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Title: 可変ピツチプロペラ船の荒天碇泊法単錨泊について
Other Titles: On the Anchoring in Strong Wind at Single Anchor of the Variable Pitch Propeller Ship
Authors: 阿部, 茂夫
Authors (alternative): Abe, Shigeo
Issue Date: Mar-1966
Publisher: 長崎大学水産学部
Citation: 長崎大学水産学部研究報告, v.20, pp.70-86; 1966
Abstract: The training ship of the Nagasaki University Faculty of Fisheries, the "Nagasaki-maru" on her training voyage, happened to be overtaken by Typhoon No.17 (Rubby), at Hongkong on September 5, 1964, and, being under the gusts of the maximum momentary velocity of 40m/s for about 2 hours, recorded the maximum momentary wind velocity 54m/s and the minimum atmospheric pressure 966mb. Among the vessels at anchor there, 3 ships sank after grounding, 14 ships grounded and 120 junks sank. Owing to the operation by the angle regulation of the variable pitch propeller and the remote control of the main engine revolution, " the Nagasaki-maru" succeeded in keeping anchoring through the storm for about 8 hours without dragging the anchor. From these experiences and records, some studies were made on the anchoring in strong wind at a single ancdor of the variable propeller ship, and the results are reported here. (1) During the anchoring of 7 hours and 41 minutes, the regulations of the propeller pitch angle and the engine revolution were performed 726 times, that is, 1.6 times per minute; and in every five minutes, 14 times were maximum and 2 times were minimum. (2) During the time, the anchoring was kept with the ship speed at 4 to 6 knots under the wind blowing at the maximum momentary velocity of 30 to 40m/s and at 6 to 8 knots under the wind at the maximum momentary velocity of 40 to 50m/s. However, the ship speed must be regulated properly according to the gustiness. When the gust changed its direction suddenly at the velocity of about 50m/s, the helm was changed to head against the wind with the ship speed of about 11 knots. (3) The chief officer must be posted at the forecastle to report about the direction and the tension of the anchor chain. This is very important when the engine is operated in anchoring. And the ship is necessary to have an equipment furnished to connect the bridge with the forecastle. (4) The anchorage must be set up at a broad area of the sea without obstacles because the ship moves in a large scope using th engine, But it must not be positioned facing an open sea. It is needless to say that the type of the bottom is desirable to be good for holding the anchor. (5) The anchor chain should be slackened as long as possible. This serves not only to increase the holding power of the anchor but also to enlarge the action radius of the ship. (6) It is necessary to keep anchoring, knowing the position of the anchor by a buoy or a light buoy on the anchor. (7) When the variable pitch propeller ship tries to anchor using the engine, the engine can, of course. used easily. But it is left to a future study which is the more suitable, anchoring at a single anchor under the operation of the engine; or anchoring using another anchor as a preventive of yaw under the operation of the engine, for example, as the hammer lock moor, without letting the ship move so much / 1)7時間41分の守錨の間に,726回のプロペラピッチ角度及び機関回転数の調整を行なった.即ち平均1分間1.6回の操作であり,5分間別に見ると14回が最多使用回数であり,2回が最少使用回数である. 2)守錨時の船速は,最大瞬間風速30m/sから40m/sまでは,4ノットより6ノットの船速で,又40m/sから50m/sまでは,6ノットより8ノットの船速で守錨した.然し風の息を見ながら適宜調整しなければならない.風向が,急変した50m/s前後の突風の場合は,11ノット前後の船速で転舵し,錨及び錨鎖の把駐力を利用し容易に風に立て得た. 3)一等航海士を船首楼に配置し常に,錨鎖の方向,張力を報告させなければならない.これは守錨上の機関使用に非常に重大な事である.又船橋と船首楼の間の連絡が,直ちにとれる装置が必要である. 4)錨地は機関を使用し,広範囲の運動をする関係上邪魔物のない海面を選定しなければならない.然し,外海に面して居ってはいけない.錨かきの良好な底質である事は勿論である. 5)錨鎖は許容限度まで伸ばす.これは錨及び錨鎖の把駐力を増す目的ばかりでなく,船の行動半径を広くするためでもある. 6)錨に浮標又は燈浮標(漁業用)をつけ,錨の位置を知って守錨する事が必要である. 7)可変ピッチプロペラ船の守錨の場合,容易に機関使用出来得るので,単錨泊にて機関使用し広い行動半径での守錨が,最適か,他の一錨を振れ止めに使用し,例えば,Hammer Lock Moorで余り船を行動させず機関使用して守錨するか,何れが最適であるかは,今後の問題である.
URI: http://hdl.handle.net/10069/31513
ISSN: 05471427
Type: Departmental Bulletin Paper
Text Version: publisher
Appears in Collections:第20号

Citable URI : http://hdl.handle.net/10069/31513

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