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Article type: Cover
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Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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Article type: Cover
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Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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Kotaro KISHI
Article type: Article
Pages
1-5
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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As the first test case in our country, the damp-preventing eqipment named "Cargo Desiccator" was installed on the "Omurosan Maru", the tanker owned by the Mitsui Steam Ship Co. Ltd., aiming at an improvement in hull preservation by removing damp and water from the cargo tanks and keeping them dry as long as possible. Installed with the equipment, she ran between Japan and the U.S.A. carrying gasoline six times during ten months, form Nov.30, 1953 to Sept.22, 1954. This report describes the outline of the euqipment and compares the amount of corrosion reported by the captain during that period with that of an American tanker stated on the "Motor Ship", June 1953.
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Ichiro HISHIDA, Isamu YAMACHIKA
Article type: Article
Pages
6-10
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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The shell planking of wooden vessels is ordinarily of single planking system. But there would be many other systems which are supposed to be more effective. To ascertain the effect of the alteration of shell planking system on the strength and stiffness of wooden vessel, we carried out the bending tests on eight box-shaped beams which correspond to the following shell structure systems respectively: A: single planking system, B: the same as A, but with narrower frame space, C: double planking system, with inner layer planked 45 degrees diagonally and outer one longitudinally, C': the same as C, but with outer planks connected by butt joint, D: double planking system with both layers planked 45 degrees diagonally, D': the same as D, but with both layers glued to each other, E: double planking system with both layers planked 35 degrees diagonally, F: double planking system with both layers planked longitudinally. The results have showed that in regard to strength and stiffness, the systems marked by C, C', D, D' and E (which are all double planking systems with diagonally planked layers) are far better than the systems A and B (both of which are single planking systems) and the system F lies between them.
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Hideo YAMANAKA, kimio ONO
Article type: Article
Pages
11-18
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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This research was carried out, by the request of the Nippon Kaiji Kyokai, on the first all-welded dry combustion boiler with two furnaces in Japan, which was manufactured at the Innoshima yard. In order to obtain the data for the design, manufacturing, inspection and operation of such an all-welded boiler, authors measured the deformations and stresses of the boiler and also checked. whether it would yield under the test water pressure required by the rules or not. Although authors had not enough time to measure the all of the scheduled points of the boiler, because it was to be fitted to a new ship before long, authors could clear up several facts as follows. (1) Even under the required pressure, any sign of the yielding phenomenon was not noticed at any part of the boiler. (2) Therefore, as far as it concerns the boiler tested, it is not necessary to provide any longitudinal stay to strengthen the water-containing part formed by the flues and shell plate. (3) At the water-containing part above mentioned, it was observed that the ehd plate having a manhole reinforced by flanged plate was stronger in the elastic region than the other not having it, unless there were any other factors. (4) The stress which occurs at the flanged part of the end-plate edge shows the highest value at the center of the curved part, however this highest value of each curved section varies in accordance with the unsupported area of the flat plate to which the curved part joins. (5) It will be seen that holes provided for the water tubes of the rear end-plate do not affect the elastic stresses of the end-plate. (6) The welded longitudinal joint of shell plate, which is annealed after welding, is considered to be stronger than the riveted joint, unless the extreme change of curvature occurs in it while annealing.
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Hitoshi FUJII, Hiroyuki FUKUOKA
Article type: Article
Pages
19-21
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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In the previous paper, we reported that the twisting moment of rudder stock could be estimated fairly well by the ordinary calculating methods only with a little allowance. In this paper we report the some results obtained from the measurements taken after the last report. This time, we used a changing flux type torsion meter similar to the previous one and electrical resistance gauge.
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Tetsujiro TOMITA
Article type: Article
Pages
22-29
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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In order to investigate the effect of the amount and distribution of the load upon the natural frequencies of tanker's hull vibration, various loading conditions were provided on the trial trips of tankers of D.W.18,000 ton class which were built during the last several years. The measured frequencies of the 2-node vertical vibration of tanker's hull gave good coincidence with the values estimated by the method published by the author in the Journal of the Society of Naval Architects in Japan, vol.86. As for the 2-node horizontal vibration the estimated frequencies did not show the same degree of coincidence as in the case of 2-node vertical vibration, presumably due to the unsolved problems such as the ambiguities of the amount of virtual mass and the effectiveness of the load for horizontal direction. But suitable correction factors being introduced, the 2-node horizontal frequencies can be estimated in practically sufficient degree of coincidence with the measured values. The 2-node natural frequencies of tanker's hull at full load condition are given by the following formulae: for 2-node vertical [numerical formula] per minute, and for 2-node horizontal [numerical formula] per minute, where I_V & I_H are the vertical and the horizontal moments of inertia at midship section in m^4 respectively, ΔF is the full load displacement in K.T., and Lp is the length between perpendiculars in m. With the view of avoiding the resonance with natural frequencies of hull the revolution of propeller should be selected in the range of (1.75〜1.90) times the 2-node vertical frequency at full load condition.
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Yoshihisa FUSHIMI, Ichiro HISHIDA, Masayoshi KANO, Tadao KAWAI
Article type: Article
Pages
30-36
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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The rolling angle of the ship in waves has a great meaning for the safety of the ship at sea. As this angle can be theoretically calculated if the so-called "damping coefficient" for roll is known, we made many rolling experiments with a ship model, changing its bilge keels and bar keel variously to find their effects on the damping coefficient. Analyzing the data, we have established a formula predicts, for various conditions of a ship, the damping coefficient and therefore the rolling angle in waves in the preliminary stage of design.
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[in Japanese]
Article type: Article
Pages
37-39
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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[in Japanese]
Article type: Article
Pages
40-42
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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Article type: Appendix
Pages
43-
Published: June 25, 1955
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Article type: Appendix
Pages
App1-
Published: June 25, 1955
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Article type: Appendix
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Published: June 25, 1955
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Article type: Appendix
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App3-
Published: June 25, 1955
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Article type: Appendix
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Published: June 25, 1955
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Article type: Appendix
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Published: June 25, 1955
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Article type: Appendix
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Published: June 25, 1955
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Article type: Appendix
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App7-
Published: June 25, 1955
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Article type: Cover
Pages
Cover3-
Published: June 25, 1955
Released on J-STAGE: January 23, 2018
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