著者

黒田 七郎 田中 拓 上田 隆康 隆杉 憲行

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1965, no.117, pp.292-309, 1965 (Released:2009-07-23)

参考文献数

15

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It is well known that a submarine has the excellent propulsive performance in high speed. navigation in deeply submerged condition, but few papers have sufficiently shown economical feasibility of submarines for commercial use.The authors have studied about the feasibility of submarine tankers with a view to develop technical problems of commercial submarines. At first, the experiments on five submarine tanker models with the circular and rectangular hull sections were performed by method of three-component measurements at Mejiro No. 2 Tank.Examining the resistance, stability, floating draft and general arrangement of the submarine tankers, the authors chose the ST-2 type rectangular hull form as best for the submrine tanker. The lines of the ST-2 type hull form was shown in Fig. 3The ST-2 type submarine tankers with various dead weights and shaft horse powers were designed and their investment, operation cost, annual profit, freight rate per dead weight and capital recovery factor were calculated. The results of this study were summarized in Fig. 19 to 23. The best submarine tanker in the point of view of commercial feasibility was 40, 000 tons in dead weight and 20, 000 horse powers in shaft horse power under restrained condition within 14 meters in maximum floating draft. On the contrary to the previous opinions, was shown the fact that the submarine tankers would not be very fast than present conventional tankers. As shown in Fig. 23, the submarine tanker would not have commercial feasibility without drastically decreased cost of nuclear power plants.

著者

田村 春生 大西 正次

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1954, no.95, pp.239-249, 1954 (Released:2007-05-28)

参考文献数

14

被引用文献数

1

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Inhibited hydrochloric acid is generally used for removing rust from new boilers and insoluble deposit such as scale from old ones. Addition of reducing phosphoric acid to this acid results in high solubility of metal oxides or salts and anti-corrosive surface after cleaning, and can clean perfectly marine boilers economically even at room temperatures.Thiourea and fulfurol inhibits the corrosibility of this type of acid and addition of wetting agent lowers this rate of attack.Details of cleaning methods and results with inhibited reducing acid solution have been reported in this essay.

著者

Tanehiko Oka

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

Journal of Zosen Kiokai (ISSN:18842062)

巻号頁・発行日

vol.1953, no.85, pp.139-158, 1952 (Released:2007-05-28)

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At the beginning of this report the author briefly touches the particulars of this vessel, and then describes some speacial arrangements, constructions, and equipments. Detaileddescriptions of refrigerating plants, quick freezing plants, and refrigerated cargo space are, shown in tables. After rough description on the dealing operation with whale meat, meatcutter, meat conveyor, quick freezing room installation, cargo space insulation and refrigeratingmachinery space are explained according to the analysis of cooling test of insulatedholds, 55% allowance for heat penetration is recorded.

著者

乾 崇夫 高幣 哲夫

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1961, no.110, pp.75-89, 1961 (Released:2009-07-23)

参考文献数

12

被引用文献数

1

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今春3月, 瀬戸内海航路高速客船くれない丸を供試船として, Waveless船型理論にもとづく超大型バルブの「船首波打消し」の実船試験が行なわれた。今回これを「水槽試験」・「実船試験」・「波形観測」の3篇にわけて報告する。以下はその第1部 (前篇) 「水槽試験」の報告であるが, ここでは他の2篇と異なり, 記述の範囲を今回行なわれた実船試験のみに限定しないで, くれない丸の計画当初から現船型決定の経緯にまでさかのぼり, くれない丸がその計画・建造・就航・実船試験の各時点において東大水槽におけるWaveless船型理論の発展の経過といかに交渉しあつたかをあきらかにすることに意を用いた。Waveless船型理論では在来の水槽試験のほかに, 「波形分析」という新しい船型学的手法を重視する。今回も当然模型・実船の両方についてこの「波形分析」が試みられたが, この部分は一括して第3部 (後篇) 「波形観測」で取扱われている。なお, 第2部 (中篇) 「実船試験」では, 中心となる速力試験のほかにZ操船試験と旋回試験とにもふれられている。

著者

石田 千代治

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1953, no.93, pp.117-126, 1953 (Released:2007-05-28)

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The present research has been conducted on the corrosion of the marine engines of about forty sunken ships by means of the field investigation or the deta offered according to the following items:(a) The relation between the corrosion and the period of the submergence of the materials.(b) Is there any difference in corrosion due to the kind of the engines(c) Is there any difference in corrosion between the ships of war-time standardized types and the ordinary ships? (d)Possibility or Impossibility of the reuse of the refloated engines.(e) The process of the repairs of the refloated engines.(f) The condition of the operation of the reused engine.The results obtained are as follows:(a) The corrosion makes progress rapidly at the outset. but after a few years corrosion makes progress gradually.(b) The extent of corrosion of the reciprocating engine is almost similar to that of the diesel engine. In the case of the steam turbine and the mechanical reduction gear, the extent of corrosion is comparatively slight. The boiler may be reused only by replacing the corroded smoke tubes with new ones.(c) The extent of corrosion in the ships of war-time standardized type is generally very remarable compared with the ordinary ships.(d) Corrosion generates on both the small-sized and larger-sized materials, but. as the extent of corrosion is more remarkable in the case of the smaller sized materials. the reuse of the smaller sized materials is almost impossible, while the reuse of the latter is possible(e) The process of the repairs is as follows: After the corroded parts of the engine are boiled in the soda solution, the corroded face of the friction parts are filed off. The other sound parts of the engine may be used without any treatment.(f) The operating condition of the reused engine is pretty good on the whole. The present research has been continued by the Maritime Institute since the writer's initial field investigation conducted in April, 1946, at Mitsubishi Dock Yard in Nagasaki on the corrosion of the main engine of the Kongo-maru, the refloated steamer of National Railway Corporation, receiving grants in aid from the Ministry of Transportation. the former owner of the above mentioned Institute and from the Ministry of Education, the present owner of the Institute.It would be a happy thing. if the present thesis could furnish even a little contribution to the refloating of the sunken ships in the future.

著者

高幣 哲夫 乾 崇夫

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1961, no.110, pp.105-118, 1961 (Released:2009-07-23)

参考文献数

8

被引用文献数

1

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この報告は, 今春行なわれたくれない丸の大型バルブによる船首波打消しの実船実験およびこれに先立つて行なわれた東大の2.5m模型水槽試験のうち, 波形分析という新しい船型学的研究方法を適用した部分について述べたものである。

著者

杉村 卓 野崎 政治 鈴木 輝雄

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1966, no.119, pp.209-220, 1966 (Released:2009-09-04)

参考文献数

4

被引用文献数

1 3

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In this paper the results of the destructive experiment of a 1/5 scale ship hull model is reported. The model was designed to be as similar as possible to the midship part of the destroyer escort and subjected to pure bending moment.The general buckling strength of the upper deck was mainly studied considering the effects of under-deck structures.A loading device was specially constructed for this experiment.Buckling of the upper deck occured over two frame spaces and its load agreed with a theoretical estimation.

著者

川島 栄一 朝倉 五郎

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1954, no.95, pp.81-88, 1954 (Released:2007-05-28)

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Now defunct Japanese Navy prescribed, at its designing of war crafts, in consideration of their stability capacity, the permissible lowest values of GM, OG, Stability range, etc. separately, in accordance with the class of vessels and their sizes.Later on, however, due to the development of stability theory, it became possible to determine the stability capacity, by applying the organic relation of these values mentioned above and obtaining a value that is the combination of these values.In this thesis the authors, basing upon the“Theory of Safety Criterion of a Ship”established by Prof. Watanabe, have calculated the Safety Criterion c Value, studying the actual instances of 15 vessels, including destroyers and torpedo boats of the defunct Japanese Navy, and about 90 of their different conditions and analysed them from various angle, such as the transition of the history, and the statistic distributional state.This study of the authors has led to the possibility to determine the permissible lowest value of safety criterion of naval small crafts.

著者

清水 澄 荒木 睦郎 越賀 房夫

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1961, no.109, pp.417-423, 1961

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The bigger the size of ship becomes, the more complicate questions arise on the hull construction. The gunwale connection in the mammouth ship is one of the most grave questions, because of the poor purchasability of the big size gunwale angles, the hard workmanship on the riveting of large diametres, and etc. As the countermeasures for the above-mentioned questions, the Tee-section or angle built-up by welding, or else the rounded gunwale, were already proposed.<BR>The authors examine the current practices of the gunwale connection in the mammouth ship and propose a new type of welded gunwale, "L-gunwale", as the most promising.

著者

加藤 弘

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1956, no.89, pp.59-64, 1956 (Released:2007-05-28)

参考文献数

11

被引用文献数

2 2

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The natural period of roll of ships in any condition can in general be obtained by the well known formula T=2πK√<gm>, where K is the transverse radius of gyration of ship, m the metacentric height and g the acceleration due to gravity. The radius of gyration has hitherto been expressed by the breadth moulded and recently by the breadth and depth moulded, but these simple methods can not afford satisfactory results. After investigations of rolling materials of many vessels, new formulae for K have been found to give sufficiently accurate values. For merchant vessels the formula is written as(K/B)2=f[Cbcu+1.10Cu(1-Cb)(H/d-2.20)+H/B2].where B is the breadth moulded, Cb the block coefficient, Cu the upper deck area coefficient, H the effective depth, i e, the depth moulded plus mean height of projected areas on Profile of erections and deckhouses, d the mean draught and f the coefficient depending on the type of ship. The value of f is 0.125 for passenger, passenger and cargo, and cargo vessels. The formula for K of warships is of the same form as for merchant vessels. The errors of K-values obtained by the new formulae have been shown within the limits of about 3 per cent.

著者

山本 熙

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1956, no.90, pp.189-208, 1956 (Released:2009-09-16)

参考文献数

36

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A hundred years ago, a train-ferry service across the Firth of Forth in Scotland was born, and fourty years have passed since the Japanese Government Railways inaugurated a car-float service between Shimonoseki and Moji.On this occasion, it is of interest to look back on the development of this facility in foreign countries and in Japan.Since the first train-ferry the “Leviathan” crossed the Firth of Forth (1), similar services were inaugurated on the River Rhine (2), the Susquehanna River in the United States and also across the Nile Rever (3) in Egypt.In this paper, the stages of this development are arranged as undermentioned, and various kinds of landing means are classified as follows : 1. The cradle age of train ferries. -In the first 16 years, the train ferry services were in their infancy, all operating across rivers or firths.2. The epock making train-ferry. -In 1868, this facility was carried out on the Lake Constance in Switzerland (4), where the crossing was exposed and rough, so that people got an idea on the trustworthiness of the train-ferry service even on an open sea.All these installations were commenced in the last 17 years, paving the way for the train-ferries of the future.Kinds of Landing Arrangement of train-ferries : -(1) Shipway or Slope Type a. Shipway and Travelling Platform.b. Stepped Slopeways.(2) Crane or Elevator Type a. Elevator ashore.b. Elevator aboard.(3) Elevating or Tidal Deck Type(4) Movable Bridge Type3. The development of train-ferry services in Denmark.4. The development of the train-ferries on Lake Michigan.5. The technically noteworthy development of the installations of the Warnemunde-Gedser and Sassnity-Tralleborg lines.6. The popularization and development of train-ferries in twentieth century.7. Train ferries in Japan.From the history of train-ferries, the methods of laying tracks on deck are classified as follows : -1. Through Track Type T2. Head Terminal Type B (from bow) S (from stern) 3. Isolated Track Type I4. Athwart Track Type AThe types of tracks on deck are mostly determined by the local conditions of the berths ; some were obliged to select an inferior method due to the original landing arrangement when further improvement was required. This is a point worthy of special consideration when designing ferry boat and landing arrangement in the future.

著者

武藤 昌太郎 宮田 貞一 阿部 武

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1964, no.116, pp.169-183, 1964 (Released:2009-07-23)

参考文献数

4

被引用文献数

1

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In recent years, the productivity in shipbuilding has greatly been increased by means of “block” or subassembly method with aid of advanced welding technique and more fruitful results may well be expected through “three dimensional block” method in lieu of conventional flat block method.However, when composing the massive, three dimedsional block is thought of, various problems must be solved such as the accuracy in dimension & shape of block, the area of assembly yard, crane capacity, and lifting pads etc.The present paper is concerned with the three dimensional block method which has been established and placed successfully in use of cargo ship construction in this yard as the first attempt in the ordinary shipyard except the newly built, special shipyard in Denmark.

著者

丸尾 孟 石井 正夫

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1964, no.116, pp.22-29, 1964 (Released:2010-01-20)

参考文献数

3

被引用文献数

1

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It is theoretically well known that when the two bodies are running in the same direction and in a pair in water and/or on water surface, sometimes their total wave making resistance becomes smaller than that of the individual body due to the mutual interference of the waves caused.The proposed semi-submerged ship of the least wave resistance consists of the submerged main hull of the so-called Rankine's ovoid and the surface piercing bridge having sectional area of square cosine curve.Theoretically and experimentally, the combined hull form as mentioned above thus proves its capability of reducing the wave resistance tremendously in a certain specific speed range, i. e., the dimensions of bridge can be chosen so that the waves caused by the submerged hull running near surface may be diminished by the waves of the bridge at the specific speed.Furthermore, it is investigated that the upper limit of the optimum speed range of this type of vessel is between 0.35 and 0.40 in Froude's number.

著者

渡辺 四郎 坂尾 稔 小丸 捧 小西 績男

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1967, no.122, pp.36-42, 1967 (Released:2009-09-04)

参考文献数

2

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Aiming to reduce the viscous resistance of fat and low speed ships as tankers, new ship form encouraging buttock flow is proposed.Resistance and self-propulsion tests of Cb=0.88 and 0.84 model are proceeded. Characteristics of the new ship form are remarkably less profile drag and less wake gain.The latter defect can be improved by properly designed skeg form and bilge corner form.

著者

川島 栄一 坂尾 稔 田崎 亮

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1959, no.105, pp.93-107, 1959 (Released:2009-09-16)

参考文献数

6

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The nuclear power plant for ship must be able to endure sufficently to the severe ship motion in rough sea. Therefore, in the design of reactor, we must predict the magnitude of acceleration_ or inertia force acting on it. In this paper, we attempted to the statistical considerations on the vertical acceleration due to the pitching and heaving, and some consideration of rolling acceleration. They are as follows.1. From the response amplitude operator of vertical acceleration that is measured at model experiment in regular wave and Neumann's spectrum of sea wave, we calculated the statistical magnitude of vertical acceleration of small fine ship, high speed cargo liner, and large oil tanker for various ship speed and wind velocity.2. From the above data, under the following condition, we obtained the values shown in Table 4 which was regarded as the reasonable values of vertical acceleration to use in the design of reactor part of various nuclear ship.a) As the ship speed, we adopted the maximum mean speed obtained from the point of view of resistance increase only.b) As the sea condition, we adopted the fully developed sea for wind velocity U=20 m/s.c) As the statistical magnitude of acceleration, we adopted the maximum acceleration a0, which is the vertical acceleration that the probability which maximum vertical acceleration in 5, 000 continuous waves exceeds a0 is 10%.3. The rolling acceleration at resonant condition are expressed by Ts·√g/B only approximately such as Fig. 17.The magnitude of rolling acceleration is smaller than that of vertical acceleration by pitching and heaving, but it must be careful because of the difference of its direction.

著者

沢村 鶴松

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1965, no.118, pp.337-347, 1965 (Released:2010-01-20)

参考文献数

2

被引用文献数

1

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At the beginning of the initial design of ship, the breadth of ship has been determined by the formulas B=L/10+α (α=4.56), B=L/9+β (β_??_3.2) or L/B ratio (6.57.5 for cargo boat). But the above formulas have no connections with KG, GM and the freeboard. The author has delived the relation between B and D from the GM equation. The result is as following.[2Q/GM (d/D) D+1] 2-4QP/GM2 (d/D) 2B2=1whereP=Cw/Cb (0.0106+0.0727 Cw) =1/RQ=n (d/D) - (d/D) 2Cw/Cb+CwThe above equation is a hyperbola of B and D. So B can be put for an asymptote of this hyperbola.B=√RQ/L/Dratio·L+GM (d/D) √R/4Q where L=D×L/D ratio.The above equation can be expressed as following.B=L/const1+GM+ (d/D) const2 (1) Flush DK Shelter DK Three isl Well DK Oil Tanker(KG/D) (0.60) (0.60) (0.65) (0.52) Const1 8.38.7 7.78.2 8.48.8 12.513.2Const2 4.64.5 4.54.4 4.2 5.7Fore figure is U shape, aft figure is V.The const1 varies by the D/d ratio and KG/D, but the const2 varies very small.When the second term of the equation (1) is large in case of an oil tanker, a correction value [= (the second term of eq (1)) 2×1/2B] must be subtracted from B in the equation (1).The author has drawn the curves of R and Q for the general application.

著者

増淵 興一 小椋 陽 石原 芳忠 星野 二郎

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1954, no.95, pp.161-171, 1954 (Released:2007-05-28)

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In case of constructing the welded steel ships, the wavy deformation of the shell plate is liable to occur by the fillet welding of shell plates and frames or floor plates.This unfairness may not only spoil the appearance of the shell plate but also reduce the buckling strength of it.This study was performed for the purpose of surveying the mechanism of origination and the method of reducing this deformation.The specimen used in this experiment is a constrained frame works as shown in Fig. 1. The deformation and the reaction stress originated in the plate due to welding were measured by the dial gauge and the electric resistance wire strain gauges respectively. These measurement were performed after the welding of each layer.The results obtained are summarized as follows:-1) Fundamental nature of this problemThis problem of residual stress can be treated as the problem of reaction stress originated by constraining the angular change due to welding. Accordingly, the angular change and the reaction stress can be calculated from the measured deformation using“beam theory.”2) Effect of welding procedures on the angular change(i) Weight of deposit metalAngular change due to welding increases as the increase of the weight of the deposit metal. There approximately exists a linear relation between the logarithm of the weight of the rod consumption and the angular change. Accordingly, it seems to be a benefit-able practice for reducing the deformation and reaction stress to decrease the weight of deposit metal or the leg length.(ii) Effect of rod diameterSize of rod diameter seems to have little effect on the angular change when the weight of deposit metal is equal.(iii) Effect of the degree of constraintDegree of constraint seems to have a remarkable effect on the angular change.Accordingly, the additional constraint, such as a kind of strong backs, attached to the shell plate may reduce the deformation and reaction stress.

著者

杉村 卓 野崎 政治 鈴木 輝雄

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1966, no.119, pp.209-220, 1966

被引用文献数

3

---

In this paper the results of the destructive experiment of a 1/5 scale ship hull model is reported. The model was designed to be as similar as possible to the midship part of the destroyer escort and subjected to pure bending moment.<BR>The general buckling strength of the upper deck was mainly studied considering the effects of under-deck structures.<BR>A loading device was specially constructed for this experiment.<BR>Buckling of the upper deck occured over two frame spaces and its load agreed with a theoretical estimation.

著者

宝田 直之助

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1961, no.110, pp.57-64, 1961 (Released:2009-07-23)

参考文献数

11

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Analysis of the circle test on the actual ship has made it clear that even a low approach speed has influence on the turning circle and that a change in the helm angle tells on the turning circle due to the aspect ratio of the rudder. By making use of these results as well as that of the model test, the Hovgaard-Schoenherr formula was modified, and K3 value was sought with B/d as parameter.In this way the turning circle has come to be estimated very simply.

著者

谷口 中

出版者

The Japan Society of Naval Architects and Ocean Engineers

雑誌

造船協會論文集 (ISSN:18842062)

巻号頁・発行日

vol.1955, no.96, pp.17-24, 1955 (Released:2007-05-28)

参考文献数

4

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The 1st Mitsubishi Experimental Tank was built in 1908 at Akunoura, Nagasaki by Denny Brothers Co., England, This tank was closed in 1943 and a new one was built at Urakami, Nagasaki. The new tank started its work from Jan., 1944. But this was severely destructed by the Atomic Bomb on 9. Aug., 1945, just before its completion. After the war, we continued enthusiastic endeavours for the restoration of the tank. And last autumn, this new experimental tank was completed. The tank is 285m long, on which 7m paraffin modelship and 500mm dia. model propeller are used as standard size ones, At one end of the tank, 30HP-wave maker is installed which can produce regular waves, max. 8m long 40cm high. The towing carriage is moved by four 25HP-motors and regulated by electronic automatic speed regulator, The speed is preset before start and after acceleration, preset constant speed is automatically kept within ± 0.2% variation, max. towing speed is 9m/s.All facilities including carriages, dynamometers, model shaping machine, etc. are designed and manufactured by us. On 15.-16. Oct. last year, the Japanese towing tank conference was held at this tank commemorating its completion. Hereunder, the author wishes to give some details of this new tank.