日本航海学会論文集

表紙

原稿種別: 表紙
1973 年 49 巻 p. Cover1-
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.Cover1

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目次

原稿種別: 表紙
1973 年 49 巻 p. Cover2-
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.Cover2

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衝突と過失の推定 : 法第29条の法的注意義務について

長澤彰三

原稿種別: 本文
1973 年 49 巻 p. 1-6
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.1

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Negligence may be inferred from specific facts in collision. Certain inferences of fact have been established by numerous cases, and further I want to find the fact through the decisions at The Maritime Disaster Inquiry Agency.

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矩形板の把駐力について : 錨の把駐力の基礎的研究

野村士平, 鞠谷宏士

原稿種別: 本文
1973 年 49 巻 p. 7-17
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.7

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In this paper we describe an experimantal study on the holding ability of rectangular plates as basic research for the study on the holding capacity of anchors. A series of pulling tests was carried out in wet sand, and the following results were obtained ; 1) The holding pull of vertical rectangular plates is approximately proportional to (Breadth of plate)×(Depth of plate)^3, and the empirical equation is expressed in the following form; T=αBD^3+k Where T: Holding pull B: Breadth of plate D: Depth of plate α, k: Constant 2) The holding pull of rectangular plates with attack angles is also approximately proportional to (Breadth of plate)×(Vertical projection of depth of plate about the sea bed)^3, and the empirical equation is expressed in the same form as vertical plates. 3) Lifting force on these plates is approximately proportional to the holding pull. 4) The center of pressure acting on plates is mainly concentrated on 0.6〜0.7D under the sand floor.

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浅い水域での横搖れについて(第1報) : 非連成横搖れ

岩井聰

原稿種別: 本文
1973 年 49 巻 p. 19-23
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.19

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When a large tanker is approaching to her berth in open road under seas and swell, the ship's under keel clearance is decreased by rolling and some troubles on ship handling are introduced. Therefore, it is necessary to estimate the rolling amplitude exactly for keeping good under keel clearance in restricted water. This paper relates to some model experimental investigation about the shallow water effect on ship's rolling in the range of under 10 degrees of amplitude in beam seas. Model tests were carried out for 2 models of a tanker and a cargo ship, and the following results are obtained. 1. the increasing of virtual mass moment of inertia for rolling is remarkable in the depth of water under twice of ship's draft, 2. on the case of ship stationary in beam seas, the rolling amplitude caluculated by uncoupled equation of motion is good agreement with the model test results as shown in figs.5 and 6, except the nearly synchronous motion.

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振動感覚からみた船体振動評価法について(I)

神田寛

原稿種別: 本文
1973 年 49 巻 p. 25-30
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.25

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ISO/TC 108 took up this problem, and its WG7 has prepared the document N36 "Guide for the evaluation of human exposure to whole body vibration". However, there still remain a few problems to be solved before its practical application, so it would be impossible to apply it directly to the evaluation of ship vibration. Therefore, we carried out some full-scale measurements according to the methods provided by ISO, in order to make clear the relation between human sensibility and ship vibration magnitude.

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漁場における漂流船位の推定例について

平岩節, 藤井武治, 山本昭一, 増田紀義, 米田国三郎

原稿種別: 本文
1973 年 49 巻 p. 31-37
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.31

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An officer on duty on a fishing vessel watches the fishing gear drifting after setting a salmon gillnet or a tuna longline. At any time, if he can estimate his ship's position by any method concerning the gear without recourse to any object (flag, light, reflector, radio buoy), he can employ this method to watch the gear effectively. The authors experimented with the drifting of the Oshoro-Maru, a fishing training ship of Hokkaido University, and reported that the direction and distance of drifting could be estimated by the ship's head, condition and wind velocity. In our next study, accuracy of the estimated ship's positions was experienced according to this method, in the Bering Sea. The experiment 1. The drifting velocity and the direction having been calculated by previously reported equations [1], some drifting positions were estimated. 2. The ship's positions can be determined by the bearings and distances of the corner reflector connected to the gill-net. 3. The determined and estimated ship's positions checked every 30 minutes are shown in Fig.1. The accuracies of estimated positions 1. The daily distance errors (error of distance made good) related to the drifting time are shown in Fig.5. Furthermore standard deviations of distance errors are shown in Fig.6. 2. The differences of estimated drifting directions from the drifting direction in relation with the drifting time are shown in Fig.7. Standard deviations of direction errors are shown in Fig.8. 3. Under an ordinary condition a drifting time is 6 to 8 hours, the distance error is within 0.5n.m. (s.d.), and the direction error is about 5°(s.d.). According to this method, we could obtain satisfactory results from various angles for the sake of keeping watch over the fishing gear.

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船の経年変化

嶋公治, 杉崎昭生

原稿種別: 本文
1973 年 49 巻 p. 39-50
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.39

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It is said in general that all ships degrade gradually their facilities as the time passes. The authors tried to obtain the aging characteristics of ships quantatively as possible as they could. Some of the results are shown as follows after processing the data from engine abstracted log-books of the gigantic tankers with steam turbine engine statistically: - F.O. consumption (constant speed) increases at the rate of 2〜7% a year and F.O. consumption (constant revolution of engine) 2〜5%, and ship's speed decreases 0.5〜2%, propeller revolution 0.5〜1.5, Admiralty number (speed) 2〜5.5, and Admiralty number (revolution) 1.5〜4%.

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レーダ避航法-III

今津隼馬, 杉崎昭生

原稿種別: 本文
1973 年 49 巻 p. 51-57
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.51

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Usual radar navigation is attached importance to only closest point of approach for deciding the risk. But it is nessesary to consider the Admissible Time and closest distance for the risk. And the risk is closely connected with avoiding method. The writers examine the equi-danger contour on condition that avoiding method is restricted to only steering, and obtain the rain drop model of equi-danger contour.

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オメガによるハイブリッド自動航法装置とその洋上評価試験

茂在寅男

原稿種別: 本文
1973 年 49 巻 p. 59-65
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.59

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The author tried an experimental voyage, from Kobe to Marseilles, during 5 Dec. 1972 to 2 Jan. 1973, via Pacific and Atiantic Oceans and Mediterranean sea, by a cargo boat of 10,000 tons class of Mitsui-OSK Lines, to make an assessment test a new made Automatical Hybrid Navigation Equipment, connected with Omega and Dead-Reckoning, which was developed by Japan Radio Co., Ltd. This equipment mooves in full automation with a computer, conducting Omega receiver, DRPC, chart plotter, printer, etc.. As for the nuisance skywave correction, it is not necessary to consult with the SWC tables after observations. It corrects itself in the computer by a simulation program, and one can get the final result of position fix, on a printed paper and a plotted point on a chart, in automatical procedure, in every 10 seconds. The Dead Reckoning Position Calculator (DRPC) offers its results in every 1 minute, by getting the informations from a gyro-compass and a log. The Omega position and the DR position will be compared each other in the equipment in every 10 seconds, and if it finds over 4 nautical miles difference between them, it makes an alarm, and the observer can notice the trouble and cheque the equipment. The DR will start from the Omega position in every 15 minutes again and again. So, the alarm means it should happened some troubles on DRPC or the Omega receivings. By the experiments, the author investigated as follows. (1) Confirmed the benefit of Hybrid System. (2) Confirmed the utility value of the automatic track plotter. (3) Evaluated the fixed positions of the equipment.

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群れをなして錨泊している船の分布について-II

巻島勉

原稿種別: 本文
1973 年 49 巻 p. 67-71
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.67

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From aerial photographies taken on the 5th July 1972 at Tokyo Bay, the distribution of ships at anchor had been observed. The ship's lengths and seperation distances between each other are measured. Let own ship's lengths be L_0, the nearest other ship's lengths be L_1, and let the seperation distances between them be R_1, Fig.3 is drawn. And, let the secondly nearest ship's lengths be L_2, and the seperation distances to them be R_2, Fig.4 is drawn. The ratio R^^^_2/R^^^_1 is calculated to be almost 1.16. In Fig.6, from each ship an arrow is drawn to the nearest ship. And we can see that the group is composed of several clusters. Some ships receive multiple arrows, and it is found that the ship which receive multiple arrows is comparatively smaller than others. This fact suggests a hypothesis that smaller ship comes later to the centre of previously constructed distribution.

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推進器後流が舵効におよぼす影響についての実船実験

大成清

原稿種別: 本文
1973 年 49 巻 p. 73-78
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.73

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In order to obtain the effect of propeller race on steerage, author made an experiment on full sized ship (G.T. 334 ton), and gained the results as follows: 1. The distance which the ship has proceeded while her turning from 0°to 10°is nearly constant at any different speed. 2. The ratio on steerage of the ship running by inertia to the propelling is shown in Fig.7. 3. When the ship increases her eng. rev. for a moment, much more steerage, without increasing her speed so remarkably, can be obtained.

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推せん航路について

藤咲五郎

原稿種別: 本文
1973 年 49 巻 p. 79-85
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.79

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The marine traffic safety plan was highly consolidated by the traffic separation schemes in International Collision Regulations and by the traffic methods in the traffic route and the traffic ways at the narrow channel in Japan Marine Traffic Safety Law. Corresponding to this plan, it will be reguested to newly designate the recommended route in the adjacent water area to the narrow channel or the traffic route for the marine traffic safety. The recommended route heretofore in use by Hydrographic Division, M.S.A., Japan, has the purpose of keeping safety for navigation and it had no particular significance, in preventing collision between ships, but from now on, the recommended route should discharge the function as the traffic separation line and should be lawfully connected with the mid line of the fairway at the narrow channel or the traffic route, or, if any, with the certain course designated by Notification at or near the narrow channel.

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最適値問題の明石海峡への応用

福地章, 田中修三

原稿種別: 本文
1973 年 49 巻 p. 87-93
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.87

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The problem of optimal control has been applied in many fields with developing of computer. Authors studied here about the simulation of minimum time control and took the crossing of AKASHI STRAIT since strict natural condition is asked for the model. That is, ships run with 8^<k't>, 12^<k't> or 16^<k't> between AKASHI and IWAYA in most strong current. There are 12 cases, having respectively right and wrong current. Authors had to study the treatment of a boundary line in wrong current. It's that a μ's sign determined by the equation of the boundary line is related to the limit of extremal on the boundary line in theory and the boundary condition was considered with practical treatment.

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磁気テープ記録方式によるオメガシミュレータ-I : 東京湾周辺における測定船位の検討

濱田悦之, 鈴木裕, 柳川三郎, 佐々木幸康

原稿種別: 本文
1973 年 49 巻 p. 95-101
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.95

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We carried on an experiment to obtain the ship's positions with an OMEGA reciever in order to develop an OMEGA simulater. The results were as follows. (1) An OMEGA chart (Fig.3) was calculated by Eq.3. (2) The OMEGA fixes were calculated with Eq.7 to 10. The solutions of these equations converged as shown in Fig.4. (3) The OMEGA track obtained on this experiment was compared with the cross bearing fixes in Fig.5. (4) The OMEGA cocked hats, formed with three lines of ship's position A-C, A-D and C-D, are shown in Fig.6. (5) The OMEGA fixes compared with the cross bearing fixes are shown in Fig.7. (6) The OMEGA positions fixed with A-D pair and C-D pair had the worst acuracy, and the centre positions of cocked hats had the best acuracy. (7) We supposed that the OMEGA fixes deviated to northeastward and southwestward as the acuracies of the position lines of A-D pair and C-D pair were worse than A-C pair.

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電波伝搬上の屈折効果がNNSS測位に及ぼす影響

木村小一, 奈須英臣

原稿種別: 本文
1973 年 49 巻 p. 103-108
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.103

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For position fixing of the Navy Novigation Satellite System (NNSS), the distance between a satellite and a user is calculated on the assumption that radio wave propagates along the straight path. However, the path of radio wave is bent in ionospheric layer and its bending amount is calculated by frequency and electron contents in the layer. Also, its path is refracted in troposphere but tropospheric refraction is not affected by radio frequencies. In this report, we calculated position fixing errors of NNSS resulting from radio wave refraction at following cases; (a) Residual positioning errors by tropospheric refraction after ionospheric refraction effect is compensated by two frequencies receiving equipment, (b) Positioning errors measured by one frequency (400MHz band) receiving equipment as a result of ionospheric and tropospheric refractions.

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海上交通安全法に関する一考察

佐藤修臣, 中島保司

原稿種別: 本文
1973 年 49 巻 p. 109-113
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.109

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Marine Safety Traffic Law was enacted on 16th June 1972 and will be enforce from 1st July 1973. On theother hand, a Conference of IMCO was held in London from 4th Oct. to 20th Oct. 1972 for the purpose of revising the International Regulations for Preventing Collisions at Sea, 1960 and new Convention was adopted, and then New Regulation for Preventing Collisions at Sea will be enacted for years after at our nation. I think, there are some problems between Marine Safety Traffic Law and Convention on the International Regulations for Preventing Collisions at Sea, 1972. The paper studied. on some problems as follow, (1) Traffic method and Lamplight, etc. of Huge vessel. (2) Traffic method of vessel engaged in fishing and sailing vessel. (3) Signal in case of Passing other vessel. (4) Lamplight, etc. of vessel loaded with dangerous cargo.

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北九州デッカ・チェンの評価と伝搬特性(瀬戸内海西部)-III

田口一夫, 川平浩士, 西本金三, 中根重勝, 中島裕, 佐藤尚登, 山崎孝助

原稿種別: 本文
1973 年 49 巻 p. 115-120
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.115

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The series of this experiment made in sea water during every fall of 1969-1972 were already brought to the end. The summaries of principal results drawn were as follows. Both phase difference and field strength were measured simultaneously every 2.5/5 minutes and over 72 hours continuously at the four sites of the waters of Seto Naikai. Through the observation the deviation of phase difference could not establish in constant. Since these monitor sites were within 120nmi from the master station and 70nmi from the purple, propagation mode should be ground wave in daytime. These reason why the interference occured presumably introduced by skywave contamination and ambient noise. Moreover the author tried to examine the skywave effect on phase difference fluctuation by field strength obtained. General feature of the correlation between them was able to explain by theory, but the instant variation was shown by taking the various effects. This phenomenon will be destined to the nature of CW wave. To improve the differential Decca result, the correction value was introduced from the mean of every hour determination applied to the Decometer reading, and the fluctuation range observed should be reduced about 50-28% of the value which shown several cels in Purple lane. The reflecting height of Decca frequencies in short distance might be most sensitive and be determined undeveloping properties. The author would advise, if the precise Decca position asked, the differential Decca system will contribute to the requirement of both day and night.

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コンテナ外板の日射吸収率について

今枝彬郎, 橋本武, 久保雅義

原稿種別: 本文
1973 年 49 巻 p. 121-127
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.121

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Absorptivities for solar radiation of typical outside sheets (painted iron, non-painted aluminium and reinforced plastic) of freight containers have been measured. The values of painted iron sheets vary with their colors of paint, ranging from the largest value of dark blue, -the second of red and brown, the third of green, orange and blue-to the smallest of white. Aluminium sheet (not painted) has very small absorptivities, but the value of a dusty one increases with the amount of dust covering the sheet. The value of an oxidized or scratched surface of an aluminium sheet is larger than that of a non-painted aluminium sheet. Absorptivities of canvas (vinylon and pure-cotton) have also been measured. The value of pure cotton is the largest (nearly equal to 1.0) in the day time of a calm day, decreasing with the increase of wind speed. While the deckstowed container is being transported in the sunlight, the roof of a container has sometimes a considerably high temperature, often resulting in the cargo damage in the container. Making use of the absorptivities obtained by this experiment, the temperatures of the inside and the outside of a container will be analytically estimated by using the thermodynamical and related equations.

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航行用100kHz電波帯の伝搬特性の解析とそれらによる船位精度の改善…VII : デッカ・システム-II

田口一夫, 豊田瑞義, 塩山寿男, 山崎孝助

原稿種別: 本文
1973 年 49 巻 p. 129-135
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.129

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The present paper is construced by the eight monitoring records of the Japan Maritime Safety Agency over the Kita Kyushu Decca Chain during three years (1969-1972). And the other experiments were made to assist the analysis of these results above in Kagoshima Bay. The daytime phase difference deviations of each pattern of monthly mean at monitoring sites were variable respectively, its fluctuated range was set about ±10 cel normaly, and 30 cel range or more occured sometimes in special sites. It was considered that this phenomenon might be due to the skywave contamination, because the ground constant and the refractivity of atmosphere would not affect the propagation condition in such amplitude of phase fluctuation. These monitoring sites were situated in lighthouse where standed on the top of high cliff and faced seaside generally. The author examined that making the data apply to the Decca correction table at the surface of seawater off the coast. Moreover, in this examination, the range free from the effect was observed. The field strength and phase difference were obtained inhomogeneously and unsmoothly from sea to land and from sea to mountain. The difference of Decometer reading taken between land and sea is correct when derived from propagation mode above. The error presumably reduced in accordance with the increase of the distance from the coast. The correlation between the meteorological effects and the variation of phase difference pattern was also discussed. 16 (Purple), 4 (Red) and 3 (Green) were picked up during this period for example, and the analyses were based on variation of monitoring site simultaneously over five sites. The purple pattern is the most sensitve to the front approaching and the perfect correlation was admitted. The range of the effect on the phenomenon was observed to be within 100nmi from transmitting station.

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ORによる鉄鉱石専用船の積荷役シーケンスの決定法

三木楯彦

原稿種別: 本文
1973 年 49 巻 p. 137-143
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.137

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Of late we observe that alien ore exporting ports have been rapidly improved in response to the jumboizing of ore carriers and bulk carriers. However, there are difficulties in preparing the practical loading procedure due to the fact that the loading rate of ore tends to exceed the ship's ballast pump capacity, and due to the port administrator's severe requirements for more than 100, 000dwt carriers that, for example, (1) berthing trim be less than 8ft., trim while loading be maintained less than 15ft., (2) loader/hatch-top clearance and ship's bottom/sea bed clearance be no less than 3ft., respectively, (3) ballasting and shifting be avoided, and de-ballasting alone be done, etc. A few of OR techniques have been applied to prepare loading procedure and computer programs were coded in FORTRAN. First method is that keeping same the lot size of cargo to be loaded at one time, ballast quantity retained in each tank to satisfy the constraints stated above was calculated for every possible loading stage. Then loading sequence which gives the least loading time was chosen by using dymamic programming. As a second method, a heuristic approach is applied to find an early-optimal loading sequence in trial-and-error manner with the lot size of cargo maximized at each stage, consequently, the number of shifts of ore loader minimized, satisfying the constraints above. The comparison made between DP and heuristic approach shows that the latter method seems more powerful when the memorial space of a computer is limited. The computer programs constructed will help deck officers prepare a loading procedure for bulk carriers berthing with arbitrary draft condition and sailing with also arbitrary loaded condition by a shipboard digital computer.

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航行安全上からみた航海者のための視覚伝達に関する研究-I : 各種灯火の実状調査に基づくシミュレータの利用

若生知己, 鍬崎幸一, 稲垣裏二

原稿種別: 本文
1973 年 49 巻 p. 145-152
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.145

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For the navigators during coastal navigation at night, lamplights such as the navigational aids and the ship light of other ships should have a good visual transmission from the view point of navigation safety. There are many cases, however, in which the visual cognition of these lamplights has become difficult due to the intensity of light, the colour and shape of these lamplights, or miscellaneous lights of the background. For such reason, the object of this study is to intend to grasp quantitatively by making analyses of the factors and by means of an entirely new method. From the result of investigations of visual degree of lamplights at sea, the followings have been confirmed. (1) In case the objective of visual cognition is a point light source, from the visual feeling, the relation to the background is liable to be seen as a quadratic dimension, and on the other hand, in case the objective of visual cognition is a face light source, the relation to the background is apt to be seen as a cubic dimension. (2) The intensity of light and the colour of the background of the objective of visual cognition have an effect on the visual transmission. It can be said from the foregoing two items that the intensity of light, the colour and shape are the fundamental factors. As for the measuring of the background light, as a result of employment of a wide-angle brightness meter of 20°visual field, it was found that the medium and small sized cities and towns at night have brightness of about 10^<-1>(cd/m^2) at maximum. Furthermore, as for the quantitative study of various factors, it is necessary to have a device capable of changing the character of lamplights freely. Therefore, an indoor experiment was conducted with the utilization of a fog box 5m in length, 1m in height and 2m in breadth. For the transmission of light, an optical fiber was used. One end of the optical fiber was arranged to the light source, designing to enable the light from various light sources to be radiated. And thus, when observed from the other end in the fog box, it has become clear that the adequate brightness of the objective of observation is dependent upon the background brightness, having correlations. From the foregoing results, this new method of experiment is considered to be appropriate, and thereby a direction for the future studies has been secured. This study was conducted in parallel with the investigation and study concerning the lighting of bridges and the navigational aids among those undertakings carried out by the Japan Association for Preventing Marine Accidents for navigation safety entrusted by the Honshu-Shikoku Bridge Construction Public Corporation.

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論文集原稿執筆のしおり

原稿種別: 付録等
1973 年 49 巻 p. App1-
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.App1

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学会誌航海原稿執筆のしおり

原稿種別: 付録等
1973 年 49 巻 p. App2-
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.App2

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奥付

原稿種別: 付録等
1973 年 49 巻 p. App3-
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.App3

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裏表紙

原稿種別: 表紙
1973 年 49 巻 p. Cover3-
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.Cover3

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CONTENTS

原稿種別: 表紙
1973 年 49 巻 p. Cover4-
発行日: 1973/07/30
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.49.Cover4

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