry out a light rolling method in which a flat embryo having an unsolidified layer at the end of solidification is used, and the total amount of rolling and the rolling speed corresponding to the sum of the amount of solidification shrinkage and the amount of heat shrinkage are borrowed. Casting is carried out while the rolling roll group is slowly rolling. [0043] Next, when the steel material described above is hot rolled into a desired size, it is preferably heated to a temperature of from 900 ° C to 1350 ° C. When the heating temperature is less than 900 ° C, the deformation resistance is large and it is difficult to perform hot rolling. On the other hand, if the heating temperature exceeds 1350 ° C, surface marks may be generated or the scale loss or the fuel original unit may be increased. Further, in particular, the higher the heating temperature, the more the diffusion of Sn in the center segregation portion is promoted, and therefore it is advantageous from the viewpoint of ensuring the resistance to lamellar tearing. From such a viewpoint, the heating temperature is more preferably 1030 ° C or more. Further, the holding time at the above heating temperature is preferably 60 minutes or more. Thereby, the diffusion of Sn in the center segregation portion can be sufficiently promoted. More preferably 150min or more. Further, the upper limit thereof is not particularly limited, and it is preferably 1000 minutes. Further, when the temperature of the steel material is originally in the range of 1030 to 1350 ° C, and is maintained at this temperature range of 60 min or more, it can be directly supplied to hot rolling without reheating. Further, the hot-rolled sheet obtained after the hot rolling may be subjected to reheating treatment, acidification, and cold rolling to obtain a cold-rolled sheet having a predetermined thickness. In hot rolling, the finish rolling temperature is preferably 650 ° C or higher. When the finishing rolling temperature is less than 650 ° C, the rolling load increases due to an increase in deformation resistance, and rolling is not easy. [0045] The cooling after hot rolling may be any method of gas cooling or accelerated cooling, and in order to obtain higher strength, it is preferred to perform accelerated cooling. Here, in the case of performing accelerated cooling, it is preferred to set the cooling rate to 2 to 100 ° C/s and the cooling stop temperature to 700 to 400 ° C. That is, when the cooling rate is less than 2 ° C / s, and / or the cooling stop temperature exceeds 700 ° C, the effect of accelerated cooling is small, and sufficient strength cannot be achieved. On the other hand, when the cooling rate exceeds 100 ° C / s, and / or the cooling stop temperature does not reach 400 ° C, the toughness of the steel material may deteriorate or the shape of the steel material may be deformed. However, this is not the case when heat treatment is carried out in the subsequent steps. [Examples] [0046] Steels having the composition shown in Table 1 (the balance being Fe and inevitable impurities) were melted in a converter, and a steel preform was produced by continuous casting under the conditions shown in Table 2. These steel blanks were again heated to 1,150 ° C, and then held under the conditions shown in Table 2, and further subjected to hot rolling at a finish rolling temperature of 800 ° C to obtain a steel sheet having a thickness of 40 mm. Further, the cooling after hot rolling was water cooling (accelerated cooling) at a cooling rate of 10 ° C/s and a cooling stop temperature of 550 ° C. Then, according to the above method, the degree of segregation of Sn in the obtained steel sheet was obtained. The results are also recorded in Table 2. Further, in the steel sheet obtained as described above, the corrosion test of the environment in which the ballast tank is used is simulated in the following manner, and the corrosion resistance of the ballast tank in the use environment is evaluated. (1) Evaluation of Corrosion Resistance The steel sheets of Nos. 1 to 59 obtained as described above were each taken to have a test piece of 6 mmt × 150 mm W × 150 mmL at a position of 1 mm from the surface depth of the steel sheet. Then, after sand blasting the surface, degreasing was performed, and the quality of the test piece was measured. Next, the modified epoxy resin coating was applied twice to a film thickness of 160 μm, and thereafter, a cutting line having a length of 80 mm to the surface of the base iron was applied by a plastic cutter to give a corrosion test. In the corrosion test, the corrosion environment of the ballast tank of the physical ship is simulated, sprayed with 1) 35 ° C, 5 mass % NaCl aqueous solution, 2 h → 2) 60 ° C, RH: 20-30%, 4 h → 3) 50 ° C RH>95%, 2h is 1 cycle, and 504 cycles are repeated. After the corrosion test, the film was removed and derusted, and the mass of each test piece was measured, and the amount of mass reduction before and after the corrosion test was determined. Then, No. 42 was used as the base steel, and the corrosion resistance was evaluated based on the ratio of the mass reduction amount to the base steel. ○ (passed): 70% or less × (failed): more than 70% [0048] Further, the evaluation of the layer tear resistance was carried out in the following manner. (2) Evaluation of the resistance to the layered tearing According to the rules of the ClassNK steel ship and the inspection method (Chapter 2 of the K), the plate thickness direction of the steel plate of the No. 1 to 59 obtained as described above (Z direction) The tensile test was performed, and the reduction ratio (RA, Reduction of Area) was calculated. Then, based on the calculated shrinkage ratio (RA), the layer tear resistance was evaluated on the basis of the following criteria. ◎ (passed, excellent): 70 or more ○ (passed): 35 or more and less than 70 △ (failed): 25 or more and less than 35 × (failed): less than 25 [0049] (1) The evaluation results of (2) are also shown in Table 2. In addition, the comprehensive assessment in Table 2 is rated as "qualified" when all the evaluations of (1) and (2) above are "○" or "◎", and one of the assessments of (1) and (2) is "△" or "×" was rated as "failed". [0050] [0051] As shown in Table 2, the inventive examples all have excellent corrosion resistance and lamellar tear resistance. On the other hand, in the comparative example, at least one of corrosion resistance and lamellar tear resistance was not obtained. That is, in Comparative Examples Nos. 43, 49, and 53, since the amount of S exceeded the upper limit, the layer tear property was prevented, and sufficient characteristics were not obtained. In Comparative Examples Nos. 44, 48, and 51, since the amount of Sn exceeded the upper limit, the layered tear property was prevented, and sufficient characteristics were not obtained. In Comparative Example No. 45, since the amount of S exceeded the upper limit and the amount of W, Mo, Sb, and Si was not contained, and the ACB value exceeded the upper limit, the corrosion resistance and the layer tear resistance were not obtained, and sufficient characteristics were not obtained. In Comparative Example No. 46, since the amount of Sn was lower than the lower limit and the ACB value exceeded the upper limit, corrosion resistance was obtained, and sufficient characteristics were not obtained. In Comparative Example No. 47, since the amount of S and the amount of Sn exceeded the upper limit, the layer tear property was prevented, and sufficient characteristics were not obtained. In Comparative Example No. 50, since it did not contain a predetermined amount of W, Mo, Sb, and Si, corrosion resistance was not obtained, and sufficient characteristics were not obtained. In Comparative Example No. 52, since the amount of S exceeded the upper limit, and the amount of Sn was lower than the lower limit, and the ACB value exceeded the upper limit, the corrosion resistance and the layer tear resistance were not obtained, and sufficient characteristics were not obtained. In Comparative Examples Nos. 54 to 57, since the Sn segregation degree exceeded the upper limit, the layer tear property was prevented, and sufficient characteristics were not obtained.