1 0 0 0 OA 木船の改良
- 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
1 0 0 0 OA 潜水艦人命救助引揚裝置に就て
- 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)
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
1 0 0 0 過去四十年間に於ける本邦商船の發達
The author first deals with the vicissitude of the Japanese tonnage in the past and that of the shipbuilding in dustry, the lists of the particulars of the vessels with special features built during such period being also given.Under the heading of "the Measures taken by the Government for the-Japanese Shipbuilding, " the provisions for the exemption of the customs duties regarding to the articles for marine uses, the subsidy system for the encouragement of manufacturing steel for ship construction, the marine loan system and the system of the governmental permission for importing operable ships, are described, and also the contents and results of the provisions for facilitating the improvement of ships are explained. Then the author discusses the development of marine engines in Japan, pointing out the fact that the fuel consunption at the same power has been lowered up to sixty per cent in comparison with that in ten or more years ago. Further, he deals with the model tests of ships and their effects, and explains that the shaft horse power required for the operation of the same ship at the same speed has been reduced to seventy percent of that in old time. Thus, the progress of Japanese shipbuilding technique, by which the fuel consumption of ships has been reduced by at least one-half in total, is clarified.
1 0 0 0 OA 火災損傷船靖川丸の修理に就いて
Twin screw motor ship "Silver Cypress" of 6,710 G.T. and 7,000 B.H.P. was built in 1930 by Harland & Wolff at Belfast, Ireland, as an up-to-date cargo boat and was placed in the fleet of the Silver Line Ltd. While lying at anchor outside the harbour of Manila, in January, 1937 a fire broke out in her engine room and spread to the cargo stowed in the hold immediately forward of the engine room. Moreover, the fire swept into the aft holds engine room, and continued for seven days, destroying the entire cargo. After the fire was put out, it was found that all of the decks, deck houses, shell plates and equipments on aft half of the ship were completely burned beyond repair. In the engine room, the main motors were hopelessly damaged from bed to cylinder head ; every part of babbit metal at rubbing surface was found to have melted ; and further more all the auxiliary machineries, the dynamos and armoured cables. Because of the extensiveness and the serious nature of the damage as explained above, the underwriters had no alternative but to condemn the ship and she was sold to a scrap dealer who towed the bulk to Japan Later, it was purchased by the Kawasaki Kisen Kaisba who made a most thorough investigation of the matter and decided to have the hulk repaired. As new steel and iron were not so readily available in Japan then as in ordinary time, every effort possible was made to recover the damaged material for use in the reconstruction work. Also the damaged main motors and auxiliary machineries were repaired without exception. It took 20 months to complete the repairs but now the ship is in excellent condition, both her hull and machinery, and is employed in the service between Japan and America.
1 0 0 0 OA 軍艦武藏の進水工事
1 0 0 0 OA 直交異方性圓筒殼の挫屈について
This problem has been studied by several authors, but as the formula for the buckling load it is merely derived the determinantal equation of conditicns of buckling, and as the orthogonal anisotropy in it s analysis it is contained only the differences of dimensions of outer skin in two perpendicular directions. It is an urgent need in practice, to derive the explicit expression for the buckling load of orthogonal anisotropic shells, containing the general elastic constants, rigidities and dimensions. From this point of view, the author derived in general form the equation (21) (36) (37), and (57) (58) for compression-, bending- and tcrsion-buckling. Excepting the case of equation (21), these equations give a pretty good agreement with the experiments.
1 0 0 0 OA ヂーゼルエレクトリツク曳船住吉丸に就いて
"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.
1 0 0 0 OA 推進器附近外板厚決定に就ての一考察
- 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)
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.
1 0 0 0 木崎湖の刳舟及平底船に就て
1 0 0 0 OA 木崎湖の刳舟及平底船に就て
1 0 0 0 東部日本發掘の刳舟遺物
1 0 0 0 OA 東部日本發掘の刳舟遺物
- 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)
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.
1 0 0 0 OA 近時造船の進歩に就て
1 0 0 0 OA 鐵道省關釜連絡船 金剛丸、興安丸冷房裝置に就て
- 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
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.
1 0 0 0 OA 特務艦神威推進機關及電氣推進等に就て
1 0 0 0 OA 潜水艦人命救助引揚装置に就て
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.