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Article type: Cover
1956 Volume 14 Pages
Cover1-
Published: May 10, 1956
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Article type: Cover
1956 Volume 14 Pages
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Published: May 10, 1956
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Article type: Appendix
1956 Volume 14 Pages
App1-
Published: May 10, 1956
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T. Suzuki, M. Ishida, T. Fujii, S. Saito
Article type: Article
1956 Volume 14 Pages
1-7
Published: May 10, 1956
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As well known, a ship's compass has an error known as the deviation of the compass, which arrises from the effect exerted upon it permanently or transiently by masses of magnetic metal within the shipitself. The deviation changes with change in latitudes, concretely the values of coefficients B and C changes except the case when the ship is heeling. When Oshoromaru, the training-ship of Hokkaido university went to the southern fishing grounds January 1955, we measured the change of the deviation about her standard compss. We obtained the variations 5.73° and 2.04° for coefficients B and C respectively, with change in latitudes, namely from magnetic laltitude 56°N to magnetic equator. From thesse measured values next most probable values for several important coefficients were got. P=-0.107±0.001 c=+0.037±0.004 Q=-0.010±0.005 f=-0.009±0.001
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T. Ochiai
Article type: Article
1956 Volume 14 Pages
9-14
Published: May 10, 1956
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Formerly we must predetermine the approximate value of tfe maximum range of small targets at sea from empirical data. In this paper I measure the cross sections and the effective heights of targets and from these values, approximate numerically the maximum range of targets at sea. Comparing the results of this method with the empirically measured values of the same targets, are reported the coincidence between them. As reference some measured values of cross sections and effective heights about several vessels are listed here.
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Y. Morita, H. Taira, M. Aono
Article type: Article
1956 Volume 14 Pages
15-19
Published: May 10, 1956
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In a conductive water moving through a pipe at right angles to a magnetic field, an electromotive force is induced. This effect can be used to measure the relative speed between the pipe and water by maintaining a known magnetic field. The signal obtained is proportional to the speed of a ship, but very small, therefore it must be amplified sufficiently to actuate an indicator. In this paper, the results of the fundamental study of the apparatus to measure the speed of a ship by appling this principle is described.
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M. Akiyama
Article type: Article
1956 Volume 14 Pages
21-24
Published: May 10, 1956
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Comared to the splendid developement of Radar and Loran as the navigation instrument in recent time, Sonar has become out of public interest. But may we let it be alone? In spite of the progression of Science in future time, only the sound wave can get to the longest distance with smallest attenuation so far as in water. Therefore it must be our duty, that the Sonar is brought up to answer the urgent requirement of navigators about the centour-navigation along the depth, to find the position by the measure of depth and to prevent from stranding. I have many ideas to improve the Sonar, especially concerning to recording devices. In this subject, I will report about the most important them "Multi-colour Recording systems of Sonar" of our reseach-work. In multi-dimensional Sonar, in two or more dimensions each different and mutualy discriminable colour is adopted and these dimensions are recorded simultaneously in one recording paper, in which each colour is recorded by different tip-material of pen, the material of which is diffused on the wet paper as positive metalic ions of different colour, according to sound-pulse current, which penetrate the paper. In such system, we may find easily geometrically the relations between different dimensions (two or more different range of depth, port side or starboard side, and different directions) by colours of record overlapped in same paper.
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Y. Tarumi
Article type: Article
1956 Volume 14 Pages
25-30
Published: May 10, 1956
Released on J-STAGE: September 26, 2017
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Up to now, the limit to the application of the CH^2 Table to the calculation of the latitude by ex-meridian altitude has been said as follows: "The minutes of the hour angle should not exceed in number the deqree of zenith distance" and it is said that this rule represents easily the minutes of the hour angle at the time when the constant error of the calculated latitude is equal to 1'. But I cannot help thinking that this rule is very simple but imperferect, because when I applied this rule, I have found that the constant error spreads from 0.'0 to 1.'4. (Refer to Fig.3) And so, at Fig 4 in this paper I tried to draw the accurate curves representing the limit of the hour angle (unit: 1 minute) which would answer the purpose mentioned adove. Besides, in view of the fact that this table is now used almost only for the calculation of the noon latitude, I studied the accidental error on that case. I sincerely hope that my investigation will be of service to the navigators.
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K. Namikawa
Article type: Article
1956 Volume 14 Pages
31-35
Published: May 10, 1956
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The writer has considered Loran lines of position on the Loran charts and distinguished the difference between plane hyperbolas and the Loran lines of position. Inhomogeneous interpolation for the base line extension is explained in Appendix.
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K. Hasegawa
Article type: Article
1956 Volume 14 Pages
37-45
Published: May 10, 1956
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By regarding the Loran Position Line on the chart as the plane hyperbola, I approximately got the distance between the hyperbola and the straight line joining two points on the hyperbola, and had a general idea of geometrical error of the position line (straight line) that drawn by LORAN TABLE. That is to say, I got the limits of being able to regard the arc of hyperbola as the arc of circle, and studied above error of position line by fomula getting distance between the circle of curvature at the middle of two points and the tangent there, or by BOUQUET fomula.
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T. Hiraiwa
Article type: Article
1956 Volume 14 Pages
47-54
Published: May 10, 1956
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The Horizontal Sextant Angles Method is a method for the determination of a ship's position by means of sextant and three-armed protractor. This method is generally employed in getting the exact position of a ship. However, as it is troublesome and as it requires comparatively much time, its practical value in coastal navigation is not very great ; accordingly, the method is more often used in special cases requiring a precise fix. From the point of the latter purpose, it is desirable to satisfy three factors as follows ; 1) To reduce the errors in measuring angles and plotting the position on the chart by more skilful operations by the observer. 2) To select appropriate objects. 3) To eliminate systematic errors. (They are index errors of two instruments, the error due to the fact that all three objects, together with the observer, will not be in one horizontal plane and the error of angle resulting from the observing point moving from place to place.) The writer studied the treatment of systematic errors in this paper. (1) Systematic error due to the movement of observing point. [numerical formula] Its summary is shown by Figs.1-10. Here d/D=1/1000 (2) Systematic error due to the fact that two objects, together with the observer, will not be in one horizontal plane. [numerical formula] Its summary is shown by Figs.11-20.
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Y. Yamamoto, A. Iwai
Article type: Article
1956 Volume 14 Pages
55-60
Published: May 10, 1956
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Shipping of green Waters on deck under adverse sea condition have bad effects on ship's seaworthiness, especially much on small ship. The auther studied on handling of small ship in such case by analysis the relative motion between ship and wave
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T. Abe
Article type: Article
1956 Volume 14 Pages
61-64
Published: May 10, 1956
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Using the test tank of anchor and cable which is established at the Kobe University of Mercantile Marine, the movement of anchor and cable is showed its details through the measurement instruments. This paper is its second report which is showed stockless anchor and cable moving data ; Viz: (1) Holding pull and Dragging speed. (2) Holding pull and Dragging run. (3) Reverse pull effect, etc.
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R. Kawashima
Article type: Article
1956 Volume 14 Pages
65-70
Published: May 10, 1956
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In the former paper, the author considered the ship's rolling motion in a seaway from view point of forecasting ship's motions on the sea. In that paper, in the case of SEIKAN ferry boat, the maximum angle of roll of ship in the seaway was shown for various wind velocities and 8 principal directions on standard course, when ship was underway at 15 knots. In this paper, from the point of view of safety for the ship's stability, the author has defined the critical anlge of roll due to wave motions, which was decided by the stability standard of sea-going ship, that critical angle can be obtained by use of the following equation: [numerical formula] (3) θ_<max>: Critical angle of roll θ_r: Range of stability D_w: Lever by wind pressure S_d Dynamical stability m_x: Transverse metacentric height Then, under any sea states and wind conditions, it is necessary to manueover the ship to satisfy the following equation for the safety of ship. θ_<max>>θ_w (4) θ_w : Relative angle of roll And the relation between θ_w and maximum angle of roll is given as follows: θ_w=ψ-Ψ'cosφ (6) ψ: Maximum angle of the seaway (Appendix 2) Ψ': Effective wave slope φ: Phase angle (between ship's motion and wave motion) According to the above theory, the author calculated θ_w on the standard course for the same conditions as in his former paper and discussed the matter of the safety of a ship in the seaway.
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R. Neyazaki
Article type: Article
1956 Volume 14 Pages
71-77
Published: May 10, 1956
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Someone says the TUG is the workhorse of the harbor as well as the companion of the pilot.So it is, to be sure. Without her we can not use the crowded wharves and intricate channels of our modern harbor. Present-day Japanese ports, however, are badly in need of powerful modern tugs to match the rapidly growing harbors. Not withstanding the operation of the port must not be jeopardiged in spite of inadequate tugs. In the status quo, pilots have to manage to handle Ships in the harbor safely and efficiently. In this little essay I am trying to explain how they manoeuvre recent super liners and super tankers using the old fashioned local tug.
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T. Nohara, T. Sasaki
Article type: Article
1956 Volume 14 Pages
79-83
Published: May 10, 1956
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It is not so simple work for the ship officers to estimate displacement and trim of a ship before or while loading or unloading of cargoes on board. A new diagram is devised to carry out these calculations much more easily with only a rule and a divider quickly and with sufficient accuracy.
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J. Saito
Article type: Article
1956 Volume 14 Pages
85-92
Published: May 10, 1956
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T. Takami, J. Hashimoto, N. Kaneko
Article type: Article
1956 Volume 14 Pages
93-100
Published: May 10, 1956
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In this report, is investigated the change of the rate and the cause of Marine accidents owing to boiler damages of Japanese vessels. For reference of our investigation, refered the Decisions of the Marine Accident Inquiry Agency Jan 1916〜Jun 1954. Before the 2nd Great War, the rate of numbers of boiler damages for numbers of vessels. 100 G/T and over have gradually decreased year after year, but increased again after. About the cause of damage, it is concluded from the statistic that changes with the development of boiler manufacturing technique. We hope this report will be usefull for the prevention of marine boiler damage.
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H. Nakayama
Article type: Article
1956 Volume 14 Pages
101-107
Published: May 10, 1956
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There are considerable cases of sweat damage, which has close relation with outside air. Now examining several cases of sweat damage, chiefly in relation to the weather ship encountered on the voyage. I try to induce a common and fundamental condition of weather in which sweat damage is apt to happen. As the main subject of this report, I take up the sweat damage of sugar sustained on the voyage from Formosa to Kei-Hin. First, quoting some cases from "Hatch Survey Report" (published by the Japan Marine Surveyors and Sworn Measurer's Association) I take up a decision of surveyors that sweat damge was only caused by abrupt change of weather and then reflecting the condition of weather of those cases by the weather chart, I try to induce systematically the weather condition that causes sweat damage.
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Y. Nakashima
Article type: Article
1956 Volume 14 Pages
109-121
Published: May 10, 1956
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Vinyl bottom paints have excellent anti-corrosive and anti-fouling properties, but on the other hand, when applied, practically, they showed some notable differences from oil paints. In order to investigate their painting effects, we tested: them on the SHIOJIMARU. From these results the following deductions may be made: (1) Anti-fouling property was excellent. (2) At welding parts they did not prove so good. (3) They were more sensitive to the weather condition than oil paints. The similar raft tests are still being carried on.
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F. Takikawa
Article type: Article
1956 Volume 14 Pages
123-129
Published: May 10, 1956
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Drawing to close of the TOKUGAWA Shogunate, with the import of the steamship from foreign country the sailing-ship business dwindled. wise ship-owner or ship's husband who far-sighted, want to escape trouble replace the sailing-ship with steam-ship. Then vessels (Sailing-ship) change hands so frequently. A deed of the sailing-ship sale denotes her downfalling pathetic story. I shall mention the brief subject about those deeds.
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T. Shibata, K. Urata
Article type: Article
1956 Volume 14 Pages
131-135
Published: May 10, 1956
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It is considered one of the importance of this education that the more education and training of seamen on board are expected to make ships the safer navigation and the more ecconomical operation. According to the results of this survey, we have found it necessary to make efforts on the following to help the study of students under the bad conditions; a) To reconstruct the course of study. b) To produce the educational atomosphere in the floating communities of ships. c) To establish the credit for graduates. d) To adapt all other educational methods to them.
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Article type: Appendix
1956 Volume 14 Pages
App2-
Published: May 10, 1956
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Article type: Cover
1956 Volume 14 Pages
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Published: May 10, 1956
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Article type: Cover
1956 Volume 14 Pages
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Published: May 10, 1956
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