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Article type: Cover
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Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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Article type: Cover
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Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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Sannosuke SHIMAMOTO, Shigeru YAMASAKI
Article type: Article
Pages
1-17
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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In order to enable the docks to operate safely at night also as well as at daytime, they were equipped with illuminating and communicating apparatus. Besides, No.3 dock was installed with hot air drying apparatus and FRP staging for cleaning and painting of ship's shell. This paper outlines the schemes and actual datum of the nighter docking apparatus. The items mentioned bellow were specially noted at the beginning of the schemes : (1) Port and harbour regulations have to be observed, as the dockyard is situated in the Kobe harbour. Care must be taken not to obstruct the passage of ships nearby and to avoid blinding the men at the wheel of tugs. (2) As well as ship's docking and undocking works, miscellaneous ship repair works are able to be performed safely, quickly and efficiently.
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Hideo SASAJIMA, Ichiro TANAKA, Michio NAKATO, Eihichi MORISAKI, Kenji ...
Article type: Article
Pages
18-28
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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The term "Bulbous Stern" has the same meaning as "Hogner Stern" which was originated with Hogner. The purpose of our investigation is to find out whether or not it is possible to decrease propeller horse power of the bulbous stern ship compared with that of ordinary sterns by improving propulsive efficiency, even though her resistance inevitably increases. This report deals with experiments carrid out on 8 bulbous stern ships (3 tankers and 5 cargo ships) which were so designed that the principal dimensions of ship, the position of propeller, and sectional area curve were changed as least as possible. Flow patterns around the sterns and wake distributions have- also been investigated. Analizing the results of these experiments, we reached the following qualitative conclusions. (1) The total resistance of the bulbous stern ships is about 5-20 % higher than that of ordinary ships. (2) There may be some possibility to decrease propeller horsepower by a few per cent by providing a suitable shape and an appropriate position of the "Bulb" is designed. (3) To make the wake distribution of the bulbous stern ship uniform in the circumferential direction of propeller circle, it is preferable to make the "Bulb" somewhat virtically longer in the transverse section. (4) The most important of all the problems in designing the bulbous stern ship is to make the augmented resistance due to the "Bulb" as least as possible. It is relatively easy to improve the wake of the bulbous stern and its distribution, but it will be the most difficult problem to design the "Bulb" with the minimum augmented resistance.
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Kazuo TERAZAWA, Shinkichi TASHIRO, Akira NITTA
Article type: Article
Pages
29-39
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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This paper deals with both analytical and experimental investigations into the effective length of deckhouses and superstructures as well as the necessary extent of the strengthening at bridge ends from view point of the longitudinal strength of ships. Based on the Bleich's method for analyzing the structural interaction of deckhouses with their main hull girders, a general criterion for the determination of the effective length is first discussed for the cases of actual ship scantlings. Furthermore, tests are carried out by using steel models in order to obtain the side stiffness and the deviation factors of the superstructures, taking into consideration the effect of the tapered-down side shell plating at bridge ends upon the structural interaction. The results of the study have revealed such conclusions that the effective length of the deckhouses and superstructures can be regarded as 0.25L and 0.15L respectively (i being equal to ship length), and the thickness of upper deck plating inside of bridge should be maintained within a distance of 0.05L from the ends equivalent to that of the strength deck, as specified in the Rules of the Ship Classification Society.
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Rinichi WASHIMI
Article type: Article
Pages
40-46
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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When a marine propeller is designed, the weight, moment of inertia and strength of blade of the propeller etc. should be calculated. These calculations, in practice, are very complicated, because the method of graphical integration is used as a usual process of calculation. At the stage of initial design, the basic particulars of a propeller are often required to be determined in a short time. For this reason, many empirical formulae have been presented, but few formulae are satisfactory for any type of propellers. The author calculated the above-mentioned quantities of propellers for many particulars which are varied systematically, by using a high speed digital computer "IBM 7090", and obtained new approximate formulae with sufficient.accuracy.
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Issei SUETSUGU, Katsuya FUJII
Article type: Article
Pages
47-59
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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According to the results of forced vibration tests on actual ships, singular phenomena are found in the higher modes of hull vibration. For instance, the stern vibrations, jump of frequency curves and irregularity of mode curves, etc. occur frequently. The most important cause of them are seemed to be the effect of coupled vibration of the ship's bottoms with the hull. For the purpose of investigating the ship's bottom vibration, the authors made the forced vibration tests, using the vibration exciter, on seven ships which include three cargo vessels, two bulk carriers and two oil tankers. Furthermore, they manufactured the methacrylate box girder of hollow section partitioned by bulkheads into 13 subdivisions, of which bottom panels vibrate locally, and made the forced vibration tests on water by magnetoelectric vibration exciter. What clarified from these model experiments and vibration tests on ships are summarized as follows. (1) Ship's bottom panels show remarkably large amplitudes compared with those, measured on upper deck. (2) The vibration of ship's bottoms have a decidedly impoortant influence upon ship's hull frequencies in the higher modes, which are lowered some extent than expected by ordinary calculations of hull natural frequencies. (3) The experiments on the box girder of which bottom panels vibrate locally show that the peak amplitudes of each resonance diminishes gradually when resonant frequencies approach to the natural frequency of bottom panel, and stern vibrations arise when exciting frequencies exceed the resonance frequency of bottom panels.These phenomena simulate the behavior of ship's vibrations in the higher modes very well.
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Masanobu UEHARA, Katsuto KANAO, Shigeru FUKUDA, Tsutomu IWAI, Hayao MO ...
Article type: Article
Pages
60-64
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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Explored to aid the remote control of marine diesel engines now becoming the keen interest of the world's shipping circles, the cylinder oil flow-meter which has been developed by the authors based on the principle of differential transformer measures the rate of oil flow in each cylinder oil supply pipe with reasonable cost. This flow-meter detects and indicates the oil flow per cycle of the mechanical lubricator pump by means of transforming the flow into the displacement of piston in the detector, and then into the voltage. The meter is designed to sound alarm when flow rate becomes below the set point. Besides monitoring, digital indication and alarm signal, the meter can record automatically the flow rate when connected with the engine data logger.
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Takehiko KIHARA, Tomoyuki HIROWATARI, Yoshihiko TSUJI, Yoshimasa EGUCH ...
Article type: Article
Pages
65-72
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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In this paper, the authors report the result of calibration of a torsiograph which is generally regarded as good in accuracy. For a considerable period of time, we have had a few doubtful records among many cases, which might be due to the effect of measuring equipment and method. Therefore, we made the calibration and obtained the test result as follows. 1) Geiger's torsiograph had a good accuracy when there are no effect of vibration of the. belt and foundation. 2) The resonance at the natural frequency of torsiograph was not observed. 3) The effect of vibration of the driving belt to the recorded amplitude was very severe. 4) The effect of vibration of the foundation in the vertical and belt direction below 30 cps is scarecely observed.
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[in Japanese]
Article type: Article
Pages
73-77
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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[in Japanese]
Article type: Article
Pages
78-80
Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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[in Japanese], [in Japanese]
Article type: Article
Pages
81-87
Published: October 30, 1963
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Article type: Appendix
Pages
88-90
Published: October 30, 1963
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Article type: Appendix
Pages
App1-
Published: October 30, 1963
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Article type: Appendix
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Published: October 30, 1963
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Article type: Appendix
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Published: October 30, 1963
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Article type: Appendix
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App4-
Published: October 30, 1963
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Article type: Appendix
Pages
App5-
Published: October 30, 1963
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Article type: Appendix
Pages
App6-
Published: October 30, 1963
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Article type: Appendix
Pages
App7-
Published: October 30, 1963
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Article type: Appendix
Pages
App8-
Published: October 30, 1963
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Article type: Cover
Pages
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Published: October 30, 1963
Released on J-STAGE: February 24, 2018
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