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Article type: Cover
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Published: June 30, 1956
Released on J-STAGE: February 24, 2018
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Article type: Cover
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Published: June 30, 1956
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Yoshinao HOSOMURA
Article type: Article
Pages
1-17
Published: June 30, 1956
Released on J-STAGE: February 24, 2018
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Researches of various kinds have been made on the causes of corrosion damage on manganese bronze casted propeller blades of ships built after the War, but very few of them attract the practical engineers' attention. The surface of the propeller blade of the A-Maru built at a shipyard in this district was subjected to very severe corrosion, i.e., six months after her first voyage one blade of 2,205 kgs lost 25 kgs of its weight. While the B-Maru which was built at the same shipyard did not suffer such corrosion after the same period of service as the former. The fact that there is such difference between the two cases prompted the author to make a study of this problem the solution of which will present a means of protecting corrosions. Moreover, many corrosion damages have occured on propeller shaft sleeves recently and it also has become a very serious problem. It, however, being very difficult to study the full process of corrosion on sleeve for lack of chances of the inspection of propeller shaft, long-term experience alone will solve this problem. In this paper the author tried to solve it from a view point of a field engineer and could draw a conclusion from the experience of inspecting many ships. This research aims at eliminating the damages of these kinds in order to improve the operating performance of vessels and moreover at contributing to the Japanese mercantile marine and future naval forces. The author hopes heartily that persons who take interest in the problem make comments on this paper.
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Toshio HISHIDA, Norio TANAKA, Hiroshi KITAMURA, Risaburo HAYASHI
Article type: Article
Pages
18-27
Published: June 30, 1956
Released on J-STAGE: February 24, 2018
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In this paper, we study the loads on the tank structure of a ship due to the cargo oil. The results obtained are as follows: (1) In rolling, as the load the statical pressure will be quite enough, which is given by equation (12). (2) In pitching and heaving, the influence of the acceleration in vertical motion is considerably large, so that the load should be expressed by equation (14'), or (15'). (3) In the special cases; (a) On the tank-top-plate, the punching pressure has to be considered, for which a semi-empirical formula (26) is appropriate. (b) On the members of the inner tank-structure such as longitudinal girders, the load can be estimated by equation (35).
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Eiichi KAWASHIMA, Minoru SAKAO, Masanobu UEHARA
Article type: Article
Pages
28-33
Published: June 30, 1956
Released on J-STAGE: February 24, 2018
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In this paper, speed increasing performance is compared by calculation for two cases which is boosted by open cycle gas turbine (G 2 type) and by high speed diesel engine (Kawasaki MAN VV 22/30). In each case, ship is designed suitably but independently. Their particulars are shown in Table 1, Table 2, and details of calculation are shown in Appendix. Assumed the power increasing performances of main and boosting engine as Fig. 1, the speed increasing processes of each ship become as Fig. 3. From these results, we can conclude as follows, 1. Diesel ship has greater advanced distance than gas turbine ship for same interval.(Ref. Fig. 5) 2. The shorter the time necessary to raise the power of gas turbine, the better the speed increasing performance of gas turbine ship. 3. In design of shafting system, the great torque fluctuation caused only in tubine ship must be considered elavorately. Conclusions mentioned above are made for ship of displacement type that is 360^T and 420^T, however, they are not all applicable for ship of hydroplane type smaller than 100^T.
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Hideo SASAJIMA, Ichiro TANAKA
Article type: Article
Pages
34-41
Published: June 30, 1956
Released on J-STAGE: February 24, 2018
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In order to get a more reliable knowledge on the mixture length in pressure flow, experiments of Nikuradse, Donch and Fage-Falkner are reanalized by the method of a modified momentum transfer theory. The results obtained are as follows. The slope of the mixture length at the wall surface is independent of the pressure gradient and takes the value 0.4. The form of it in the outer region of the boundary layer is, however, somewhat affected by the gradient nearly like Nikuradse's results. Universal constancy of the slope leads to the so called wall law of the velocity distribution and serves to determine the more precise value of the wall friction.
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[in Japanese]
Article type: Article
Pages
42-44
Published: June 30, 1956
Released on J-STAGE: February 24, 2018
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Article type: Appendix
Pages
45-46
Published: June 30, 1956
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Article type: Appendix
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Published: June 30, 1956
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Article type: Appendix
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Published: June 30, 1956
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Article type: Appendix
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Published: June 30, 1956
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Article type: Appendix
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Published: June 30, 1956
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Article type: Appendix
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Published: June 30, 1956
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Article type: Appendix
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Published: June 30, 1956
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Article type: Appendix
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Published: June 30, 1956
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Article type: Cover
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Published: June 30, 1956
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