日本航海学会論文集

表紙

原稿種別: 表紙
1977 年 58 巻 p. Cover1-
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.Cover1

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目次

原稿種別: 表紙
1977 年 58 巻 p. Cover2-
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.Cover2

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マイクロ・プロセッサによる簡易型速度計

林尚吾, 杉崎昭生

原稿種別: 本文
1977 年 58 巻 p. 1-7
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.1

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A Microprocessor is very available in various fields, and authors have paid attention to the applications in navigational equipments. One navigational equipment was producted in order to examine the method of application: that was the low cost log. Listed below were several basic requirements to product the log for small boats and vessels. (i) It is easy to equip with regard to the cost and the size. (ii) It is necessary that no special sensor should be equipped under the bottom of boat. (iii) The relative error of speed is less than 0.5 knots on comparison with E.M. Log. (iv) It is easy to add another functions to this log. Under these basic requirements, the method of estimating speed from propeller revolutions was adopted. The speed was estimated from the propeller revolutions in basic, the slip ratio and manual correction. According to the results of experiments, authors could obtain that the low cost log could indicate the speed less than 0.5knots on comparison with E.M. Log in either monotonous state of speed or state of speed increasing with pertinent adjustment.

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磁気コンパス装備位置付近における船体の振動測定結果

白井靖幸, 鈴木裕, 斎藤清隆, 辛鎰亨

原稿種別: 本文
1977 年 58 巻 p. 9-14
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.9

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This paper describes the measurement of vibration around the ship's magnettic compasses equipped on training ships of which gross tonnage is around 20 to 1850 tons. The vibration estimation was done with the measured values from three acceleration sensors attatched on the ship's deck near the compass binnacle stand, on the binnacle and on the bowl in three axes perpendicular with each other as up and down, fore and aft and athwartships while the ships were in full speed and slow speed. As the results, Fig.8 to 11 are showing the vibration amplitudes measured on the compass bowls of four sampled ships in relation to the frequency. We can clearly see the difference of vibration in two ships' speeds of full and slow, a few peaks of vibration on the graphs, and each amplitude in μm. These results would provide a group of the data of ship's vibration around the magnetic compass binnacle. Much data in future as these values would be useful to design and test the magnetic compasses for use at sea.

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長短パルス比較方式レーダによる海面反射およびウェザ・クラッタの抑制

韮澤富次, 岡田洋

原稿種別: 本文
1977 年 58 巻 p. 15-21
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.15

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For the purpose of sea-and weather-clutter suppression, a new radar system was developed and experimented successfully in the field. The principle of this system is based upon the fact that clutter level depends on the radar pulse-width, while the reflected signal level from a small target does not. As long and short pulses are skillfully combined in this system, its construction is comparatively simple. So making this system practical is desired and expected.

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函館におけるオメガ測定値の統計的考察-IV : A-H pair,C-H pairおよびD-H pairの周年傾向

坂本有隣, 平岩節, 米田国三郎

原稿種別: 本文
1977 年 58 巻 p. 23-32
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.23

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The purpose of this study was to examine the peculiarity of Omega phase difference all year round. We measured the phase differences of the A-H, C-H and D-H pairs every 30 minutes at the Faculty of Fisheries of Hokkaido University from February 1, 1976 till January 31, 1977. The phenomena can be analyzed sufficiently by Fourier's analysis of the propagation correction every half month. We determined the amplitudes a_n and phases β_n from the follow equation: PPC=a_0+Σ^^<12>__<n=1>a_nsin(nθ+β_n) (θ: U.T.) The coefficients a_0 of the C-H pair were about 15 cecs difference between the published predicted propagation correction and the measured propagation correction through the year but the coefficients a_0 of the other pairs were random values. The standard donations around mean values of the daytime C-H pair each hour were small value, but that of night time C-H pair were not so.

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Differential方式によるオメガの伝搬補正について

米田国三郎, 佐々木成二

原稿種別: 本文
1977 年 58 巻 p. 33-39
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.33

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Data of the propagation phase difference on A-H and C-H pair were measured on the south coast of Hokkaido from April 1〜9, 1977 and on the west coast of Hokkaido from May 12〜15, 1977. These propagation phase difference were corrected with previously published correction table and the differential mode, and compared with the theoretical propagation phase difference. These data were divided into three groups of daytime, nighttime, and one hour around sunrise and sunset. In the differential mode, the monitor station was set at Hakodate (41°48'.4N 140°43'.3E). The position at the observations were determined with satellite navigation system and radar. The analyzed results, in the differential mode, are summarized: 1) At nighttime and one hour around sunrise and sunset, the variation was smaller than using the PPC table, but the difference was not significant level. However, in daytime, it was highly significant level. 2) The difference of variance was highly significant between daytime and nighttime, between daytime and one hour around sunrise and sunset. 3) When the distance between the monitor station and the observed position divided with 10 miles, the value of the difference between the theoretical propagation phase difference and the actual propagation phase difference had a variation of about 1cec on A-H pair.

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NNSSの定点における測位精度-I : 1周波処理と2周波処理の比較を中心に

樽美幸雄, 和気博嗣, 上原雅

原稿種別: 本文
1977 年 58 巻 p. 41-50
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.41

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The satellite navigation set (TOSNAV-705S) has been installed in Kobe University of Mercantile Marine since the end of March, 1977. This set has the following characteristics; 400MHz/150MHz with dual channel, selectable five calculating modes and selectable auto-calculative function. Besides, this set has a function, called "Up-date position", which means the position recognized as an available position for renewing former one. Position data, in which 1155 data are selected as "Up-dated position" out of 2126 data obtained, have been gathered since 8th April in 1977, and the results obtained so far are summrized as follows; (A) Applying the single channel method (400MHz only), the positional error is highly correlated with the variation of ionosphere with time, but applying the dual channel method, no paticular relation is recognized between them. (B) With the dual channel method, as well known, the ionospheric correction is very effective at higher elevation angle, especially over 70 degrees. Even the position data obtained when the elevation angle are from 75 to 79 degrees, accuracies seem as sufficient as other "Up-date position" data.

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風の乱れと船の保針-I

桑島進, 小林弘明

原稿種別: 本文
1977 年 58 巻 p. 51-60
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.51

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The property of wind turbulence which effect on the motion of ship was investigated at first in this paper. As the result, the distributions of deviation from mean wind speed and main wind direction could be assumed Gaussian. The R.M.S. and gust factor as the turbulence quantities on the open sea are respectively expressed at eq. (1) and eq. (4) which are the function of mean wind speed. In the harbour, although the wind turbulence is very different acording to the distance from the land or structures which located at weather side, the reduction ratio of mean wind speed and the ratio of turbulence quantities have general tendency which are expressed at Fig.8, Fig. 9 and Fig. 10 respectively. Effect of wind turbulence on ship's. motion was investigated by digital simulation using typical ship's model and conditions. As the result, the oscillations of yawing angle and rudder angle owing to wind turbulence are not negligible especially in harbour. But its variance depend wholly on the conditions of computation which are ship's model and loading conditions, wind speed, wind direction, etc..

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漁船の船型,状態に関する船体運動学的考察-I : 96トン型鋼製鮭鱒流網漁船の縦方向運動の場合

高橋生, 川島利兵衛

原稿種別: 本文
1977 年 58 巻 p. 61-83
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.61

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Salmon drift net boats have been constructed since 1954 and type 96-GT was introduced in 1963. This type of fishing boat is used for tuna long line, saury stick-held dip net, squid pole and line or one boat medium trawl fishing. The ship hull form have changed from year as a function of navigation and practical fishing use. In addition, fishing boats have large individual differences such as draft and trim. The authors attained to the relationship between ship hull forms and motion dynamics, and to classify salmon drift net boats relative to their hull forms and their conditions. The authors used the Ordinary Strip Method (OSM) to compute theoretical ship motions and validated OSM in towing tank experiments with a fishing boat model. In this paper, the authors discuss ship hull forms and their conditions of the 96-GT type as a result of the calculations of the longitudinal ship motions of heaving, pitching and up-downward acceleration.

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砂利採取船の転覆海難について

矢野健爾, 寺本定美

原稿種別: 本文
1977 年 58 巻 p. 85-93
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.85

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Analizing the Search and Rescue Note, a reguler publication of Japan Maritime Safety Agency, the present writers found out that 13 sand carriers with grab buckets capsized in the past five years since 1969. In this paper, we have tried to report the result of the investigation of two sand carriers with grab backets, which capsized near "Mihara Seto" in the Inland Sea of Seto. These ships, in overloaded condition and insufficient stability, capsized by the partial shifts of sand in their cargo holds. Based on this analisis, we would like to discuss especially the possible preventation against the capsizing of these ships.

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関門海峡における風速・視程の出現頻度および衝突海難に及ぼす影響

神鳥昭

原稿種別: 本文
1977 年 58 巻 p. 95-102
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.95

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The sea collision generally occurs as the results of complicated interaction of the natural and human factors, the representatives of the former being the topography, oceanographic and meteorological conditions, and those of the latter being the conditions of navigators in connection with the ship's performance. The collision in the Kanmon Strait apt to occur under strong wind and restricted visibility. For the purpose of safety traffic management, it is necessary to represent numerically the actual states of wind, visibility, and their relation to the frequency of sea collision therein, for only insufficient information were avairable in spite of the cardinal importance of this strait for marine traffic. In the present report, the following two formulae for evaluating the frequency of sea collision in the Kanmon Strait under respective conditions were proposed, basing on the fomulae showing the distribution of wind velocity and visibility estimated from the records offered by maritime and meteorological authorities concerned. 1) For wind velocity pc[V_W]=sin^2{3.38-2.19√<V_W+1>+0.04(V_W+1)} where pc[V_W] =collision probability in the wind velocity V_w=wind velocity in meter per second 2) For visibility pc[D_V]=sin^2(1.31<D_V>^<-0.30>) where pc[D_V]=collision probability in the visible distance D_V=visible distance in kilometer

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直線航路における航跡分布のモデル化と航路分離に関する一考察

井上欣三

原稿種別: 本文
1977 年 58 巻 p. 103-115
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.103

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Author proposed a method for determining the breadth of buffer zone on the separated traffic lanes for various width of waterway and traffic volumes. The method was based on the distribution model of ship's paths derived from the statistical analysis of the Radar photographs at narrow channels. The statistical characteristics of the distribution of ship's paths can be summarized as follows: (1) The distribution of ship's paths indicates normal distribution at two way traffic as well as one way traffic. (2) The mean position of this distribution for one way traffic is at the centerline of waterway. It is affected by the existence of navigational aids such as buoys indicates the centerline of waterway for two way traffic. (3) The values of standard deviation depends on the width of the waterway and the traffic volume. Then, the breadth of buffer zone was determined from the assumption that each ship's paths of two way traffic do not superpose each other within ±3σ of their distributions. The breadth of buffer zone for separation of two way traffic was quantitatively given for waterways with and without banks at both sides. It would be capable by these methods for us reasonably to evaluate the breadth of buffer zone for separation of two way traffic on the view point of safety of navigation.

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論文集原稿執筆のしおり

原稿種別: 付録等
1977 年 58 巻 p. App1-
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.App1

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講演用アブストラクトについて(論文審査内規抜粋)

原稿種別: 付録等
1977 年 58 巻 p. App2-
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.App2

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奥付

原稿種別: 付録等
1977 年 58 巻 p. App3-
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.App3

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裏表紙

原稿種別: 表紙
1977 年 58 巻 p. Cover3-
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.Cover3

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CONTENTS

原稿種別: 表紙
1977 年 58 巻 p. Cover4-
発行日: 1977/12/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.58.Cover4

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