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

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
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)

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
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

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
松永,和介
出版者
造船協會
雑誌
造船協會論文集
巻号頁・発行日
no.110, 1961-12

Japan's first postwar submarine "Oyashio" was launched at No.1 Building Berth at Kawasaki Dockyard on May 25,1959. Representing the latest fabrication techniques in the construction of all-welded undersea craft, this vessel is now commissioned under the Japanese National Defense Agency.This paper deals with the records of fabricating and welding techniques used for the construction of this craft. Summerized below are the points worthy of special mention : 1) Used for inner hull structure were weldable high tension steels, HT 50 and HT 60,and various quality tests were performed on each of the steel plates used.2) The so-called unit cylinder assembling system was adopted in order to shorten the period of construction.3) The length as well as the fabricating sequence of the unit cylinder assembly were decided in accordance with the results of the fabricating tests on models.4) Many kinds of special jigs were devised in order to maintain the circularity of the inner hull structure and used successfully in the construction.
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

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
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

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)

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
1

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

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
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)

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
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

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.
著者
乾 崇夫 菊池 義男 岩田 達三
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.100, pp.35-45, 1956 (Released:2009-09-16)
参考文献数
27
被引用文献数
2

Since 1944, when one of the present Authors (INUI) and his collaborator calculated mathematically the wave-making resistance of ships in a shallow sea, necessity has long been recognized for making further quantitative investigations regarding to the practical adaptability of the theory. The following notes are aimed for clarifying the still remained question to what extent such a linearized wave-making theory can be safely applied in cases of a restricted water (b=h=finite) as well as a shallow water (h=finite, b=infinitive), where h denotes the depth of a water, b the width.A 1.750 m mathematical model S-201, whose equivalent source distribution is known, is towed in the Tokyo University Tank at the depth of water h/L=1.371, 0.400, 0.300 and 0.200.Comparatively good coincidence has been obtained between the calculated and measured wavemaking resistance, excluding the narrow critical range of Fh=0.820.95 where the KREITNER'S non-linear restricted water effect is clearly observed especially at the shoalest depth h/L=0.200.
著者
乾 崇夫 菊池 義男 岩田 達三
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.100, pp.47-67, 1956 (Released:2010-01-25)
参考文献数
12

The wave profile measurements are made with two wall-sided, deep-drafted mathematical models (S-103, S-203) by applying the chemical film method, where the Benzoic Acid is effectively used for the first time, and found as pre-eminently suited to contrasting the flow phenomena on ship models such as wave profiles, initial still water lines, stream lines, and laminar flow area.Comparisons are also made between the calculated and the observed wave profiles.Coincidence is good along the models, but is unsatisfactory in the rear.The principal cause might be safely ascribed to the fact that the wake intesity is always extinguishedly strong just on the narrow band in the vertical symmetrical plane (y=0).Conclusions are then drawn that the present field of the mentioned comparisons between the theory and the observation must be extended from one dimension (on the line y=0, exclusively) to two dimensions, to which the photographic measurements by stereograph might be expected as essential.
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

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
乾 崇夫 高幣 哲夫 熊野 道雄
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.1960, no.108, pp.39-51, 1960 (Released:2009-09-16)
参考文献数
29
被引用文献数
2

As to the wave-interference phenomena connected with the bulb there have been presented two kinds of explanations : one being theoretical, and the other practical.Following the theoretical explanation, which is largely indebted to Havelock and Wigley, we may assume that the wave-making characterististics of the bulbous bow can be safely represented by an isolated point doublet. If admitted, this goes at once to the conclusion that the free wave patterns due to the fitted bulb can be intentionally put just in inverse phase or with strictly half wave-length difference against the main hull waves. This is nothing but the most desirable situation for us in view of promoting the maximum interfering merits of the bulb.On the contrary, the other explanation enforces, rather practically, too much importance of the virtual increment in the wave-making length of the hull which is caused by the bulb waves. In this way, it has long been believed that the reduced wave-making resistance accompanying the bulbous bow has much to do with its increased “effective wave-making length”. From this standpoint of view, it is suggested that, when any amount of bulb merit observed, the bulb waves must proceed by some intermediate fraction between 1/41/2 of ship wave length against the main hull waves. This means that from the bulbous bow we can expect only an incomplete interfering merit at the best.This report is aimed for the experimental determination of the existing conflict, mentioned above, with regard to the 'actual' phase-difference between the bulb waves and the hull waves. The wave analysis procedure is applied for the first time. The conclusion is that the theoretical treatment of the bulb which is introduced by Havelock and Wigley can be practically approved. A few remarks are also made on the two different phases of the hydrodynamical characteristics of the bulbous bow. Its corresponding system of singularities is represented by the combination of an isolated doublet with a continuous source distribution.The former has a positive and therefore the same sense with the latter in hull form characteristics, but has a negative and therefore the reverse sense in wave-making characteristics. This is the true reason why the wavemaking resistance is sometimes reduced remarkably with the bulbous form whose displacement is larger by its bulb than the original form.
著者
徳川 武定 鬼頭 史城 西山 哲男 丸尾 孟 田宮 真 谷 初蔵 木下 昌雄
出版者
公益社団法人日本船舶海洋工学会
雑誌
造船協會論文集 (ISSN:05148499)
巻号頁・発行日
no.94, pp.69-79, 232, 1954-02

As is only too well known, the quick diving is one of the essential qualities of the presentday submarines. In this paper, first of all, the authors have made an analytical study on the diving motion of a submarine. In the next, the question may be solved as to how much degree the trim angle of the vessel does alter, when the vessel submerges with constant speed Vo, along the specified course, into the given depth of immersion D, in the duration of time T, under the regulation by a pair of horizontal rudders with a certain rudder angle. Fortunate to say, we have still on hand the underwater-performance curves based on the experimental results of the several types of submarine-models, and using them, we obtained numerical values of both the trim and rudder angles of submarine when she performs the diving motion as mentioned above. In conclusion, it is shown that, if we try to make the time duration needed T, as short as possible, the allowance in inclination of hull matters more, rather than the addition of rudder angle.
著者
杉村 卓 野崎 政治 鈴木 輝雄
出版者
公益社団法人日本船舶海洋工学会
雑誌
造船協會論文集 (ISSN:05148499)
巻号頁・発行日
no.119, pp.209-220, 1966-06

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
元良 誠三
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.1960, no.107, pp.83-89, 1960 (Released:2009-09-16)
参考文献数
4
被引用文献数
1

In this paper, the author states about the results of measurement of added moment of inertia and damping coefficieut about y axis, i. e. for pitching motion.A forced oscillation method same as was used by Golovato was employed for measuring device, and 14 series models varying Cb and L/B are used.As the added moment of inertia and the damping of pitching motion vary with the frequency of the motion, values of them corresponding to the natural pitching frequency are choosen as the typical values when discussing the effect of ship forms.A chart from which additional moment of enertia and damping coefficent of ships having arbitrary Cb, L/B and d/B can be obtained is proposed in this paper.
著者
黒田 七郎 田中 拓 上田 隆康 隆杉 憲行
出版者
公益社団法人日本船舶海洋工学会
雑誌
造船協會論文集
巻号頁・発行日
no.117, pp.292-309, 1965-06

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 commerical 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. 3 The 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 cpital 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 she 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.