日本航海学会論文集

表紙

原稿種別: 表紙
1987 年 76 巻 p. Cover1-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.Cover1

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目次

原稿種別: 表紙
1987 年 76 巻 p. Cover2-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.Cover2

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海上交通評価のための人工航跡作成法の一案

今村純也

原稿種別: 本文
1987 年 76 巻 p. 1-10
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.1

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For the evaluation of marine traffic planning studies for high density traffic environments, it is useful to able to predict the distribution of CPA. Accordingly, a number of computer simulation programs for ship maneuvers are under development. In such programs, a key problem is establishing the maneuvering algorithm for multi-encounter situations. Due to this difficulty, interactive man-machine systems, such as CAORF, which make use of CGI and human responses, have been developed. In this paper, a method of generating ground tracks using a structural static system is proposed, and the validity of the model is verified in comparison with CAORF results for ten scenarios.

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船舶運航システム設計に関する一考察

中村紳也, 稲石正明, 杉崎昭生

原稿種別: 本文
1987 年 76 巻 p. 11-20
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.11

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To design a ship operation system, factors which have an influence on the state of ship operation must be clear. This paper describes evaluation of factors, which have been derived from simulations using queuing theory. Structual elements of simulation model are mainly those of crew (number of crew, ability, lineup), job (hour, occurring interval, kind), hardware (reliability, redundancy), port attendance system, and so on. In consequence of 83 days simulations for a proposed operation system, the following conclusions are obtained. a) The factors, which have a great influence on the ship operation, are port attendance system, rationalization of office work of crew, reducing maintenance demands of refrigerate containers, etc. b) Some good effects on the system can be expected caused by rising reliability of hardware system, especially modernized manning ships. c) The influence of modernized manning crew's ability on the system is almost same as conventional one. d) To reduce utilization (crew's working time), great improvement of hardware system is required.

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自由表面による慣性航法-VI : FS方式のストラップダウン化(1)

成田正

原稿種別: 本文
1987 年 76 巻 p. 21-32
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.21

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This and succeeding two reports describe strapped-down versions of the FS (Free Surface) inertial navigation on which the same author has already reported several studies. The original non-SD (non-Strapped Down) FS mechanizations which are to be made strapped-down are the following 5 types: 1. Type NS mechanization 2. Type I (1) mechanization 3. Type IN mechanization 4. Type IN (R) mechanization 5. Type I (2) mechanization and obtained SD mechanizations are denoted by the symbols (SD) after the original symbols. For example, the derived SD mechanization from that of the original NS is characterised by the symbol NS (SD). In this paper, following two items are treated: 1. A general procedure of changing any original mechanization to the corresponding strapped-down type. 2. Theory of the type NS (SD) mechanization including how to calculate the geographic coordinates.

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ランドサットTMデータによる船舶の観測

山村三朗

原稿種別: 本文
1987 年 76 巻 p. 33-40
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.33

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This paper offers a method for observing vessels in a wide area by using LANDSAT TM data whose resolution is 30m. The observation from the satellite is restricted by time or weather conditions, but has many advantages such as the high resolution, fitness to process data automatically and so on. The process to recognize vessels has three steps. That is, 1) bands 1, 3 and 5 which have large distances of brightness between sea and vessels are chosen and composed with the weight 2:1:1. 2) A modified median filtering technique is adapted for reducing the bias influenced from the sea face with pollusion. This step is effective to enhance the shapes of vessels. 3) The low level reflection under some conditions is accumulated to discriminate small vessels from noise. As the results, small vessels like tug boats in a harbor area are able to be recognized.

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港湾監視用レーダの反射信号を利用した画像処理による船舶の総トン数の推定の可能性

林尚吾

原稿種別: 本文
1987 年 76 巻 p. 41-48
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.41

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When we are encountering many vessels at sea, it is very useful that the information on these vessels, for example, course, speed, size of the vessel, destination and intention of maneuvering, can be obtained instantly. Some of these information are provided by an Automatic Radar Plotting Aids. But it takes at least a half minute to observe the vessel and to calculate the vessel's course and speed, also it is an old value of a half minute at least. The author made attempt to estimate gross tonnage, shape and aspect angle of vessel by simple image processing of radar echoes corresponded to single scanning. An ultra high speed analog to digital conversion (10 nano second) and special radar scanner with high horizontal resolution (0.25 degree) were used. The covering area of target and the average strength of signal are calculated from digitalized radar echoes, and the average height of target is replaced with the average strength of signal. The volume of target is estimated from these covering area and height. A correlation is found between this volume from radar echoes and gross tonnage of target.

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航行シミュレーションにおける環境条件の設定

桐谷伸未, 不破健

原稿種別: 本文
1987 年 76 巻 p. 49-57
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.49

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Numbers of computer simulatiom on ship navigation and control were presented, and various kinds of simulation models were proposed. A ship on her voyage can not be free from the influences of environmental factors. Natural conditions, i.e., wind and tidal stream, affect ship motion as external forces, and geographical or traffic conditions are important for avoidance of collision or stranding. In order to build up a practical computer simulation system for ship navigation with realistic environments, roles and effects of environmental factors were examined, and the methods to introduce these factors into the simulation were investigated. A fundamental study using a proto-type system gives successful results for simulations in Tokyo Bay. In detail the followings become clear; Electric charts by the Maritime Safety Agency is quite useful for the simulation, and water depth calculated as a mean value for about 500m square and material of the sea bottom are ready to be known by data from the Japan Ocean Data Center. When the time and position of the ship are given, wind, tidal stream and tidal level are calculated. Therefore the effects of these factors on ship motion are taken into the simulation. A method to produce a marine traffic flow based on transport data is also useful to set a realistic condition for the simulation.

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タッカー式波高計とマイクロ波式波高計の比較について

西ノ首英之, 兼原寿生, 矢田殖朗, 高木保昌, 久野俊行

原稿種別: 本文
1987 年 76 巻 p. 59-67
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.59

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漁業練習船長崎丸に装備されたタッカー式波高計とマイクロ波式波高計による計測波高データについて比較した。また同時にフルード波高計をビデオ撮影し両波高計データの参考に供した。結果を要約すると次の通りである。(1)うねりなどを含んだ低周波数の長波長不規則波(本実験では約7秒以上)の計測の場合は両波高計の統計的波高値はよく一致した。またタッカー式波高計の風上舷と風下舷の波高値もよく一致した。波スペクトルの比較では両波高計の卓越周波数に若干の相違があり,向い波状態時を除きタッカー式波高計が低周波数側に,マイクロ波式波高計は逆に高周波数側に卓越周波数がある。(2)一方高周波数の短波長不規則波(本実験では5秒以下)の計測の場合,両波高計の統計的波高値はタッカー式波高計の風上舷,マイクロ波式波高計およびフルード波高計データがほぼ一致していた。タッカー式波高計の風下舷データは前三者の値より小さく明らかに船体影響によるものと考えられた。またマイクロ波式波高計についても追い波状態では船体影響が認められ波高値は小さかった。波周期については共に等しい値であった。波スペクトルの比較では有義波高が等しい場合は一部を除き概ね近似していた。横波状態でのタッカー式波高計の風上舷と向い波状態でのフルード波高計の波スペクトルは他と異なっていた。風下側で計測されたデータは長波長不規則波の場合と異なり波スペクトルは小さかった。(3)したがって,原波スペクトルとしてより精度の高いデータは10秒以上の長周期波についてはタッカー式波高計,6秒以下の短周期波については追い波状態を除きマイクロ波式波高計によって得られたものと考える。

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100kHz電磁波エネルギーの流れに及ぼす山岳の影響 : 三角形山岳モデルによる

渡辺泰夫

原稿種別: 本文
1987 年 76 巻 p. 69-75
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.69

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Hertz vector values were given to the nodes upon the contour as a restraint one. Then the Hertz potential of each node in the given area was calculated using the Finite Element Method (FEM) on the flat earth far from the transmitting antenna. Those well consisted with K.A. Norton's calculated values. Next, the electro-magnetic field at the vicinity of a triangular mountain model set on the flat earth, was obtained by the FEM as well. A group of curves showing the direction of the maximum electric field vector and another group of curves indicating energy flows of the electro-magnetic wave were pictured from the result. The conclusion is such that the range suffered influence due to the mountain model which height and inclination are 250(m) and 45 degrees respectively, for example, is approximately twice as much as the height.

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一周波数受信のGPS測位に対する電離層伝搬遅延の影響

木村小一

原稿種別: 本文
1987 年 76 巻 p. 77-85
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.77

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The SPS (Standard Positioning Service) of the GPS (Global Positioning System) will be used single frequency reception only for civil uses. Then, some positioning error will be introduced by ionospheric propagation delay of L1 band radio wave from NAVSTAR satellites. Simple simulation calculations were carried on these positioning errors. The results of calculations show about 10 metre horizontal positioning error on 3D position fixes and about 20 metre error on 2D position fixes by using 3 satellites under the conditions of 50 nano-seconds vertical propagation delay that is assumed to total electron contents of afternoon of maximum sun activity years at mid-latitude areas. It was also calculated to the differential GPS. The result on differential mode was shown less than 1 metre horizontal error on the point of 100 kilometre from the reference station.

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海底堆積物からみた錨効きについて : 伊勢湾(央部および奥部)

鈴木常夫, 佐藤治夫

原稿種別: 本文
1987 年 76 巻 p. 87-96
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.87

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The bottom material is covered with muddy soil with Mdφ=6.2 to 8.7, which is good in sifting power, as is often seen in an inland bay. The ignition loss of the bottom material is 7.0 to 13.0 while the surface course consists of black mud. The natural water content in per cent of dry weight is over 100% even at about 1m deep. The liquidity index was 1.15 to 1.43, showing an instability or a tendency to be liquified easily. Although plotted I_p-W_L values in a plasticity chart fall around the A-line, we have W_L=70 to 150%, W_p=30 to 60%, and I_p=50 to 100%, which are greater than ordinary values. Both void ratio and unit weight was in correspondence with the water content in per cent of dry weight, while the shearing stress as measured by a hand vane tester was 0.061kg/cm^2 at 1.0m deep. The anchor towing force as measured in muddy soil was about three times the anchor weight. From this, it is estimated that the holding power of an anchor in the bay is around these values because the surface course in the bay contains only about 5% of sandy soil. Since these values correspond to the case when the anchor assumes a normal posture, it should be noted that the holding power decreases when the anchor starts dragging.

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漁船の簡易速力算定式

浅野一彦

原稿種別: 本文
1987 年 76 巻 p. 97-102
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.97

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On basis of the trials of the fishing boats, I set up a simplified equation for the speed of the fishing boat. In this paper, I assume that the horsepower of the fishing boat is in proportion to the weight of the boat and the 4th power of the speed. These relations become as follows: BHP=α_4・W・V^4 Where BHP is horsepower (in ps) and W is weight (in tons) and V is speed (in knots) and α_4 is resistance coefficient (included propulsion coefficient). Therefore, V becomes as follows: V=√^4<(BHP)/(α_4・W)> The simplified equation is obtained by analyzing α_4 and ship's length (register length) on basis of speed trials of the fishing boats. The simplified equation is as follows: V=√^4<(BHP・L^2)/(0.173・W)> Where L is register length (in m). The above equation is applicable to the range of 0.22<Froude's number<0.4 and 20m≦L≧110m.

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タグ支援による着桟操船の安全性評価

井上欣三

原稿種別: 本文
1987 年 76 巻 p. 103-112
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.103

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In the final stage of berthing maneuver, a ship is brought broadside to the berth by assisted tugs. Technical task in this stage is to minimize the risk of collision against the pier. The present paper proposed an analytical model to assess the degree of the potential risk which the ship's master should be charged, in the worst case i.e. without braking power by tugs and/or in the best case i.e. with braking power by tugs. The degree of the potential risk assessed by means of computer simulation is expressed using the ratio of the stress on the pile of the pier to the yield point. In which computer simulation whether the ship shall hit against the pier or not is predicted. Proposed model gives us many informations regarding with the safety level of the berthing maneuver. It is capable for us to estimate the tugs' power necessary for the safe maneuver, to decide the optimum lateral translation speed and to investigate the effectiveness of the countermeasures to improve the safety of the berthing maneuver.

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回流水槽における浅水影響試験装置について

野村士平, 堀富士男

原稿種別: 本文
1987 年 76 巻 p. 113-124
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.113

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An attempt is made to simulate shallow water conditions in a small circulating tank using a movable bottom. Detachable nets on forward and aft ends of the equipment are used with satisfactory flows. Squat measurements and oblique towing tests are made on a tanker model, and the former is compared with one dimensional theory, which show good agreements. Although some problems remain unsolved, it is shown that this method appears to be useful for shallow water experiments in a circulating tank.

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米国内陸におけるコンテナ流動の分析

今井昭夫, 三木楯彦

原稿種別: 本文
1987 年 76 巻 p. 125-132
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.125

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Containerized cargo flows in the United States were analysed by using the data from "Domestic and International Transportation of U.S. Foreign Trade (1976)". A port choice model of containerized cargo in the United States was proposed to be solved by the transportation problem (LP), and the estimated cargo to be handled in three regions, into which eight U.S. ports were grouped, was compared with the actual cargo handled. The model proved to be fairly applied.

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イマーションスーツの耐寒性能評価法

長田修, 樋富和夫, 宮田修

原稿種別: 本文
1987 年 76 巻 p. 133-147
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.133

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This paper deals with the methods of assessing thermal protective qualities of immersion suits which shall be fitted for the ships under Chapter III of 1983 SOLAS, and for the crew of fishing boats in the course of cold water of their voyage. The Rule requires the test for thermal protective qualities of immersion suits by using human subjects in the water of 0℃ for 6 hours. But, such a test is dangerous to be done for the subjects, and not reasonable to get reliable results for the reason of the diversity of coldproof property of subjects. The developed thermal manikin was used for measuring thermal resistance of immersion suits in the air and water. Seventy six tests by 21 subjects clothed in the immersion suits were conducted to investigate the allowed time in the cold water. Thermal resistance of immersion suits measured with manikin was correlated with allowed time of subjects in the cold water. The thermal protective qualities of immersion suits for the prototype test can be properly evaluated with the thermal manikin, not with the subjects.

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船橋における見張り作業について

橋本進

原稿種別: 本文
1987 年 76 巻 p. 149-156
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.149

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This paper describes the result of an experimental study with regard to a visual lookout at sea. On the basis of an onboard experiment performed on a training ship, the author obtained the following results. 1) The fact that it is hard to keep a good lookout in the civil twilight, which is well known to marine navigators, was verified in terms of quantity. 2) At night, it is difficult for a person in low visual acuity (0.5 or less) to recognize navigation lights with naked eyes at the minimum ranges required to be visible by the Rule. 3) In the civil twilight, it is also difficult for a person in satisfactory visual acuity to recognize navigation lights at the above-mentioned ranges. 4) On the visibility of deuteranopic observers classified as middle degree; a) In the daytime, they can distinguish fairway buoys (port hand, starboard hand and center line marks) within the range of about three hundred meters. Over that range, they are likely to mistake. b) At night, they can distinguish the colours of "Sidelights" or lights of buoys within the range of about one thousand meters. Beyond that range, they are apt to mistake. c) At night, they are inclined to mistake in the circumstances that many various lights exist in the vicinity of an objective light. d) It is difficult for them to distinguish the coloured flashing of navigation aids. The above results finally conclude; 1) A person in low visual acuity should wear suitable glasses to keep a good lookout during his watch at sea. 2) The further examination and consideration will be necessary to draw better conclusion for the lookout by deuteranopic observers.

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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
1987 年 76 巻 p. App1-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.App1

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論文審査内規抜粋

原稿種別: 付録等
1987 年 76 巻 p. App2-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.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
1987 年 76 巻 p. App3-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.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
1987 年 76 巻 p. App4-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.App4

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奥付

原稿種別: 付録等
1987 年 76 巻 p. App5-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.App5

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裏表紙

原稿種別: 表紙
1987 年 76 巻 p. Cover3-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.Cover3

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CONTENTS

原稿種別: 表紙
1987 年 76 巻 p. Cover4-
発行日: 1987/03/25
公開日: 2017/01/15

DOIhttps://doi.org/10.9749/jin.76.Cover4

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