日本航海学会論文集

表紙

原稿種別: 表紙
1984 年 70 巻 p. Cover1-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.Cover1

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目次

原稿種別: 表紙
1984 年 70 巻 p. Cover2-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.Cover2

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寒冬時と暖冬時の日本近海の海上風について

福地章

原稿種別: 本文
1984 年 70 巻 p. 1-10
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.1

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It seems for us to have more and more colder or warmer winters in these days. This Paper studied about the wind over sea near Japan in colder and warmer winters, respectively for Jan., Feb., of 1974 and 1977 and of 1969 and 1979. The difference and the characteristic of the wind speed between the two cases and their distributions were studied. Frictional coefficient, and unstable coefficient due to sea and air temperature difference were taken into account to calculate the wind speed, after getting gradient wind or geostrophic wind from weather charts. The observational wind speeds by ship were compared with the theoretical ones to check if they would coincide. The results are as follows. First, the maximum wind speed area is extending along 33°〜36°N of mid-latitude in colder winters. So, the other strong wind area is appeared near Japan as cyclones are apt to pass by it in warmer winters. Secondly, when Zonal Index is high, strong wind area is in the east from 160°E. When it is low, the area moves to west.

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閉塞領域についての一考察

今村純也

原稿種別: 本文
1984 年 70 巻 p. 11-18
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.11

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As one of techniques with which the congestion intensity of marine traffic is studied, there is the calculation model proposed by Y. Fujii which avails itself of the frequency of collision avoidance in a geometric pattern. The model basically regards, from a functional viewpoint, a ship safety domain as a bumper, and calculates the frequency at which such fictitious bumpers of ships would overlap each other when they proceed to the same direction without changing their navigation routes, hence being named "bumper method." This study first calculates the frequency of bumpers being overlapped and time-sequential distribution of collision avoidance, and then examines the collision avoidance behaviors; and finally, based on those study results, proposes a calculation method for obtaining the size of a bumper in correlation with the ship speeds, etc.

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ディジタルマップのポイント・リダクションに関する研究-II

石村信道

原稿種別: 本文
1984 年 70 巻 p. 19-29
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.19

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Of primary importance in the use of digital maps is to find an effective data compression method that permits the data to be stored comactly and reproduced easily because digital maps normaly consist of a large number of points. In this paper, a new method is proposed for data compression of coastline data in digital maps based on the best approximation to cubic spline functions via a dynamic programming approach and the influence on the shape of the reproduced coastlines are compared when different degree of continuous conditions, continuity only and continuity up to the first derivative, are imposed on the spline functions.

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避航開始時機の決定について

今津隼馬, 小山健夫

原稿種別: 本文
1984 年 70 巻 p. 31-37
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.31

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The subject of this study is to make a standard of judgement for collision avoidance. The judgement can be divided as the judgement to find an opportunity for doing avoidance, and the judgement to determine an avoiding manoeuvre taking by own ship. Here, the decision-making by Bayes methods was applied to the first judgement, and the concept of action loss was introduced to the second judgement. The results by the simulation tests showed that the judgement for collision avoidance could be used for determination of secure action having to be taken by own ship.

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自由表面による慣性航法-I : 通論

成田正

原稿種別: 本文
1984 年 70 巻 p. 39-49
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.39

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An inertial navigation around the surface of the earth is usually mechanized as the north slaved local level (NSLL). A distinctive feature of this mechanization is as follows: Provided is a platform which is always made level and north slaved by gyros and accelerometers on it, and from the outputs of the accelerometers time derivatives of the east-west and the north-south components of ground velocity are extracted, then these derivatives are time integrated twice to obtain the changes of latitude and longitude. In this case, the referred level is the geographic horizontal plane which is perpendicular to the gravity vector g. On the other hand, there exists another "horizontal" plane called the free surface of liquid. This plane has a characteristic of being perpendicular to the specific force vector α. The aforementioned two planes are coincident with each other only when a//g. If a platform always perpendicular to the vector α is provided by some means, and also provided an accelerometer whose sensitive axis is perpendicular to the plane of this platform, the accelerometer measures the total specific force a^p_Z the magnitude of which equals |α| Then, using some appropriate one or two spacial references, if the east-west and the north-south components of α, a^n_X and a^n_Y, are extracted from the output a^p_Z there results a new method of inertial navigation. This mechanization is apt to be named as the free surface, abbreviated as the FS, mechanization. This report describes the theotical bases of this mechanization.

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インマルサット衛星を利用したEPIRBの洋上実験

藤田光紘, 奈須英臣, 西周次, 大本直宏

原稿種別: 本文
1984 年 70 巻 p. 51-58
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.51

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This paper describes the performance evaluation test of sea trials for Satellite EPIRB. The CCIR which was requested by IMO to evaluate the satellite EPIRBs developed by several administrations in the world has undertaken the task of co-ordinating a series of trials in 1982-1983 using INMARSAT's geostationary satellites. We participated in these trials. The sea trials in Japan were carried out under the near worst condition on which wave height were 2〜3.7m and satellite elevation angle was 5°. The measurement items are as follows: (1) The time for message transfer as function of C/No. (2) The transmission bit error rate as a function of C/No. (3) The false alarm probability, etc. Under the above sea trials condition, the time for message transfer (90% probability of succesful message reception) was about 2.5 minutes for the average C/No of 18dB・Hz, when the EPIRB transmitter power was about 1 watt. It was proved that the system effectively operated even under the deep fading due to sea wave, the bit error rate for C/No and the false alarm probability were low, and this system satisfied IMO requirements.

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完全M0のための支援体制の設計

今井常夫, 杉崎昭生

原稿種別: 本文
1984 年 70 巻 p. 59-64
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.59

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The possibility of decreasing the number of crew for maintenance on board depends on how the failure of machines can be decreased. The authors think that scheduled preventive maintenance at port is the only way to achieve it because of the difficulty of sharp improvement of the reliability. In this paper, to know the differences of characteristics of maintenance of each ship, Hazard Plotting Method is practiced. And simulation on the basis of preventive maintenance is practiced for application to back-up system of ships. Furthermore, from the results of the simulation, economical profitability of preventive maintenace is shown.

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磁気コンパスボウルの動揺に伴うカードの動きについて

白井靖幸, 鈴木裕, 斎藤清隆

原稿種別: 本文
1984 年 70 巻 p. 65-69
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.65

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There are some causes of indication error on magnetic compasses when the ship rolls or pitches. These are considered which comes from so called heeling errors and the error caused by the direction of gimbal axis. However, observing the movement of a magnetic compass card in a small boat while sailing, we found that the card are deflected by the swing of the bowl. And it is obviously increased with the rolling and pitching. We simulated the bowl motion as that of which is brought like the real rolling and pitching, and the drifted angle was measured. An example is as follows. A drifted angle of 3.6° of the compass card was obtained in the case that an inclination of the up and down line of the bowl is 10° from the vertical line, and the axis of the direction turns around the vertical line through the compass pivot in a speed of one turn per 15 seconds where the horizontal magnetic flux density is 18μT.

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航空管制用二次監視レーダーの偽像の予測計算の検証

水城南海男, 加来信之

原稿種別: 本文
1984 年 70 巻 p. 71-77
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.71

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False targets have been caused by the reflecting objects such as buildings, hangars etc, in Secondary Surveillance Radar. In order to determine the amount of power reflected by the scattering objects, the Fresnel-Kirchhoff diffraction formula may be employed. And we get the radar equation for false targets caused by a simple flat plate. For a concrete case, a numerical analysis is made and compared with the mesured data obtained at Sendai Airport. As the result, calculated Power of False Targets agrees approximately with received power.

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ロランC時間差測定値の修正に関する考察

河口信義, 澄川修一, 新井康夫, 米澤弓雄, 桑原和栄, 新井勉

原稿種別: 本文
1984 年 70 巻 p. 79-84
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.79

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On the Loran-C System, the systematic errors of the time differences depend on the conditions of the propagated paths. These conditions decided for conductivities and irreguralities of terrains induce a phase and envelope distortion on these pulse signals, and these distortions are difficult to predict. On this point of view, in this paper, it is shown that the bias errors of the time difference measurements were almost eliminated utilizing the Envelope-to-Cycle Difference measurements and model under ideal land conditions.

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航法精度測定用レーダの測高精度についての一検討

長岡栄

原稿種別: 本文
1984 年 70 巻 p. 85-92
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.85

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A specially designed height finding radar, the navigation accuracy measurement system (NAMS) has been used for data collection on height keeping errors of aircraft. The height estimation accuracy of NAMS depends upon various parameters such as the radar cross section of a target, errors of sensors, the number of data acquisition, factors associated with its transmitter and receiver, and the geometrical situation between the antenna and the target. A computer simulation was carried out for estimating the height estimation accuracy based on the effective beam width. The results of the simulation are compared with the estimated measurement errors based on empirical data obtained by NAMS. This paper first describes the principle of height measurement. Then the simulation and the method of estimating height measurement errors based on NAMS data are described. Finally, the standard deviation of height estimation errors by both the simulation and empirical data are discussed herein.

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船舶のレーダ反射強度の2次元的分布に関する研究(その1)

庄司和民, 林尚吾, 清水紀雄, 松野達雄

原稿種別: 本文
1984 年 70 巻 p. 93-100
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.93

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It was very difficult to measure 2-dimensional radar echo, because it needs so large quantity of high speed memory and a ultra high speed analog to digital converter. But those devices are materialized today, and now the authors can use a special measuring system for this purpose with the author's original design. In this paper, the following result and feasibilities are described. (1) A detail specificication of this measuring system. (2) The obtained data from this system with several display methods. (3) There is a feasibility to discriminate the aspect angle of the target, furthermore a long transmission pulse has as good a discrimination as a short pulse. (4) A proposition with useful display equipment for navigation, fishing and so on.

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半無限長の主防波堤と副防波堤によって形成される港内波の波高と波向についての基礎的研究

椹木亨, 久保雅義, 今井昭夫

原稿種別: 本文
1984 年 70 巻 p. 101-109
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.101

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Because ship motions are heavily affected by wave periods and wave directions, not only wave height but also wave periods and directions must be given in order to obtain the moored ship motions in a harbour. As the first step to obtain the directional spectrum in a harbour, a method for deriving directional spectrums of harbour waves diffracted by two semi-infinite breakwaters is proposed. Moreover, the accuracy of the approximate solution is improved by introducing new velocity potentials neglected in Takayama's method.

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日本周辺域における風の季節別吹続時間特性

石田廣史

原稿種別: 本文
1984 年 70 巻 p. 111-118
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.111

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The seasonal characteristics of wind duration around Japan are analyzed to estimate the wave encountered during the navigation for the safety at sea. Analyses are made on the basis of every 3-hour wind data of 10 years at 31 locations around Japan. The seasonal mean cumulative occurrence rates of constant direction wind, which are obtained by adding the occurrences from longer wind duration, decrease exponentially with wind duration. The seasonal mean cumulative occurrence rates of constant speed wind and constant direction and speed wind decrease to the minus power of wind speed with wind speed. The seasonal mean cumulative occurrence rates of wind blowing continuously more than certain wind speed criteria decrease exponentially with wind duration. There are recognized to exist the seasonal differences of the characteristics of wind duration. The seasonal characteristics of wind duration have some relationships proportional to seasonal mean wind speed. It is proposed how to estimate their seasonal characteristics of wind duration by using them.

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操舵による漁船の横傾斜について

稲葉恭人, 川島利兵衛

原稿種別: 本文
1984 年 70 巻 p. 119-126
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.119

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A vessel heels inward toward the center of a turning circle about her fore and aft longitudinal axis immediately after her rudder is put over, and then heels to the opposite side, as shown in Figs.1 and 9. The maximum heel angle φ_<max> is significant to the safety of the vessel. In the previous paper, we reported on the turning motions of fishing vessels covering the various lengths and displacements shown in Table 1. The mathematical model which describes the motion of the manoeuvring vessel is based upon the coupled equations of surge, sway, yaw and heel. Then, the computed results of the time histories of heel angle for each vessel were obtained at the same time as shown in Figs.2-7. They are compared with the results of the full scale trial in Fig.8. In addition, considerations on the variations in heel angle in accordance with the changes of metacentric height and trim are presented in this paper.

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実船試験による漁船の耐航性について-VIII : 漁法の相違による船体運動特性

西ノ首英之, 川島利兵衛

原稿種別: 本文
1984 年 70 巻 p. 127-132
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.127

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The most important purpose of the operation of a fishing boat is fishing. Therefore, the motion of the fishing boat during operation should be studied by putting collectively the relations among the waves, the hull, and the fishing gear and methods. This paper deals with the characteristics of the ship's motion shown by the difference in fishing methods, that is, the difference in the trawling speed and the distance between the ships of a bull trawler, and following results were obtained. 1) The motion of a ship trawling in the beam sea increased the amplitudes of rolling and heaving in proportion to the increase in the trawling speed. 2) The changing of the amplitudes of warp tension took the Gaussian distribution, and the maxima of warp tension were distributed according to Rayleigh's distribution functions. 3) As the results of the cross spectrum analysis of the fishing gear system with warp tension as input and the ship's motion as output, the larger the distance between the ships was, the higher the response amplitude gain was in all the cases of rolling, pitching, and heaving, when trawling speed was equal and the distance between the ships was different. And in this case, the coherency was high and the phase difference was small.

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船体運動と人体の応答に関する基礎研究-II

木村暢夫, 川島利兵衛

原稿種別: 本文
1984 年 70 巻 p. 133-141
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.133

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The authors performed the experiment by measuring the acceleration of a ship and a human body in the actual ship, and carried out the following statistical analyses on the data: (1) Identification of human responses to the ship's motions. (2) Distribution of forced points acting on the deck through the center of gravity of the human body. Based on the above analyses, results were obtained as follows: (1) A prediction was made of the acceleration response of human body to ship's motion. (2) A 95% probability circle relating to the safety of humans on the ship was obtained.

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国際海上衝突予防規則を取巻く諸問題 : 特に,航法の改正動向の考察

佐藤修臣

原稿種別: 本文
1984 年 70 巻 p. 143-150
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.143

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Since the 1972 Collision Regulations came into force certain difficulties have been reported by mariners, and many proposals and interpretaions to the Regulations have been suggested by many countries and etc. The author considered such a trend of amendment on the Regulations in this paper. Although there are some ambiguities in the Regulations certainly, these difficulties have been arisen mainly because the luck of understanding of an idea about new Regulations. Therefore the author suggest that Regulations should be amend under serious consideration based on an idea and aim of new Regulations, and should not be amend by local circumstances or particular requirements.

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300 G.T.型練習船の波浪中実船実験

田中一雅, 三原伊文, 岩崎寛希

原稿種別: 本文
1984 年 70 巻 p. 151-158
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.151

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The experimental investigation on the fluctuations of propeller loads induced by wave and automatic steering yawing had been made on the 300 G.T. training ship. The sea condition was rather heavy for the objective ship and the sluggish yawing with the long period of 50sec was observed throughout the trial. The obtained results from MEM spectrum analysis are as follows. 1) The thrust and torque fluctuations of propeller shaft induced by automatic steering yawing are sometimes larger than those by wave, especilly in head sea condition. 2) The significant fluctuations of them are attained to the magnititude of 15〜20% compared to still water running. 3) The gain character of gyro compass is insufficient for yawing devive in seaway of short wave period.

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練習船実習生の自己イメージ

黒田隆, 吉田光雄, 大沢文男, 大谷浩二, 松田広久, 大西典一, 金田章治

原稿種別: 本文
1984 年 70 巻 p. 159-166
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.159

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To make clear the above subject, authors attempted to investigate the images of the sea, the ship and the seafarer. These images are concerned with fundamental attitude toword or vocational consciousness to be seamen. As sample, 467 cadets on board training ships were selected. The data obtained using SD method were analyzed by Factor Analysis, and compaired with them of Kobe Mercantile Marine University students and Merchant ship officers. The results were as follows: The majority of the cadets, sons of salaried men came from city or town near the sea and had much explorative experiences about the sea and the ship. But their images of the sea affairs were not so good. Their factor-scores were located between university students and officers. As to score, university students showed the highest one, cadets next to them and officers showed the lowest. This means that the passion to be seamen reduces all the less because of having more knowledge about the actual sea affairs. This came to the same result as Mr. OHSAWA's report in point of view of morale survey 20 years ago.

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速力制御による燃料節約

広田実, 永野重隆

原稿種別: 本文
1984 年 70 巻 p. 167-174
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.167

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When a ship runs a fixed route in a given time, two methods are proposed to reduce the fuel consumption of the ship. The first optimization policy is to keep the engine output power on a constant level, in spite of surrounding conditions, for instance, wind forces, wind directions, sea conditions, draft, fouling, …etc….The equal horse power running economizes about 0.6% of fuel consumption, comparing with the constant speed running of full load-half way and ballasted-half way. Secondly, if sea currents are known, the optimization policy is to correct the above-mentioned speed by about half of the sea currents. These methods can economize about 1.0% or more of fuel on a Japan-Persian Gulf voyage. The methods are based on the experimental equation for the fuel consumption of a ship, F_t=KV^a, where V: ship speed, K and a: constants, unrelating to ship speed. When a ship route is divided into homogeneous segments of distance D_i, where K_i, V_i and current component along the route S_i are constant, we have the following equations. D=ΣD_i, T=ΣD_i/(V_i+S_i), F=ΣD_iK_iV_i^a/(V_i+S_i) Under the restrictions of fixed D and T, total fuel consumption F is minimized with respect to V_i. Hence we get the second policy (a-1)K_i V_i^a+aK_iV_i^<a-1>S_i=constant If S_i=0, the first policy is derived.

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速力制御による燃料節約-III : ディーゼル船とタービン船の比較

広田実, 永野重隆

原稿種別: 本文
1984 年 70 巻 p. 175-185
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.175

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log-books from a Diesel tanker and two turbine tankers are analysed. Experimental equation of fuel comsumption is expressed as F=KV^aΔ^b, where F: fuel consumption per hour, V: speed, Δ: displacement, and K, a, b: constants. Tankers sailing from Japan to Persian Gulf run slow speed owing to high price of fuel, but turbine ships do not economize fuel so much as Diesel ships. Diesel engine almost has an constant value of specific fuel consumption, but turbine engine has high value in low output level. Therefore, Diesel ship has parameters a≒3, b≒0.4〜0.3, but they are reduced to a≒2, b≒0.3〜0.2 in case of a turbine ship, mainly because of the characteristics of engine performance.

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台風時における船舶避泊経費について

長尾義三, 黒田勝彦, 井上欣三

原稿種別: 本文
1984 年 70 巻 p. 187-197
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.187

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A cost model is proposed for ships taking refuge from stormy weather such as typhoon. The model can evaluate the total costs clue to refuge at the berth inside harbour or at the anchorage outside harbour, respectively. The cost model is formulated as a function of Gross Tonnage of a ship and her departure delayed time clue to refuge. Main results by applying this model to three typical typhoans at Kobe Port during 1982 are as follows; (1) The cost increases in proportion to both Gross Tonnage of the ship and her delayed time for departure. (2) To take refuge at the berth inside harbour can make reduce ship's delayed time for departure by one-half compared with the case of taking refuge at the anchorage outside harbour. (3) As this results, it is much effective for cost reduction to take refuge at the berth inside harbour. (4) Based on this cost analysis, it is made clear that the proposed model can be applied for planning the effective size of ships and location of their berths for refuge from stormy weather.

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精鉱運搬船に起る荷の移動に関する研究

浦環, 能勢義昭, 岡安孝行

原稿種別: 本文
1984 年 70 巻 p. 199-206
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.199

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The mineral concentrate cargo which has high moisture contents may shift with the following two phenomena: (1) The saturated concentrate liquefies due to cyclic loading and, finally flows to the inclined side. (2) The water, which exudes on the surface of cargo due to consolidation, gradually transports the concentrate to one side. In this paper, the dangerous aspect of the liquefaction of cargoes is shown by the experimental simulation with a model ship. It can he seen that a large amount of saturated concentrate shifts suddenly and results in a quick increase of the heeling angle. An analytical procedure is proposed to estimate the amount of liquefied concentrate. The result of calculation shows good agreement with the experimental data. The advantage of the use of shifting board is also examined with the proposed analytical method and model tests. It is shown that the shifting board with appropriate dimension and rigidity prevents considerable amount of mass of concentrate from liquefaction.

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海上交通事故の研究-VIII : 航行船舶と浮標及び操業中の漁船の衝突確率について

松井孝幸, 藤井弥平, 山内宏之

原稿種別: 本文
1984 年 70 巻 p. 207-212
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.207

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Collisions of vessels with buoys are surveyed in Uraga Suido, Irago Suido, Akashi Kaikyo, Bisan Seto East Region and Kurusima Kaikyo in five years from 1978 to 1982. Collisions of vessels with fishing boats under work are also surveyed in Tomogasima Suido, Bisan Seto West Region and Kurusima Kaikyo in four years from 1978 to 1981. The number of geometrical collisions with buoys or drifting boats, Ng, is calculated with traffic-related quantities as Ng=∫_T∫_Sρ_a・ρ_b・D・V ds dt where ρ_a, ρ_b, D, V, s and t are the density of drifting boats, the density of vessels, the collision diameter, the speed, the area and the time respectively. Calculation of the probability of collisions, P, the rate of Ng and the number of collisions, N, is made and it gives logP -3.7±0.4 for collisions with buoys and logP -4.7±0.3 for collisions with fishing boats.

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論文集掲載審査用論文執筆要領

原稿種別: 付録等
1984 年 70 巻 p. App1-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.App1

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論文審査内規抜粋

原稿種別: 付録等
1984 年 70 巻 p. App2-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.App2

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論文審査内規申し合わせ事項

原稿種別: 付録等
1984 年 70 巻 p. App3-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.App3

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講演審査用アブストラクト執筆要領

原稿種別: 付録等
1984 年 70 巻 p. App4-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.App4

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奥付

原稿種別: 付録等
1984 年 70 巻 p. App5-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.App5

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裏表紙

原稿種別: 表紙
1984 年 70 巻 p. Cover3-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.Cover3

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CONTENTS

原稿種別: 表紙
1984 年 70 巻 p. Cover4-
発行日: 1984/01/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.70.Cover4

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