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原稿種別: 表紙
1998 年 98 巻 p.
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発行日: 1998/03/25
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原稿種別: 付録等
1998 年 98 巻 p.
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発行日: 1998/03/25
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原稿種別: 付録等
1998 年 98 巻 p.
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原稿種別: 目次
1998 年 98 巻 p.
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発行日: 1998/03/25
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原稿種別: 目次
1998 年 98 巻 p.
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芋生 周作, 浪江 宏宗, 安田 明生
原稿種別: 本文
1998 年 98 巻 p.
1-7
発行日: 1998/03/25
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RTK-GPS (Real-Time Kinematic GPS) has an ability to fix a position of the order of cm by measuring the range from the GPS satellites with the accuracy of the mm order by the carrier phase detection. The authors tried to deduce 3-dimensional attitude of a ship by measuring the relative positions between reference station and mobile stations on the ship by RTK-GPS. In comparing the angles deduced from GPS positioning to those by yaw rate gyro and vertical gyro on a ship, we get 0.240°(yawing), 0.203°(rolling), 0.096°(pitching) of standard deviation, respectively. The output delay of the relative position was also measured to be about 0.4s which can be neglected in the measurement of the ship's attitude.
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新井 直樹, 星野尾 一明, 伊藤 実, 村上 篤史
原稿種別: 本文
1998 年 98 巻 p.
9-17
発行日: 1998/03/25
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The GLObal NAvigation Satellite System (GLONASS) navigation message does not include ionospheric parameters. So we can not correct ionospheric delay when we use a L1-GLONASS receiver. This paper shows the correction of the ionospheric delay on L1-GLONASS signal by using ionospheric parameters in the GPS navigation message. We placed L1-GLONASS receivers of 8 channels in different places of Japan (Sapporo, Tokorozawa, Fukuoka, and Naha). These receivers include GPS receiving unit. The ionospheric delay at GLONASS frequency was calculated from a delay at GPS frequency. We corrected GLONASS pseudorange by using ionospheric delay at GLONASS frequency. GLONASS vertical bias error was decreased to a few meters from a few ten meters by using the ionospheric delay correction.
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小塩 立吉, 村山 達也, 後藤 尚久
原稿種別: 本文
1998 年 98 巻 p.
19-24
発行日: 1998/03/25
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Most important factor to realize a precision satellite EPIRB (Emergency Position Indicating Radio Beacon) using GPS receiver is how to install a GPS antenna together with existing a two-frequency mono-pole antenna, a Xenon ramp, switches etc., without harmful interactions on the so limited upper space. Authors have proposed an integrated antenna, which is based on a ring patch GPS antenna and a two-frequency mono-pole antenna is located and fed through at the center of the ring patch antenna. Preliminary performance of a newly built feasibility model, shows quite less degradation of GPS positioning accuracy due to the mono-pole, compared with a combination of a small size GPS antenna and a two-frequency mono-pole for existing EPIRB standing at the side. The integrated antenna will be very simple solution to realize to the precision satellite EPIRB, when a ring patch antenna of high permittivity material as large as 10 is used.
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鈴木 治, 中村 武史, 浪江 宏宗, 安田 明生
原稿種別: 本文
1998 年 98 巻 p.
25-32
発行日: 1998/03/25
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Anchor watching is very important task for the deck officer. The dragging of the anchor has been detected by monitoring the position of ship using radar and cross bearing etc. The authors measured the movement of anchored ship by DGPS and RTK-GPS. The result shows that the positions fixed by DGPS are enough accurate to watch the dragging of the anchor. Then, they designed an anchor watching system by the DGPS positioning and applied to the training ships of "Toba-maru" and "Shioji-maru". It is proved that the system is effective in detecting the dragging anchor by displaying the ship's position and hull direction on the monitor.
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坂井 丈泰, 惟村 和宣, 長岡 栄, 高橋 美登里, 天井 治
原稿種別: 本文
1998 年 98 巻 p.
33-41
発行日: 1998/03/25
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For a precision approach and landing system of aircraft using GPS, it is nessessary to improve the system performance such as positioning accuracy, integrity, continuity and availability. A possible way for improving the performance may be to use pseudolites (pseudo-satellites) located on the ground near airport in addition to ordinally GPS satellites. In this paper, a qualitative simulation was carried out for evaluating positioning accuracy for the approaching aircraft using pseudolites together with the existing GPS satellites. Flight experimental data and artificial data on ranging measurement were used for the simulation. The result shows that while the positioning accuracy strongly depends on relative location of pseudolites, GPS satellites and the aircraft, the accuracy can be improved by the utilization of pseudolites.
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村井 康二, 河口 信義, 三好 雄一
原稿種別: 本文
1998 年 98 巻 p.
43-51
発行日: 1998/03/25
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Automatic Radar Plotting Aids (ARPA) is one of the instruments effective for safe navigation. ARPA information is caluculated using target's position (ARPA position) and own ship's course and speed. It is assumed that the fluctuation of ARPA position has an influence on the accuracy of ARPA information. So the authors have tackled this problem. In this report we show distance characteristic of ARPA position's fluctuation and performed a Monte-Carlo analysis to find the effect of 4 different target positions on the accuracy of ARPA information. The results are as follows. 1. The radar echo signals of T. S.FUKAE MARU were collected at the three distances of 2, 4 and 6 nautical mile. 2. The distance dependence of the fluctuation of the echo position was found at the 18 aspect angles from the 63 scan radar echo signal data of FUKAE MARU. 3. Monte-Carlo simulation was carried out for four IMO's scenarios and used to evaluate the effect of the distance of four ARPA positions on ARPA information.
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稲石 正明, 杉崎 昭生
原稿種別: 本文
1998 年 98 巻 p.
53-60
発行日: 1998/03/25
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This paper deals with knowledge acquisition from ship operation data base to be used for ship collision avoidance. We used supervised training data that was obtained from an expert ship operator and developed for a circumstantial judgement neural network. We adopted a data mining approach, which has the advantage of finding hidden rules in the data base, and developed a new algorithm based on a linear search algorithm. We applied the new algorithm to the data base and extracted four kinds of meta-knowledge structures expressed in simple directed graphs, which can be used as a knowledge base for ship operation expert systems, intelligent interface systems, etc. The validity of these structures and possible future applications of the data mining approach to the ship operation data base are discussed.
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相原 磨世, 嶋 一男, 塩見 格一, 佐藤 裕喜
原稿種別: 本文
1998 年 98 巻 p.
61-69
発行日: 1998/03/25
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Tokyo terminal airspace is currently very crowded, and this crowding will increase in the next century. The shape of the terminal airspace is very complex, due to political and other considerations, and radical re-sectorization is required to alleviate the problems of crowding and complexity. Research has been carried out into design policies of terminal airspace, and into evaluating these using statistical methods. This paper presents the following results of this research : A sophisticated design of the Tokyo terminal airspace based on air traffic flow. An evaluation of the terminal airspace using statistical methods. A fast-time simulation model of Tokyo terminal airspace.
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塩見 格一, 板野 賢, 大塚 竜治, 西田 昌央
原稿種別: 本文
1998 年 98 巻 p.
71-82
発行日: 1998/03/25
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In the next century air traffic control (ATC) system will be constructed by using technologies based on aeronautical telecommunication network (ATN). In the ATN paradigm controller-pilot data link communication (CPDLC) will be realized. In this paper an ATC simulator that was developed to evaluate ATC operation in that paradigm are introduced. In the ATN paradigm an ATC controller will have to use an ATC data console to communicate to pilots. The custom input device and graphical user interface for effective CPDLC operation at the console are also introduced. We propose new ATC operation in the next ATC generation in this paper.
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桑島 進, 岩坂 直人
原稿種別: 本文
1998 年 98 巻 p.
83-91
発行日: 1998/03/25
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The wind wave and the swell in the North Pacific Ocean have been visually observed by a voluntary ship on which the composite wave height of wind wave and swell using the micro wave height meter simultaneously measured for more than three years. The composed wave heights from visual data of wind waves and swell are mostly consistent with the measured data. This consistency suggest that the wave height data by visual observation is cosiderably reliable. This report focuses on the character of swell in the North Pacific Ocean. The results of analysis are that (1) the swell always remains in the ocean regardless of wind force at that time, (2) the average height of the swell is 2.7 m and the average period is 8.8 sec, (3) the heights and periods of the swell are mostly larger than thats of the wind wave, (4) the direction of the swell comes to coincide with the main direction of wind in proportion to the wind force, (5) the more the height of swell becomes larger, the more the ship has a tendency to expose her quater side to the swell.
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阿部島 直哉, 天下井 清, 木村 暢夫, 大越 金蔵
原稿種別: 本文
1998 年 98 巻 p.
93-101
発行日: 1998/03/25
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噴火湾周辺海域で発生する風、及び波浪の出現特性について以下に要約する。1.海上風については、夏季はE、SEの風、冬季はW、NWの風が非常に卓越した風向であり、春季と秋季は両方の風が混在するという明確な風向の季節移行が見られた。また、風力階級は夏季よりも冬季のほうが大きく、春季は夏季、秋季は冬季に似た分布形状を示した。2.波高については1年を通じて1.00(m)未満が80パーセント近くを占めた。また、1.00(m)以上の高波高出現海域は、夏季、冬季それぞれ卓越風向の風下側に集中するという特徴が見られた。3.スペクトル形状については、夏季と冬季ではその出現頻度が異なり、夏季は風速は穏やかであるが吹送距離が長いため十分に発達した波が多く、冬季は風速は強いが吹送距離が短いため未発達の波が見られた。また、湾南東の開口部から入り込んでくるうねりの影響で双峰型であるものが多数見られた。以上のような結果が得られたが、これらは気圧配置が安定している時に調査研究船が出港可能と判断して観測した結果であり、前線通過時等の海象は含んでいない。すなわち、漁業従事者が操業可能と判断して出漁した日の特徴であるといえる。
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吉田 晋也, 林 祐司, 和氣 博嗣
原稿種別: 本文
1998 年 98 巻 p.
103-109
発行日: 1998/03/25
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There are many inland seas where have international and domestic sailing routes in the world. They have complicated lay of the land and current. We propose Support system for Saving HOurs under Way (SSHOW), that utilizes current at these inland seas. The SSHOW bears the least fuel consumption of ships. The least fuel consumption realizes the preservation of natural environment at these inland seas. In this paper, the objective sea area is the Inland Sea of Japan (ISJ). The width of ISJ is 10 to 30 miles toward North and South, and 240 miles toward East and West. The ISJ has about 3, 000 islands, which are scattered, and the current is complicated. Besides, main sailing routes exist in the ISJ. The estimation of current directions and speeds in the ISJ is generally to carry out by using the Tide Tables of Japan Maritime Safety Agency (JMSA). 13 standard points and 212 calculation points for current are prepared in the ISJ. However, they can not calculate the current velocity of optional points in the ISJ. For supplement these lack, JMSA publishes Current Figures of each water area in the ISJ. Current database was prepared by utilizing the Current Figures. The current database is made from navigational information and geographical information, and they are piled up together in the database. The SSHOW can estimate the current velocity of optional points at optioanl time in the ISJ by using the current database. When sailing route and departure time are input the SSHOW, the hours under way are calculated in accordance with the sailing route. The SSHOW recommends the optional departure time in this day for shortest hours under way. The effective of the SSHOW was confirmed by making comparison between hours under way of actual ships and output of the SSHOW.
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天下井 清, 木村 暢夫, 甫喜本 司, 岩森 利弘
原稿種別: 本文
1998 年 98 巻 p.
111-116
発行日: 1998/03/25
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The collision of the fishing boat is occurred at high ratio. The fishing boat can not be seen from ship operator on the sea because it is small. Furthermore, it disturbs quick finding in search of fishing boat. From a point of view the authors investigated the color of the fishing boat and carried out questionnaire investigation regarding easiness of finding. As a result, it became clear that the longest distance between two colors of fishing boat and sea surface on the hue-lightness axis decided easiness of finding.
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堀越 光晴, 天下井 清, 木村 暢夫, 岩森 利弘
原稿種別: 本文
1998 年 98 巻 p.
117-125
発行日: 1998/03/25
公開日: 2017/01/15
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Life rafts which equip on fishing vessels are important survival tools. Although we must immediately find those in emergency, finding of drifting life rafts is very difficult as drift patterns are effected by wind, wave and current, and also dependent on weather conditions. In this study, the authors carried out model test to investigate drifting property of the Type-I inflatable life raft due to wind. Consequently we obtained the following results. (1) Drifting speed is faster in light loading condition than other loading conditions, and that of other loading conditions is nearly same. (2) Drifting speeds by using sea anchor in all loading conditions are nearly same. Drifting speed of the life raft by using sea anchor reduce 22.1% in light loading condition, 15.6% in half loading condition and 23.9% in full loading condition compared with drifting speed by no using sea anchor on each of loading conditions. (3) The predicted drifting area of the life raft due to wind is represented an ellipse by the following equation. Long axis a=0.108ln(cosh(0.569tV^<0.763>_k)) Short axis b=0.015V_kt
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塩谷 茂明
原稿種別: 本文
1998 年 98 巻 p.
127-139
発行日: 1998/03/25
公開日: 2017/01/15
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It is very important to create the navigation system for the weather routing of a small vessel as same as ones of a large ship. This paper deals with the tidal simulation for the purpose of the navigation of a small vessel which sails in the relatively narrow sea area such as the bay. For an example, the tidal simulation was carried out in Ariake Kai. As results, it was recognized that the tidal simulation for the navigation was created. At the next report, I will try the application of the tidal simulation to the weather routing of a small vessel.
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勝原 光治郎, 亀山 道弘, 宮田 修, 高杉 喜雄, 阪根 靖彦
原稿種別: 本文
1998 年 98 巻 p.
141-150
発行日: 1998/03/25
公開日: 2017/01/15
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There are two cases of human escape on board, namely the case when escape routes are chosen, and the case when escape routes are determined in advance. This paper deals with the latter case. Eight demonstrations on board are carried out. Each number of testees is 126, 88 and 83. Escape route and time are measured from video camera. Simulation is proved to be right by reproducing the results of demonstrations. Then the case of regular number of passengers is simulated. Function of the simulation program is demonstrated on analysis of route and optimum route is obtained.
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小林 弘明, 濱田 俊秀, 片岡 高志
原稿種別: 本文
1998 年 98 巻 p.
151-159
発行日: 1998/03/25
公開日: 2017/01/15
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A lot of studies have been carried out to analyze the causes of marine casualties. But it is not enough studies from view point of the research that investigate the relation between the physical factor and marine casualty. Ship maneuvering simulators are very effective for clarifying the factors and analyzing the causes of the marine casualties. In this paper, firstly it was examined how physical factors influence the causes of the marine casualties using the ship maneuvering simulator in Tokyo University of Mercantile Marine. The marine casualty of YUYO MARU No. 10 and PACIFIC ARES in Nov. 1974 was studied. Finally we got the basic characteristics that are often causes of the marine casualty, as follows. (1) Ship's operator going through the fairway passage are liable to delaying start to avoiding actions. (2) Avoiding actions which is operated in fairway passing maneuver are mainly speed control instead of course changing which is more effective to avoid collision.
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小林 弘明, 片岡 高志, 濱田 俊秀
原稿種別: 本文
1998 年 98 巻 p.
161-169
発行日: 1998/03/25
公開日: 2017/01/15
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Maritime Education and Training (MET), using Ship Maneuvering Simulator is useful for the improvement of the ship handling technique of the officers and the students. But the evaluation method has not been sufficiently established. The reasonable evaluation method is very important to improve the trainees ability and training efficiency. In this paper, in order to make logical assessment of trainee, we discuss the contents of evaluation method as follows : (1) Selection standards of evaluation items (2) Degree of importance for each evaluation items (3) Decision Methods of evaluation standard (4) Evaluation procedure We proposed basic concept for each items that are confirmed the reasonability through the training utilizing Ship Maneuvering Simulator. Finally, we confirmed that reasonable evaluation method make the training efficiently and usefully. Especially, when we apply proper evaluation method, insufficient technique which is assessed in previous training step, can be focused in following training step.
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井上 欣三, 大野 麻子
原稿種別: 本文
1998 年 98 巻 p.
171-180
発行日: 1998/03/25
公開日: 2017/01/15
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Current problems in maritime education and training using a ship handling simulator are how to evaluate quantitatively the achievement process of training and to judge objectively the success of the training. Since we did not have an effective evaluation index for this problem, the subjective views of the instructors entered into the evaluation and instructors were obliged to give abstract explanations when appointing the insufficient points for the trainees. In the present paper, a quantitative evaluation method of the achievement process of simulator training is proposed. The proposed method is based on an assessment model to evaluate the stress imposed on mariners when conducting manoeuvres under conditions of traffic congestion and geographical restrictions. According to this method, the rating of the difficulty of each scenario, the quantitative evaluation and the objective judgement become capable through a specially designed score card.
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合田 政次, 吉村 浩, 中根 重勝
原稿種別: 本文
1998 年 98 巻 p.
181-186
発行日: 1998/03/25
公開日: 2017/01/15
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We researched conformity percentage of estimated wind force by visual observation and measured wind force with instruments, and further examined the difference of the conformity percentage by the measurements in regards to the level of experience on board the vessel. We selected the deck officer as a subject of an experienced person on board, and selected the student apprentice as a subject of an inexperienced person. The conformity percentage of estimated wind force and measured wind force was about 70 percent in the case of the experienced person, and about 40 percent in the case of the inexperienced person. Accordingly, we could say that the estimated wind force by the experienced person was accurate enough for practical work.
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古莊 雅生
原稿種別: 本文
1998 年 98 巻 p.
187-194
発行日: 1998/03/25
公開日: 2017/01/15
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The visual perception of the targets at sea is the most important factor for safety and for a good lookout in preventing marine disasters. The International Regulation for Preventing Collision at Sea, 1972 gives rules for a proper look-out (rule 5). What is a proper look-out? This study shows the conditions for the visual perception of the targets at sea in connection with the luminance difference threshold which is referred to the luminance of the sky (about 2 degrees over horizon). Author shows the visual conditions and factors thereof ; they are as follows ; 1. There is a physiological factor which masters and navigation officers on duty can't perceive by sight. 2. The condition for visual perception of the targets is more difference between the luminance of the sky and that of the target than the luminance difference threshold. 3. There are two psychological factors for a good lookout by sight. (1) Masters and navigation officers on duty should remember that there should be existing some targets in case of no sights of them. (2) They should have previous informations of the targets by using ARPA (Automatic Radar Plotting Aids) or RADAR (RAdio Detection And Ranging). 4. There are three physiological factors relating to the luminance difference threshold for a good lookout by sight. (1) They should maintain a proper look-out as long as possible. (2) In daytime, they had better use their sunglasses also in case of not feeling glaring, because of perceiving targets easily by sight. (3) They should use actually the binocular and compass for getting more informations with relative changing direction of targets.
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田中 隆博, 原 潔
原稿種別: 本文
1998 年 98 巻 p.
195-201
発行日: 1998/03/25
公開日: 2017/01/15
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The authors proposed an algorithm to set a course line for coastal navigation automatically in the previous report. In this paper, authors improved this algorithm in order to be applicable to sea area with complicated geographical features or artificial structures such as breakwaters in a port. The algorithm is utilized the thinnig image processing technique to improve the former algorithm. Using the algorithm, it is possible to set course lines among the complicated lie of islands and find an entrance between breakwaters corresponding to the subjective risk level (SJ_L^*) of a navigator. Finally some examples were shown to examine the possibility of the applicability algorithm into the practical use.
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桐谷 伸夫, 松倉 洋史, 金井 康二
原稿種別: 本文
1998 年 98 巻 p.
203-211
発行日: 1998/03/25
公開日: 2017/01/15
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This paper describes a system for the detection of floating targets as an application of the airborne remote sensing. This system named ADESR (The Automatic Detective System for SEARCH and RESQUE) works automatically as a maritime surveillance aid which keeps watching and detects the targets on the sea. The experimental system which consists of an infrared video camera, a visible ray video camera and a computer for the image processing had been developed to observe the surface of the sea from the airborne. The experiment of observation was carried out at the coast of Izu in Jan. 1997. On this experiment, a life raft was used as a target to detect. From the experiment, many useful data and images of the floating life raft at the sea were obtained. These data will provide useful clues for the future research and development on ADESR. The algorithm used in the image processing for detecting targets has three steps. The first step is the treatment of smoothing for the image. The madian filter is applied to the image for smoothing in this step. The second step is the treatment of thresholding to make a binary image. In the last step, the target image which corresponds to a life raft is gotten by the feature extraction and the pattern recognition. The algorithm to detect floating targets is considered to have reached the stage for practiacl use. However, the required time for getting target information is too long on the present algorithm. In order to overcome this problem, the improvement of system perfomance is being studied at present.
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有村 信夫, 勝原 光冶郎, 室原 陽二
原稿種別: 本文
1998 年 98 巻 p.
213-223
発行日: 1998/03/25
公開日: 2017/01/15
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In this research, we made a study of the analysis of evading navigation area of ships and the evaluation index for navigational environment based on the data by actual ship survey. In our analysis of the data by actual ship survey, we investigated the extent of passing and evading navigation areas in different navigation sea areas, such as coastal sea areas, congested sea areas and narrow channel sea areas, making both approaching speed and statistical stopping performance characteristic of ships parameters. The results of our study are as follows : ○ The extent of passing navigation area was evaluated macroscopically from approaching speed and stopping performance characteristic of ships. ○ It was found that the extent of evading navigation area was about 1.3〜1.5 times as large as that of passing navigation area. ○ It was found that the extent of evading area for crossing ship was about 1.2 times larger as compared to case of ships navigating in the opposite or same direction. ○ A reference evading area was determined as the criterion of evaluation index. Further, the congestion degree of navigation sea was evaluated quantitatively using the reference evading area.
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井上 欣三, 増田 憲司, 世良 亘
原稿種別: 本文
1998 年 98 巻 p.
225-234
発行日: 1998/03/25
公開日: 2017/01/15
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A systematic analysing procedure is needed to assess the marine traffic safety in the congested and the confined water area. Three fundamental steps should be taken into account in this procedure ; (1) the evaluation of the burden due to environmental conditions, (2) the evaluation of the load due to ship manoeuvering and (3) the evaluation of the hidden risk in the ship handling process. In the present paper as the first report of this research work, a quantitative assessment model is proposed to evaluate the stress level which is burdened to mariners under the conditions of the traffic congestion and the geographical restriction. This model makes special features of (1) the capability to aggregate the geographical environment stress and the traffic environment stress by employing the same algorithm and (2) the conquest of the lack of judgement criteria whether it is acceptable or not. This will become one of advantageous models as the assessment method of the marine traffic safety.
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井上 欣三, 久保野 雅敬, 宮坂 真人, 原 大地
原稿種別: 本文
1998 年 98 巻 p.
235-245
発行日: 1998/03/25
公開日: 2017/01/15
ジャーナル
フリー
In order to improve the marine traffic safety in narrow channels or inside ports and harbours, the judgement criteria must be established based on the mariners' perception of safety. In the present paper, a quantitative expression model of the mariners' perception of safety is proposed. This model takes into account two kinds of perception of safety ; one is against the structural obstacles and the other is against the encountering ships. The extraction of mariners' senses was carried out by the simulator experiments and by the questionnaires. The difference of the senses between the pilots and the captains can be reflected in the model and the expression of senses of risk averse and risk preferable are also considered in the model.
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小林 弘明, 仙田 晶一
原稿種別: 本文
1998 年 98 巻 p.
247-255
発行日: 1998/03/25
公開日: 2017/01/15
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As the navigation environment has been changing recently, the methods of evaluation that accomplish to measure the operator's mental workload are desired. We propose the new measuring method using SNS values obtained through RRV procedure which can estimate the human mental workload moment to moment. In this paper, firstly we discuss the methods of data processing which enable to estimate the human mental workload in ship handling. And then, using proposed measurement methods, we estimated the human mental workload in two ship handling situations, namely fairway passing maneuvering and stopping maneuvering in short distance with keeping ship's heading. The obtained results are as follows ; (1) The useful signal can be selected by adapting the proposed filtering procedure. (2) The operator's mental workload under passing narrow fairway is corresponding to E-value which indicates difficulty of maneuvering concerning with the characteristic of ship and fairway conditions. (3) High level of human workload during altering course in fairway is shown in the before and the after altering course rather than the time of changing course. (4) High level of human workload is shown in time with the occurrence of big difference between planed situation and realized one.
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村山 義夫, 山崎 祐介, 遠藤 真
原稿種別: 本文
1998 年 98 巻 p.
257-264
発行日: 1998/03/25
公開日: 2017/01/15
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This study is the pilot study for a researching method to reveal causes of maritime disaster related to human factors. The method was a questionnaire for frightening experiences of maritime incidents. The subjects were watch-keepers on board the vessels of Japanese domestic maritime transportation. There were 408 incident cases of 484 respondents, which included more experiences for a fishing boat than for any other obstacles, and watch-keepers on cargo vessels had more experiences. Many incidents occurred during midnight and early morning. The calculated ratio of experienced watch-keepers to all respondents was 0.0139 per day and estimated term of the incidents was 72 days. From these results show that probabilities of experienced watch-keeper for each vessel were more than 22 times per year. These probabilities were 476 times of the probability of an accident that were judged by Maritime Inquiry Agency. The results suggest that this researching method enables us to gather the large number of data on maritime incidents without their anxiety for legal responsibility and influences from it.
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高岡 俊輔, 村山 雄二郎, 久保 雅義
原稿種別: 本文
1998 年 98 巻 p.
265-276
発行日: 1998/03/25
公開日: 2017/01/15
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Ship handling simulator have been widely utilized for assessing maneuvering safety of ship. However it is hard to find out the reports on simulator about sail equipped motor vessel. In this report, we develope a 2 dimension bird's-eye view simulator of the above type vessel using personal computer and the evaluation of the manoeuvring ability is also presented. The obtained results are summarized as follows. (1) The results by simulator are realistic and very similar to the real ship motions. (2) The sail assisted effect for ship handling appears clearly as follows. (1) Tactical diameter and stopping distance become smaller than those of normal vessel. (2) The sails can be used for a side thruster. (3) Maintaining ship's position in a limited area and keeping the ship's head become possible by sail operation at sea.
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定兼 廣行, 戸田 保幸, 丹蔵 善治
原稿種別: 本文
1998 年 98 巻 p.
277-284
発行日: 1998/03/25
公開日: 2017/01/15
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The lateral drag coefficient in steady state and in accelerating stage has been proposed in some studies. However, the lateral drag coefficient in the decelerating stage has scarcely been studied although the decelerating stage exists in approaching maneuvers. It seems that the coefficient in deceleration is different from that in acceleration or in steady state due to the complex wake flow field around a ship. In this paper, for the first step of the study with respect to the lateral drag coefficient in the decelerating stage, the constant braking force test is conducted. It means that the ship moving at constant speed is pulled by a constant force in the opposite direction. The distance from the start point (just after the ship is released) is measured and the velocity and deceleration are analyzed by numerical differentiation. Using the initial stage of motion, the virtual mass coefficient is analyzed. From those data sets, the mean lateral drag coefficient from the start point to the stopping position is analyzed and discussed. We obtained as following results. (1) The mean lateral drag coefficient was larger than the steady lateral drag coefficient. (2) As the braking force decreased, the mean lateral drag coefficient increased slightly. (3) The virtual mass coefficient was the almost same as that in the accelerating stage. (4) The simulation using the approximation expression of both the coefficients obtained in this study showed good agreement with the motion in the experiment.
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定兼 廣行, 井上 欣三, 戸田 保幸, 加賀 正人
原稿種別: 本文
1998 年 98 巻 p.
285-291
発行日: 1998/03/25
公開日: 2017/01/15
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This paper demonstrates the danger of a pilot on the pilot ladder whose steps are swept away by a big wave crest, through the water tank experiment using a 1/10 partial scale model. This scale was decided to avoid the scale effect in model experiment such as the surface tension of water and to obtain the geometric similarity and the mechanism of a combination ladder system. From the experiments we obtained following results. (1) A human body model on the pilot ladder twisted over 90°. (2) The above dangerous condition happened more easily when the human body stood on a low position of the pilot ladder and one or more ladder steps were submerged.
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湯室 彰規
原稿種別: 本文
1998 年 98 巻 p.
293-298
発行日: 1998/03/25
公開日: 2017/01/15
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This report deals with influence of employing Nomoto's first-order equation on solutions of an optimal control problem concerning ship's maneuvering motions. Characteristics of time optimal control for course changing maneuver are discussed for a tanker-type ship and a car-ferry ship. Numerical calculations of the optimal rudder behavior are performed by changing rudder deflection rate systematically. A comparison is made between solutions obtained by the first-order equation and those obtained by a higher order equation. For the car-ferry ship, the solutions obtained by two different procedures mentioned above almost agree. However, in the case of the tanker, a large difference in these solutions is recognized. As a result, it is indicated that course-keeping ability has a considerable effect on a degree of the difference. Further, it is pointed out that the descrepancy is related to the value of T_1・T_3 which is evaluated from the steering quality indices.
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井関 俊夫, 大津 皓平, 水野 弘之, 玉井 勝也
原稿種別: 本文
1998 年 98 巻 p.
299-307
発行日: 1998/03/25
公開日: 2017/01/15
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The forces in the mooring cables and displacement of ship motions were measured in order to analyze the relationship between themselves. The ship is a berthed LNG carrier with 270m length. Results of this kind of measurement for the large ships have never been reported. AR modelling procedure was taken for the spectral analysis and power spectra of fluctuating tension in the mooring cables were examined in detail. And, applying the power contribution analysis, the effects of ship motions upon the power spectrum of fluctuating tension were investigated. Furthermore, a computer simulation program for a moored ship was developed and applied to this measurement in order to examine the reliability of itself. In this paper, the outline of these analysis are described and a few problems are discussed.
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久保 雅義, 三木 楯彦, 原 潔, 國領 英雄, 蛯原 淳
原稿種別: 本文
1998 年 98 巻 p.
309-317
発行日: 1998/03/25
公開日: 2017/01/15
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After the Great Hanshin-Awaji Earthquake, the handling level of container cargoes at Port of Kobe is not resotored to 1994's level yet. Though the reasons are discussed in some papers, it is not so easy to find out the feasible draft. We must patiently gather the basic data by which many people can recognize for the port restoration. In this paper we gather the port and container handling charges at the East Asian Ports, and compare the costs with each other. From the study we can obtain some results as follows. (1) The Port of Kobe should quit the berth management system and change to port management system like the Port of Singapore for the sake of effective port activity. (2) It is clarified that a reason of the high cost of Kobe depends on the many organizations which take the charges. (3) As the charge of transship cargo is cheaper than that of local cargo, the effort of gathering transship cargo is effective to cost down the total charge. (4) In order to gather the cargoes, the Port of Kobe should reconstruct the system of port and handling charge considering the neighbouring ports' ones.
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久保 雅義, 斎藤 勝彦, 吉野 洋一, 佐藤 茂己, 芝 祥郎
原稿種別: 本文
1998 年 98 巻 p.
319-330
発行日: 1998/03/25
公開日: 2017/01/15
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We could carry out the field experiment on 'MARINE GUIDE FENCE' and obtained some useful results. In this paper, we discuss about the impulsive acceleration and angular turing velocity at the ship collision with the GUIDE. The obtained results are summarized as follows. (1) In the experiments with 20GT work ship, the two indices of impulsive acceleration and the duration time for the evaluation of the effect toward the human body becomes two figures smaller than those of the existing threshold. (2) In the comparisons of the maximum acceleration limits of the traffic facilities, the values in the experiment are scattering near the limits. (3) It is clarified that the impulsive acceleration is inversely proportional to the displacement of the berthing ship. Therefore, the considering ship becomes larger, it is not so difficult to realize the smaller acceleration. (4) The turning angular velocity at the collision with the GUIDE is faster than that of turning trial.
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久保 雅義, 斎藤 勝彦, 吉野 洋一, 佐藤 茂己
原稿種別: 本文
1998 年 98 巻 p.
331-339
発行日: 1998/03/25
公開日: 2017/01/15
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We have presented the concept of 'MARINE GUIDE FENCE'. Recently, we carried out the field experiment for the system. In this paper, we show the performance of the oil damper which is the main part of the above system. From the comparison with the oil damper and the rubber fenders, some important and useful characteristics of the oil damper are detected as follows. (1) Under the same absobing energy, the reaction force of oil damper is smaller and the dissipating energy is larger than those of the rubber fenders. (2) In case of the tapered orifice rod, the reaction force of the damper can be estimated theoretically by adjusting the flow coefficient. (3) Under the rough weather condition, the berthing speed sometime exceeds the allowable one and the breakage of the fender happens as the result. In this case, the low reaction and high energy absorbing characteristics has a possibility of the saving of the accident.
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久保 雅義, 水井 真治, 世登 順三, 橘 英敏
原稿種別: 本文
1998 年 98 巻 p.
341-347
発行日: 1998/03/25
公開日: 2017/01/15
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Many harbors have been constructed in the open sea front in Japan. But the shipping activities are often interrupted in a rigorous season for the strong wind and heavy seas. So, we developed ship motion measurement system during leaving and entering into harbor under severe wave condition. And, we carry out a filed observation of fishing boat motions at departure under head sea condition. The obtained experrimental results are summarized as follows : (1) The fishing boat which is leaving harbour in head sea arises rolling, pitching and accelerations of heaving at once. (2) Using positions of fishery boat by Laser Tracking Positioning System, hights wave and wave directions observed at fixed point, the waves beneath the running boat could be caluculated. It is found that the wave beneath the running boat will be short period in head sea compared with the wave observed at fixed point. (3) It is found that the waves beneath the running boat correspond with the accelerations of heaving and these signs of amplitude are reversed.
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斎藤 勝彦, 久保 雅義
原稿種別: 本文
1998 年 98 巻 p.
349-357
発行日: 1998/03/25
公開日: 2017/01/15
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The wharf operation efficiency should be defined based on the allowable ship motions for cargo handling. Especially it is very important to estimate the long period horizontal motions, surge and sway, at the berth. Some mathematical models have been developed and many experiments were carried out to simulate the motions in waves. But these results should be compared with more exact actual field data. Because of the ability of instrument and an operational cost, a few field observations of moored ship motions have been carried out. Moreover it was impossible to measure the long period horizontal motions by the conventional instrument using an accelerometer. In this study, the observation method of three dimensional positions of the targets using the "3D-Tracker" is described as well as the 6-component motions of ship. We propose two new motion monitoring system of moored ship. One is "absolute system" in which there are two CCD-cameras on a quay wall and the targets on a ship. The other is "relative system" in which the cameras are on a ship and the targets are on a quay wall. The field measurements are carried out, while the accuracy of the motions is confirmed by the indoor experiments.
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久保 雅義, 斎藤 勝彦, 室元 嘉史
原稿種別: 本文
1998 年 98 巻 p.
359-367
発行日: 1998/03/25
公開日: 2017/01/15
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There is a mention of data on the past sea disasters on the Reports of Judgement on Marine Accident Inquiry Agency. These reports are edited to prevent the sea disasters in the future and researchers mainly use them for looking into serious affairs, for example capsized or sank accidents. However we need to make use of these reports more effectively for researching other accidents. So we examined the collisions of ships with port structures picked out from these reports 1977 through 1996. As a result, it is found that many ships collide at right angle, especially when collided with a break water. And a quarter of the collisions with a break water accidents happened in a range from the point to 5 meters.
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濱口 正人, 木村 暢夫, 甫喜本 司, 川崎 潤二, 天下井 清
原稿種別: 本文
1998 年 98 巻 p.
369-374
発行日: 1998/03/25
公開日: 2017/01/15
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Strong nonlinear movements emerge frequently on the rolling motion of fishing vessels since complicated forces generated during the fishing operation would act the dynamic response system. It is so serious to estimate the safety of a purse seinor because of using fairly huge fishing gear from the ship side. However, there are difficulties to forecast appropriately such rolling motion using the differential equation based on the physical model. In this paper, the authors took notice of a methodology for applying a Neural Network model to the data measured on the model test in the tank, that exhibited nonlinear response to the wave, and then inspected the effectiveness of the forecasting the above rolling motions. The comparisons of the performances of forecasting between a Neural Network model and a Vector Autoregressive (VAR) model have been suggested that it might be reasonable to estimate the safety on the characteristic rolling motion by using a Neural Network model.
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塩谷 茂明, 藤冨 信之, 斎藤 勝彦
原稿種別: 本文
1998 年 98 巻 p.
375-383
発行日: 1998/03/25
公開日: 2017/01/15
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The information of ship waves generated by a small planing boat is very important to prevent damage of the marine structure, the small boat, the swimmer and so on. One of authors has researched about the mechanics of wave-making phenomena by a planing flat plate based on a planing boat in a circulating water channel experiments. As results, we have obtained these fundamental mechanics of waves generated by a planing flat plate. Therefore, we tried to develop the study on mechanics of wave-making by an actual planing boat. This paper deals with the measurements of ship waves generated by an actual small planing boat and investigations of the fundamental characteristics of generated waves. The measurements of ship waves are carried out in the case of varying distance from the sailing line with constant ship speed and varying ship speed with constant distance from the sailing line. As results, we obtained the characteristics of ship waves by a planing boat from the comparison with an ordinary displacement type boat.
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庄司 邦昭, 平山 次清, 南 清和, 板倉 輝幸
原稿種別: 本文
1998 年 98 巻 p.
385-393
発行日: 1998/03/25
公開日: 2017/01/15
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Ships navigating wave affects other ships near the sail course. It is reported that the worker on the deck of moored ship fell down into the water by the effect of ship wave. Ships wave is also important to the analysis of wave making resistance. Therefore it is important issue to study the characteristics of the ship wave. In this study authors measured the actual ship wave as well as model ship wave. The full scaled SHIOJI MARU, which is training and research ship of the Tokyo University of Mercantile Marine, and the two sized models were used. From these measurement, they considered the scale effect of the ship wave and the effect of sea way which included ship wave.
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鈴木 三郎, 松村 正純, 東原 俊夫
原稿種別: 本文
1998 年 98 巻 p.
395-402
発行日: 1998/03/25
公開日: 2017/01/15
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In these years, Port State Control has been done strictry for purposes of expelling sub-standard vessels. But there are still many sub-standard vessels in the world and some of them causes the terrible oil pollution by its casualties. We researched on the state of 1703 oversea vessels which came into Japanese ports during March, 1997 and found those vessels, which were commanded by captain from East Europe and Asian communist countries, have problems. Small vessels such as less than 5, 000GT have also problems.
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岡山 正人, 小谷 通泰, 中下 光治
原稿種別: 本文
1998 年 98 巻 p.
403-411
発行日: 1998/03/25
公開日: 2017/01/15
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Recently, various problems caused by truck transportation, such as traffic congestion, air and noise pollution and lack of truck drivers, have become more serious. In this situation, the shifts from trcuks to other transportation modes like ferry boats, which is called the modal-shift, are expected. It is necessary that characteristics of transportation by using ferry boats are made clear to encourage the modal-shift in freight transportation. The purpose of this study is to develop a disaggergate route choice model on the basis of the questionnaire survey given to truck operators and to reveal factors of using route by ferry boats. Firstly, the outline of the questionnaire survey, which was carried out by the authors in December 1994, is explained, Secondly, both reasons for using Seto Bridge and ferry boats are shown and differences in use reasons between short distance and long distance ferry boats are also analysed, Thirdly, two disaggregate route choice models are built ; one is among all routes between Hanshin and Shikoku regions and the other is between route by Seto Bridge and its parallel route by ferry boat. Finally, route choice factors are analyzed on the results of the two estimated route choice models and the characteristics of transportation by using ferry boats are also made clear.
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浪江 宏宗, 安田 明生, 笹野 耕治
原稿種別: 本文
1998 年 98 巻 p.
413-419
発行日: 1998/03/25
公開日: 2017/01/15
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A highly accurate positioning is possible with a cm order by RTK-GPS (Real-Time Kinematic GPS) which measures the range from satellites with the accuracy of mm order by a carrier phase detection. It is indispensable, however, to keep a high speed data communication link for RTK-GPS positioning. The authors tried to establish a data dissemination system by audio-mpx-data-broadcasting of TV wave. The data transmission time is random and placed between 0.743 and 1.317 s of which difference is corresponding to the transmission time of one packet of the multiplexed data. The 2drms and the vertical 2σ of the positions thus fixed are 2.5 cm or less.
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