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Article type: Cover
Pages
Cover1-
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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Article type: Cover
Pages
Cover2-
Published: December 30, 1966
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Article type: Appendix
Pages
App1-
Published: December 30, 1966
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Masaru IKEDA
Article type: Article
Pages
1-6
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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As a series of studies on small habour crafts, the data on high-speed steel custom picket boats are continuously presented in this paper.
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Osamu TAKAMATSU, Mamoru TANAKA, Kanro KANEGAE
Article type: Article
Pages
7-16
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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World's first drive-on/off ocean going automobile/bulk carrier "OPPAMA MARU" ownedby Messrs. Mitsui O.S.K. Lines Ltd. and "ZAMA MARU" by Messrs. Showa Shipping Co. Ltd. Were built by Hitachi Zosen and had entered their regular services of carrying automobiles from Japan to the United States and grain in return voyage. The authors, engaged in planning of the said vessels, should like to introduce distinctive features of the vessels focussing on the arrangements of automobile loading/discharging and transport for the reference of the design of this kind of vessels which will increase its number in the near future with expansions of the exports of Japanese automobiles to the overseas markets.
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Takayuki WAKABAYASHI, Tsutomu FUJIWARA, Hisayuki YASUDA
Article type: Article
Pages
17-24
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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It is running current to install the swinging-derrick cargo gears on board such vessels as lumber carriers, steel-bar carriers, etc. because of their rational and economical duties. It must be reckoned, however, that there would be some problems in performance of the swinging-derrick type cargo gears if the conventional cargo winches that have been used for the union-purchase type cargo gears are applied to the swinging-derrick type cargo gears as they are. This report tries to clarify what the problems and resolutions in the cargo winches to be used for the swing-derrick type cargo gears are.
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Kei ABE, Hirozi URA
Article type: Article
Pages
25-31
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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Recently, we have made jumbo-conversion works at our yard on four of 12 years old oil tankers. Each was cut into two, aft and fore, and then each old aftbody coupled with a newly-built forebody and each two old forebody jointed together by welding into a oil station barge. When the works were carried out, we found various kinds of corrosion risen inside of oil tanks of the said secound two ships. Having studied them further, we believe we are now in such a position that we can sum up the matter from viewpoint of shapes and causes of corrosive action, and repairs of corrosions as follows. As to the corrosions on bottom plate, (1) We found some were maximum 24.1mmφ of pitted ones and the otherswere average 2.5mmφ of general ones. It is assumed that the degree of progress may depend on the kind of ship, kind of oil tank and part of oil tank. (2) We will be able to point out the oil in tank, the ship's route, the ballast, the butterworth and so forth as the loading factors governing the causes of corrosions. (3) We assure it is considered to be most efficient to apply doubling plate and/or build up by welding on the corroded spots in order to repair them out. Concerning the other corrosions. (1) Those were found in excessive condition especially at the topside transverse bulkhead of midship wing tank. (2) It is presumed that as years go on, the action of stress corrosion combined with possible structural defect, might work together and raise corrosion to initiate a crack. (3) The way of repairing them will be the same asmentioned above. It should be noted, however, that there has never been found any relation between corrosions of bottom plates and those of heating coil, etc. from the viewpoint of the spot where any corrosion may rise.
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Shiro ITO, Junichi SHIOTANI
Article type: Article
Pages
32-36
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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When we intend to control the accuracy of the pipe-fitting in ship, the following factors and the relation betwwn them must be considered. Those are the accuracy of pipe proper, of the pipe-fitting, and of the hull construction. It is rather easy to control each factor independently, but the total tolerance are to be detetermined in relation with those factors each other. Here, in this study, we tried to resolve this problem by means of the summation of the errors of pipes, and the calculation of the elastic deformation of pipe units. By this method, we can give the reasonable tolerance to each control factor, and on the other hand we can get some date for piping design.
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Shiro WATANABE, Sasagu KOMARU, Sekio KONISHI
Article type: Article
Pages
37-41
Published: December 30, 1966
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A L-type anti-pitching tank which has a duct with an opening at one end is studied. Characteristics of the L-type anti-pitching tank are as follows. 1) Zero response frequency does not exist. 2) Anti-pitching moment, when the opening of a duct is turned forward, is about 30% larger than backward. 3) Smaller damping of tank water and larger anti-pitching moment can be obtained, as compared with ordinary anti-pitching tanks.
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Masahiro MATSUI
Article type: Article
Pages
42-47
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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Effects of activated anti-pitching fins were previously studied on a model ship. The results were published in Journal of the Society of Naval Architects of Japan, vol. 119. In this paper, the author derived a method of calculation of an optimum value K, so-called a control constant of the feed back system. The constant K is composed of three elements; K_1, K_2 and K_3. And these three elements can be shown in the following relations; [numerical formula] [numerical formula] By the expressions above, frequency responses of ship motions are expressed as follows. [numerical formula] [numerical formula] Using these formulas, a control system of activated anti-pitching fins can be designed more easily.
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Hajimu MANO
Article type: Article
Pages
48-57
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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Accompanied with the recent increase of allowable tank length of tankers, a problem on the transverse strength of tankers has been discussed. That is the increase of shearing deformation in such long wing tanks, and it is feared that the large deformation may cause trouble. Recently Prof. Yamakoshi and K.Kagawa proposed a general method to calculate the deformation of every wing tank and investigated the effects of the deformation on the stress distribution of transverse frame rings. In this paper the characteristics of the shearing deformation are clarified from other viewpoint and an approximate method for estimating the deformation are presented. And by using the approximate method the effects of swash bulkheads in the wing tanks on the shearing deformation are estimated.
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[in Japanese]
Article type: Article
Pages
58-60
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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[in Japanese]
Article type: Article
Pages
61-66
Published: December 30, 1966
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[in Japanese], [in Japanese]
Article type: Article
Pages
67-74
Published: December 30, 1966
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Article type: Appendix
Pages
75-78
Published: December 30, 1966
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Article type: Appendix
Pages
App2-
Published: December 30, 1966
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Article type: Appendix
Pages
App3-
Published: December 30, 1966
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Article type: Appendix
Pages
App4-
Published: December 30, 1966
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Article type: Appendix
Pages
App5-
Published: December 30, 1966
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Article type: Appendix
Pages
App6-
Published: December 30, 1966
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Article type: Appendix
Pages
App7-
Published: December 30, 1966
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Article type: Appendix
Pages
App8-
Published: December 30, 1966
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Article type: Cover
Pages
Cover3-
Published: December 30, 1966
Released on J-STAGE: February 25, 2018
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