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
浅川 彰三 平賀 譲 湊 一磨
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.63, pp.215-223, 1939

"Ryofu Maru" is the first observation ship of occan in Japan ; which was built by Harima Dock Yard Co. Ltd. That was equipped with two Shinko Sulzers of Kobe Iron Works and with all instruments of Observatory and Oceano-graphic.
著者
稲垣 長止郎 鈴木 彌太郎 末廣 恭二 鹽田 泰介 平賀 讓
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
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. 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. 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.

3 0 0 0 OA 碎氷船

著者
南波,松太郎
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.72, 1943-12-30

The purpose of this paper is to explain a portion of the experience on design and construction of Ice-Breakers. The author is pleased to express his wish to expect further theoretical and experimental research to be made by the experts on various points mentioed in this paper.
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
遠山,光一
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.75, 1953-09

Nous avons l'intention de vous presanter un projet du cargo en ciment arme qui a ete actuellement construit au Japon pendant la grande guerre 1942〜1945. Les principales dimensions de ce navire sont suivantes : [table] Dapres l'experience nous avons donne a la paragraphe 3 des avantages et des desavantages d'un navire en ciment arme par rapport a celles d'un navire en acier. La partie essentiele de ce memoire est les resultas des calculs des efforts. des tentions, des compressions et des cisaillements de la coque en ciment arme.
著者
田路,坦
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.31, 1922-12-28
著者
吉見 豊
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.79, pp.xxxi-xxxvii, 1948

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 using 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 problems 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 solve these problems will be protested.
著者
加藤,順三
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.36, 1925-07-15
著者
斯波,孝四郎
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.58, 1936-08-20
著者
福井,順平
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.39, 1926-10-30

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
藤本,喜久雄
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.29, 1922-06-06
著者
福井,順平
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.38, 1926-06-10
著者
井口,常雄
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.80, 1949-03
著者
福井,又助
出版者
造船協會
雑誌
造船協會會報
巻号頁・発行日
no.48, 1931-10-31

In this paper, the author intends to describe how the "Kotaka" (a little river gun boat) was lifted by a crane and put on board a ship when she was transported from the Tama Dock Yard, Japan, to Shanghai. The hull of the boat is not so strong since she has very light scantlings, but she displaces 60 tons at the normal condition and her weight lifted was such amount as 53.5 tons. Therefore, it is a rare case to do such a work, and there were troubles to be overcome. You will be interested in the author's explanation about the following items : -The outline of the subject. The general feature of the "Kotaka" The calculation for the lifting arrangement. The result of the work. etc.