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Article type: Cover
Pages
Cover1-
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Article type: Cover
Pages
Cover2-
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Noboru YAMAMOTO, Kiyoshi TERAI, Tatsumi KURIOKA
Article type: Article
Pages
1-13
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Unlike other structures, ship's hull has a very large dimension, and its construction is complicated. Therefore, it has been widely noticed to be difficult to promote automatic welding in the domain of shipbuilding. It would be evident that this can not be solved only by increasing labor equipment ratio, in view of the fact that the ratio of application of the highly modernized process, so called "line welding process" as seen in Swedish shipyards, for example, over the total amount of welding is within the range of only 10% in arc time. The authors succeeded in promoting automatic welding by applying various specialized welding techniques, such as one pass full penetration welding, automatic welding of curved shell plates or electroslag welding of both ordinary and consumable nozzle types, as well as by improving the process and quality controls, to all stages of shipbuilding.
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Ryohei YAMADA, Jiro ISHIDA
Article type: Article
Pages
14-19
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Thre are two major methods of reliquefying LPG, i. e. one is direct refrigerating method and another is indirect refrigerating method. For direct system, minimum available capacity of centrifugal refrigeration unit is ca. 200 ref. tons. So, there is a possibility to adopt direct centrifugal system for larger LPG tanker in the near future. For indirect system, two tandem compound drive-through centrifugal compressors of low pressure and high pressure casings with one driver-steam turbine or motor-are now in operation and also under construction. But the cross compound system which is consist of low pressure and high pressure compressors driven by separate drivers is a new tendency for the future, because of its low running cost and also good flexibility in operation.
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Shiro WATANABE, Toshio TSUTA
Article type: Article
Pages
20-25
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Thermal stresses in urethane foam insulation layer of L. P. G. container are theoretically analyzed, and also photothermo-elastic ecperiments are carried out. The results are as follows: (1) Stresses are maximum at the contact plane of insulation layer and container wall. (2) The value of maximum stress is -(1-(αs)/α)(αET_<-1>)/(1-v).
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Shinsuke AKAGI
Article type: Article
Pages
26-36
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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The heating of oil tanks in order to maintain the contents in a fluid condition is nesessary in most tankers. However, lack of the knowledge of heating characteristics associated with high-viscosity of oil has made it difficult to design reasonable heating systems. This paper dcals with the heat transfer problems on these heating systems. The heat transfer coefficients of the coils and the tank-walls are obtained theoretically, and a good agreement between the theory and the experiment is shown. Thermal convective characteristics in a model tank are also studied.
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Takaaki TANIMOTO
Article type: Article
Pages
37-44
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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This paper presents a new type of propeller design diagrams which will be useful in the early stage of ship design. It has been derived from the results of systematic open propeller tests conducted at the Ship Research Institute, the Ministry of Transportation, and of similar tests by Prof. Troost. When ship speed, EHP, engine power and number of revolutions or diameter of the propeller for a ship are given, the optimum diameter or number of revolutions, pitch ratio and propeller efficiency are easily found in the diagrams. In addition to the design diagrams mentioned above, new cavitation diagrams based on Dr. Nakajima's cavitatation criterion are given in the paper. To these cavitation diagrams are added simple cavitation criterion curves derived therefrom which very much help the designer decide the critical number of revolutions free from propeller cavitation at the early stage of design.
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Toshio SAKAI, Ko NISHIMAKI, Shiro USHIODA
Article type: Article
Pages
45-61
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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To know what strength the ship side structure has against a collision of ships is very important in estimating the severity of a collision accident. In the nuclear powered ship, especially, it is imperative to provide a collision resisting structure on the sides of the atomic pile chamber. Following points of the investigation have been tried to clarify through the experimental tests by using models in 1/15 scale for the necessary informations to the both, designing and evaluating allowable safety limit, at collision barrier for the critical collision in nuclear powered ship. (1). Effect of difference of relative strength between the bow and the side structures on the shock resisting energy capacity through the tests on various kinds of bow structure models and side ones (2). Effect of relative dimensions of deck plate and side shell plate, and layers of decks of collision barrier on the shock resisting energy capacity through the collision tests, pressing the rigid bow model onto the side structure models. A new semi-empirical formula for calculating total energy absorbed by shock resisting construction has been obtained from the test results.
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Ikuo MIZUTANI
Article type: Article
Pages
62-68
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Ship vibrations are mainly caused by the propeller and the marine diesel engine. The author previously reported a model experiment and its theoretical study, describing how it was conducted and how it proved successful in reducing the vertical ship vibration caused by one periodic force such as the propeller-exciting force. Now, in this paper, the auther describes the results of analytical study on the reduction of the ship vibration caused by the marine diesel engine, by adding a counteracting force. Generalized formula expressing the ship vibration is introduced by using a model of a simple uniform beam. An exciting couple and a counteracting force acting on this model are numerically analysed. By selecting φ_<13> and T_<13> so as to minimize [numerical formula], [numerical formula] is the amplitude of the vibration at a distance (il)/(40) from the end of the stern, the vibration is greatly attenuated by applying a fairly small counteracting force in such a manner that the force acts on the stern. The use of counteracting force as above is far more effective than lessening the exciting couple to half in amount, for reducing the magnitude of the responese. The counteracting force (T_<13>, smaller than T_<11>)/2, a pair of T_<11> composing a couple itself, is effective enough to attenuate the vibration caused by the couple.
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[in Japanese]
Article type: Article
Pages
69-71
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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[in Japanese]
Article type: Article
Pages
72-77
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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[in Japanese]
Article type: Article
Pages
78-81
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Article type: Appendix
Pages
82-87
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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Article type: Appendix
Pages
App1-
Published: March 30, 1967
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Article type: Appendix
Pages
App2-
Published: March 30, 1967
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Article type: Appendix
Pages
App3-
Published: March 30, 1967
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Article type: Appendix
Pages
App4-
Published: March 30, 1967
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Article type: Cover
Pages
Cover3-
Published: March 30, 1967
Released on J-STAGE: February 25, 2018
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