日本航海学会論文集

表紙

原稿種別: 表紙
1974 年 51 巻 p. Cover1-
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.Cover1

ジャーナルフリー

PDF形式でダウンロード (58K)
目次

原稿種別: 表紙
1974 年 51 巻 p. Cover2-
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.Cover2

ジャーナルフリー

PDF形式でダウンロード (58K)
関門海峡における乗揚海難と気象との関係

神鳥昭

原稿種別: 本文
1974 年 51 巻 p. 1-10
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.1

ジャーナルフリー

抄録を表示する抄録を非表示にする

The influence of the meteorological conditions on the strandings in the Kanmon strait was analysed statistically in the present report. The data sources for the present study were the original registers of meteorological observation by Simonoseki Meteorological Observatory, the casualty questionnaires for 1962-1969 inquired by the 7th Regional Maritime Safety Hasdquarters, and the official reports of marine traffic survey in the Kanmon Strait by the maritime authorities concerned. And the results were summarized as follows: 1. About 90% of the strandings occurred under the weak wind (<5.5m/s). And the stranding rate, the number of strandings per ships passed, changed in accordance with the wind velocity keeping the following relation: sin^<-1>√<P'>=2.58-1.55(√<Vw+1>)+0.26(√<Vw+1>)^2 where P' is the stranding rate and Vw is wind velocity in m/s. 2. About the three quarters of the strandings occurred in the good visibility (>2km). This was because of far more frequent occurrence of the good visibility than the poor one. And the stranding rate decreased with the visibility keeping the following relation: sin^<-1>√<P'>=1.33Dv^<-0.44> where P' is the stranding rate and Dv is visible distance in km. 3. In respect of the influence on the stranding rate, the visibility of 2 km was estimated to be corresponding to the wind of 20m/s and 1km to 24m/s. 4. In the Eastern area and Hayatomo seto (both defined in Fig.1) were seriously suffered from the fall visibility, and the stranding rate in these areas under the dense fog (<0.2km in visibility) were remarkably increased in to more than 100 times as high as that in respective areas estimated through all visibility conditions. 5. About 90% of the strandings under the poor visibility (<2km) was responsible for the ship of less than 1,000 gross tons. This was because of more frequent passing of small ships than largeones. And stranding rate increased in accordance with the ship size keeping the following relation: P'_<PV>=2.09x^<0.35>×10^<-4> where P'_PV is the stranding rate in the poor visibility and x is the size of ship in gross tonnage.

抄録全体を表示

PDF形式でダウンロード (1031K)
航路設計のための海上交通容量-II

杉崎昭生, 鞠谷宏士, 桑島進, 大津皓平

原稿種別: 本文
1974 年 51 巻 p. 11-16
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.11

ジャーナルフリー

抄録を表示する抄録を非表示にする

The marine traffic capacity of a straight channel whose width is 700 meters is formularized using the results of simulation as follows: C_i[no. of ship /hour]=2.29・10^4・l_i^<-1.76>, where C_i is denoted the capacity with standard ship i and l_i is denoted the length in meter of standard ship i; the standard ship i has the same length l_i. In the case of a mix mode of ship's size, the method which the capacity could be obtained is shown by use of the above equation and the equivalent length to the distributed length. Furthermore, the possible capacities of a cross type and a merge type channels are shown as an application of results of straight channel simulations to these channels.

抄録全体を表示

PDF形式でダウンロード (515K)
日本船舶信号法発光信号について

谷初蔵, 屋代勉

原稿種別: 本文
1974 年 51 巻 p. 17-25
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.17

ジャーナルフリー

抄録を表示する抄録を非表示にする

It is generally recognized that the oportunities to use such conventional methods of communication as Flashing Light Signalling, signalling by Hand-flags etc. have decreased in recent years, while more modern means of radio communication have been playing the leading role on board. Turning our eyes to the actual situations in this country, we can find that application of radio telephone is so extensive that there seems no room left for use of Flashing Light Signalling which is taken up as the main subject of this paper. As is well known, the radiotelephone service, called Senpaku Denwa, established by NTT (Nippon Telegram and Telephone Public Corporation) has its service area covering practically all of the coastal Waters of Japan. Various radio communication networks, including those belonging to the VHF radiotelephone in the International Maritime Mobile Service, the Maritime Safety Agency and the fishing industry, are fulfilling their functions effectively, and their further improvements are expected. In such a situation, it will be necessary to reconsider the traditional method of Flashing Light Signalling in Japan. The aim of this paper is 1. to show the results of our analysis on the current practices of F.L.S. in Japan, 2. and to propose some countermeasures which is considered to give the best solution for the existing circumstances.

抄録全体を表示

PDF形式でダウンロード (921K)
数値解析によるレーダ避航動作の効果

坂本欣二, 甲斐靖彦

原稿種別: 本文
1974 年 51 巻 p. 27-32
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.27

ジャーナルフリー

抄録を表示する抄録を非表示にする

The present paper attempts to investigate the change in the apparent motion of target echo on the radarscope when both vessel alter course simultaneously and own ship changes speed. Various combinations of alteration of course and speed to be made between both vessel were examined to find out the most safe and desirable maneuvering pattern. A pattern of results are shown in Fig.2〜Fig.4.

抄録全体を表示

PDF形式でダウンロード (541K)
デッカ電波の長距離伝搬特性-I : 北九州チェン…I

田口一夫, 西谷芳雄, 西本金三, 中根重勝, 中島裕, 西野朝生, 佐藤尚登, 甲斐靖彦, 山崎孝助

原稿種別: 本文
1974 年 51 巻 p. 33-39
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.33

ジャーナルフリー

抄録を表示する抄録を非表示にする

In the inland sea (Seto-Naikai), the authors selected the three observation sites in west-east direction to avoid the magnetic effect on skywave interference, simultaneously these observations made for 72 hours, fall 1973. Both the Decometer readings and the measurement of field strength of 85kHz were carried out continuously. Field strength data by the records of Multi-Pulse transmission obtained agreed considerably with the CCIR report #322. It was supposed that the standard deviation of field strength might be principally dependent upon the ratio skywave to groundwave. The standard deviation was proportional to the equivalent frequency (Allcock). In the range of 340km from the transmitter of interest, the standard deviation (stability) of Decometer readings were settled in several cels during sunlight. Since the range described above was in the coverage of field strength in 50dB over, the fluctuation of Decometer readings were presumably governed by the field stength. Additionally, when the signal to noise ratio reached more than 5dB, the stability of phase difference showed good results. Consequently, the stability of phase difference was determined by the both assesment field strength (S/N ratio) and skywave contamination effect, especially in the short distance such as 190km the latter effect must be taken to account meaningfully. Diurnal change of atmospherics, however, was not necessarily performed regularly by the theory.

抄録全体を表示

PDF形式でダウンロード (889K)
航行用100kHz CW波の地勢による電波伝搬特性

山崎孝助, 田口一夫, 佐藤尚登

原稿種別: 本文
1974 年 51 巻 p. 41-46
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.41

ジャーナルフリー

抄録を表示する抄録を非表示にする

If we would improve the accuracy of ship's position by the Decca navigation system from the navigator's view point, we must research the Decca propagation characteristics. The accuracy of CW navigational aids in this frequency band depends fundamentally on the phase stability of the received signals, which is determined by the radio path condition from the transmitter station to the receiver sites. The change of phase with distance of a ground-wave crossing the coast-line from the landward side shows a "recovery effect". The author examined the recovery effect on phase difference fluctuation by field strength obtained. On the propagation from the mountain to the sea, a very marked phase disturbance within 0.5km of the coast on the landward side is made evident. A recovery effect dies away to a negligible amount at about 2km out to sea.

抄録全体を表示

PDF形式でダウンロード (618K)
沈錐の運動を利用する間接防衝工の効果に関する模型試験

岩井聰

原稿種別: 本文
1974 年 51 巻 p. 47-52
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.47

ジャーナルフリー

抄録を表示する抄録を非表示にする

In this paper, the performance of displacement type fender which is consisted of movable sinkers connected with chain cable protecting the marine structure from the collision of ship running through near is investigated. The effectiveness of the above type fender on the speed reduction of ship after collision can be written as the following formula, applying the momentum theory. [numerical formula] where, D_m: weighted mean of drag force caused by movement of sinker 1/2m(1+k_x): virtual mass of ship in forward direction S: stopping distance of ship after collision R_m: weighted mean of total resistance caused by water after collision The evaluation of the above formula is checked by model experiment in good agreement.

抄録全体を表示

PDF形式でダウンロード (670K)
錨鎖把駐力に関する実験研究

福谷恒男, 鞠谷宏士

原稿種別: 本文
1974 年 51 巻 p. 53-59
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.53

ジャーナルフリー

抄録を表示する抄録を非表示にする

In general, the Holding Power of the Chain is represented by the equation T=μ_1ωl when the chain is laid straight to the direction of force ; where μ_1 is the coefficent of friction, ω is a weight per unit length, l is the length of chain. But if the chain is laid with a bend, the above equation cannot be applied and we must introduce the transverse resistance μ_2ω l, then the equations are expressed as, (1) T=T_0e^<-λθ> [numerical formula] ρ=ρ_0e^<-λθ> [numerical formula] (2) [numerical formula] [numerical formula] where λ is μ_1/μ_2 ρ is the radius of curvature, θ is the angle between both ends of chain, x, y are values of co-ordinates of rectangular co-ordinate. In order to ascertain these equations the authors had tested on the transverse resistance and the transformation of chain in model tank, and obtained the conclusions as follows. (a) λ(μ_1/μ_2) is nearly 0.5 with fine sands. (b) The flexible chain makes exponential spirals when dragged on the sandy sea bottom. (c) As we know, the chain slightens the shock load to the anchor with the catenary part. Furthermore we can say that the laid part reduces the magnitude of load by the longitudinal resistance and slightens the directional change of load to the anchor by the transverse resistance.

抄録全体を表示

PDF形式でダウンロード (855K)
レーザによる船体の微小変形の測定

今枝彬郎, 松木哲, 三木楯彦, 水谷博

原稿種別: 本文
1974 年 51 巻 p. 61-67
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.61

ジャーナルフリー

抄録を表示する抄録を非表示にする

Small deflections of ships due to the temperature distribution of the ship's hull and due to the distribution of loads have been measured. When an upper deck is heated by the sun, the ship sustains vertical deflections (hogging), and when either side of the ship's hull heated by the sun, the ship deflects horizontally. In process of unloading, the 55, 000dwt ore carrier sustained positive or negative vertical deflection ranging from -60mm (sagging) to +40mm (hogging). These measured deflections were compared with the calculated values based on the simple beam theory. The shafting alignment of the 14, 000dwt cargo boat were also measured using the laser beam. The small deflection of the alignment was related with the hull deflections caused by the temperature distribution of the hull.

抄録全体を表示

PDF形式でダウンロード (763K)
レーダ避航法の論理的考察

笠原包道, 坂本欣二

原稿種別: 本文
1974 年 51 巻 p. 69-76
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.69

ジャーナルフリー

抄録を表示する抄録を非表示にする

Greatest difficulties on determining the collision avoidance manoeuvre in restricted visibility lies in the 'ambiguity' of other vessels action. Navigators are not quite sure whether other vessel is fully aware of the collision danger which exists between both vessel, and take suitable action. Moreover, information errors due to the performance charactor of radar bring about much difference in the recognition of encounter situation, leading them to various manoeuvres. To surmount these difficulties, authors made proposals to devide the situation into three stages according to the relative bearing and the range of other vessel, and allot the prime responsibility for manoeuvre in each stage. They contrived a manoeuvre to make conspicous change in apparent motion of own ship on radarscope, which seems to be effective to reduce the 'ambiguity' of manoeuvre.

抄録全体を表示

PDF形式でダウンロード (942K)
振動感覚からみた船体振動評価法について-II

神田寛

原稿種別: 本文
1974 年 51 巻 p. 77-83
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.77

ジャーナルフリー

抄録を表示する抄録を非表示にする

The investigation of human sensibility to vibration was conducted by a semantic differential method to clarify the relation between the vibration magnitude of a ship and human sensibility. VL is the most suitable vibration magnitude for the-vibration sensibility rating. The weighted overall vibration measurement method is superior to the Octave band boundary evaluation method in sensibility rating. VL is the physical amount of the vibration that is equivalent to the sound level in dB (A) in terms of the sound, and it's a dB value that is indicated through the network VL with a frequency response according to the weighting curve proposed by ISO. The relationship of the vibration level VL and the cartegory stage areas given below. "Indifferent" "Somewhat" "Considerably" "Very" VL(standing posture) 17dB 23dB 29dB 35dB VL(laying posture) 11dB 17dB 23dB 29dB

抄録全体を表示

PDF形式でダウンロード (679K)
デッカ空間波伝搬特性の解析と応用

佐藤尚登, 田口一夫, 山崎孝助

原稿種別: 本文
1974 年 51 巻 p. 85-91
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.85

ジャーナルフリー

抄録を表示する抄録を非表示にする

At Hiroshima and Kagoshima, the measurements of field strength of Decca frequencies (mainly 71kHz and 85kHz) were carried out for 48 hours every month during 1972-73. The reason why is that the selection of both sites for studying geomagnetic effect depends upon the direction of propagation from transimitter. The study performed at the N-S path (Kagoshima) and the E-W path (Hiroshima). Since the variation of total field strength showed 8dB at Hiroshima and 2dB at Kagoshima in maximum, this difference might be due to the effect above. Moreover, the significant features of the variation pattern of total field strength were observed during sunrise transition, being decreased from the nocturnal mean strength about one hour before ground sunrise. Successively the marked minimum was occured at the time when the solar zenith angle about χ=98°was at the midpoint of path. It would be suggested that the skywave was much attenuated by the daytime ionosphere formed in the morning sunlight. Through the observation, this minimum occure regularly, despite of short propagation distance such as 300km. The diagram showing seasonal change in transition period of Decca system in western Japan was illustrated based on the two year's observation.

抄録全体を表示

PDF形式でダウンロード (672K)
漁船システム論 : 漁船システム挙動の決定機構

四之宮博, 嶋村哲哉, 柳川三郎

原稿種別: 本文
1974 年 51 巻 p. 93-99
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.93

ジャーナルフリー

抄録を表示する抄録を非表示にする

The paper introduces an mathematic analysis in respect of the most economic and effective operations of fishing boats which have been usually managed by capabilities of fishing masters or captains based on their years of experiences. The following formula may be used for the production income, considering it as an objective function: [numerical formula] where D=Number of total days for each fishing trip i=Identification number of fishing ground t_i=Total days of fishing operations in "i" fishing ground k_i=Number of days required for navigation from a base port or preceded fishing ground to "i" fishing ground q_<oi>=Estimated catch at a beginning stage in "i" ground P_i=Estimated price of fish c_1=Expense incurred for fishing operations per day c_2=Expense incurred for navigation per day λ_i=Catch decreasing coefficient in "i" ground Then, restricting conditions are given as follows: [numerical formula] where l_i=Number of days which covers the longest period of continuous fishing operations in "i" fishing ground m_i=Number of days which covers the shortest period of continuous fishing operations in "i" fishing ground H=Total capacity of fish holds f=Stowage factor Thus, when a value of average catch per day "q_i" is estimated instead of the estimated catch at the beginning stage in the "i" fishing ground, "q_<oi>", the restricting conditions and the objective function can be simplified as follows: [numerical formula] By applying this formula to practical fishing operations, a model calculation of the production income by operational routes and fishing days is conducted and its results are shown in Table 1.

抄録全体を表示

PDF形式でダウンロード (625K)
レーダ信号の統計的特性と処理-II

庄司和民, 清水紀雄

原稿種別: 本文
1974 年 51 巻 p. 101-107
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.101

ジャーナルフリー

抄録を表示する抄録を非表示にする

There are mentioned in this report the variation of auto-correlation functions of sea-clutter by pulse width, and the result of an experiment of sea-clutter rejection by a clutter processor.

抄録全体を表示

PDF形式でダウンロード (1552K)
漁船の耐航性について-III : 96噸型鋼製鮭鱒流網漁船の自航模型船による実験について

川島利兵衛, 天下井清, 稲葉恭人, 高橋生

原稿種別: 本文
1974 年 51 巻 p. 109-117
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.109

ジャーナルフリー

抄録を表示する抄録を非表示にする

Using the experimental system which is detailed in the former paper, the experiments performed with a radio controlled model on the 96 ton-steel-made salmon fishing boat in October 1973 were as follows; 1) The wave heights were measured at 3 points that is shown in Fig.5 over the experimental field in Lake Ohnuma. 2) The measurements of the ship's motions were taken for head, bow, beam, quarter and follow sea conditions. Then, according to these data, the power spectra for the ship's motions and wave heights were calculated and shown in Figs.7, 8 and 11. Also, the wave directions were calculated by the Cross Spectra Method and shown in Fig.9. In the calculations, the calculation constants were used as follows ; Number of reading data=600, Time interval of reading data=0.2 seconds and Maximum lag=50. From the results of those experiments, the authors discussed and ascertained the utilities of the experimental systems.

抄録全体を表示

PDF形式でダウンロード (803K)
漁船の耐航性について-IV : 96トン型鋼製鮭鱒流網漁船の縦方向運動の応答関数について

高橋生, 川島利兵衛

原稿種別: 本文
1974 年 51 巻 p. 119-124
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.119

ジャーナルフリー

抄録を表示する抄録を非表示にする

The authors have been studying the seakeeping qualities of a fishing boat with those of a radio controlled fishing boat model in Lake Ohnuma. Generally speaking, the motions of a ship in irregular waves, like wind waves, can be determined by a linear superposition of the ship response to the individual regular wave component. It can be considered that the same principle exists in the wind waves at Lake Ohnuma. In this paper, concerning the frequency response characteristics of a fishing boat to the waves, the results that were calculated by the Ordinary Strip Method were compared with the results that were obtained by the Towing Tank experiment of the Fishing Boat Laboratory Production Division of Fisheries Agency. According to these results, the response characteristics of a salmon steel fishing boat to the longitudinal waves were calculated by the Ordinary Strip Method and shown in Figs.3 and 4 On the other hand, in the above experiments, the wave heights and ship's motions in head sea were measured and recorded. The statistical analysis was applied to these data and the wave and ship's motions spectra were obtained and shown in Figs.5 and 6 According to the above mentioned theory, the authors compared and calculated the spectra from the frequency response characteristics with some given measured spectra and discussed about them.

抄録全体を表示

PDF形式でダウンロード (537K)
論文集原稿執筆のしおり

原稿種別: 付録等
1974 年 51 巻 p. App1-
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.App1

ジャーナルフリー

PDF形式でダウンロード (132K)
学会誌航海原稿執筆のしおり

原稿種別: 付録等
1974 年 51 巻 p. App2-
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.App2

ジャーナルフリー

PDF形式でダウンロード (106K)
奥付

原稿種別: 付録等
1974 年 51 巻 p. App3-
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.App3

ジャーナルフリー

PDF形式でダウンロード (16K)
裏表紙

原稿種別: 表紙
1974 年 51 巻 p. Cover3-
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.Cover3

ジャーナルフリー

PDF形式でダウンロード (66K)
CONTENTS

原稿種別: 表紙
1974 年 51 巻 p. Cover4-
発行日: 1974/07/31
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.51.Cover4

ジャーナルフリー

PDF形式でダウンロード (66K)

J-STAGEへの登録はこちら（無料）