The present work is a continuation of previous work and model effects of combustion air temperature on soot formation-decomposition together with flame structure in turbulent diffusion flme. The main objectives have been to investigate effects of mixture fraction, turbulent kinetic energy and flame temperature on soot formation-decomposition. The following input characteristics are varied the input air temperature (Tair=50°C, 500°C) at constant fuel temperature.
The predicted results are as follows;
(1) With further increase in air temperature (Tair=500°C) of the external stream, the mixing rate is suppressed by the decay of turbulent kinetic energy. The combustion region of dif f usible type is increased.
(2) When the air temperature is increased, both the soot formation and decomposition rates further increase. The final exhaustionn of soot is decreased by the high temperature process at the end of flame.

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The seagoing vessel meets with Various sea conditions, in which her fuel comsumption is influenced by the way how to choose her speed, even if her average speed equal.
Up to now, the main engine has been controlled to keep constant revolutin in calm sea. But, in rough sea, the engine revolution has been decreased to keep constant output.
On the other hand, in this new control method, the engine governor is controlled antomatically to keep the ratio of dy/dx (dy: a little variation of fuel consumption, dx: a little variation of ship's speed) in any sea condition so as to arrive on time at the ship's destination with minimum fuel consumption. Both saving energy and rationality can be gained by this method.

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The Bollard pull test for “Fukae maru” was carried out with the varied pitch angle under constant propeller revolution. Making use of measured values, the torque and thrust coefficients of a actual propeller were calculated at advance coefficient of zero. These coefficients were compared with the both results of open water test with a model propeller and open water propeller series test.
The actual torque coefficients were consequently between the both results. On the other hand, the actual thrust coefficients are smaller than those of open water test and nearly equal to those of propeller series test.
If those of open water test were considered standard, the thrust deduction ratio become 0.13-0.15. As these values are larger than generally estimated value and the deduction ratio is different by the analized method, the thrust on bollard pull condition ought to be estimated carefully.
*: The thrust deduction ratio is not the thrust deduction factor which is defined on advanced ship. It is the deductive rate of the actual thrust from the designed thrust at advanced coefficient of zero.

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In this paper, investigation result about specification of bearing, bearing span, outfitting of piping, outfitting of shafting, maintenance and inspection, etc. are reported.

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