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Article type: Cover
Pages
Cover1-
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Article type: Cover
Pages
Cover2-
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Yoshihiro KUDOMI
Article type: Article
Pages
1-7
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Although it is ideal that lines is decided theoretically to satisfy the requirements and to have the best performances, it is impossible. Accordingly we applied an electronic computer to make the offset of a new ship based on a practical method, doing necessary corrections against the offset of the type ship. On the other hand, as the method contains some points having no generality, we analized the points and tried to express them by the mathematical formulae. The corrections are as follows, (a) The offset of the type ship to be corrected to coincide with principal dimensions, figure of midship section and profile of the new ship, because those of the new ship to be individual to those of the type ship. (b) The offset corrected at (a) step, to be adjusted to coincide with the prismatic curve of the new ship, and the displacement and location of center of buoyancy so as to equal to required values.
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Masatoshi OBI, Takayuki WAKABAYASHI
Article type: Article
Pages
8-15
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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As a recent tendency the automation and rationalization of ship's mooring gears have come to be urgeut so as to compensate lack of crews and to improve the labouring circumstances on the deck and further to make the ships economical by saving the ship's moored time and make the mooring secure, and thus Automatic Tensioning Mooring Winches have now appeared before the footlights not only to prevent the mooring ropes from being broken especially on larger tankers, but also to give an answer to the abovementioned requirements. To make the Automatic Tensioning Mooring Winches fully effective, there will be a demand to find what type is most suitable for the respective mooring conditions of the ships, since they have a variety in characteristics and properties. This report has taken up some of the factors for the above considerations.
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Tamotsu UCHIDA, Shuichi TAKAGI
Article type: Article
Pages
16-18
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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FRP was used partly for the hull construction of the OYASHIRO, the first submarine built in Japan after the World War II. Recently, we had an opportunity to investigate the effect of actual service on the property of FRP. Test pieces cut from the fairwater of submarine, which had been in service for over five years, were tested and their results were compared with the original data. It was shown that FRP degraded to some extent, but it was still met the specification requirements and was serviceable.
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Koichi SUGINO, Izumi YANAI, Hiroshi KAWAGUCHI
Article type: Article
Pages
19-26
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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In this stern jet thruster system, the turbines for the cargo oil pumps are used as the power source for thruster pumps, and sea water taken from the intakes on the port and starboard sides is driven by the thruster pumps to the jet nozzles designed to produce a thrust athwartships. The system was first introduced to the M.S. YOSHINOGAWA MARU, a 70,000 dwt oil tanker completed in August, 1964. The following results were obtained through various tests and these results prove that the stern jet thruster is of great service to the maneuverability of a super oil tanker at mooring, unmooring and heading with a low speed. The results of the tests 1. Thrust 7 tons by 2×1,200 HP pumps 2. Turning ability a. At standing still in fully loaded and free condition Angular velocity 0.10 deg./sec. Time taken to turn 90° 20 min. b. At heading at a low speed in fully loaded condition Ship speed 4 knots Angular velocity 0.11 deg./sec. (Max. 0.16 deg./sec.) Time taken to turn 90° 15 min. c. At standing still in ballasted and anchored condition Angular velocity 0.10 deg./sec. Time taken to turn 45° 10 min. 3. Speed for shifting the ship sideways The jet thruster shifted the ship in light loaded condition 100m sideways within 5 minutes with only one tugboat supporting at the bow.
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Shigeru YAMAZAKI, Noboru YAMAMOTO, Kei ABE, Shouichi NISHIKAWA
Article type: Article
Pages
27-31
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Tow old forebodies cut off from the jumboizing tanker, joined together and converted into a crude oil storage tank barge for use by the Gulf Oil Co. in Nigeria. Cutting and joining work was performed in our floating dock, which is very narrow and short to accommodate above tankers and forebodies. Therefore, detailed work procedure, including combined ship and dock ballasting, was carefully studied so as not to inflict any damages upon ship's hull and dock construction. Each 43 m overhung bow of the forebodies are supported by the floater of 400 t buoyancy when docked for the joining, to assist the dock's lifting capacity and mitigate the bending moment occurred at the ship and dock construction.
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Hisao ITOH
Article type: Article
Pages
32-37
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Several improvements can be poioted out in recent marine boilers of which fundamental structure, two drums, bent tube, integral single furnace has been remained to improve. The basic heat cycle of improved marine steam power plant is with 850 psig of steam pressure, 900°F or 950°F of steam temperature, and 89% of boiler efficiency and four stage feed heating system is applied. The steam condition of this cycle, which recently is specified at the main turbine inlet instead of at the boiler outlet, is stepped up with theoretical background on commercial marine practice. Boilers applied for these plant are fitted with rotary regenerative air preheaters to lower boiler exhaust gas temperature, which causes low temperature corrosion problems. The problems, however, are though to be resolved by water washing, easy replacement of cold-end elements and more accessibility. Major features of recent marine boilers are : (1) completely water-walled furnace, (2) accessible convection type superheater with interpass superheat control, (3) Minimizing of furnace refractories, (4) stronger structure of pressure parts, (5) simplification of support to minimize foundation and installation work, (6) application of long retractable mass action soot blowers for superheater, (7) enlargement of application of automatic and remote control devices.
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Yoshihiro ITO, Masashi NAGAI, Shinsaku HIRANO, Haruo AKANE, Kotaro MIY ...
Article type: Article
Pages
38-45
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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While the use of raw crude oil for the driving a Diesel engine has been a subject of keen interest in view of a high economic advantage, it may entail a considerable degree of uncertainty and anxiety, that have remained unresolved, in regard to the combustibility and safety of crude oils. The use of crude oils in their raw state involves especially the danger of explosion due to leakages of inflammable gases in the engine room, and eventually, views have often been stated in certain quaters interested that crude oils will not be usable for such purposes. In this view, our company has, for some time, been conducting a series of researches concerning the pre-treatment of crude oils so that crude oils may be used directly to the driving Diesel engines after volatile matters involved are removed, and their flash point is raised over 65.5℃. This report relates the results of comparison in the combustibilities of raw crude oils and their pre-heated ones with those of A heavy oil and B heavy oil. In the experiments, Seria, Kuwait and Khafji crude oils were used.
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Tamiro WATARI, Michimasa ENDO, Kimio YOKOTA
Article type: Article
Pages
46-50
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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This paper presents a method of full scale tests to determine the longitudinal maneuverability of a submarine. The basic theory upon which the tests are based, test procedures, test apparatus and some examples of test results are described. The basic theory is described with the equilibrium conditions (1), (2) and (3), and the equations of motion (4), (5) and (6). Hovering test, running trim test and longitudinal Z-maneuver test were conducted to determine the coefficients in equations (1)-(6) which include stastic and dynamic stability derivatives and control derivatives. Neutral trim test, inherent stability test, depth changing test and overshoot test were conducted to directly determine the actual ship performance, to check the results of the former tests and to confirm the validity of the basic theory.
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Shichiro KURODA, Noriyuki TAKASUGI
Article type: Article
Pages
51-54
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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We often need the estimation of the wave-making resistance of submarine at the immersion which does not correspond to the equivalent immersion of the model at tank test for various reasons such as the change of initial design, etc. The authors have sought for some simple methods suitable for design practice of modifying the wave-making resistance of a submerged boby obtained by tank tests according to changes of immersion, and propose a method in this paper. In order to examine whether this method can be applied in practice or not, they compared the values calculated by this method with test results. This method seems to give fairly good estimation of the wave-making resistance at the immersion which does not correspond with that of the model at the tank test.
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Issei SUETSUGU, Ikuo MIZUTANI
Article type: Article
Pages
55-62
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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The vibration of a ship's bottom may be considered to be a combination of two factors; the one, which is fundamental, derived from vibration of a rigid body and the other originating from the flexuous deformation of the bottom. An acrylite plate framed by a wooden block was vibrated in the water, and the reactive force was electrically measured by a load cell. The added mass caused by the vibration of the rigid plate is invariable through the given frequency range in the experiment. In the vibration of the flexuous bottom, the inertia force of a fluid is mechanically similar to the reaction which a mass-spring system gives to the base. A theoretical analysis was attempted on this simplified model, and it is shown that the reaction and the added mass caused by the vibration of the partial flexure in the water can be calculated.
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[in Japanese]
Article type: Article
Pages
63-67
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Article type: Appendix
Pages
68-69
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Article type: Appendix
Pages
App1-
Published: September 30, 1965
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Article type: Appendix
Pages
App2-
Published: September 30, 1965
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Article type: Appendix
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App3-
Published: September 30, 1965
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Article type: Appendix
Pages
App4-
Published: September 30, 1965
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Article type: Appendix
Pages
App5-
Published: September 30, 1965
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Article type: Appendix
Pages
App6-
Published: September 30, 1965
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Article type: Appendix
Pages
App7-
Published: September 30, 1965
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Article type: Appendix
Pages
App8-
Published: September 30, 1965
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Article type: Appendix
Pages
App9-
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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Article type: Cover
Pages
Cover3-
Published: September 30, 1965
Released on J-STAGE: February 25, 2018
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