Journal of the Kansai Society of Naval Architects, Japan

[title in Japanese]

Article type: Cover
Pages Cover1-
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_Cover1

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[title in Japanese]

Article type: Cover
Pages Cover2-
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_Cover2

CONFERENCE PROCEEDINGS FREE ACCESS

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[title in Japanese]

Article type: Appendix
Pages App1-
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_App1

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On the Newly Developed Foil-Type Heat-Flux Meter

Tomomichi KURIHARA

Article type: Article
Pages 1-8
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_1

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A foil-type heat-flux meter was newly developed by applying the method of printed wire. Its characteristics such as the response speed and the error caused by heat conduction in thermo-couples were theoretically examined. The thermal conductivity of its base plate was calibrated by experiments and its own characteristic of thermal resistance was clarified. This heat-flux meter fits to use in relatively low heat flux measurement below about 150℃. The availability of the heat-flux meter was proved by a series of tests such as the measurement of the heat losses from oil-tanker cargoes carried out by SR102 Research Committee that belongs to the Shipbuilding Research Association of Japan.

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Study on Actual Performance of Large Tanker Fitted with Ducted Propeller

Hiroshi OKAMOTO, Takeshi OIKAWA, Ryunosuke KAWAZUMI, Shoichi NISHIKAWA

Article type: Article
Pages 9-22
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_9

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We, Kawasaki H.I., Ltd., successfully delivered on 15th December, 1970 a 215,000 DWT and 30,000 SHP VLCC which was equipped with ducted propeller, first in the world-T.T. GOLAR NICHU. Her operational results are satisfactory. Subsequently we built three sister ships fitted with ducted propeller, and six sister ships with conventional propeller designed on the same lines plan. (These ships are to be referred to as series I.) Furthermore, we completed three 245,000 DWT ore oil carriers, one of which was fitted with ducted propeller (33,000 SHP) and the other two were fitted with conventional propeller. (These ships are to be referred to as series II.) In this report, comparison is made between the ducted propeller ship and the conventional propeller ship in regard to performance based on the operational data of the series I and II ships. The following items are studied and conclusions are obtained. A) Speed Performance 1) Correction is made for the speed trial results, excluding effects of wind and tidal current, and then comparison is made. 2) Considering speed, RPM, HP, wind force, wind direction and sea condition picked up from log book, performances in the condition corresponding to no-wind and calm condition are compared. These comparisons show approximately the same results: Speed gain by installation of ducted propeller is 0.35 knot in full load condition and 0.3 knots in ballast condition, and power reduction at the same speed is 7% in full load condition and 5% in ballast condition. B) Maneuverabillity Analysing results of turning tests, Z-tests and spiral tests, we can find that installation of the duct refines turning ability, but reduces course keeping ability, namely increases unstable loop width by about 2 to 3 degrees (full amplitude), but this has no effect practically. C) Vibration Vibration reduces in full load condition, but increases a little bit in ballast condition when immersion of the duct is small. In addition, we describe, in the report, construction in regard to installation of the duct to the main hull and the accuracy control. From the abovementioned analyses, it could be proved that installation of the ducted propeller on VLCC improves ship's performance.

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Stopping Abilities of Ships Equipped with Controllable Pitch Propeller : 3rd Report

Hiroshi OKAMOTO, Kazuo NOZAWA

Article type: Article
Pages 23-33
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_23

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This report mainly describes the 4-quadrant characteristics of the controllable pitch propeller. Using three kinds of models of controllable pitch propellers for high speed container ship, high speed reefer and large ore carrier, we have carried out the 4-quadrant open test at Kawasaki's circulating water channel. From polynominal regression analysis using 0.7R pitch ratio, these open characteristics can be expressed with sufficient accuracy as follows: K_t, K_q = Σ__iΣ__kC_<ik>P^iJ^k Only by this regression formula, the open characteristics can be expressed irrespective of various original pitch and area ratios. In regard to stopping ability, we have solved equations of ship motion by using the characteristics obtained from the above formula and made simulation analysis, and studied effect of C.P.P. pitch angle speed, effect of F.P.P. revolution changing time, and effect of C.P.P. pitch changing pattern for the case of Ship No.1120.

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Roling Characteristics of Self-Elevating Platform and a Study on its Anti-Rolling Device : Report 2

Yoshiki HIRANO, Minoru SAKAO, Noboru NOMURA

Article type: Article
Pages 35-44
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_35

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Various kinds of work done at sea are often characterized by far lower efficiency than in work performed on land. This is true of the self elevating platform (S.E.P.), the subject of this paper. Although the S.E.P. is designed to be able to resist winds of up to 60 meters per second and waves of up to 10 meters high, the regulations forbid installing it on the sea bottom or removal of it from that under conditions involving winds of more than 10 meters per second or waves of more than 1.5 meters high for the purpose of protecting its lengthy legs. But standby time to wait for the recovery of good weather means poor efficiency. This paper mathematically proves, through a study of the rolling characteristics of the S.E.P., the effectiveness of an automatically controlled anti-rolling device in decreasing its rolling by means of compressed air.

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Fundamental Study on Thrust Deduction : 2nd Report

Wataru KOTERAYAMA, Ichiro TANAKA

Article type: Article
Pages 45-55
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_45

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In the previous report, the authors et al. have made an experimental study on the viscous effect on thrust deduction using two bodies of revolution. In the present paper, theoretical attack to the problem is attempted by solving the Navier-Stokes equation by the finite difference method with the assumption of eddy viscosity. Comparison of the calculated results with the experiments of a body of revolution shows fairly good agreement for stream lines around the body, the displacement thickness of the boundary layer, pressure distribution and thrust deduction.

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New Buoyancy Material for Deep Submersibles : Final Report

Michimasa ENDO, Kimio YOKOTA, Naochika NANBA, Hirofumi SEKIGAWA, Takay ...

Article type: Article
Pages 57-64
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_57

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The syntactic foam, micro-hollow sphere embedded in resin matrix, has many superiorities as the buoyancy material for deep sea applications. Micro-hollow spheres of various material with various properties are available to the filler of syntactic foam. The glass spheres are most efficient filler for deep sea applications that are available today. The syntactic foam suitable for 6,000m depth applications could be obtained by combination with high strength glass sphere and epoxy resin. The details of these mensioned above are shown in the previous reports. As the final report of our investigations on the syntactic foam this report presents the properties of water absorption under various conditions and non-destructive test results to confirm its qualities.

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Application of Computer Systems to Ship Design Work Control

Kazuhiko KANAI, Shinsuke AKAGI

Article type: Article
Pages 65-74
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_65

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In recent years, various kind of computer systems has been widely applied to engineering calculations and ship design. However, it has not yet been reported that the computer was applied to the control of ship design works. In this paper, the computer system applied to the control of design alterations is introduced. The statistical methods such as the multivariate analysis are successfully adapted to the factorial analysis of design alterations. The results obtained show us the effective methods to reduce design alterations. Other applications, such as the scheduling and follow-up control of issue of drawings, are also demonstrated.

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On Calculating System for Loading Condition by a Simplified Method

Chiaki KISHIDA

Article type: Article
Pages 75-80
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_75

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For the ship's master, the planning of loading condition of the ship is very important in view of the operation and the structural strength of the ship. In the regulations of International Convention on Load Line, 1966, it is provided that the loading and ballasting of the ship are such as to secure the avoidance of excessive structural stress. Usually, the builders supply "Loading Manual" to the ship for this purpose, but manual calculation takes much time and the results may not be accurate enough for every loading condition when compared with those calculated by using a large computer. Recently, instead of "Loading Manual", a mini computer is provided to the ship for calculation of draft, trim, shearing force and bending moment. From the stand point of low cost and easy operation, a mini computer may be most suitable for these systems, but it has a limit in volume of data and programs. Consequently, it is required to find out a simplified method that functions within the above limit, having a sufficient accuracy for practical usage. In this paper, a simplified method, which is suitable for this kind of calculation, is reported as summarized below. (1) Bouyancy and bouyancy moment can be represented by a function of draft and trim. (2) Draft and trim can be represented by a function of the weight and weight moment of the ship. In addition, the outline of the hardware system, which is developed on the basis of the above simplified method, is presented.

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Calculation of Normal Force of Rudder behind Propeller

Masahiko MORI

Article type: Article
Pages 81-89
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_81

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To tackle a serious problem in predicting the manoeuvrability of a large ship at the initial design stage, the author has attempted to investigate the normal force of a rudder located behind a propeller, and presents a suitable formula for the estimation of such a force. The formula is derived from the application of the propeller momentum theory and the lifting line theory for thin plate of finite span, and is in rather good agreement with some experimental results. The formula is useful to evaluate the effect of the induced velocity of the propeller and the propeller diameter upon the normal force of the rudder. Application of the formula to the design of a rudder is also presented.

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On Coupling of Hull Torsional Vibration and Horizontal Vibration of Superstructure of Car Ferries

Hisashi YAMAMOTO, Ken AIZAWA, Michio OHTA, Yoshitada HIRAMATSU

Article type: Article
Pages 91-104
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_91

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To make clear the nature of hull torsional vibration of car ferries, it is indispensable to investigate the coupling of hull torsional vibration and horizontal vibration of superstructure. On the above problem, the authors have carried out theoretical investigation under the assumption that the main hull and superstructure are uniform beams. Next, a comparison is made between the computed frequency or mode and experimental data of ship "A". The following results have been obtained. (1) In the case of uniform beams, 1-node hull torsional vibration couples with rotary vibration of superstructure. Therefore, the effect of coupling is maximum at ω_φ=ω_H. But, for 2-node vibration, the ratio of ω_φ/ω_H that induces the maximum effect of coupling is variable for the ratio of ω_φ/ω_B or ω_φ/ω_s and the effects decrease for increasing of nodes. (2) By the analysis of vibration for ship "A", the error between computed and measured frequencies is about 10%, and the effect of coupling on the frequency is about 20%. (3) For car ferries, transverse members between the wagon and bridge decks have great influence on the horizontal vibration of superstructure and torsional vibration.

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[title in Japanese]

Article type: Appendix
Pages 105-107
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_105

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[title in Japanese]

Article type: Cover
Pages Cover3-
Published: June 30, 1974
Released on J-STAGE: March 30, 2018

DOIhttps://doi.org/10.14856/kansaiks.153.0_Cover3

CONFERENCE PROCEEDINGS FREE ACCESS

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