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Article type: Cover
Pages
Cover1-
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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Article type: Cover
Pages
Cover2-
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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Article type: Appendix
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App1-
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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Hiromi NAKAI, Akira YAMASHITA, Takeshi TANAKA
Article type: Article
Pages
1-5
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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The new system is, in a word, to make an order list after the completion of cutting plan in 1/10 scale. The system has been applied to a material order of 67,000-dwt. foreign tanker whose keel was laid in August 1964, and attained the following distinguished results. 1. The material can be ordered to fully match its use in shop. 2. Loss of material is minimized and re-layout is not required so far as no change is made in design. In consequence, scrap percentage of material can be extensively decreased. 3. Closer and earlier planning of production and material control can be expected. The system has been fortunately carried in effect and all the material ordered with the positive cooperation of all the departments in our yard; desired results have been attained. From now on, therefore, we intend to apply this system, as much as possible, to all ships to be constructed in our shipyard.
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Yukiaki ITO, Hiroshi FUJIMURA
Article type: Article
Pages
6-9
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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On the conversion work of a 29,000 LT DW tank vessel to a 52,000 LT DW one, the old fore body including all cargo tank section and forecastle head were removed, and a new fore body were jointed to old engine room section. At the same time, the old bridge house was removed and shifted from the old body to the new one. The main point of the description in this paper is how to shift the bridge house : the new and old bodies were connected side by side at the level of each main deck by two sets of pin joints and brackets, and at the water level, four wooden fenders were provided to fill up a gap between the bodies. After this preparation, the disconnected bridge house was shifted from the old body to the new one with the aid of a ship launching way, spanning between the ships, with steel ball bearings. During the sliding of the bridge house of 330 tons, enough ballast water was filled in out-side wing cargo tanks of both ships for stationary connection of two bodies under a couple produced by the ballast water.
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Iwao FUTAMI, Mikio HAYASHI, Kiyoshi MIKAYAMA, Jiro NAKAO
Article type: Article
Pages
10-16
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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It is recent trend that shop management generally exerts a powerful influence as well as technique improvements upon industrial progress. Nowadays, even for manual operation in Dockyard, the standard time is frequently established owing to rapid progress of Industrial Engineering. We express, here, the Efficiency Control System in Kawasaki Dockyard based on the standard time which has been set by applying mainly the Rated Sampling Time Study method. The end of this Efficiency Control System is to promote the productivity, not totally depending upon laborer's effort for job, but upon supervisor's managing will, work improvements and eliminating loss time in working hours, and engineer's innovation and development of techniques.
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Noboru YAMAMOTO, Minoru MORI
Article type: Article
Pages
17-24
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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As the corrosion prevention of cargo oil tanks, we have in shipyard many methods and techniques, for example ; Galvanic anticorrosion system, painting method, inhibitor method etc,. Recently cargo oil tank coating is recognized as one of powerful means for corrosion margin control by ship owners, builders and classification societies. Some test was done to find what kind of paints were suitable to prevent corrosion of cargo oil tank, when we apply the painting method. In the laboratory we have done two week cyclic immersion tests of paints in 60℃ crude oil and 35℃ sea water for 18 months and furthermore we investigated it in actual tanks of the SHINANOGAWA MARU, CHIKUMAGAWA MARU and YAMATOGAWA MARU (Kawasaki Line) about one year. According to the results of these tests Polyurethane, Vinylidenchloride, Epoxy and Epoxy coaltar paints showed good results and Zinc silicate, Zinc styrole, Polyvinylchloride paints showed poor results. Taking into cosideration of working properties, recoating properties in repairing dock and painting cost, we can conclude that Epoxy coaltar paint is the most favourable paint for cargo oil tank coating.
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Soichi OKADA, Hiroaki HAMADA
Article type: Article
Pages
25-30
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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At present, we have been studying on more effective and economical features of remote and automatic control systems in machineries based on the experiences on several vessels with automatic control systems, which belong to our company. For M.S. SANTIAGO MARU, ocean going ore-carrier, we adopted progressive automatic controlling and watching devices for the machineries. In this paper, the most remarkable features on the devices are dealt, one is the remote control system of main engine, that is called "one motion driving device", and the other is the centralized watching and data loggering installation for the machinery part.
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Iwao MURAKAMI
Article type: Article
Pages
31-34
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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Direct driving method of A.C. generator from ships' propulsion power unit without slipping mechanism between generator and power unit, may be considered one of the methods to decrease fuel oil consumption and engineers' works in vessels. In this paper, the author introduces the possibility of this method based on some data of conventional oil tankers and an ore carrier, and outlines of this system.
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Kouhei MATSUMOTO
Article type: Article
Pages
35-44
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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In ship structures, there are many openings for various purposes. There are a few investigations into the reduction of members in strength or rigidity due to the existence of openings. In this paper, the reduction of strength of members due to the openings is experimentally clarified by using H sections with variation of opening size and loading condition, and the experimental results were compared with those based on the plastic theory and a good agreement was obtained between them. The nominal sizes of H section supplied for the experiment are 200mm, 200mm, 8mm, 12mm in height, breadth, web thickness and flange thickness, respectively. The results of experiment show that the statical strength and rigidity of H section are not affected by the presence of opening. The stress concentration factor around an opening under bending lies between 1.0 and 2.0, which is nearly the same value as the theoretical one. On the other hand, the result of experiment under large shear force (the models simply supported were tested under a concentrated load, the distance of supports being 600mm and 1,200mm) shows that the strength and rigidity of the models decrease as the opening becomes large. It was also found that the beam with extremely large openings (d/H≧3/4) may collapse like in case of a Vierendeel Trager.
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Yukiharu NEKADO, Masahiro MATSUI
Article type: Article
Pages
45-50
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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Hitherto, many methods of reducing the rolling motion of ships, have been studied : the bilge keel, anti-rolling tank, gyrostabilizer etc. may be cited as examples. But there is almost no study available regarding the pitching of ships. This paper proposes to deal theoretically and experimentally with the pitching motion of ships with tanks which have a close resemblance to the anti-rolling tank of Foerster's open type. According to the paper under the title of "On the Design of Anti-rolling Tanks" presented by Prof. Y. Watanabe, the equation of the pitching motion of ships with tanks may easily be found. The general solution of this equation consists of two parts which are the solutions for free and forced motions. The consideration to the free pitching motion is not very important because it vanishes soon. Accordingly, the forced pitching one only will be dealt with in this present paper. From the calculation of the pitching amplitudes, it is reasonably believed that an anti-pitcing tnak has the ability of reducing the maximum amplitude by about 20%. In order to confirm the accuracy of the result of calculation, further experiments have been carried out by using a ship model equipped with anti-pitching tanks occupying 15% of the length between the perpendiculars, at the bow and stern of the ship model. As a result, it has become evident that about 20% reduction in the pitching amplitude of a ship with the tanks is possible to obtain when the surrounding related condition is at its best.
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Matao TAKAGI, Masami HIKINO
Article type: Article
Pages
51-58
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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As is well known, the vibratory forces by propeller can be divided into two groups, propeller bearing force and hull surface force. In the present investigation, however, a theoretical calculation on such vibratory forces that can be produced on a rudder by the induced velocity of a propeller which is not included in the above-mentioned groups, on the one hand, is carried out and the nature of a vibratory force working upon the rudder is, on the other, investigated by the experimental measurement of rudder's vibration as well as with the theoretical result. And such influences due to the gap between the propeller and the rudder, the number of propeller blades etc. are also described. The conclusions obtained in this investigation can be summarised as follows : (1) As for the vibratory force on a rudder caused by a propeller, the one due to the induced velocity of the propeller is remarkably higher than that due to the induced pressure. And the vibration of the induced velocity consists of two components, one of them being a periodicity caused by a finite number of propeller blades and another being that caused by the ununiformity of wake. In the case of odd numbered blades, the periodicity of a finite number of blades, which is symmetrical to the center of rudder, causes a lateral force, while that due to the ununiformity of wake results in a moment around the center of rudder. In the case of even numbered blades, on the contrary, both periodicities give moments around the center of rudder. This theoretical prediction obtains experimental support. (2) Although there exists theoretically such a distance between a rudder and a propeller that gives a minimum of vibratory forces are not so much different in magnitude for a practical range of distance, because of the levelling of a rudder's chord due to its finite dimension. (3) When a stream-line rudder and a reaction rudder are experimentally compared, the differences between vibratory forces due to a propeller are hardly observed.
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[in Japanese]
Article type: Article
Pages
59-62
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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[in Japanese]
Article type: Article
Pages
63-68
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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[in Japanese]
Article type: Article
Pages
69-74
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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Article type: Appendix
Pages
75-76
Published: August 31, 1964
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Article type: Appendix
Pages
App2-
Published: August 31, 1964
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Article type: Appendix
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App3-
Published: August 31, 1964
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Article type: Appendix
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App4-
Published: August 31, 1964
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Article type: Appendix
Pages
App5-
Published: August 31, 1964
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Article type: Appendix
Pages
App6-
Published: August 31, 1964
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Article type: Appendix
Pages
App7-
Published: August 31, 1964
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Article type: Appendix
Pages
App8-
Published: August 31, 1964
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Article type: Appendix
Pages
App9-
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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Article type: Cover
Pages
Cover3-
Published: August 31, 1964
Released on J-STAGE: February 25, 2018
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