著者

吉田 英三

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1928, no.43, pp.139-194, 1928-10-15 (Released:2009-09-04)

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The paper treats, about the Fullagar Diesel engines, installed on the motor ships “Florida Maru” and “Cuba Maru, ” and the contents are as followings.1. General remarks.2. Principal data and description of the M. S. “Florida Maru” and “Cuba Maru”.3. Description of Fullager Diesel engine.4. Principal data and construction of Fullager Diesel engine installed on the M.S. “Florida Maru” and “Cuba Maru.”5. Results of shop and sea trials of the engine.6. On the service of the M. S. “Florida Maru” and “Cuba Maru, ” with actual records of services.7. Engine troubles and their remedies, -cracks of cylinder liners, -crack of crosshead, -fire in scavenge air belt, -carbonization of fuel valves, -crack of pistons.

著者

加藤 守 岡部 利正

出版者

社団法人 日本船舶海洋工学会

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1954, no.76, pp.137-146, 1954 (Released:2009-07-23)

著者

大野 省三

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1936, no.59, pp.59-83, 1937-02-20 (Released:2009-07-23)

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The “Kinjosan Maru” is the first ship equipped with Howden Johnson improved Scotch boiler and Gotaverken turbo-compressor. The propelling machineries consist of two sets of boilers designed for working pressure 16 kg/cm2and steam temperature 315°C, and one set of triple expansion surface condensing reciprocating steam engine specially designed to suit Gotaverken turbo-compressor and superheated steam. The engine develops a normal output of 1950 I.H.P. at 82 r.p.m.The trials were carried out at a light loaded condition and the results were quite satisfactory. The maximum speed of 14-5075 Knots was recorded at 89·75 r.p.m. and 2, 324 I.H.P. and the coal consumption trial shows reasonable results and the mean consumption was 0.445 kg/I.H.P.-Hr.

著者

郷田 兼則

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1939, no.64, pp.165-182, 1939-09-15 (Released:2009-09-04)

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In oil-tankers of Japan, it is very rare to have steam plants. “Kuroshio-Maru” which was recently completed has three main boilers of such a modern forced-circulating type as never been found formerly in our country. The steam condition of these boilers is 21 kg/cm2 G and 350°C. Each boiler generates steam 17, 000 kg/h at normal and 22, 000 kg/h at maximum. They are of the Kawasaki La-Mont marine water tube type and each has heating surface of 333 square metres excluding air-preheater, and is equipped with five oil burners, La-Mont water wall, superheater, economizer and tubular air-preheater. These boilers were adopted for the purpose to save space and to improve the.whole plant efficiency. One of these boilers was tested on land and obtained the efficiency of 87.29%.

著者

元良 信太郎

出版者

社団法人 日本船舶海洋工学会

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1925, no.36, pp.109-117, 1925-07-15 (Released:2009-09-04)

被引用文献数

1

著者

遠山 光一 中村 壽 斎藤 七五郎

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1953, no.75, pp.7-21, 1953 (Released:2009-09-04)

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Nous avons l'intention de vous presanter un projet du cargo en ciment armé qui a été actuellement construit au Japon pendant la grande guerre 19421945.Les principales dimensions de ce navire sont suivantes : mLongueur entre perpendiculaires 60.000Largeur hors borde 10.000Creux 6.000Tirant d'eau en charge 5.000Déplacement en charge 2, 200 tTonnage bruit 800 tPuissance du moteur à Diesel 750 ch.nVitesse commerciale 9.5nVitesse aux essais 10.83Dáprès l'expérience nous avons donné à la paragraphe 3 des avantages et des désavantages d'un navire en ciment armé par rapport à celles d'un navire en acier.La partie essentiele de ce memoire est les résultas des calculs des efforts, des tentions, des compressions et des cisaillements de la coque en ciment armé.

著者

Fujimaru Tsuchiya

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

Journal of Zosen Kiokai (ISSN:18842054)

巻号頁・発行日

vol.1932, no.49, pp.187-204, 1932-04-30 (Released:2009-09-04)

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Ever increasing demand of motor ships in these days resulted remarkable improvement of the marine Diesel engines both in types and constructions.Air injection principle has been widely applied now, for all types and sizes with a great success and also demand for the engines of larger output made number of leading makers turned their step to start building of double acting two stroke engines. Range of application of double acting two stroke engines has been increased both in 'larger and smaller sizes as these engines have several superior characters. The first double acting two stroke airless injection engine was installed to the Japanese Motor Ship “KWANTO MARU.” During first one year's service, several difficulties experienced, but all probable cause investigated through and now completely eliminated.Thus M. A. N. double acting two stroke airless injection marine Diesel engines are proved as one of the most ideal engines.

著者

重光 蔟 山縣 昌夫

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1932, no.50, pp.121-152, 1932-10-30 (Released:2009-07-23)

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To study the effects of fore-body form, longitudinal distribution of parallel middle body and breadth of cargo ships upon the resistance and mean annular wakes at the position of screw propeller, seventeen models are tested at Teishinsho Experiment Tank, and the results obtained are compared.

著者

佐藤 祐金

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1934, no.54, pp.217-232, 1934-11-20 (Released:2009-07-23)

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The “Shinshu Maru” is the first ship equipped with Vulcan geared Diesel engines in Japan, and the propelling machinery consists, in brief, of two sets of Mitsubishi single acting, four-stroke-cycle, airless-injection, reversible Diesel engines of special design and two Vulcan hydraulic couplings with reduction gearing. These engines develop a total normal output of 2, 700 B. H. P. at 420 r. p. m., and this speed is reduced to 90 r. p. m. at the propeller shaft.The trials were carried out at one fifth loaded condition, and the results were quite satisfactory as follows : a) The maximum speed of 16302 knots was recorded with two engines at 100 r. p. m. on the propeller shaft, and 12.246 knots with one engine at 72 r. p. m.b) The minimum speed of 3.69 knots was recorded with one engine at 25 r. p. m. on the propeller shaft.c) Entirely uniform torque in the propeller shaft was recorded by the torsion recording apparatus.d) Easy manoeuvering.e) Reliability of running, etc.

著者

小川 良平

出版者

社団法人 日本船舶海洋工学会

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1922, no.31, pp.34-144, 1922-02-28 (Released:2009-09-04)

被引用文献数

1

著者

福井 順平

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1926, no.39, pp.129-140, 1926-11-30 (Released:2009-09-04)

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The apparatus is to quickly haul the vessel bodily above water in order to rescue the crew in sunken submarines. Every submarine is attached with a special fitting with a projection which a leading wire and a bouy are joined to. The wire and the bouy have connection to a telephone bouy. If the vessel founders and the telephone bouy lifts, the above mentioned bouy and wire can be picked up. From one side of a salvage vessel another fitting with a tenon is led downward along the wire and clutched to the above mentioned fitting on the submarine. A tackle is joined to this fitting and the fall is led over the salvage vessel to another submarine hunged on the opposite side of the former.A suitable number of such apparatuses are provided on the wrecked submarine, the salvage vessel, and the hunged submarine. On the completion of all apparatuses, the hunged submarine is sunk down by flooding its inside. The weight of the hunged submarine and some pull given by winches are available in hauling the wrecked submarine upon water surface. Afterwards the sunken hunged submarine is again lifted above water by applying pneumatic air.

著者

Yuzuru Hiraga

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1934, no.55, pp.159-199, 1934 (Released:2007-05-29)

被引用文献数

1 4

著者

松本 喜太郎

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1951, no.73, pp.115-128, 1951 (Released:2009-09-04)

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The shell plating of any ship near her screw propeller must be exposed to the statical water pressure due to her draft and flow of water around as well as the dynamical water pressure coursed by the screw propeller in action.If some part of the structure of the ship is inadequately weak, this part may be destroyed.Regarding to this point, the author tried to find out how we can select the safe and adequate thickness of shell plating of this part.

著者

飯高 一郎

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1931, no.48, pp.165-187, 1931-10-31 (Released:2009-07-23)

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1. Aluminium light alloys are all very weak for sea water corrosion. Even Duralumin, the best rolling alloy, and Silumin, one of the best casting ones, are not good on this point. Some alloys are really non-corrodible but not used due to their inferior mechanical properties and difficulties in casting, rolling or forging A new alloy was invented in our laboratory 6 years ago, industrial researches were completed and the products are now used in some works. It was named “Chlumin” as it contains chromium, but a few per cent of magnesium and iron are also added. A brief description will be given of it in the following pages.2. Non-corrodibility. Castings of Chlumin and of an alloy of composition Cu 8%, Al 92 %, the most common one, both made by metallic mould, were immersed in 5 NaCl solution. Photo. I shows the result after 4 years. Chlumin gave only little deposit retaining even some luster, while, the other was severely corroded precipitating considerable mass of aluminium hydroxide. The machined surfaces of Chlumin and Silumin plates were exposed to air being sprayed by salt water every day. Photo. 2 shows the result after 2 months. Many black spots appeared on Silumin but Chlumin remained bright. This difference was observed also on specimens immersed in sea water for a year. Experiments were next carried out somewhat quantitatively. Specimens were immersed in 5% NaCl solution in separate bottles. The quantity of deposit and the weight decrease of specimen were measured after 40 days. The results are summarized in Fig 1. Chlumin was a little better even than aluminium. Silumin, Y-alloy, Duralumin and all others containing Cu or Zn were attacked severely. The variations of mechanical properties due to corrosions are shown in Fig. 2. Many test pieces of wire were immersed in 5 % NaCl solution and the solution was renewed at times to expose them to air for a day to accelerate the corrosion. Chlumin and aluminium wires, annealed or not, lose scarcely their strength by 5 months' immersion. The elongation decreases in some cases. While, Duralumin, variously heat-treated or not, loses both qualities rapidly. After 3 months the strength reduces to 80 to 20% of the original value and the elongation to 50 to 20%.3. As a casting alloy. The mechanical properties of a cast alloy depend much on casting conditions. Fig. 3 shows the data on ingots made similarly using same metallic mould. Silumin was in perfectly “modified” condition. Chlumin is a little inferior to Y-alloy in strength and yield point but is superior to it in elongation and impact resistance. It is better than Silumin in every respect and is more easy to cast and safe to use as no special process (modification) is wanted on manufacturing. Any complex form can be cast resisting to severe water pressure test. Pistons of internal combustion engine and parts of electric motor have been used for more than a year with better result than Y-alloy.4. As a rolling alloy. Wires of Chlumin are compared with those of pure aluminium and Duralumin in Fig. 4, being annealed at various temperatures. Duralumin aged after quenching from 510°C into water is exeedingly good indeed when annealed at temperatures below 200°, but becomes worse than Chlumin at 300°. Besides, it may not be a safe process of manufacturing to quench an alloy of melting point of 620° from above 500°. It may be very dificult to heat a large article uniformly above 500°. A little over heating will set in local melting, and when the temperature is too low some parts must meet the worst heat-treatment of Fig. 4. Heating on welding will spoil the good properties given by quenching and aging and it is often impossible in practice to quench, the article again.

著者

加藤 絹秀

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1937, no.60, pp.73-117, 1937-07-25 (Released:2009-07-23)

参考文献数

3

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The auther briefly touches, in the first place, on the signification of “Air Conditioning, ” its origin and development and describes on air conditions v.a.v. human susceptibility. Then he generally explains the methods of conditioning the air, now usually employed; and tries a short survey on the present state of air conditioning of communication means such as railway wagons, tram ears on land, and vessels on water. He, finally, enters into the explanation of the design, lay-out and the results of provisional tests of the air conditioning equipments on board the two ships above named, which are not only the pioneer ships in Japan furnished with these equipments, but also the foremost vessels in the world in which the equipments are most extensively employed, viz. all public rooms and all cabins in the quarters for all classes of passengers have been completely air conditioned throughout.

著者

吉田 孝太郎

出版者

社団法人 日本船舶海洋工学会

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1925, no.37, pp.21-36, 1925 (Released:2009-09-04)

著者

赤崎 繁 井口 常雄 出淵 巽 小野木 敏夫 加茂 正雄 加藤 弘 菅 四郎 榊原 鉞止 斯波 孝四郎 鈴木 恒太郎 玉井 喬介 常松 四郎 朝永 研一郎 南波 松太郎 松本 良一 湊 一磨 八代 準 山本 開藏 山縣 昌夫 吉識 雅夫 渡邊 賢介

出版者

社団法人 日本船舶海洋工学会

雑誌

造船協會會報 (ISSN:18842054)

巻号頁・発行日

vol.1949, no.80, pp.53-66, 1949 (Released:2007-05-29)