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Article type: Cover
Pages
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Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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Article type: Cover
Pages
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Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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Hideo KUROKAWA, Hiroshi ICHIKAWA, Yukitoshi KAWAHARA, Masashige KOBAYA ...
Article type: Article
Pages
1-11
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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Today, it is an explicit fact that the ship's scantling and speed are on the upward trend at a remarkably high pace. This phenomenon is of course observed in construction of container ships as well. The latest model of container ships is fairly able to pick up 1,800 pieces of containers and runs at 26 knots. Hereinbelow introduced is the abstract of the launching details of a high speed container carrier that was recently built by Kawasaki Heavy Industries, Ltd. The special features of this launching were that the most careful considerations were required for launching preparation because of the ship's very fine lines to produce high speed and the singularity in main engine installation: 80,000 PS Kawasaki M.A.N. diesel, two units of each 40,000 PS, and two propellers with one rudder. Fully taking account of these conditions, the following measures were adopted to successfully launch the ship that was scheduled on Feb. 20, 1973. a) The after poppet was made in the rush structure with vertical struts only, not in the bracket system. b) Three pieces of saddle strap were used in the fore poppet. c) To collect the sliding ways after launching, "the pulling-out launching system" was adopted instead of the complicated poppet system. d) The building berth was extended aft by 30 m and the keel block portion of the building berth were reinforced. e) The nearest sea bottom and the sea area between the tail end of the building berth and the outfitting wharf were dredged up.
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Hideya HIROOKA, Hiromi SATAKE
Article type: Article
Pages
13-17
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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This paper describes a new method of fitting a steering gear unit, the "Integrated Steering Gear" method. This method is the way of fitting that a steering gear is to be set before fitting rudder. The steering gear is set up perfectly to a big unit including the steering gear seat, therefore it should be called so to say, the "Integrated Steering Gear". The setting-up the steering gear requires the high precision. Adjustment of rudder center to steering gear center should be made, because steering gear center is already decided before determining rudder center. Allowable error for both steering gear and stern frame sides has been examined.
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Tadashi ONO, Toshio Ohtsuyama, Mitsuo TAKATA
Article type: Article
Pages
19-24
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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In MIS - Management Information System - in Sakaide Shipyard of Kawasaki Heavy Industries, a building schedule system takes a leading part. A procuring planning system for outfitting equipments and parts is the only one of the system of the outfitting sections. Although we had controlled a procuring planning system by hand in the past, we began to develop EDP applications since 1968 because of increasing of information and recent progress in computer thechnique, and executed the first step in April 1973. The objects of this system which we are to introduce here is to establish the constitution for timely supplying the outfitting sections with the articles in the first step, but in future we are to extend this system to a process control system for all outfitting sections. The essentials of this system is as follows: 1. We control all the targets and actual records of the 13 nodal points information including drawing procurement and delivery schedule which covers the time of the issuing of the purchasing order specification to the articles by means of computer at every outfitting equipment and part. 2. We adopt on-line, real time system which was never adopted before in our shipyard to immediately catch hold of the latest information at any time. Information is changeable in every minute for many variable factors because we order most of outfitting equipments and parts of the other company. To cope with this changeable information, we set up some on-line terminals in main sections. 3. All the simple mechanical works of the procurement activities by workers are replaced with computer. As a result the workers can spend more time for their brain works. In future, we are to extend this system to a scientific process control system and connect it with the other systems in MIS.
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Minoru MORI, Makoto TOYODA, Motoaki YANASE
Article type: Article
Pages
25-33
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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Recently, there has been an increasing tendency to use tar epoxy resin paint as coating material of vessels. This paint, however, has the shortcomings in its adhesive property diminishing between the first coat of the paint film and the second one unless adequate painting intervals are taken. This study has been conducted to look into the relations between the adhesive property of the said paint and the environmental conditions in the shipyard. As a result, it has been concluded that the following factors are responsible for the lessening of the adhesive property of paint. (1) The greatest factors affecting the adhesive properties are the weathering of the first coat by ultra-violet rays and adhesion of oil. (2) Adhesion of oil to the first coat of the paint film worsens the wetness of the second coat of the paint film. To prevent the adhesive incongruity, it is neccssary to make a surface preparation in such a manner as to "peel off" the surface of the first coat of the paint film with a grinder or a power brush.
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Tatsuo KONISHI, Hisakazu MATSUSHIMA, Kohei HAMABE
Article type: Article
Pages
35-41
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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In recent years the super automation system, to control and watch the machinery part in a ship by a computer, has been risen in needs mainly to ensure the reliability of ship operation. Several ships equipped with the super automation system have already been in service. In turbine ships, the "TOTTORI-MARU" went into service in 1972 for the first time in Japan. HITACHI ZOSEN has already completed diesel ships equipped with the super automation system and also finished the basic design of turbine ships equipped with the system. Recently a computerized monitering system of machinery part in turbine ships has been produced by way of experiment. The operation of the system at a shop test of the steam turbine (type: UA-360, 36000PS, 90 rpm) has shown the propriety of the system. The trial has been held for two programs, a sequential program for warming up the main turbine and a part of programs to watch the running condition of the main turbine and boiler system.
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Norio TANAKA, Yoji HIMENO, Jyunichi NAGAI, Taketoshi OKUNO
Article type: Article
Pages
43-49
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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The authors present here the general remarks and the principal performances of a circulating water channel constructed lately at the Department of Naval Architecture, College of Engineering, University of Osaka Prefecture. The circulating water channel is of a horizontal type and the dimensions of the working section are 6.55 m in length, 1.5 m in breadth and 1.0 m in drart. Discussions are made about the results of the measurements of velocity distributions, velocity fluctuations and the free surface undulations in the working section as well as the results of resistance tests of a ship model and a flat plate at zero incidence.
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Shoichi NAKAMURA, Tomoo HANAWA, Kimio SAITO, Yoshihira KAWATE, Takashi ...
Article type: Article
Pages
51-63
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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In this paper the authors have attempted to study the economic feasibility of ocean-going pusher barge system, by comparing the average annual cost per annual transport capacity of such system with that of conventional cargo ships with cargo weight of 40,000 tons. Analytical procedure based on the ordinary strip method has been developed to calculate the forces on the connecting hinges and the motions of the pusher barge train in regular longitudinal waves. In order to assess the validity of the calculation method, experiments of a model of pusher barge train have been carried out under various wave conditions at the Experiment Tank of Osaka University, and the results are compared with those of calculation.
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Ryusuke HOSODA, Michio TSUMURA, Katashi TAGUCHI
Article type: Article
Pages
65-74
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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A method is presented for routing a ship in the ocean. Critical ship speed in a seaway is obtained theoretically. Nominal speed loss of a ship is evaluated from theoretically calculated resistance increase in regular oblique waves, using the linear superposition technique with I.S.S.C. type 2-dimensional wave spectra and the experimentally obtained propulsive performance in irregular head waves. Deliberate speed loss of a ship is evaluated from a theoretically calculated criterion of vertical acceleration at bow. A mathematical model of environmental conditions is simulated without use of wave forecasting technique. Making use of Pontryagin's maximum principle applied for the mathematical model of the optimum ship route, the system is fixed with the combinations of critical ship speed in a seaway and environmental conditions. The application of computer simulation to the system is discussed and examples of simulated trajectories are presented in the case of a container ship in the North Pacific Ocean.
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Shigeru AKAZAKI
Article type: Article
Pages
75-78
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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In the analysis of turning movements of a ship, the moment of inertia of the ship's virtual mass about the pivoting point cannot be used as that of the ship when she is turning, because the moment of inertia varies according to turning conditions, and is the same in value as the centrifugal force exerted on the ship. By the help of this idea the index-numbers of directional stability and course stability can be explained as follows respectively m_2Mr<OG>^^^-ω^2/P_δV_<1∞>^2cosδ<OA>^^^-<^^=5.25 m_2Mr<OG>^^^-ω^2/0.555(I_0+m_2Mr<OG>^^^)ω^2<^^=0.84 where m_2=0.9+0.1(L/B)
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Michio NAKATO, Yoshitsugu YAMAZAKI, Isao SUZUKI, Seiichi SUNAHARA, Aki ...
Article type: Article
Pages
79-95
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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In the preliminary experiments with small model ships (L=1.25 m), the stern forms of small viscous resistance are explored. One U- and one V-shape sterns are obtained (Figs.3, 4 and 5) In the next step, it is tried to separate the viscous resistance of the models into two components; the frictional and the viscous pressure resistance. It is also tried to evaluate vortical resistance caused by stern vortices. The length of the models used is 4.5 m. They have the same fore-bodies but different aft-bodies: normal, U- and V-shape sterns. (Figs 1, 2 and 6 and Tables 1, 2 and 3) To clarify the nature of the components of viscous resistance of the model ships, the following experiments are carried out in the towing tank of Hiroshima University: i) resistance tests (Figs.7∼11) ii) hull-surface pressure measurements (Figs.12∼18) iii) survey of the flow velocity fields around and behind shipe (Figs.19∼24, 27∼31 and Table 4) iv) flow observations (Figs.25 and 26) Following conclusions are obtained: i) For every model, the frictional resistance is slightly higher than that of equivalent flat plate. ii) It can be concluded that the form factor K represents almost the pressure resistance of model ships and the difference of K values between the normal stern and the U- and V-shape stern is mainly caused by the resistance of stern votices. iii) The vortices of the normal stern damp very rapidly and the vortical resistance is estimated from the velocity field measured at several sections behind a ship. iv) The fullness limit of the aft-body of a ship, where the increase in viscous resistance would be tolerable, is found to be C_<B(AFT)=0.83, although it is very difficult, in any loaded condition, to point it precisely. v) Not only the three dimensional separation but some two dimensional separation are observed in the stern part near the water surface of model ships. It is important to decrease the resistance by removing such a two dimensional separation.
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Article type: Appendix
Pages
97-99
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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Article type: Cover
Pages
Cover3-
Published: December 30, 1973
Released on J-STAGE: March 30, 2018
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