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原稿種別: 表紙
1993 年 88 巻 p.
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発行日: 1993/03/25
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原稿種別: 付録等
1993 年 88 巻 p.
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発行日: 1993/03/25
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原稿種別: 目次
1993 年 88 巻 p.
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発行日: 1993/03/25
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原稿種別: 目次
1993 年 88 巻 p.
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木村 暢夫, 天下井 清, 川崎 潤二, 甫喜本 司
原稿種別: 本文
1993 年 88 巻 p.
1-9
発行日: 1993/03/25
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The authors have studied about the relationship between ship motions and human balance and clarified the response characteristics of human body for ship oscillatory motions and the statistical discriminant method of human balance^<(1-4)>. In this paper, the authors estimated the frequency response of human body, particularly on the X-direction (anterior-posterior). In regard to the human balance for ship motions, we carried out the sufficient experiments and analyzed statistically. The following results are obtained : (1) Response characteristics for large ship motions that subject can't maintain his balance is almost the same as those for ordinal ship motions that subjects keep his balance stably. (2) As differences between the response characteristics of human body for all subject is very small, the response characteristics of human body for the ship motions indicate inherent value on frequency response. (3) Based on the first spectra moment M_1 of the ship accelerations which correspond to the facing direction of subject, it's estimated the discriminant function of human balance is T=M_<1X>+0.1167M_<1Y>+0.1530M_<1Z>, and the threshold value is 0.1958.
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木村 隆一, 鈴木 三郎, 今枝 彬郎
原稿種別: 本文
1993 年 88 巻 p.
11-18
発行日: 1993/03/25
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If direction of horn-signal can be detected, it would be very useful for the safety navigation. The signal which was generated by a ship (Horn-ship) was picked by three microphones placed on the compass deck of another ship (Measurement ship). A series of experiments were carried out for various distance between two ships in the range from 600 to 2000m. In this system, the signal was digitalized with an A/D converter and sent to the microcomputer, and the direction was detected using these data. The error was less than ±15[deg], but the direction could not be detected, when SPL (sound pressure level) of horn-signal was about 50dB.
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平野 研一, 岡本 康裕, 奥田 成幸, 新井 康夫
原稿種別: 本文
1993 年 88 巻 p.
19-30
発行日: 1993/03/25
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The visual information which the navigator accepts varies by the visibility. If the comparison of the statistical value to assess the situation, increase or decrease of its information value by the variation of statistical value is shown quantatively. But it is quite difficult to analysis all of them using the whole factors. So in this paper, the authors marked to the difference of the timing for collision avoidance maneuvers, the bridge simulator experiments were carried out using the Fuzzy inference. As the results, it became clear that Fuzzy dangerous (J-value) at the timing of the collision avoidance maneuvers is almost stable. And it is found that it will be later to execute collision avoidance maneuver when the visibility will be worse.
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元泉 誠
原稿種別: 本文
1993 年 88 巻 p.
31-40
発行日: 1993/03/25
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Calculated probability of discovery of the conventional searching system has been incorrect because the search area is fixed at the beginning of the searching. This new searching system intends the concept of relative search area to calculate the probability of existence of actual searching target and uses the track spacing calculated from the expression. And it obtains the almost maximum of probability of discovery by doing the relative searching for the target, which is as following methods. (1) The search area drifts along with the target. (2) At the beginning of searching, a modified datum buoy is placed at the estimated present position of drifts. Afterward, this buoy is regarded as the present position of the target. (3) Operate the searching ship or plane to trace the mark on the screen showing the scheduled search track of GPS receiving unit or a personal computer, which is searching program is integrated.
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小林 弘明
原稿種別: 本文
1993 年 88 巻 p.
41-48
発行日: 1993/03/25
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As the one-man bridge operation are proceeding, the loads of operator are increased and the high ability are required. In this paper, the relation among the navigation information, operator's loads and handling ability are studied. First, the six kinds of the expression of the information concerning with the own ship motion under the current disturbance in the narrow fairway are examined. Next, the relation between the expression of the fairway condition and ship's position are discussed. Through these discussion, it is confirmed that the expression technique of the information is important for the ship operation, the best way of expression for the navigation in the narrow fairway are studied. The following conclusions are obtained, (1) The expression of the own ship motion must be the type to be used for the decision making directly, so the motion vector and ship's track indication are useful expression of the information. (2) The expression system which include the fairway condition and ship's position are useful for operator, the high quality information reduce the operator's loads and improve the handling accuracy.
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小林 弘明, 石橋 篤, 阪口 泰弘
原稿種別: 本文
1993 年 88 巻 p.
49-57
発行日: 1993/03/25
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The tugboats assistance is necessary for ship maneuvering in harbor at the low speed. But the characteristics of ship maneuverability under tugboats assistance are not studied enough. In order to know the interaction among the hull, propeller, rudder the captive model test are carried out for wide range concerning with yaw and sway motion at low speed. The mathematical model are examined for the transition and constant motions under the tugboats assistance using free running model test. And these simulation results show the good agreement with the free running model test results.
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小林 弘明, 阪口 泰弘
原稿種別: 本文
1993 年 88 巻 p.
59-66
発行日: 1993/03/25
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The tugboat assistance is very important for the ship maneuvering in harbour but the standard way of tugboat assistance has not been studied enough. Further, in the case of using tugboats, the operator must understand fully about the characteristics of turning motion. Therefore the characteristics of turning motion under the tugboat assistance is discussed, using the time and area required in turning motion. The summary results are as follows. (1) If the ratio of thrust of fore and after tugboats is constant, increment of thrust make no change of the area required in turning. (2) Adjustment of thrust of fore and after tugboats reduce the area required in turning. (3) It is important to control the initial speed in turning. Because the area required in turning increases in proportion to the initial speed. (4) The usage of main engine and rudder reduce the area required in turning.
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武田 誠一, 佐藤 要, 小林 顕太郎
原稿種別: 本文
1993 年 88 巻 p.
67-76
発行日: 1993/03/25
公開日: 2017/01/15
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実船計測で得られた波浪(波高)ならびに波浪中船体運動の資料を解析するとともに,スペクトル形状の違いが船体応答に及ぼす影響について比較検討し,以下に要約する。(1)実船計測で波浪(波高)資料より得られた波スペクトルの中に,P-M型やJONSWAP型のスペクトル形状とは異なる特徴的な波スペクトルが見出された。これらは異なる海域,時間に複数回観測されてり再現性のあるスペクトル形状と考えられる。(2)これらの波スペクトルが得られた海面状態を,P-M型で近似した場合の応答スペクトルと実測応答スペクトルの比較を行なった。II・III型の海面状態では,応答スペクトルの形状はP-M型の場合とは異なったものであるが,有義値や平均周期の推定値に大きな差は認められなかった。(3)スペクトルモデルを用いた比較結果では,有義値の推定に差があることがわかった。また,今回の計測資料が得られた波高が低い海面状態でも,小型船の船体運動に対する影響は大型船に比較して遙かに大きいものであった。今後とも船体応答ならびに波浪資料の収集・蓄積をはかり,I〜III型のような特徴的な波スペクトルが出現する波高範囲の上限について確かめるとともに,他の漁船船型に対する検討も含め実海面における実船の応答特性の推定精度の向上をはかっていきたいと考える。
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桑島 進
原稿種別: 本文
1993 年 88 巻 p.
77-83
発行日: 1993/03/25
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An accuracy of visible observation for waves at sea has been called in question because the visible observation is always and much affected by each observer's subjectivity. Accordingly, author analyzed the character of that observation by mean of simultaneous observation with many observers and wave gauge. As a result, next some characters were made clear. (1) Each observer's value of wave factors are inevitably different from each other. The distribution of that difference is approximately expressed by Weibull distribution. (2) The width of that difference distribution depends on wave profile. (3) An accuracy of observation for wave which steepness is less than 1% is worse because the width of difference distribution is comparatively more broad. (4) An accuracy of wave period observation is not good. Because observed wave period is evidently affected by ship encouter relative wave period. (5) An accuracy of wave length observation is almost same with one of wave height observation. In these results, we should use the data of visible observation with knowledge of above characters. And the wave length observation should be hereafter adopted instead of wave period observation.
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花房 元顕, 井上 欣三, 水間 範夫, 安楽 俊彦
原稿種別: 本文
1993 年 88 巻 p.
85-93
発行日: 1993/03/25
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It is important for the mariners to be able to judge the critical wind velocity for the present layout of the mooring lines and the effect of the addition of the lines. In the present paper, the estimation procedure to find the critical wind velocity for the given mooring condition was shown and the representation of the diagrams were proposed to simplify the calculation procedures. The value which can be obtain from the Table 2 using a combination of α (dip angle of the line) and β (horizontal angle of the line) gives the square number of the critical wind velocity for the present layout of the mooring lines. Table 3 is the correction table for the different number and the different strength of the mooring lines from the standard condition, and Table 4 is for the correction to the different windage area of the vessel.
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小原 茂明
原稿種別: 本文
1993 年 88 巻 p.
95-106
発行日: 1993/03/25
公開日: 2017/01/15
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This thesis is a fundamental research exclusively on wavemaking phenomena generated by a planing flat plate. The phenomena are quite different according to whether the generating plate has infinite or finite span. This paper deals with the experimental investigations of the pressure distributions on a planing flat plate of infinite span in a circulating water channel and the theoretical investigations of ones by the analytical method. The relations between the parameters controling the wave generation, pressure distributions and generated waves are investigated. As results, the mechanisms of pressure distribution on a planing flat plate are well observed and understood as a whole.
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椹木 亨, 久保 雅義, 斎藤 勝彦, 鈴木 雅之
原稿種別: 本文
1993 年 88 巻 p.
107-116
発行日: 1993/03/25
公開日: 2017/01/15
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Recently, many types of floating pier have been developed for Marina. It is important for a planning of the floating pier to know the characteristics of motions in waves, because the motions of the floating pier and the mooring force are influenced by the mooring condition. The characteristics of motions of two floating piers moored each other are investigated by using three dimensional boundary integral equation method. The obtained results are summarized as follows ; a) The agreements between the theoretical and experimental results of the motions are fairly well. b) The motions become large when the natural period of motions is closed to the wave period. So it is important to decide the mooring condition by considering the predominant waves in Marina. c) On design of the connecting device between two floating piers, it is important to consider the characteristics of the relative motions and the restoring force.
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山口 勝治, 山之内 博
原稿種別: 本文
1993 年 88 巻 p.
117-128
発行日: 1993/03/25
公開日: 2017/01/15
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Cargo behaviors of the double hull tankers after the groundings and collisions which result in the damages of both the outer hull plating and the inner hull plating were investigated using the 1/50 scale models representing a midship section of a typical cargo tank of VLCC. Tests were carried out in still water, and a lubricating oil was used as the test fluid. Oil outflows were measured under the various conditions for the double bottom heights and the double side widths, the tank sizes, the extents and the positions of the rupture, the axial offsets of the ruptures, the initial thickness of the water layer in the double hull space, the drafts and the cargo levels. The dynamic characteristics of the water and cargo flow in the double hull space after an opening of the rupture were investigated.
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田中 邦彦, 金湖 富士夫, 宮崎 恵子, 桐谷 伸夫
原稿種別: 本文
1993 年 88 巻 p.
129-136
発行日: 1993/03/25
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The studies and the developments of a simulator are carried out by many groups for the purpose of the safety assessment of ship navigation, training, design of harbor and others. In a simulator, reality of information for maneuvering is most important. In previous paper, we discussed the requisites which include the reality of information for maneuvering to the simulator for the safety assessment of ship navigation system. In this paper, the realization method of reality of information from the scene generated by the simulator is discussed.
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長澤 明, 原 潔, 井上 欣三, 小瀬 邦治
原稿種別: 本文
1993 年 88 巻 p.
137-144
発行日: 1993/03/25
公開日: 2017/01/15
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Marine traffic is a man-machine system, and so not only an extarnally observable quantity but also a mental load on navigators should be evaluated to determine the feasible plans for improving the marine traffic environment. Since a mental load chiefly comes about in decision making process, it is important to make a model to simulate this internal process of a navigator. To achieve it, the maneuvering space concept is useful. This space consists of any action to prevent a collision and attendant value of each action : risk of collision, loss of voyage and so on. Applying these evaluations to all targets around an own ship, traffic environment could be rated by the blocking coefficient. This index, blocking coefficient, is useful to reflect the subjectivity of a navigator and to measure the bounds of human ability.
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今津 隼馬, 芳村 康男, 小山 健夫
原稿種別: 本文
1993 年 88 巻 p.
145-151
発行日: 1993/03/25
公開日: 2017/01/15
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It is necessary for calculating the critical range for collision avoidance to set the values of ship's size, speed and action change. For estimating these values with large ships, 122 cases of ship's collision accident were investigated throughly. Then the critical range for collision avoidance for large ship were obtained. And this critical range could cover 92% of collision accidents. Next, the effect of course keeping ability of ship on the critical range was investigated. From the comparison of the simulated critical range where ship's course was switched from starboard to port side, between stable ship and unstable ship, it was found that the difficulty of collision avoidance was increased by the instability of ship's course keeping ability.
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中村 紳也, 石岡 靖, 郭 璧奎, 小瀬 邦治
原稿種別: 本文
1993 年 88 巻 p.
153-160
発行日: 1993/03/25
公開日: 2017/01/15
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In this paper, a systematic approach to assess maneuvering safety of ships in harbors and narrow channels is reported. At first, the sequence of safety assessment is discussed. Combining fast-time simulation and real-time simulation with CGI system, the safety assessment works can be systematically achieved. The deviation from the planed trajectory, which comes from many factors such as wind, current, can be estimated by use of fast-time simulation that controlling model is fixed. The estimated deviation from the standard can be used as a measure of maneuvering safety, and it will be helpful to set scenarios of real-time simulations. Real-time simulations are carried out for assessing maneuvering safety including human factors. By applying fast-time simulation's control model to real-time simulation's trajectory, and comparing with the both deviation, it is also possible to grasp hidden risk of maneuvering. The examples of safety assessment are finally reported and the effectiveness of the procedure mentioned above is shown.
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久保 雅義, 斎藤 勝彦, 笹 健児, 辻 靖基, 牟田 幸徳
原稿種別: 本文
1993 年 88 巻 p.
161-169
発行日: 1993/03/25
公開日: 2017/01/15
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In recent decades the pace of our life style has become faster, so, the short-time transportation is becoming inevitable. Then we focused on the slow down process of traffics. In this paper, firstly, we carried out some experiments about the slow down patterns of 3 different traffics (ship, car and train) and obtained these slow down curves. Then we compare the amount of the loss of time in the slow down process with these traffics by introducing the "DELAY FUNCTION" which is an inverse of the "velocity function" as follows : S'=∫Ddx =∫(dt/dx)dx =T where dt/dx is the DELAY FUNCTION D, x is a distance, and T is an elapsed time. Then the area under the curve, S, means the amount of time, T. Thus, we know the loss of time in the slow down process. Finally, we obtained the results as follows : (1) In the slow down curves of velocity they look same near 0.1 of d/d_0, but in the DELAY curves there are noticeable differences in this area. (2) The amount of time in the slow down process can be obtained by integrating the DELAY FUNCTION. (3) To evaluate the slow down process, it is very important to reveal the area where d/d_0 is near 0 to 0.1. (4) T also depends on the distance of the slow down process and the working speed of each traffic. (5) T of the ship is the largest of all cases. (6) The slow down curves must be raised upwards near the origin. (7) In the slow down curves, all of them show typical patterns with bench type portion near 0.5 of d/d_0.
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松本 宏之
原稿種別: 本文
1993 年 88 巻 p.
171-179
発行日: 1993/03/25
公開日: 2017/01/15
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We have LAW FOR PREVENTING COLLISIONS AT SEA (law No. 62 of 1977), MARITIME TRAFFIC SAFETY LAW (law No. 115 of 1972), and PORT REGULATIONS LAW (law No. 174 of 1948) as laws and regulations relating to maritime traffic. In the view of regional legal system, local public entities established ordinances for maritime traffic (administrative affairs). But there are some cases where the ordinance has legal contradiction and duplication against the maritime traffic laws and regulations, it is necessary to legistlate or construe these legal system in domestic sea area. This paper develops some problems of legal norm sentences in maritime traffic laws and ordinances, and discusses basic consideration of legal application in the view of policy sciences.
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嶋田 博行, 吉田 光雄, 黒田 隆
原稿種別: 本文
1993 年 88 巻 p.
181-187
発行日: 1993/03/25
公開日: 2017/01/15
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Social surveys on positive interest toward the sea were conducted among general college students and mercantile marine students in Japan and Germany. Images on the sea, ships and seamen were investigated by using semantic differential method. As a result factorial structures of each image possessed three factors (dynamism, affective evaluation and mental closeness). Mercantile marine students in both countries had higher factor scores of three factors on the sea. Nevertheless they did not have higher factor scores of two factors (dynamism and affective evaluation) on ships and seamen. Those who have grown nearby the seashore and have many opportunities of seeing the sea possessed higher factor scores of all three factors on image of the sea. On only one factor (mental closeness) of ships and seamen they had more positive scores but other two factors (dynamism and affective evaluation).
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永岩 健一郎, 山田 猛敏
原稿種別: 本文
1993 年 88 巻 p.
189-197
発行日: 1993/03/25
公開日: 2017/01/15
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A car loading into a ferryboat depends on an experience and an intuition of a planer, and a type of incoming car and an order of the arrival differ every ferry-service, so it is not easy task to plan the best loading evey time. In this paper, we establish the best plan of car loading, and examine a solution to the effective method. We clarify that a cutting plane method has an instability in its convergence and a backtrack method needs a long calculation time. So, we developed a heuristic loading algorithm and carried out some case studies. As a result, we certified that it was an effective algorithm of good convergence-rate and quick computation time.
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鶴田 三郎, 杉崎 昭生, 稲石 正明
原稿種別: 本文
1993 年 88 巻 p.
199-206
発行日: 1993/03/25
公開日: 2017/01/15
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Many studies have been done on vanning or stuffing to a container or a pallet. The purpose of the optimization of almost all of them is maximization of using capacity. However, the methods or systems these studies proposed have not been used in Container Freight Station (CFS), because they did not consider the characteristics of real work in CFS. So we now proposed the standardization of pallet loading planning as the first step of constructing the support system of cargo loading in order to support the management of loading planning and cargo handling in CFS. And we have been developed pallet loading planning system. The output of loading pattern of this system is different from the pattern by maximization of using capacity, and is similar to surveyed pattern which is actually used in CFS.
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小谷 通泰
原稿種別: 本文
1993 年 88 巻 p.
207-215
発行日: 1993/03/25
公開日: 2017/01/15
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The new bridges connecting Honshu and Shikoku Islands was completed in 1988, which provided a new alternative route by railway to passengers travelling between Osaka/Kobe and Shikoku districts in addition to existing routes by marine transportation. This study aims to analyse the behavior involved in a passengers' choice of ferry boat, highspeed vessel and railway between those districts on the basis of questionnaire survey given to them. First, factors affecting their modal choice are examined from the views of service levels by each mode and socio-economic characteristics. Second, considering those factors, disaggregate modal choice models are estimated. Finally, choice probabilities of marine transportation are predicted against changes in service levels by using the estimated model.
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三木 楯彦, 今井 昭夫, 井上 昭正
原稿種別: 本文
1993 年 88 巻 p.
217-224
発行日: 1993/03/25
公開日: 2017/01/15
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The program of rules for terminating the simulation run when sufficiently accurate or stable results have been achieved is proposed and coded in FORTRAN. An approach to the problem of estimating the precision of simulation results uses time series analysis, basing upon a single long run approach (or method of batch means) with the initial bias removed. When this program is incorporated in a computer simulation model, preferably a stochastic model, statistical analysis of simulation experiments containing autocorrelated time series will be analyzed after the termination of the run. Unless desired accuracy has been obtained, the model is restarted with the latest variables and parameters setting and again analyzed.
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塩見 格一, 石橋 寅雄
原稿種別: 本文
1993 年 88 巻 p.
225-234
発行日: 1993/03/25
公開日: 2017/01/15
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In Japan, today's congestion of aircraft in important airports is very serious. The method and equipment to solve this congestion problem and to decrease the task load of tower controllers are required. We then had proposed a system for the airport surface surveillance by using the conventional SSR (Secondary Surveillance Radar) and cross-correlation method for the suppression of garble among the SSR replies. In this paper we show the new system for the airport surface surveillance. In this new system it will be expected that the system will realize its very high performance since the algorithm of signal processing is much improved by using the position data of the aircraft produced by ASDE (Airport Surface Detection Equipment). And the prototype of the console of this system realized on the engineering workstation is also shown and the capability of this system is discussed.
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天井 治, 長岡 栄
原稿種別: 本文
1993 年 88 巻 p.
235-242
発行日: 1993/03/25
公開日: 2017/01/15
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This paper describes analytical results of cross track deviations (CTDs) of aircraft flying on the R220 route in North Pacific routes. The data obtained from Kushiro Air Route Surveillance Radar (ARSR) together with flight plan data are used for analyzing CTDs. CTDs classified by the aircraft type and the range from a fix are investigated. The results obtained are as follows. 1) The widths of 50% intervals of CTD distributions depend on aircraft types. 2) The shapes of CTD distributions depend on the range from a fix. A bimodal distribution is observed in the data obtained from the airspace where two or more VOR/DME stations are available.
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長岡 栄
原稿種別: 本文
1993 年 88 巻 p.
243-250
発行日: 1993/03/25
公開日: 2017/01/15
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This paper describes the annual variations of the geometric heights of flight levels used for aircraft. The height difference between the isobaric surface corresponding to the flight level and the nominal flight level value is estimated from the measured geometric height of an aircraft by a height finding radar and the Mode C reported pressure altitude by the Secondary Surveillance Radar (SSR). The observed differences indicate a periodical variation of approximately twelve months. The seasonal trend of the difference between the geometric height H and the flight level FL, i.e., H-FL, is modelled by H-FL=C_1sin {C_2 (t-C_3)}+C_4+ε where t is the data acquisition time, ε is the residual and C_i (i=1, 2, 3, 4) are the model parameters. Several characteristics of H-FL are discussed herein.
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阮 祖達, 安田 明生, 山下 晃司
原稿種別: 本文
1993 年 88 巻 p.
251-258
発行日: 1993/03/25
公開日: 2017/01/15
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The original images of Weather Facsimile, transmitted through GMS, have 64-leveled gradation. The envelope of the 2.4kHz subcarrier signal in the transmitted wave is proportional to the brightness of the image. The signal is converted to digital data with a sampling frequency of 37.8kHz. The image of 855 pixels/line, half of the original, is obtained by deducing the peak values of subcarrier oscillations and interpolating the middle points. The distribution of the number of pixels of each brightness should have 64 discrete peaks, if the image is transmitted properly. Although the distribution has discrete peaks in the low brightness region, it is rather continuous in the higher region. It seems that the 64-leveled gradation does not remain perfectly in the transmitted image. It is found out, however, that the each grade is separated spatially fairly well at the gently sloping regions in the pseudo-colored image.
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石村 信道, 林 祐司, 笠原 包道, 和気 博嗣
原稿種別: 本文
1993 年 88 巻 p.
259-268
発行日: 1993/03/25
公開日: 2017/01/15
ジャーナル
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In this paper, we describe a new method for the region segmentation of natural scenes in the sea-navigation through a narrow channel, i.e., dividing the natural images into the sky region, the sea region, the land region and the structures used in navigation as remarkable signs. As these structures, the piers of the big bridge over the narrow channel are chosen in this time. The segmentation of this method is executed by the synthesization of the objective figures (the segmented regions) which are cut out from the image separately. For this reason, we allow this method to be robust against the noises which are the figures without the objects on the bilevel images, where the figure consists in "1"-pixels and the background consists in "0"-pixels. Moreover, in this method, we can promote the efficiency of the cutting process for employing HLS-transformation and Sobel filter, and attempt to unify the cutting algorithm as much as possible.
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小塩 立吉
原稿種別: 本文
1993 年 88 巻 p.
269-277
発行日: 1993/03/25
公開日: 2017/01/15
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A 406MHz satellite EPIRB is the key component in the GMDSS. A distressed ship position can normally be obtained with 5km accuracy (90% probability) by Doppler positioning method using COSPAS-SARSAT satellites. Major positioning error factors are frequency stability of a satellite EPIRB, ionospheric layer refraction and effective frequency change due to an ocean current. A new OCXO with a short 3min. warming-up time and frequency stability of 5×10^<-11>/min. has been developed to get the ship position, in the case, a distress happens and soon after a satellite passes over it, and to minimize position error due to the satellite EPIRB. The positioing data achieved is 1.1km (90% probability, all day base) at CNES in France. Ionospheric layer refraction as major error factor is inferred from the error data in night-time and day-time are close to estimated ones respectively.
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原稿種別: 付録等
1993 年 88 巻 p.
App2-
発行日: 1993/03/25
公開日: 2017/01/15
ジャーナル
フリー
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原稿種別: 付録等
1993 年 88 巻 p.
App3-
発行日: 1993/03/25
公開日: 2017/01/15
ジャーナル
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原稿種別: 付録等
1993 年 88 巻 p.
App4-
発行日: 1993/03/25
公開日: 2017/01/15
ジャーナル
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原稿種別: 付録等
1993 年 88 巻 p.
App5-
発行日: 1993/03/25
公開日: 2017/01/15
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原稿種別: 表紙
1993 年 88 巻 p.
Cover2-
発行日: 1993/03/25
公開日: 2017/01/15
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