関西造船協会誌

表紙

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p. Cover1-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_Cover1

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目次

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p. Cover2-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_Cover2

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"ESSO SWITZERLAND"増トン工事

林豊, 鴨志田達, 井藤幸明, 渡辺和彦

原稿種別: 本文
p. 1-12
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_1

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The "ESSO SWITZERLAND", which was built two years ago, was recently enlarged from a 35,000 DWT class tanker to 49,000 DWT in our shipyard to improve operational efficiency. A newly built 80 ft. midbody with two tanks was added, and, besides this, not as in a usual jumboizing, the depth was increased by raising the upper deck 9 ft. To lengthen vessel is often undertaken and is not especially noteworthy, but to deepen it on such a large scale seems to be the first attempt in the world. This report mainly describes the procedure used in deepening the ship. The method used consisted of cutting the hull abaft the midship bridge for the newly built midbody, and of horizontally cutting the hull at 12 ft. 8 in. below the upper deck. The lifting power of a floating dock was utilized to remove the upper part of the hull by hanging it on the walls of the dock. The upper part was replaced by cranes after hull deepening blocks had been installed.

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船用クレーンについて

冨田幸雄, 小尾雅俊, 若林喬之

原稿種別: 本文
p. 13-18
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_13

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Burtoning method by cargo winches is still adopted to a large extent for ship cargo handling duty. However, ship deck crane is now getting into the lime-light as one of the measures to promote efficiency and simplicity in cargo handling. In 1961 the jib type deck cranes of Kampnagel make were installed, for the first time, on three export sister-ships to USSR built at Hitachi Sakurajima Shipyard. And we are fully assured of advantages of the cranes under practical operations. This report refers to a brief introduction to the mechanism, to advantages of the cranes compared with cargo winches and to some dynamical analysis on it.

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船体中央部損傷時GM損失量の簡易推定法

杢中勝

原稿種別: 本文
p. 19-24
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_19

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The committee for the Safety of Japanese Nuclear Powered Merchant Vessel is now investigating the theoretical and practical basis of subdivision and stability rules for nuclear powered ships which comply with the recommendation of SOLAS 1960. At the investigation of damaged stability of nuclear powered cargo vessels, loss of GM after flooding at midship part was calculated for many ordinal cargo ships by Prof. Mandelli's approximate method. However, it seemed rather difficult to arrange these obtained data in forms suitable for explaining how the loss of GM is governed by hull form and ship condition. The author prepared this paper to solve the said difficulty. In the paper he transformed the formula for GM loss provided by Prof. Mandelli into a none dimensional form, and found that the loss of GM is mainly governed by breadth-draft ratio before damage and by damaged length. And the author presented a chart from which we can approximately but easily and quickly estimate the loss of GM after flooding at midship part for cargo ship with ordinary hull forms.

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船用主機取扱いの実態調査について : 第2報タービン

中西雄, 柴田典雄

原稿種別: 本文
p. 25-29
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_25

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While the main engine manufacturers prepare instruction books and etc. from the designer's view point, chief engineers usually operate the engines according to the instructions with a certain extent of deviation based on their own past experiences. It is logical to think that such experiences of engineers should be fully studied by manufacturers and incorporated into design. Unfortunately, however, it appears that shipbuilders have not attempted to make such study. In view of the circumstances, the Kansai Society of Naval Architects in Japan sent inquiry to the chief engineers of more than thirty vessels to find the actual operating method of main engine. The following is the time required for and method for warming up and cooling down in actual operation found from the results of the inquiry. 1. Process of warming up and cooling down on each vessel is almost the same. 2. The time required for warming up and cooling down is largely different on each vessel. a. Turning hour of engine for warming up: Perfectly cold up to 3 hours Started after two day engine stop 2 to 3 hours Started after one day engine stop 1 to 2 hours Started after a half day engine stop up to 1 hour b. Time required from load up to full power 0.5 to 1 hour c. Time required from full power to propeller shaft stop 0.5 to 1 hour d. Time required from propeller shaft stop to turning for cooling down 3〜5 minutes 6. Time required for cooling down less than 2 hours

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船用 JIS 弁の流れの抵抗係数の実態について

石谷清幹, 井上清

原稿種別: 本文
p. 30-47
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_30

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Flow Resistance Research Committee was founded in 1960 by the Ship Machinery Manufacturers' Association of Japan to coordinate the joint research program among shipbuilding companies and valve manufacturers. This paper summarizes the activity of the Committee in the field of JIS valves. The Committee is currently engaged in the experiments on the flow resistance of strainers and heat exchangers. 1. The globe valve. The tested JIS valves totalled 74 numbers. The rated pressure was from 5 to 40 kg/cm^2, and the nominal diameter was from 10 to 130 mm. The flow resistance coefficient ζ as defined by eq. (1) in the text was found to be from 3.5 to 4.8 for 5 kg/cm^2 valves, and from 3.9 to 6.3 for valves for higher pressures. 2. The angle valve. The 30 tested valves were all rated for 5 kg/cm^2, the nominal diameter being from 15 to 130 mm. The measured resistance coefficient was from 1.9 to 2.6. 3. The screw-down check valve. The number of tested valves were 21 for the globe-type and 12 for the angle-type, the nominal diameter being from 25 to 130 mm. It was found that the flow resistance was severely affected by the dynamic pressure of the flowing liquid, because the valve lift was small if the dynamic pressure was not sufficient to raise up the valve to the full-open position. The result of the analysis is presented in the text. 4. The gate valve. The tested 13 valves were all rated for 5 kg/cm^2 pressure, and nominal diameter were from 50 to 130 mm. The resistance coefficient was very small, and was even smaller for larger diameter valves. 5. Also tested were the flow resistance of valves in series, the effect of guide vanes on the valve, the flow resistance of special S-type valves, and so on. Thus, it is concluded that the JIS valve is characterized by the smaller resistance to the flow than the ASA valves and DIN valves. It is hoped that the result obtained will help the shipbuilding industry to reduce the cost and to increase the reliability of the machinery.

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自動化を採用した高速定期貨物船「たこま丸」について

新三菱重工業株式会社神戸造船所造船設計部

原稿種別: 本文
p. 49-56
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_49

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S.S. NINIについて

川崎重工業株式会社造船設計部

原稿種別: 本文
p. 57-62
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_57

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4,700 PS ディーゼルポンプ浚渫船東安丸について

川崎重工業株式会社造船設計部

原稿種別: 本文
p. 63-68
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_63

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商船機関部重量算定法 : 第13報機関室水, 油

関西造船協会造機研究委員会補機小委員会

原稿種別: 本文
p. 69-73
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_69

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会報

原稿種別: 付録等
p. 74-75
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_74

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NINI

原稿種別: 付録等
p. App1-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App1

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たこま丸

原稿種別: 付録等
p. App2-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App2

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大南鴎丸

原稿種別: 付録等
p. App3-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App3

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山峰丸

原稿種別: 付録等
p. App4-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App4

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昭和丸

原稿種別: 付録等
p. App5-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App5

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LISICHANSK

原稿種別: 付録等
p. App6-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App6

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東安丸

原稿種別: 付録等
p. App7-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App7

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末広丸

原稿種別: 付録等
p. App8-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_App8

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裏表紙

原稿種別: 表紙
p. Cover3-
発行日: 1962/09/30
公開日: 2018/02/24

DOIhttps://doi.org/10.14856/kansaiks.107.0_Cover3

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