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Article type: Cover
1960 Volume 22 Pages
Cover1-
Published: March 25, 1960
Released on J-STAGE: September 26, 2017
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Article type: Cover
1960 Volume 22 Pages
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Published: March 25, 1960
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J. Hashimoto, M. Katayama
Article type: Article
1960 Volume 22 Pages
1-11
Published: March 25, 1960
Released on J-STAGE: September 26, 2017
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This paper shows that the effects influencing many factors in the motion of acceleration and crash backing of a diesel direct driven vessel due to the different kinds of the operation of the engine maneuvering were analyzed by calculation. The training ship "Fukae Maru" in Kobe University of the Mercantile Marine was used for the example of calculation. The operations of the engine maneuvering are shown as the two equations which are that of dF/dt=const. and of dn/dt=const. (F=engine torque, n=shaft revolution, t=time). The calculation was done under some assumptions and it's result, however, made us notice such basic hints as shown following for the study of the engine maneuvering in a diesel direct driven vessel. (1) In acceleration the increase of (n) always loses against that of (F). Consequently in case the maneuvering on the condition of dn/dt=const, and dn/dt=0 some time later is operated, we notice (F) has a distinguished peak. (2) In case of crash backing and shaft crash reversing, the increase of (n) does not lose against that of (F). In case (F) is fixed constantly some time later, we notice (n) gradually decreases and in case (n) is fixed so, we notice (F) increase at the beginning and gradually decrease through the maximum point. (3) In case constant starting torque is acted, the change of the conditions when the shaft revolution is increasing depends greatly on the ship motion on that time.
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T. Morishita, Y. Nagata, M. Nishikado
Article type: Article
1960 Volume 22 Pages
13-19
Published: March 25, 1960
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S. Kitagawa, F. Osawa, Y. Harada, S. Hyodo, T. Okajima
Article type: Article
1960 Volume 22 Pages
21-30
Published: March 25, 1960
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In this paper, we attempt to introduce an outline of our Questionnaire, and show the reliability and validity of our educational point of view. We also suggest the basic mechanisms of group dynamics connected with them.
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S. Kitagawa, F. Osawa, Y. Harada, S. Hydo, T. Okajima
Article type: Article
1960 Volume 22 Pages
31-39
Published: March 25, 1960
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Cadets' education should be channeled according to their line of interest. Thus, education should be performed always in relations to their chains and concerns. Byusing the Questionnaire results, better understanding of general trends and current ideas can be obtained. Such being the case, we feel that the basis of trainingship education should be the use of the questionnaire method and the subsequent development of students' interest fields.
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T. Nishibe
Article type: Article
1960 Volume 22 Pages
41-48
Published: March 25, 1960
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It was noticed the smaller the scale of business of shipping companies, the high the frequency of disembarkation of seamen due to diseases and injuries. This fact suggests the unfavourable working conditions in small enterprise. Regarding the relationship between morbidity and working conditions, the following points attracted the author's attention: 1. The incidence of tuberculosis was evidently high in those engaged in light work or taking the night shift, especially the midnight. 2. In the engine and catering department, vitamin B1 deficiency, diseases of vein and urogenital system were more frequent. 3. The incidence of neuropsychosis was higher among radio officers and engine officers. 4. The accident rate of sailors was the highest among all due to cargo work. 5. The morbidity rate in the engine department decreased remarkably in the past several years.
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T. Hashimoto, T. Kumagori, J. Fujiwara
Article type: Article
1960 Volume 22 Pages
49-54
Published: March 25, 1960
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We give in the following the new practical method by virtue of diagram solution for finding out fathomability of echo-sounders which in other way can be calculated and furthermore mention about the future perspectives of echs-sounders being quite probable employing two different frequencies considering about directivity of transducer element and propagation characterristics with respect to frequency.
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N. Samejima, T. Yokota, A. Iwai, K. Yoneda, T. Nohara, M. Okada, H. Ki ...
Article type: Article
1960 Volume 22 Pages
55-58
Published: March 25, 1960
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In order to make a research on the motion of a ship at anchor in a strong wind, we have recently made a water-tank combined with wind-tunnel. This installation can blow a steady wind of 7m/sec at maximum in the windtunnel and set afloat a model ship of one meter in length on the water of the tank, 3 meters in length and 4 meters in width, topped with the wind-tunnel.
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N. Samejima, T. Yokota, A. Iwai, K. Yoneda, T. Nohara, M. Okada, H. Ki ...
Article type: Article
1960 Volume 22 Pages
59-69
Published: March 25, 1960
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This paper is the report of experiments on ship's motion riding at single anchor using a model ship of the Nissei Maru, one of the typical cargo three islanders. The experiments were carried out by means of the water-tank combined with the wind-tunnel mentioned in the above thesis. The results of the experiments have shown us that the following fscts are recommendable in decreasing the ship's yawing motion and minimising the shock load on the anchor chain. 1 It is better to increase the ship's displacement, that is, to make her full-loaded if possible. 2 It is better to trim by the head. 3 It is better to make chain cables as heavy as possible.
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M. Yamasaki
Article type: Article
1960 Volume 22 Pages
71-75
Published: March 25, 1960
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The measurement of corrections of the Loran sky wave was carried out by Loran rates 2S1 and 2S2, on the sea at the eastern part of Japan in August, 1959. The following are results from comparison of delay times observed with those obtaind from the empirical formula. 1. Curves of the measured values at any day differ from the one by the empirical formula, but the mean of all data looks to agree nearly with it. 2. Probable errors of the delay times are 10.2^^<μs> at the position 291 miles distant from the station, 6.7^^<μs> at 385 miles and 4.5^^<μs> at 533 miles. 3. From the fifty data obtained by the measurements at places 250 miles or more apart from the nearest station, we got 4.2^^<μs> of probable error of the sky wave correction.
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K. Kutsuna, S. shigehiro
Article type: Article
1960 Volume 22 Pages
77-84
Published: March 25, 1960
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The position fixed by Decca has correspondingly the same degree of accuracy with that of the triangular survey using landmarks. From this point of view, the following studies in which Decca was utilized were carried out during the hydrographic surveying conducted August through September, 1959, off Tokati, Hokkaido, by the Japanese Hydrographic Office: 1) Measurement of the Survey Ship Takuyo's maneuverability (turning circle and distance of new course). 2) Observation of currents using ship's positions by Decca and dead reckoning, comparing the results with those obtained by G.E.K. 3) Measurement of the accuracy of positions by Loran. As to the result of 1), a considerable accuracy was ascertained in the ship's turning circle obtained. The result of 2) revealed that the values obtained by means of Decca and dead reckoning were approximately the same as those of G.E.K. As to the result of 3), ship's positions by Loran rate 2S1 were obtained within 1 mile error, but when using the rate 2S2, positions could not be obtained so accurately, in some cases with errors ranging from 5 to 7 miles, because of being in the proximity of the base line extension.
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Torao Mozai
Article type: Article
1960 Volume 22 Pages
85-91
Published: March 25, 1960
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K. Namikawa, Y. Tarumi
Article type: Article
1960 Volume 22 Pages
93-100
Published: March 25, 1960
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In accordance with our investigation on the contours of the constant probability density of the ship-position regarding several typical forms of the chain of the Decca Navigator System, it is found that the fundamental rules in selecting the most accurate pair are as follows: (A) You should utilize the pair except the nearest slave station, the pair on the opposite, when yon, close to the extension of the base line, enter the wedge-shaped part. (B) The borderline for selecting the most accurate pair near the base line is curved into the side which has a greater angle drawn by the two base lines, in case each neighbouring angle is different. (A)' According to the differences of the lane widths on the base line, the wedge-shaped part in the item (A) should be changed as follows: a) wider to each side, when the opposite pair is (P, R) b) narrower from each side, when the opposite pair is (R, G) c) biased towards the (R, G) side, when the opposite pair is (P, G) (B)' According to the differences of the lane widths on the base line, the borderline in the item (B) should be changed as follows, even when the angles drawn by each neighbouring base line are equal. a) much biased towards the (R, G) side, near the base line <MR>^^^ b) fairly biased towards the (P, G) side, near the base line <MP>^^^ c) slightly biased towards the (R, G) side, near the base line <MG>^^^
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F. Maeda
Article type: Article
1960 Volume 22 Pages
101-103
Published: March 25, 1960
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N. Samejima
Article type: Article
1960 Volume 22 Pages
105-108
Published: March 25, 1960
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The problem of errors in the Radar plotting was published by Capt. F.J. Wylie (J.I.N. 12, 198) and Capt. H. Topley (J.I.N. 11, 167), and it has been shown that the error in estimated distance of the C.P.A. depends on mean range and range change in plotting interval. The writer wants to introduce the rate of error to the estimated distance of C.P.A., like Topley showed the percentage error in the estimated speed. The formula (6) is the error rate of estimated distance and it gives fairly good result though it is very simple. It shows that a rate of error is inversely proportional to a bearing change, not being concerned with others. In fig.2 drawn from formula (6), the error rate is about 60% when the bearing change is 3°. If a bearing change is 1°, ΔD=1.72D It is ambiguous on which side the ship will pass, as the error is larger than the estimated distance of C.P.A. It can be said from above that it is necessary to have at least 3° bearing change between two observations, so that a maximum error rate is about 60% and probable error rate is about 20%. Further, it is desirable that an estimated distance of C.P.A. is 3 miles in fog, and then maximum error will be 1.8 miles and the remain distance 1.2 miles.
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M. Fujisaki
Article type: Article
1960 Volume 22 Pages
109-112
Published: March 25, 1960
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In Hydrographic survey there are three fixed points X, Y and Z on the earth. Projection of points X, Y and Z are points A, B and C on the paper. The ship's position is fixed by the intersection of two position lines found by observing the horizontal sextant angles subtended by two chords XY and XZ. In hydrographic survey sometimes points A, B and C are not on the surveyor paper (Cf. fig 1). Then there must be drawn two systems of many circles, one pass through two fixed points A and B. and the other pass through two fixed points A and C. To draw many circles as explained above is complicated. This subject is to transform circles into straight lines passing through the point D and E, such as AB・AD=AC・AE=a^2, (a is arbitrarily constant). Every straight line is determined by any two points on the line, so that it is shown for example as 50° and 50°, 60° and 60°, 70° and 70°, etc. In fig.1, it is shown to make surveyor paper by the indoor work. The surveyor paper is almost as big as the rectangular frame. In fig.2, the point A is the center of inversion. It transforms circles into straight lines. An inversion rule (a particular rule) has a scale, the scale point H, I such as EH・EI=a^2 are same numbered. In fig.3, it is shown how to make the rule. Fig.4 is the surveyor paper, used up to the present. Fig.5 is the new surveyor paper, devised by me. The dotted line is prepared to illustrate the directions for use. Fig.6 and 7 are tools for plotting the ship's position. Fig.8 shows a section for surveying.
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Y. Chihara
Article type: Article
1960 Volume 22 Pages
113-121
Published: March 25, 1960
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Basing upon investigation concerning working conditions of navigators on watch by the observation method and the actual arrangement and height of work-surface of navigational instruments at several ships, the author studied the rational arrangement and height of work-surface of equipment for navigational aid on the bridge in accordance with the request of human-engineering principles.
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Y. Inaba
Article type: Article
1960 Volume 22 Pages
123-130
Published: March 25, 1960
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For a study on the nature of a sail, the profile of the sail and the state of air current around it are fundamental data. The writer, in order to know them, performed tank experiments in low Reynolds number, and took photographs of stream lines as shown in Fig.4. To put the data in order, the writer used di, the small differences of profiles from the circles indicated in Fig.3, and got Table 1. Then, making use of these results he presented some considerations about the mutual relations between the profiles and the various alterable factors, viz., the angle of attack, Reynolds number and camber.
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R. Kawashima
Article type: Article
1960 Volume 22 Pages
131-142
Published: March 25, 1960
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This paper describs the analysis of the experiment about the ship's rolling motions induced by waves which was performed on September 5th, 1959 in Tsugaru Straits. The experiment consisted of the observations for wave heights and measurement of ship's rolling angles. For analysing the results of the experiment, statistical and spectral methods were used. As to the observations of waves, the photographs of Froud's wave pole were taken by a 8mm cine camera with a specially designed shutter, by which the successive records of every second were obtained for about 10 minutes long ; and as to ship's rolling motions, a pendurum type rolling angles recording meter was used. From the records which were obtained and measured by the above noted methods, the apparent periods and amplitudes of waves and rolling angles, the following items were calculated and discussed ; 1) The highest, 1/10 average, 1/3 average and average value of wave heights and rolling angles. 2) The energy spectra of wave heights and rolling angles.
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K. Honda, K. Katagami, A. Sugiura
Article type: Article
1960 Volume 22 Pages
143-155
Published: March 25, 1960
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Authors had several Model tests to made researches on the holding characteristics of Stocked anchors (Mooring and Admiralty types) and Stockless anchors (Hall, Smith, and Bald types) with the aid of Automatic Null Balance Strain Recorder as the first step of the study on the anchoring of ships.
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H. Saka
Article type: Article
1960 Volume 22 Pages
157-163
Published: March 25, 1960
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We should not apply Steering and Sailing Rules (Article 17〜Article 27 in Prevention Collision) in any vessels in fog, heavy rain-storms & etc, for the vessels must be in sight of one another. A power-driven vessel must avert collision with another vessel only by the rule that is prescribed "navigate with caution until danger of collision is over" in Article 16 (b), not only when a vessel could not ascertain the possition of another vessel but also ascertained it by hearing her fog-signal.
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H. Ibuki
Article type: Article
1960 Volume 22 Pages
165-170
Published: March 25, 1960
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When the direction of the tidal stream is southerly, the vessels should pass on the starboard side of each other (starboard to starboard passing) in to the water areas of Kurushima Kaikyo according to the "Cabinet Order For Navigation in Specified Water Areas (Article 7)". On the other hand, the vessels should pass on the Fortside of each other (port to port passing) in the water areas of the narrow swept channels led to the eastern entrance of Kurushima Kaikyo in accordance with the "Regulations For preventing Collisions At Sea, 1948 (Rule 25)". I consider, Therefore, we should become aware of the fact that these two contrary Sailing Rules are executed on the one border line of these two water areas at the eastern entrance of Kurushima Kaikyo. In this connection, I'll call your attention to prevent Marine Accidents that may happen due to the confusion on the execution of these Sailing Rules.
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M. Hosono, T. Takeda
Article type: Article
1960 Volume 22 Pages
171-176
Published: March 25, 1960
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Through the measurements of electric power consumption in M.S. "Sanuki-Maru" and M.S. "Honoruru-Maru" by recording meter and the investigations of electric power demand for about fifty cargo vessels in every state, we were ascertained that the conclusion of the 1st report are right. From the results, we discussed on the necessary capacity of generator and prime mover on the basis of loading power.
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Article type: Appendix
1960 Volume 22 Pages
App1-
Published: March 25, 1960
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Article type: Cover
1960 Volume 22 Pages
Cover3-
Published: March 25, 1960
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Article type: Cover
1960 Volume 22 Pages
Cover4-
Published: March 25, 1960
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