著者
尾崎 辰之助
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.1938, no.62, pp.77-90, 1938 (Released:2007-05-29)

“Sumiyosi Maru” is the first Diesel-electric tug built in Japan, of which the speed control is of Ward-Leonard system. That was designed and equipped at Kawasaki Dock Yard Co., Ltd. for their own use. That was, also, equipped with as power plant to supply electric power for electric welding and compressed air to ships in harbour.The descriptions of hull, propelling machineries, power plant, trial trips and towing tests are successively set forth.
著者
稻垣 長止郎 鈴木 彌太郎
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.1930, no.46, pp.55-80, 1930

The completion of the M. S. Tatsuta Maru, the sister ship of the Asama Maru and the biggest motor liner of almost wholly a Japanese production, is an important event for Japanese Shipping and Shipbuilding. On this remarkable occasion, it does not appear to be wholly nonsense to make some reference about these ships.<br>In this paper, a short review is made about the vast designs and long efforts to arrive at the final elaborate design of the Pacific Liners.<br>Some results are also picked up from those of the exhaustive trials, and finally, an attempt is made to lay out 2, 000 B. H. P. geared Diesel installation for a high speed Trans Pacific Liner which might come into question in future.
著者
森本 猛夫
出版者
公益社団法人日本船舶海洋工学会
雑誌
造船協會會報 (ISSN:05148499)
巻号頁・発行日
no.59, pp.121-162, 1937-02-20

The antarctic whaling tanker, "Nisshin Maru" (22, 000 tons deadweight) was successfully built on 28th Sept. '36 by the Kawasaki Dockyard Co., Ltd., Kobe, in the record of only 216 days from laying down of the keel to the delivery to Messrs. Taiyohogei Kabushiki Kaisha. The vessel is the largest tanker of its kind ever built in Japan, and the following dates indicate the extraordinary speedy program at which she was built in such a short period.[table]There were many difficulties which they had to overcome, such as : difficult construction on an ordinary building slip not well arranged with up-to-date crane equipments, unusual short time limit of construction, and hardship of prompt collection of materials, etc. They laid down therefore a strict schedule so as not to delay the delivery and by good luck, it was faithfully obeyed by the men of all departments of the Dockyard Co. Combined with the mutual co-operation of all men and proper supply of all necessary materials, the schedule was very satisfactorily carried out in good order. On the other hand, special attention was also paid to the working hours as well as labour shifts so that the workmen should not be overworked either mentally or physically. Thus their earnest efforts have at last produced good results with such an epochmaking record of speely ship building which has never been experienced in the world. In addition, this vessel adopted the "Isherwood Bracketless system, " the simplicity of which has proved a good effect upon such a quick work as "Nisshin Maru." The principal dimensions are as follows : [table]
著者
幸田 功
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.61, pp.207-234, 1937

Up to the present, 17・5 kg/cm^2 G. and 365℃ were the highest pressure and temperature in steam plants of merchant vessels, in this country. The steam condition of 27 kg/cm^2 G. and 390℃ was adopted in these new ships, where coal was the fuel, in order to improve the whole plant efficiency, also save weights and spaces of boilers. The three main boilers are the Mitubisi three drum type marine water tube boilers, having the heating surface of 385 square meters each, equipped with the Taylor multiple-retort underfeed stokers for burning the Fushun coal, the horizontal type convection superheaters and the tubular air preheaters. On the official sea trials of the S.S. "Oryoku-Maru, " the whole plant efficiency of 18.9% was obtained.
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

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.<BR>Les principales dimensions de ce navire sont suivantes : <BR>m<BR>Longueur entre perpendiculaires 60.000<BR>Largeur hors borde 10.000<BR>Creux 6.000<BR>Tirant d'eau en charge 5.000<BR>Déplacement en charge 2, 200 t<BR>Tonnage bruit 800 t<BR>Puissance du moteur à Diesel 750 ch.<BR>n<BR>Vitesse commerciale 9.5<BR>n<BR>Vitesse aux essais 10.83<BR>Dáprès 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.<BR>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
古賀,繁一
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.79, 1948-12

本艦は昭和13年3月29日, 三菱長崎造船所第二船臺に起工し昭和15年11月1日午前8時56分の満潮時に無事進水した。本艦と同型である一番艦は造船船渠で建造せられた為, 進水は唯出渠作業に過ぎないけれども, 本艦は船臺建造であるため本式の進水を施行しなければならぬ。前例のない進水重量と, 進水臺の為, 愼重な計畫の基に徹底的な研究と調査の上工事を施行したものであるが, 先日進水諸調査及實験に就ては發表があつたので, 本日は現場工事に就て御報告申上げ以て會員諸氏の御参考に供し度いと思う。
著者
幸田 功
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.61, pp.207-234, 1937-02-28 (Released:2009-07-23)

Up to the present, 17.5 kg/cm2 G. and 365°C were the highest pressure and temperature in steam plants of merchant vessels, in this country.The steam condition of 27 kg/cm2 G. and 390°C was adopted in these new ships, where coal was the fuel, in order to improve the whole plant efficiency, also save weights and spaces of boilers.The three main boilers are the Mitubisi three drum type marine water tube boilers, having the heating surface of 385 square meters each, equipped with the Taylor multiple-retort underfeed stokers for burning the Fushun coal, the horizontal type convection superheaters and the tubular air preheaters.On the official sea trials of the S. S. “Oryoku-Maru, ” the whole plant efficiency of 18.9% was obtained.
著者
小野 暢三
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.85-98, 1937-02-20 (Released:2009-07-23)

The first part of the paper deals with the combination comprising a triple expansion engine, with poppet valves for high and intermediate pressure cylinders, and direct coupled to the main shaft line, and an exhaust steam turbine, to utilize the energy contained in the exhaust steam from the engine, double reduction geared to the main shaft line. In this system, the turbine is to work for ahead direction only; an automatic friction clutch is to disengage the turbine when the main engine is to run in astern direction.Mechanical regilient coupling composed of friction disks and a number of coil springs is contained inside the first reduction gear wheel, and is arranged to take off uneven torsional shocks taking place due to the action of the crank shaft of the reciprocating engine.In the second part, description is given about the combination consisting of a set of double compound high speed engine, single reduction geared to the main shaft line, and a low pressure turbine, double reduction geared to the same line. In this case an astern turbine is also arranged. The exhaust steam from the engine is controlled with special manoeuvering valve to enter into either ahead or astern turbine as desired and the valve is to cooperate with the reversing mechanism of the reciprocating engine.Particulars of the ships having these systems of combination machinery are given in the attached table also the performance data of their maiden voyages are given in another table.A sketch of the design of the machinery space of twin screw engines and its brief description is given in the last part of the paper.
著者
吉見 豐
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.1948, no.79, pp.31-37, 1948 (Released:2007-05-29)

It has elapsed many years since the water tube boilers were introduced into marine use, with full success in European countries and in America. In Japan, on the contrary, this type of boiler has been used for some large cargo ships before the war and for a few kinds of War-time Standard Type of Ship under instruction of the former Japanese Navy during the war, but now no positive demands.It is generally recognized that through the possibility of high pressure and high temperature steam usiug the water tube boiler, the higher thermal efficiency and weight reduction in total engine part are gotten. This fact mokes us profitable to adopt the boiler in this country where fuel and steel are excessibly short. Nevertheless, there are hesitations in our ship world to adopt this type for marine boiler due to li anxiety of reliability and difficulty of handling.The prob ems on reliability and difficulty in handling. are as follows;(1) Danger of low water, (2) Trouble through feed water, (3) Easiness of coal burning.In this paper, the above problems should be investigated to clarify the reality, and if possible new design on the water tube boiler and finally the remedy to so ve these problems will be protested.
著者
出淵 巽 藤嶋 範平 荒木 勤 出淵 巽 山本 武藏 菅 四郎 湊 一磨 平賀 譲
出版者
公益社団法人日本船舶海洋工学会
雑誌
造船協會會報 (ISSN:05148499)
巻号頁・発行日
no.55, pp.57-100, 1935-03-25

The effect of fouling upon the resistance of ships was examined by the towing experiments with the ex-destroyer Yudachi at various stages of fouled surface after 4,75,140,225 and 375 days out of dock ; the speeds experimented with were up to 20 knots at each fouled condition. After these experiments the author studied the effect of fouling on the propulsive efficiency applying the above-mentioned results of towing experiments to the trial results of a first-class destroyer. The chief conclusions drawn from these investigations are : (1) Frictional resistance of ships having fouled bottoms can be expressed by the following formula : -R_f=f S V^<2-1>, where R_f=frictional resistance in kg., S=wetted surface area in m^2., V=speed of ship in knots, f=coefficient of frictional resistance which varies with the weight of fouled substances per unit area as shown in Fig.6. (2) Propulsive efficiency is affected scarcely by the bottom fouling.