MITSUBISI-H TECHNICAl. BuLJ.ETIN No. 164
June 1984
MITSUBISHI HEAVY INDUSTRIES, LTD.
T1S ¡JØTJ
L 2 C
Historical Review of Research and Development
in Ship Hydrodynamics
1. Introduction
A ship model experimental tank is a facility for develop-ing creative designs for ship hull forms on the basis of ex-periments on scaled models. Information provided by this
facility is reflected to ship design in many aspects such
as choice of principal dimensions, refinement of hull form and propeller, and determination of engine power.
The Nagasaki Experimental Tank was founded in 1907
as a section in charge of ship model testing for the Nagasaki
Shipyard of Mitsubishi Shipbuilding Company. It was due to the decision of the top management of the Nagasaki
Shipyard based on the consideration that the ship model
testing facility is indispensable for leading shipbuilder to
provide shipowners with ships of the best quality thus
contributing to their interest.
The 75 years history we now have is indeed a realiza-tion of continual effort based on this central idea. Decades after the foundation were dedicated to master the testing
technique and further to develop original technology,
which was followed by great contribution to the design of
prominent ships in prewar years.
In 1943 the Tank moved to the present site of Urakami, and shortly before the completion it was destroyed by the atomic bombing. In the rubble of the war, it continued
to support the Shipyard in design and performance evalua-tion with every means available and partial restoraevalua-tion of facility until the restoration of the whole facility in 1953. After that, the facility has been extended to meet with the demand of the times, in such a way as construction of
cavi-tation tunnel in 1960, seakeeping & manoeuvring basin in 1972 and constant modernization of instrument and
machinery. To challenge higher level of technology,
growing emphasis has been laid on fundamental research which forms a sound basis of development in ship
hydro-dynamics.
Looking back upon these years, it can be recognized that the Nagasaki Experimental Tank has been working,
through the dramatic change of circumstances, constantly for the shipbuilding and shipping world by supplying the
valuable information to the design of ships and marine
structures. This paper is intended for reviewing the past
activities, maintained by the original spirit of its
founda-tion. For early years, the description is made according
to the historical events, and for postwar years it is rather
*Dr. Eng., Former Vice President of Mitsubishi Heavy Industries, Ltd.
Laboratorium voor
Scheepshydromhj
Orchief
1907-1
9ak&weg 2, 2628 CD Deift
75th Anniversary Nagasaki Experimental Tankai.
O1578683 Fax:
Historical Review of Research and Development in Ship Hydro ynamu.s
Kaname Taniguchi*
The Nagasaki Experimental Tank was Jbunded in 1907 in the Nagasaki Shipyard of Mitsubishi Heavy industries, Ltd. Since
its inauguration, con tinuing con tributions have been made not only to the Mitsubishi Heavy Industries, Ltd. but also more in general to the progress of shipbuilding and ship hydrodynamics. Results of research and development have been applied to the design of various types of ships and marine structures. Facilities have been expanded to cope with increasing demands for its capabilities.
All through the 75 year history of the Nagasaki Experimental Tank, the spirit of foundationdirect service to industryhas
been main rained under the situation varying with time. In the present paper these past activities are reviewed historically. Finally, a list of published papers since its foundation is added.
Fig. I Experimental Tank in Akunoura (1907)
itemized by technical achievements.
2. Construction of Nagasaki Experimental Tank (Fig. I) Construction of the Nagasaki Experimental Tank was started on January 12, 1907 and the tank was completed at the end of September. The office and workshop
build-ings were completed on May 22, 1908. The dimensions of the tank were 430 ft (131 m) x 20 ft (6.1 m) with 12 ft (3.7 m) of water depth.
It was the decision of General Manager Hidemi Maruta of the Mitsubishi Nagasaki Shipyard to construct the tow-ing tank. He had learned much about the necessity of a towing tank from Mr. A. Denny, one of his good friends,
who was managing one of the oldest towing tanks in
England and had reported many useful experimental
results. Mitsubishi's enthusiasm for having its own tank
can be better understood when we consider that
construc-tion of a tank as a naconstruc-tional project was also discussed at that time. Many towing tanks already built in Europe
[England (Torquay 1872, Basler 1884, etc.), Italy (Spezia
1889), Germany (liebigan 1892), Russia (Petersburg
1893) ] and U.S.A. (Washington, D.C. 1899) belonged
mostly to the states for naval use and only a few (e.g.
Denny in England 1883) belonged to private industries.
At that time, the Mitsubishi Nagasaki Shipyard had
already constructed a 6172 gross ton ship, Hitachi-Maru (Dec. 21, 1896) and in 1905, had started new construction of a transpacific passenger ship. Tenyo-Maru. as large as 13454 gross ton. Such situations motivated the building
of the towing tank.
During 1905 and 1906, Goro Kawahara was sent to Mr. A. Denny for training in model experimental work.
Un-fortunately, due to illness, Mr. Kawahara had to leave
the Experimental Tank, and as his successor, Mr. Koshiro Shiba was sent to Mr. Denny during 1907 and 1908.
Dur-ing that time, Mr. Denny sent one of the tank experts,
Mr. A. Morris, together with Mr. Kelso, one of the instru-ment manufacturers, to Nagasaki for installation of
measur-ing equipment and trainmeasur-ing of personnel.
Routine tests in the towing tank were initiated in Japan by Mr. Shiba. However, after a short period in
experi-mental work, he had to move to the Nagasaki Shipyard for the construction of warships. Mr. Sintaro Motora
then succeeded him and became the first superintendent
of the Nagasaki Experimental Tank.
3. Research and development before World War II
Development of improved hull forms
The first model experiments were conducted on May
5, 1908 on a cargo ship model (Fig. 2). Model No. 1 was
12 ft (3.66 m) in length and 1.67 ft (0.51 m) in width. lt was a 1/23.75 scaled model of a 285 ft (86.9 m) cargo
ship. An identical hull form tested in Denny's towing tank
was used for the first experiment to examine the
repro-ducibility of the data and accuracy of the measuring
equipment. From May 5 to May 25. naked hull resistance
tests, resistance tests with appendages, propeller
open-water tests and propulsion tests were conducted. The
number of runs was 133, but the results were not fully
satisfactory, so rearrangement and even reshaping of the
rails for the towing carriage were carried out under the
direction of Mr. Shiba. By the beginning of 1909,
experi-, oce_xpT APEAe. I,, ,. .
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3Fig. 2 Record of the first measured data (May 5, 1908)
Fig. 3 Propulsion test system developed by Motora
mental work had become routine. About 1 10 ship models had been tested by the end of 1912.
Among the model tests conducted during this time,
the behind tests based on the Froude method for a cruiser Kirishima model propelled by four screw propellers were
the most difficult experiment. To improve this sort of technical difficulty Motora developed a new measuring system for the behind tests (Fig. 3). For 20 years, until
the move of the experimental tank to its new site in
Urakami, this propulsion test system was used.
In the Taisho era (from 1912 to 1925), in addition to
the model tests for construction of ships, a series of tests for hull form improvements were conducted. Among them,
the series of tests on about 50 models of a medium size cargo ship based on the hull form of Manila-Maru were the most comprehensive ones. Around 1921, a series
of tests on screw propellers of ogival section was also
con-ducted. The paper prepared by Motora on the analysis
method of propeller openwater test results was the first paper ever published in Japan on ship propulsive
per-formance. In another paper by Motora on the relationship
between ship after-body shapes and propulsive efficiency, a twin screw arrangement was shown to have higher pro-pulsive efficiency than the single screw arrangement. This design philosophy has been one of the important technical
heritages in the Nagasaki Experimental Tank. Motora anti-rolling fin-stabilizer
The technical achievements by Dr. Motora can be
regarded as the achievements of the Nagasaki Experimental
Tank and also those of Japanese Naval Architecture in
the Taisho era. Among them the invention of the Motora anti-rolling fin-stabilizer (Fig. 4) was ranked highest.
Fig. 4 Motora anti-rolling fin-stabilizer (1923)
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The conventional gyrostabilizer was very heavy. To
overcome this defect, Dr. Motora invented a means to control the rolling of a ship by use of a pair of fins pro-truding from the ship hull. A lighter device with better
stabilizing performance was thus developed and in 1920,
patent rights were obtained in Japan, England, United
States, Germany, France and Italy.
The first installation of the stabilizer in a full-scale
ship was on a 521 gross ton ship Mutsu-Maru. In rough
sea conditions, the performance of the stabilizer was satisfactory. However, passengers complained of the noise made by the driving of the steam engine and by the machi-nery for control.
Full development of the Motora anti-rolling fin-stabilizer was accomplished by an English company, Brown Brothers.
In accordance with the progress of electric technology,
the fin-stabilizer system matured enough for full-scale
application. Most of the Royal Navy warships during the
World War were fitted with the fin-stabilizers.
Activities of experimental tank in the beginning of
showa era (ca. 1925-1940)
At the end of the Taisho era (in 1923) Teiichiro Aoyama entered Mitsubishi to succeed Dr. Motora. At that time
Dr. Motora was also the head of the Ship Design
Depart-ment of the Nagasaki Shipyard. During Mr. Aoyama's military service, ingenious young ship designers such as H. Shirai and K. Matsushita joined the Nagasaki Experi-mental Tank.
From the end of the Taisho era to the
beginning of the Showa era (around 1925), various research
and development works were actively pursued.
Mr. Shirai carried
out the systematization of vast
amount of experimental data on hull forms and propellers.
For easy use in the initial design of ships, the Nagasaki Shipyard was benefited very much by this work. Mr.
Matsushita, on the other hand, bent his whole attention to new research and development work. He initiated experimental studies on nozzle propellers. Unfortunately it did not mature enough for practical application. Further, for the first time in this era, Mr. Matushita applied aerofoil
section shape to full-scale propellers.
One of the outstanding achievements in the beginning
of the Showa era was the model experiment performed on the Asama-Maru (16947 gross ton cargo-passenger
ship completed in Sept. of 1929) and the Tatsuta-Maru
(16955 gross ton Asama-Maru's sister ship completed in
March of 1930). Under conditions of severe technical
competition with Yokohama Dock Co., the Mitsubishi Nagasaki Shipyard developed a ship form of four screw
propellers. Various studies on the rudders, bilge keels and
other appendages were conducted to determine the best
arrangement and shapes. The Tatsuta-Maru achieved a
distinguished propulsive performance. This was highly
commended by the shipbuilding industry in Japan. Throu-gh this development, intensive studies on the interaction
between propellers
and rudders were conducted, and
various rudder configurations were patented.
In February of 193 1, after having been superintendent
for 20 years, Dr. Motora was promoted to be general
manager of the Nagasaki Shipyard. The assistant general
manager of the Nagasaki Shipyard. Kyosuke Tamai,
direct-ed the experimental tank for about one year and a half,
and then, in July of 1932, Aoyama was appointed as super-intendent of the Nagasaki Experimental Tank.
Aoyama inherited abundant technical properties pro-duced by the former superintendent, Motora. and then,
keeping in close contact with the Ship Design Department of the Nagasaki Shipyard, he dedicated himself to initial design work, such as the determination of principal parti-culars of warships, commercial ships and their propellers,
and the prediction of propulsive performance of these
ships.
Nagasaki Shipyard constructed various outstanding ships
of high propulsive performance, such as NYK S-class high-speed liners with twin screw propellers based on the tradition of Nagasaki Experimental Tank. These ships were marked by the United States before World War II. Further,
the Pusan-Shimonoseki ferries, Kongo-Maru and
Koan-Maru were regarded as ships of highest performance in view
of the today's technological level; That is, they attained
23 knots with a ship length of 126.5 m, and also the hull
form of the 27700 gross ton luxury passenger ship Kasiwara
-Maru (later she was converted into an aircraft carrier
Junyo) were developed in the Nagasaki Experimental
Tank.
In 1937, Kaname Taniguchi entered the Nagasaki Ex-perimental Tank as the successor of the superintendent.
Construction of new experimental tank and atomic
bomb explosion
After 35 years of pioneering activities, the original towing tank in Akunoura site was closed in July of 1943. The planning for modernization of the towing tank began
around 1937, and in 1940 the construction of a new
towing tank was started in Urakami, north of Nagasaki
City. In the summer of 1943, all personnel of the old
tank moved to the new Urakami tank and devoted
them-selves to completion of the new tank.
The total length of the new towing tank was 285 m. Large and small tanks were connected longitudinally.
The dimensions of the cross section of the large tank were determined to be identical to those of the Meguro Experi-mental Tank owned by the Japanese Navy. The adoption
of this section shape was due to the suggestion of Dr.
Hiraga in charge of shipbuilding of Japanese Navy.
The dimensions of the small tank were made identical to those of the former Akunoura tank. All the measuring
equipment such as the towing carriage, dynamometers and even rails for carriage were those used in the previous tank.
This was due to the considerations to resume the model tests as soon as possible, to keep the continuity of test data and to keep a handy size tank together with a large
one.
The new towing tank was the largest towing tank owned by any private company at that time. It was ranked even
as one of the largest among all facilities including ones
for navies and governments of the world. lt is remarkable
to notice that Mitsubishi's initial enthusiasm for towing
tank had not changed even after 35 years.
Routine tests in the small tank began smoothly as had
Fig. 5 Destruction of new towing tank in Urakami by atomic bombing (1945)
been intended. By the end of 1943, full high speed running
by use of the whole length of the tank became possible
after painstaking installation and adjustment of new
equip-ment. Under the direction of Taniguchi, the resistance
tests of high-speed boat models were immediately started. With step-by-step refinement and adjustment of the new
facilities, the research and development work continued
unsparingly, until the end of the war.
The whole facility had not yet been running fully, and
the technique of self-propulsion tests had not yet been matured for routine testing. On August 9 of 1945, an
atomic bombing over Nagasaki City destroyed the whole new facility instantaneously. (Fig. 5)
4. Research and development after World War II
Activities in postwar years
Almost all buildings and facilities were destroyed and only the basin remained without damage. Many personnel
of the Experimental Tank were injured. So the year of 1945 closed with confusion. In 1946, construction of
fishing boats and small ships was started in the Nagasaki
Shipyard. In this connection, design of hull forms and
propellers, and the related calculations were begun in the building of the Nagasaki Experimental Tank, making use
of the small amount of experimental data available. At
that time, the number of employees of the Experimental Tank was reduced to about 10, down from 40 at the end
of the war. Superintendent Aoyama was appointed as the
head of the
Ship Design Department of the NagasakiShipyard. Accordingly, the management of the Nagasaki
Experimental Tank was substantially transferred to
Tani-guchi.
In August of 1946. by the courtesy of Kyushu Univer-sity, Mitsubishi started resistance tests on trawler models
in the towing tank of Kyushu University. to cope with
the new development of hull forms and their improvement,
which could not be done by calculations only. In this
way every possible means was pursued to support the
industry in the aspect of ship hydrodynamics. Based on
these model test results, about 200 trawlers were built
in the Nagasaki Shipyard right after the termination of the
war.
Due to the difficulties of the shipbuilding industries
just after the war, the abandonment of the Nagasaki
Experi-mental Tank was once considered. However, in July of
1946, restoration of the small tank part was decided.
In March of 1 948, it became possible to operate the towing
carriage in the small tank without a roof over the tank.
At that time, Dr. Masao Kinoshita of Japan National
Rail-way Technical Institute entrusted experimental studies on the effect of the direction of propellers for the design of a twin screw ferry boat. Through entrusting such ex-periments, Dr. Kinoshita encouraged the early restoration
of the Nagasaki Experimental Tank.
In 1949, the small towing tank was restored. Using this facility, the hull form improvements at hand were carried
out.
In January of 1949, succeeding Aoyama, Kaname
Taniguchi was appointed as the third superintendent of
the Nagasaki Experimental Tank. Taniguchi's first tasks
as superintendent were model tests on an export ship for the Republic of the Philippines, and the design of hull
forms and propellers. The hull form was designed based on the large amount of research and development results before the war for twin screw ships. Successful sea trial results were obtained. It was at that time that a
counter-measure against propeller singing was established according to the method proposed by Prof. F. Kito.
Development of vertical axis propeller
In 1943 and 1944, Dr. Taniguchi published papers on a simplified theoretical calculation method for the propul-sive performance of the vertical axis propeller. For these papers a prize was awarded by the Society of Naval
Archi-tects of Japan, and for the experimental studies based on his theory, a subsidy was granted by the Ministry of
Education in 1949.
The Japan National Railway (JNR) had been giving
increasingly warmer support to the research and develop-ment of this vertical axis propeller for future application on ferry boats. At last, in 1959, a vertical axis propeller was installed on a small lashing boat for Seikan ferry, and
then Sumitomo Metal Industries, Ltd. decided to install
the vertical axis propeller on a tug boat for the Sumitomo Wakayama Factory, and thus the Mitsubishi vertical axis propellers were put into practical use in Japan.
It took about 20 years from the development of the
initial theory to practical use. In August of 1962 ONR (Office of Naval Research in the United States) invited
Dr. Taniguchi to present a paper on vertical axis propellers
at the 4th Symposium on Naval Hydrodynamics in
Washington, D.C.
Advancement of sea trial techniques
In 1947, with governmental support, a large number
of medium to small size coast cargo ships was constructed in various shipyards in Japan. However, due to the
differ-ence in technical potential for construction and various ways of construction after the war, a wide variation in speed and power during sea trials was reported. To cope with this situation, a workshop was held to find ways
to improve the accuracy of measurement. At that time,
the Japanese Towing Tank Committee (JTTC) was
conduct-ing cooperative research among towconduct-ing tanks for
wanted to have accurate and reliable sea trial data. Under
such circumstances in November of 1949, the Nagasaki
Shipyard carried out extensive full-scale
tests on the
Hakubasan-Maru according to the
plan made by the
Nagasaki Experimental Tank through the courtesy of the owner and in cooperation with JTTC.
Four kinds of measuring equipment of shaft horsepower
(Hopkinson type. Togino type, JNR Research Inst. type
and Nagasaki type) were installed for comparative
measure-ments. With assistance from the Nagasaki Marine
Meteo-rological Observatory. detailed data on wind direction, wind force and tidal current around the mile posts were
obtained by use of an observation ship Kaifu-Maru. This sort of comprehensive and very careful sea trials was the first experience in Japan. In addition to the staff from the Nagasaki Shipyard and Experimental Tank, a
representa-tive of the owner, Mr. Isamu Uchida, and Dr. Masao
Yamagata and members from the University of Tokyo and
Kyushu University were on board.
As a result, it was shown that the shaft horsepower could be measured within an error of 1% when careful
measurements were conducted. Further, the correction
method proposed by JTTC for the effect of wind and tidal
current was found to be reasonable. This cooperative
study contributed very much to
the improvement of accuracy of measurement and reliability of the analysisof sea trial results. At the same time, the results of this study became valuable data for evaluation of the ship
model experimental results. Model-ship correlation studies
Towards the end of the 1940's, the size of ships became
larger, and at the same time the construction method of ship hulls was gradually changed from the use of rivets
to electric welding. As a result, a new problem was raised in the prediction of ship propulsive performance. That is. with the increase in the use of welding, the ship frictional resistance was reduced, and how to take into account this
effect in the prediction of ship propulsive performance
from model tests became a problem. The so-called "Model-Ship Correlation" became one of the serious problems.
In the Nagasaki Experimental Tank, however, a new
model-ship correlaton method had been developed in 1948 and 1949. In this method, instead of Froude's classical
frictional resistance coefficient for full-scale ships, use was made of the frictional resistance coefficient of the Prandtl-Schlichting type, derived from actual ship tests (Dr.
Hira-ga's "Yudachi", Prof. Kempf's "Bremen" and
experi-ments). Because of this method the Nagasaki Shipyard
did not suffer from inaccuracy in prediction of ship
propulsive performance from model tests, even during the period of rapid growth in ship size and of changing from
rivets to electric welding in construction. Series tests of propellers of Mitsubishi type
In 1950, series tests of propellers of the modified
Troost section shape at a high Reynolds number of around
4.5 x l0
were started, to meet the needs of reliablepropeller design and power predictions, and further, of the
reliable analysis of sea trial results. At that time, only the small tank was restored and the ships ordered in the
Fig. 6 Restoration of large tank (1953)
Shipyard were scarce in number and varied in size and
type. With such background, this investigation was planned to have a wide range of application including future irres-pective of kind of ships. In preparing design charts, the
effects of boss ratio, thickness ratio and expanded area ratio on the propeller characteristics and the optimum blade thickness ratio were studied steadily. By 1951, the methods of correction due to these effects were esta-blished. By 1960, design charts for 3. 4 and 5 bladed pro-pellers were in practical use. Further, the effects of surface roughness of propellers were also studied by use of model propellers of 500 mm in diameter, with smooth and
roughened conditions.
Full-scale measurement of speed loss in waves
From the end of 1951 to the beginning of 1952, as the first activity of the newly established Ship Research Asso-ciation of Japan, comprehensive full-scale measurements
were conducted for clear understanding of the ship
pro-pulsive performance in waves. The Nagasaki Experimental
Tank joined this research project. By courtesy of the owner, Nissan Shipping Co., use was made of a 9914 DWT cargo ship Nissei-Maru on her first voyage from
Yokohama to Vancouver, and the measurements of ship speed, propeller revolutions, shaft horsepower, pitching,
rolling, and working stresses on the various parts of the
ship structure were carried out. Simultaneously the mea-surements of winds, wave lengths and wave heights were
made.
As a result, a large amount of speed loss was recognized
in waves. Further, the simultaneous measurements of ship
responses in waves and environmental sea states brought
about valuable data for the true direction of hull form
design and improvement at a later date. Careful
prepara-tion and cooperaprepara-tion from large numbers of professional
scientists made possible such comprehensive full-scale
measurements. This experience opened a way for the
enforcement of full-scale measurements at a later date.
Restoration of towing tank (Fig. 6)
In parallel to the activities by use of the small tank.
the planning for the restoration of the large tank was done
persistently and enthusiastically. Finally, by getting
financial support from the Japan Development Bank,
restoration of the large tank was decided in June of 1952. Immediately, reconstruction was started, and in August of
1953, restoration of the whole facility was completed. In the large tank, a ship model of 7 m in length was
used as the standard size and measuring equipment of high precision was designed and used. This size was considereçi
to be a little too large for the size of the tank, but this
decision was made with more emphasis laid on measurement
accuracy. Arrangement of the large and small tanks, with
which blockage corrections can be easily obtained, also
favoured this. Measuring equipment was all re-examined, and it was mostly designed and manufactured anew. In this
sense, the facility was newly installed in the restored
building. At that time the facility was ranked as one of
the most modern facility in the world. For the control
system of carriage speed, a new system, which had hitherto
been applied only to the roll mill in the iron works, was
courageously introduced. A carriage speed control within 0.2% variation was achieved. This accuracy was epochal
at the time. The carriage rails, of 300 m in length, were
carefully adjusted to the waterlevel.
This new towing tank facility contributed powerfully to the hull form improvement of tankers and high speed
liners in later times; this will be explained later. On Octo-ber 16 and 17, 1953, in celebration of the opening of this newly restored experimental tank, the 62nd JTTC meeting
was held in Nagasaki (Fig. 7). The operating conditions
of the whole facility were observed minutely by the
commi-ttee members.
Fig 7 62nd JTTC Meeting in Nagasaki(1953)
In 1955, planning was started for the restoration of
the Japanese Navy's towing tank in Meguro which had been damaged by the war. JTTC advised in the planning for the
restoration. On this occasion, the Nagasaki Experimental
Tank was asked to manufacture a set of measuring equip-mcnt which was identical to those of the Nagasaki Experi-mental Tank. In later days, another set of equipment was requested by the Transportation Technical Institute.
5. Research and development after restoration of towing
tank
Tanker boom
For full forms such as ore carrier and tanker, due to
the small amount of measured resistance compared with
the displacement, even a very small amount of acceleration of the towing carriage seriously affects the final accuracy
of measured resistance values. Further, from the point of
view of scale effect on the flow around a ship, the size of
ship models is another important factor. As a result, a ship model length of more than 6 to 7 m is necessitated.
Choice of 7 m as the standard model length was thus
validated.
The development of an accurate speed control system with variable speed settings, and high precision measuring
equipment in the Nagasaki Experimental Tank made it
possible to conduct reliable resistance and self-propulsion tests of 7 m models for the development of full hull forms.
This facility thus fully met the so-called tanker boom in
the early I 950's,
Development of hull forms for naval vessels
In 1954 Japanese Defense Agency noticed the high
performance of the large tank in Nagasaki and then
entrust-ed the Nagasaki Experimental Tank with studies on hull forms of high-speed craft and on screw propellers. For
several years, until I 958, when the Navy Experimental
Tank in Meguro was restored from war damages, research and development work entrusted by the Japanese Defense
Agency occupied about 20% of the routine tests in the
Nagasaki Experimental Tank.
In the spring of 1954, self-propulsion tests on
high-speed craft models in waves were conducted for the first
time in the world. Three typical hull forms were tested
to compare self-propulsive performance and seakeeping
qualities in waves. The success of this experiment was
largely due to the good combination of the accurate speed
control system of the carriage and the efforts of skilled
personnel. Valuable data were obtained for the initial
design of hull forms for Japanese naval high-speed craft
after the war.
In the experiments on high-speed craft models, high
precision as well as lightness is required for the measuring
equipment. During these years, ceaseless efforts were
devoted to the development of such equipment and great
advances were made.
During the later 1950's, comprehensive full-scale tests
on propellers and seaworthiness tests were conducted
on light alloy torpedo boats by the Japanese Defense
Agency and the Mitsubishi Shimonoseki Shipyard. Model-ship correlation data and related data for propeller and hull form designs were accumulated.
At the end of 1961,
a high speed torpedo boat, PT-lU of 108 ton displacement,
achieved the speed nearly 50 knots and established the world speed record of high-speed craft driven by diesel
engines.
In parallel with the experiments on high-speed craft
models, resistance and propulsion tests of five frigate
models were conducted, and further, from 1956 to 1957,
self-propulsion tests on a submarine model in schnorkel
condition were conducted.
Studies on propulsive performance in waves
Measuring techniques and apparatus developed through
the experiences of the self-propulsion tests in waves on
high-speed craft models encouraged also studies on propul-sive performance of conventional ship forms in waves. In
inductanc u 1 ypetasdce I (torQue) II n I thrust Output to control unit -III to drive motor inductance type transducer (thrust t2 5 auxiliary balance
for compensation method
((250-i 1(250 balancing weights for thrust
-TJ
ce IlI&iA1U main lever ofthrust balance
thrust bearing to propeller shaft
increase in waves was proportional to the square of the
wave height and the mean values of self-propulsion factors in waves were approximately equal to the values in calm
water. This finding was reported at the meeting of the
Society of Naval Architects of West Japan and also at the FAO meeting in Rome. The dynamometers developed in the Nagasaki Experimental Tank and used in these studies
were reported at the International Symposium at Zagreb
in 1959. (Fig.8)
. Parametric representation of hull form
In 1954, a large-size UEC diesel engine was developed by the Nagasaki Shipyard. A new hull form was demanded for cargo ships which installed this size of diesel engines.
To meet this need, an advanced method in designing
hull forms was developed. In this method, the
character-istics of the hull form were expressed by parametric
repre-sentation, and the correlation between these parameters and resistance characteristics were studied by means of
systematic series tests. And then, by use of these principal parameters, the best hull form was determined under the specified design constraints. This method was different
from the conventional method of hull form improvement
in that more emphasis was placed on the studies of the
effects of prismatic curve and of section shape of
frame-line at bow and stern than on conventional series tests
which studied mainly the effects of principal dimensions such as LIB, B/d, prismatic coefficient and displacement
length ratio, etc.
The idea of this method itself was not new. However, the idea became possible because of the good combination of high accuracy of measuretnent and an ingenious method
of parametric expressions of hull forms. In 1954, Dr. Taniguchi initiated the development of this method, and
Kyoji Watanahe, who entered the Nagasaki Experimental
Tank in 1946, improved the method and obtained the
degree of doctor on this thesis. He succeeded Dr. Taniguchi as superintendent in 1965.
This method was applied to numerous hull form
im-provements, from medium speed cargo ships to high speed
liners and, further, to the improvement of hull forms
of passenger boats and medium to small size cargo ships.
When comparing these hull forms with Todd-60 Series,
Fig. 9 Yamashiro-Maru (1963)
which had been known worldwide as hull forms of good performance based on the experiments on 90 ship models, a few percent improvement for high speed liners and above
10% improvement for full hull forms were recognized. This method of hull form improvement applied effectively
to the development of Yamashiro-Maru type hull form
described in the following.
. Development of "Yamashiro-Maru" (Fig. 9)
In 1962 NYK planned the construction of a high-speed
liner for the Japan-Europe route. For this contract, there
was a big technical competition between Mitsubishi Ship-building Co., Ltd. and Mitsubishi Nihon Heavy Industries, Ltd. (MNHI)*. MNHI proposed a hull form with a large bulbous bow designed on the basis of a waveless-hull-form concept developed by Professor Takao lnui of the
Univer-sity of Tokyo and predicted a great improvement over
"Yamanashi-Maru" which was built by MNHI in the
pre-vious year for the same Japan-Europe route.
On the other hand, Mitsubishi Shipbuilding Co., Ltd., to which the Nagasaki Experimental Tank belonged pro-posed a hull form derived from the new advanced method
of hull form improvement mentioned before. The pro-posed ship had a small bulbous bow and low block coeffi-cient which deviated largely from that of a conventional cargo ship. Her superb performance was demonstrated
from the thorough model experiments and the abundant
model-ship correlation data. NYK preferred the ship form proposed by the Mitsubishi Shipbuilding Co., Ltd.
The new high-speed liner "Yamashiro-Maru" was built by the Mitsubishi Shipbuilding Co., Ltd. and her propulsive
performance was satisfactorily proved by the thorough
speed trials. "Yamashiro-Maru" entered into service at
the end of 1963. After one year and a half, her service
performance was investigated and reported by Mr. Nobuo Ishii of NYK as follows: "Yamashiro-Maru needed 13000
PS at her service speed 19.5 knots, while Yamanashi-Maru needed 17500 PS at the same service speed. In addition to this, the dead weight and cargo capacity of
Yamashiro-* At that time, the Mitsubishi Heavy Industries, Ltd. was
parti-tioned into three companies - Mitsubishi Shipbuilding Co., Ltd.,
Mitsubishi Nihon Heavy Industries, Ltd. and Shin Mitsubishi Heavy Jndustries, Ltd. These were merged again in 1964.
sect ion
X-coupling allowing axial mOvement
gear boo direction of revolution is reversed reo counter(gear ratio 1.50)
Maru were larger than those of Yamanashi-Maru". Due
to these superiorities of Yamashiro-Maru, Mr. Ishii
conclud-ed that Yamashiro-Maru was indeconclud-ed an epochal economic
ship.
Japanese high-speed liners thus offered an attraction to overseas ship owners, and orders of high speed liners were made from overseas. In this way, the technical potential of the Japanese shipbuilding industries were raised to an internationally recognized level, not only for tanker forms,
but also for high grade liner forms.
Under the direction of the superintendent Taniguchi,
Kinya Tamura, who entered Nagasaki Experimental Tank
in 1953, devoted himself entirely to the development of
these hull forms and the hull forms of the next generations. 6. Advancement of research and development with newly
installed facilities
Construction of cavitation tunnel
For the ambitious development of high-speed craft,
quantitative determination of propeller characteristic
under cavitating condition became an important technical
problem. It was also anticipated that the cavitation
pheno-menon induced excitation forces on hull surface when a propeller is working in non-uniform flow at the stern of
large full tankers.
To realize these technical needs, the construction of a cavitation tunnel was decided. It was not impossible for the technical staff of the Nagasaki Experimental Tank to
construct a cavitation tunnel, since the staff had much experience in the construction of the towing tank and
instruments. However, it was decided to buy the facility
from a
professional manufacturer, Kempf & Remmersin West Germany, based on the following considerations:
The principal responsibility of the technical staff in the model experimental tank is not to construct a facility but to produce technical achievements and to make use
of the facility as a tool for hull form and propeller design
and improvement.
Superintendent Taniguchi visited Kempf & Remmers in the summer of 1958 for technical negotiations. Taking this opportunity, Dr. Taniguchi visited distinguished towing tanks in Europe and asked their advice and recommenda-tions for improvement in the planning. As a result, it was decided to buy drawings and measuring equipment from
Kempf & Remmers and to manufacture the body of the
cavitation tunnel in Nagasaki Shipyard, using stainless
steel.
The entire facility was completed by the end of 1959, and the preliminary operations were smoothly conducted. In January of 1960, routine operations were started. The
measuring section was 50 x 50 cm, and tests could be
done in uniform and non-uniform flow conditions. Advice from the European towing tanks having the same type of
tunnel were fully considered in the new construction.
Therefore, it was a satisfactory facility for reliable
measure-ment. This cavitation tunnel has produced valuable
achie-vements from the beginning of its installation. To the
completion of this facility, under the direction of
superin-tendent Taniguchi, Hidetake Tanibayashi, who entered
the Nagasaki Experimental Tank in 1958, devoted himself.
His experiences were reflected later in the construction
of cavitation tunnels for the Japanese Defense Academy, the Ship Research Institute and The University of Tokyo; these tunnels were constructed by MHI.
The propeller design for PT-b, which attained the world
speed record as mentioned before, could not have been
produced without this cavitation tunnel. The reason for
the cavitation erosion at the roots of propeller blades of
this type of vessel was found to be caused by the
inclina-tion of the propeller shaft, and ways to reduce the root
erosion were also studied. The ONR took note of our
research and awarded the research contract to the Nagasaki
Experimental Tank; this was the first contract awarded
in Japan.
Tanibayashi and Noritane Chiba, who entered the Nagasaki Experimental Tank in 1 96 1 , pursued this research
project. Further, basic studies on propeller cavitation and
propeller excitation forces were pursued by them and by Takao Sasajima. who entered the Nagasaki Experimental
Tank in 1965.
Development of hydrofoil boats
In 1969, research and development of hydrofoil boats
were started
in Japan, stimulated by Europe and the
United States. Mitsubishi Shipbuilding Co. preferred to
do research and develop the hydofoil boat on their own.
In January of 1961, MH-1 for 5 passengers, and in April,
MH-3 for 12 passengers ran successfully. and finally several MH-30 for 80 passengers were put into commercial services.
For this development, intensive studies on strength,
struc-ture, and on propulsive performance were carried out. In the towing tank, various studies were conducted on take-off performance, testing techniques of craft models
with dynamic lift, scale effects and propeller performance
under severe cavitation conditions.
In 1962. a new towing carriage with maximum speed.
of 10 rn/sec was installed; thus, capabilities of high-speed testing were strengthened. As the result of this research
and development work, MH-30A, with a maximum speed
of 41 knots, for 80 passengers, was completed in 1963
and in October of 1964, a fully submerged hydrofoil boat
with an automatic control system was being tested. In
Mitsubishi Shimonoseki Shipyard, efforts were devoted to the development of 60 knot hydrofoil boats for the
Japanese Defense Agency.
Measured mile trial code and further study on
model-ship correlation
The size of tankers. 20 kDWT in 1953-54 increased
yearly in pursuit of economy, and in 196 1-62, 90 kDWT tankers were built. In 1965, the size exceeded 100 kDWT and in 1968, 320 kDWT tankers were seen. During these ten years. dramatic advancement was evident in the various
areas of naval architecture; that is,
in the methods of
construction, structure, strength and so on. These
innova-tive technological changes presented a challenge to the
hydrodynamically inexperienced zones
on the model
experimental tanks. Especially, the model-ship
correla-tion problem for full hull forms was one of the most
To cope with this situation, the Japan Shipbuilding
Research Association and JTTC jointly made a new
re-seárch group, SR 41, and carried out comprehensive
coope-rative work on the method of sea trials of such full hull
forms. First, SR 41 discussed the methods of sea trials
for full forms, and then established standard procedures
for sea trials. In this project the Nagasaki Experimental Tank contributed actively to the standardization of speed
trial procedures based on its vast experience in the past.
Next, according to this procedure. careful sea trials were
conducted on several tankers constructed in the seven
representative shipyards in Japan then the trial results
were analysed and compared with the corresponding model
tests.
Through this cooperative work, studies on the model-ship correlation for full hull forms were advanced greatly.
Thus a rational sea trial procedure for full forms was
established. Later, this procedure was extended for wider
application to a variety of ships, and on this basis Dr. Taniguchi prepared the Propulsion Trial Code for the ITTC Propulsion Committee in 1963 (10th ITTC). A
revised edition of this is called now ITTC Guide for
Mea-sured-Mile Trials.
Along these efforts for establishing a practical standard
for speed trials, techniques for predicting full-scale per-formance had been developed steadily incorporating the results of the studies conducted in the foregoing years.
Main subjects implemented during these years were three dimensional extrapolation of resistance particularly for
full forms, extrapolation of appendage resistance of twin
screw ships, effect of cavitation on characteristics of
high speed propellers. Implementation of those physically supported considerations was possible due to the flexibility
of the Mitsubishi's model-ship correlation method. In
1963, the same year as mentioned above for the trial code, this method was published, and soon after adopted as the JTTC standard method. Further, this method provided, together with those similar developed in Europe, basis for
ITTC 1978 Performance Prediction Method. Application of wave resistance theories
In accordance with successful application of wave
resistance theories in Japan in 1960's, for instance, those by Professors T. Inui, H. Maruo, M. Bessho and T. Jinnaka, the Nagasaki Experimental Tank also started studies on hull
forms of least wave resistance.
In 1964. Eiichi Baba, who entered the Nagasaki
Experi-mental Tank in 1963. was the first to solve the optimum
doublet distribution for finite draft ships, and determined the hull form by means of streamline tracing. The
theore-tically determined optimum hull form showed almost comparable resistance characteristics with the best hull form determined through a number of series tests and through applications of the new advanced hull form im-provement method in the Nagasaki Experimental Tank described before. This result encouraged the practical
use of wave resistance theories for hull form improvement.
In 1964. the Nagasaki Experimental Tank developed
a method to determine wave resistance from wave height
measurement, and then a method to improve hull forms
by use of wave pattern analysis was developed by Baba
under the direction of the superintendent, Dr. Taniguchi.
In 1966, Katsuyoshi Takekuma joined the Nagasaki Experimental Tank, after finishing research work at the
University of Tokyo under the guidance of Professor Inui, and introduced a method to determine hull forms of least wave resistance based on the off center singularity distri-bution method developed by Dr. Pao C. Pien of the David
Taylor Model Basin.
These new theoretical means played an important role in the improvement of the hull forms of high-speed liners and container ships constructed by the Mitsubishi Heavy
Industries, Ltd.
New hull form design method for full hull forms
For slow full forms such as large tankers, direct applica-tion of wave resistance theories is not possible, and further,
around the stern, flow is apt to separate, and sometimes
unstable flow phenomena are experienced. For the
im-provement of such difficult hull forms, the method based
on the mathematical hull expressions had been used.
In addition to this method, around 1960, an original and effective design method, which was called the New Design Method based on the Separability Principle, was
developed by Dr. Taniguchi. In this method, the entrance part, the parallel middle body and the run part are treated separately, taking into account the hydrodynamic features of each part. In this method, the entrance part is designed
to attain the least wave resistance. The length of the parallel middle part is adjusted for the requirement of
displacement, and the run part is determined so that good propulsive efficiency is attained. By this method a number of hull forms with favorable propulsive performance was
designed and built.
As a by-product, MHI-bow was invented, this bow is
suitable for full hull forms in both full loaded and ballast loaded conditions. The 320 kDWT tanker for NBC was
one of the examples of hull forms designed by this new
method and its superiority over European hull forms was
recognized.
Hydrodynamic problems of full hull forms
in the middle of the 1960's, intensive studies on ship
resistance components were carried out by means of wake survey and wave pattern analysis. As a result, the wave breaking phenomenon, which is a typical feature for full forms, was found to compose the large part of resistance of full forms. The resistance component due to this
pheno-menon was reported by Dr. Taniguchi and Baba, and it
was named wave breaking resistance at the 12th ITTC
in 1969.
At this conference another important finding on the
flow phenomenon around the stern of full forms was also reported by Dr. Taniguchi and Dr. Watanabe. Stern flow
around full ship models behaves in various patterns due to
the action of the propeller. Unless there is careful use of
model test results, serious problems arise in the
model-ship correlation for such full model-ships. In addition to these
experimental studies, the result of full-scale measurements of flow in the boundary layer near the stern of a full ship
was also reported by Dr. Taniguchi and Takashi Fujita.
who entered the Nagasaki Experimental Tank in 1962. . Development of container ship hull forms
The development of large sized, high powered and high speed cellular container ships was one of the greatest events of the shipping world in the last fifteen years. Many large sized cellular container ships are now being used for the expanded sea routes in place of the conventional types of
cargo liners. To begin with the design and construction of
the first container ship in Japan "Hakone-Maru", the
Nagasaki Experimental Tank has made great contribution
to hull form design making full use of the technology
developed for the foregoing high speed liners.
In the late 1960's, to improve the design of the twin screw container ships, extensive studies were made on bossing from the view point of propulsive performance,
shaft alignment, structural strength, vibration and
main-tenance. Steering quality in passing through narrow
chan-nels such as the Panama Canal was also studied in order to
determine the stern and rudder arrangement. Prediction
of ship motions in waves and various wave loads has been
requested for structural design of the cellular container ships operated in rough sea. Computational programs for prediction and statistical analysis have been developed, together with model test techniques and full scale
measure-ments on the transpacific r.outes.
Mitsubishi Heavy Industries, Ltd. has successfully
delivered container ships of high quality, such as
Kamakura-Maru, Kasuga-Maru and New York-Maru etc.. to the
shipp-ing world.
Construction of seakeeping and manoeuvring basin
The rapid increase in ship size, beginning with the first tanker boom, was beyond the capability of conventional hull structural and strength design methods. To modernize the method of design, accurate estimation of wave loads, hull pressure variation, and impact pressure in various wave directions were indispensable. Further, the
manoeuvra-bility of large full ships became an urgent technical problem.
To cope with these technical problems, the construction of seakeeping and manoeuvring basin was eagerly awaited for years. In October of 1972, a new seakeeping and
manoeuvring basin was completed in a newly developed site adjacent to the Koyagi branch of Nagasaki Shipyard. The basin consists of two parts, a seakeeping basin and a
manoeuvring basin. The principal dimensions of the
sea-keeping basin are 160 m x 30 m with 3.5 m of water
depth, and those of the manoeuvring basin are 60 ni x 60 m with 2 m of water depth, 30 m x 30 m of which is in
com-mon with the seakeeping basin.
In the seakeeping basin, two groups of wave makers of a new flap type without water in the back side were installed at the adjacent sides, 120 m and 30 m in length
respectively. A set of digital controlled X-Y carriage moves along 160 m in length. In the manoeuvring basin a posi-tian detecting system by sonic techniques is set. A path
of free running models is platted by utilizing a digital
computer system for direct processing of test data. In addi-tion to the model basin, a facility for experimental studies
of ship structures was constructed adjacent ta the model basin for the development of reliable design methods of
large ships and related structures. To the completion of
the model basin and measuring system, Dr. Hitoshi Fujii,
who joined the Nagasaki Experimental Tank in 1966
and Hironao Kasai, who joined in 1961, concentrated their whole efforts under the directions of Dr. Taniguchi, General Manager of Nagasaki Technical Institute, MHI and Dr. Watanabe, the fourth superintendent.
Since the completion of the seakeeping and manoeuvr-ing basin, extensive investigations have been conducted to make clear various aspects of seakeepirig qualities of ships
and marine structures and manoeuvrabilities of ships of
various kinds. At the same time a software system for prediction has been improved and applied to the design of ships and marine structures. To the systematization of the software system Dr. Fujii, Mr. Kasai and Takeshi
Takahashi, who joined the Nagasaki Experimental Tank in
1966, have contributed significantly.
In the Nagasaki Experimental Tank it became thus possible to deal with all the aspects of hydrodynamic
problems related to resistance and propulsion, seakeeping and manoeuvring of ships and marine structures. At the same time, linking with model basin activities, the staff of the Nagasaki Experimental Tank is on board to parti-cipate in the speed and manoeuvring trials and also to
investigate service performance of ships.
7. ITTC activities
In accordance with the advancement of ship model experiment techniques, the importance of international
exchange of information, cooperative work, and standardi-zation were recognized. To meet this demand, in 1933, the first International Conference of Ship Tank
Superin-tendents was held in the Hague. Following this conference, three conferences were held prior to May of 1937. During
World War H, the conference was discontinued, and the
first conference after the war, that is, the 5th Conference
was held in London in September of 1948, and the 6th
Conference was in Washington, D.C. in September of 1951.
The present style of conference began with the 7th Confer-ence held in Scandinavia in 1953. To this conferConfer-ence Dr.
Yamagata and Dr. Taniguchi, the superintendent of the
Nagasaki Experimental Tank attended, as representatives
from Japan. Taking this opportunity, Dr. Taniguchi visited outstanding model basins in Europe, and he
re-cognized that the performance and capability of the newly
restored large tank in Nagasaki were as good as those of European model basins. Through this visitation, Dr.
Taniguchi was encouraged and, at the same time, deeply
felt responsibility to pursue excellent research and
dev-elopment work through use of his own facility.
Since 1953, the conference has been held every three
years. The following members from the Nagasaki
Experi-mental Tank have served on various committees for the
International Towing Tank Conference.
Dr. K. Taniguchi Propulsion Committee (9th - 10th)
Performance Committee (11th - 12th) Executive Committee (13th - 14th)
Dr. H. Fujii Mr. K. Tamura Dr. H. Tanibayashi Dr. E. Baba Manoeuvring Committee (15th - 16th) Performance Committee (15th - 16th)
Performance Committee as Chairman
(17th)
Resistance Committee (17th) 8. Concluding remarks
All through the 75 year history of the Nagasaki
Ex-perimental Tank, the spirit of foundation direct service
to industry - has been maintained under the situation
varying with time. The spirit has constantly supported
Chronology of Nagasaki Experimental Tank
and encouraged all the staff of the Nagasaki Experimental
Tank, and every generation has made his best effort to serve the industry. Confidence between the laboratory and the industry has thus been maintained, and the activity
of both has been enhanced.
Tradition
is not simply to keep the heritage of the
predecessors. It is the process of challenging the oncoming
problems with the inherited spirit in mind. The author acknowledges the efforts and achievements having been made in this direction, and sincerely hopes the continua-tion in the future.
11
Year Superintendent Main Events External Events
1910 Completion of Nagasaki Experimental Tank (1901) as a section in charge
of ship model testing for the Nagasaki Shipyard
Naval armament race
Construction of many towing tanks World Wan (1914)
1920 S. Motora
(192 2. 193 1)
Economic panic (1929)
1930 K. Tamai
(1931-1932) ist ITTC Hague (1933)
T. Aoyama
(1932-1949) World War 11(1939)
1940
Completion of New Experimental Tank (1943)
Atomic bomb explosion and destruction of Experimental Tank (194S) End of war (1945) 5th ITTC London (1948)
1950 K. Taniguchi
(1949.1965)
The Exp. Tank became separated from the Nagasaki Shipyard and placed under the direct management of the Head Office (1950)
Restoration of Nagasaki Experimental Tank (1953) Super tanker boom (1954-1956)
1960 Completion of Cavitation Tunnel (1960)
K. Watanabe
(1965-1978)
The institute became the Nagasaki Technical Institute belonging to the Technical Headquarters of the Head Office (1964)
Speed and power increase of liners Containerization
1970 Completion of Seakeeping and Manoeuvring Basin (1912)
Oil shock (1973 K. Tamura
1980 (1978- .
Resistance i 940
. Taniguchi K. On the Resistance Test Results of Various Types of Rotating Spindle-Shaped Body, Trans. Kyushu Zosen Kai Vol. 19 (1943) 1-4
. Watanabe K. . Mathematical Expression of Ship Form, J. Soc. Nay. Arc. Japan Vol. 77 (1955) 4758*
1950
. Takada S., On the Calculation Formula for Resistance of Small Ship Models, Trans. West Japan Soc. Nay. Arch. No. 3 (1951)
53-73
. Takada S., Boundary Layer around Bow and Effect of Trip
Wire, Trans. West Japan Soc. Nay. Arch. No. 7 (1953) 1 14-139 Taniguchi K. and Tamura K., Wall Effects on the Resistance of Ship Models. Trans. West Japan Soc. Nay. Arch. No. 9 (1955)
39-5 8
Takada S., On the Possibility to Keep the Laminar Boundary Layer over the Hull Surface. Trans. West Japan Soc. Nay. Arch. No. 9 (1955) 70-84
1q60
Taniguchi K., The Resistance Tests on the I.T.T.C. Standard
Model, J. Soc. Nay. Arch. Japan Vol. 112 (1962) 39-50 Taniguchi K.. The Resistance Tests on the 1.T.T.C. Standard
Model, MTB No. 14 (1964)
Taniguchi K., Measurement of Wave Resistance, Symp. on Ship
Wave Resistance, Soc. Nay. Arch. Japan (1965) 55-63
Taniguchi K.. Fujita T. and Baba E.. Study on the Separation of the Resistance Components, Proc. 11th ITTC (1966) 33-35 Baba E., Study on Separation of Ship Resistance Components, J. Soc. Nay. Arch. Japan Vol. 125 (1969) 9-22
Baba E., A New Component of Viscous Resistance of Ships, J. Soc. Nay. Arch. Japan Vol. 125 (1969) 23-34
Baba E., Study on Separation of Ship Resistance Components
and Finding on a New Component of Resistance. MHI Juko
Gibo Vol. 6 No. 3 (1969)
Baba E., Study on Separation of Ship Resistance Components.
MTB No. 59 (1969)
Baba E., Study on Separation of Resistance Components, Proc. 12th ITTC (1969) 103. 105-107
Taniguchi K. and Baba E., A New Component of Viscous
Resis-tance measured by Wake Survey. Proc. 12th !TTC (1969) 108-111
Taniguchi K. and Fujita T., Comparison of Velocity
Distribu-tion in the Boundary Layer on Ship and Model, Proc. 12th ITTC (1969) 219-222
1970
Taniguchi K. and Fujita T.. Comparison of Velocity Distribu-tion in the Boundary Layer between Ship and Model, J. Soc.
Nay. Arch. Japan Vol. 127 (1970) 13-21
Taniguchi K. and Tamura K., Study ori the Flow Pattern around
the Stern of Large Full Ship, MMI Technical Review Vol. 8
No. 1(1971)
Ueno K. and Nagamatsu T., Effect of Restricted Water on Wave Making Resistance. Trans. West Japan Soc. Nay. Arch. No. 41
(1971) 1-18
'Tagano H., Form Effects on Viscous Resistance of Full Ships, J. Kansai Soc. Nay. Arch. Japan No. 146 (1972) 35-44
'Taniguchi K., Tamura K. and Baba E., Reduction of Wave-Breaking Resistance by "MHI-Bow', MHI Juko Giho Vol. 9
No. 1(1972)
Taniguchi K., Tamura K. and Baba L.. Reduction of
Wave-Breaking Resistance by 'MHI-Bow". MHI Technical Review Vol. 9 No. 1(1972)
Tamura K., Study on the Blockage Effect of a Ship Model,
MHI Juko Giho Vol. 9 No. 5 (1972)
Watanabe K., Yokoo K.. Fujita T. and Kitagawa H., Study on Flow Pattern around the Stern of Full Ship Form by Use
of the Geosims. J. Soc. Nay. Arch. Japan Vol. 131(1972) 9-16
Taniura K.. Study on the Blockage Correction. J. Soc. Nay.
Published papers of Nagasaki Experimental Tank
Arch. Japan Vol. 131 (1972) 17-28
Takekuma K.. Study on the Non-Linear Free Surface Problem
around Bow, J. Soc. Nay. Arch. Japan Vol. 132 (1972) 1-9
Baba E.. An Application of Wave Pattern Analysis to Ship Form Improvement. J. Soc. Nay. Arch. Japan Vol. 132 l972) 29-39 Tagano H. . Study on the Method to Estimate the Wavemaking Resistance of Ships by Statistical Analysis, J. Kansai Soc. Nay. Arch. Japan No. 147 (1973) 43-52
Baha E., Ship Form Improvement by Use of Wave Pattern
Analysis, MTB No. 85 (1973)
s Baba E., Separation of Resistance Components, Symp. on Ship Viscous Resistance, Soc. Nay. Arch. Japan (1973) 157-168 Taniguchi K., Tamura K. and Baba E., Reduction of Wave-Breaking Resistance by "MHI-Bow", Japan Shipbuilding & Marine Engineering Vol. 7 No. 1 (1973) 7-14
Tagano 1-1., Estimating the Wave Resistance of Ships by
Statisti-cal Analysis, MHI Juko Giho Vol. 1 1 No. I (1974)
Takekuma K. , Study on the Non-Linear Free Surface Problem around Bow, MMI Juko Giho Vol. 11 No. 3 (1974)
Tagano H., Prediction of the Wave Resistance of Ships by
Statistical Analysis, MTB No. 90 (1974)
Maruo H.. Kasahara K. and Miyazawa M., Ship Forms of
Mini-inun Wave Resistance with Bulbs, J. Soc. Nay. Arch. Japan
Vol. 135 (1974) 13-24
Baba E., Analysis of Bow Near Field of Flat Ships, J. Soc. Nay. Arch. Japan Vol, 135 (1974) 25-37
Baba E., Ship Form Improvement by Use of Wave Pattern
Analysis. Japan Shipbuilding & Marine Engineering Vol. 8 No.1 (1974) 35-43
'Baba E., Blunt Bow Forms and Wave Breaking, Proc. STAR
Symp. SNAME (1975) 8-1 - 8-16
Baba E., Analysis of Free Surface Flow near the Bow of Flat
Ships, Japan Shipbuilding & Marine Engineering Vol. 9 No.2
(1975) 5-18
Baba E.. Analysis of Bow Near Field of Flat Ships, MTB No. 97
(1975)
Baba E. and Takekuma K., A Study on Free-Surface Flow
around Bow of Slowly Moving Full Forms, J. Soc. Nay. Arch. Japan Vol. 137 (1975) 1-10
Baba E. and Takekuma K.. A Study on Flow Characteritics around Bow of Full Forms. Proc. 14th ITTC Vol. 3 (1975)
18 3-19 2
Baba E., Wave Breaking Resistance of Ships. Proc. International
Seminar on Wave Resistance, Tokyo (1976) 75-92
Takekuma K.. Some Problems on the Applications of Linearized Wave Resistance Theory to Hull Form Design, Proc.
Interna-tional Seminar on Wave Resistance. Tokyo (1976) 325-331
'Baba E.. Wave Resistance of Ships in Low Speed, MTB No. 109 (1976)
'Baba E.. Wave Breaking Resistance of Ships, MTB No. 110 (1976)
Matsuura M. and Maruo H.. On the Propagation of Surface
Waves across a Uniform Wake. J. Soc. Nay. Arch. Japan Vol. 139 (1976) 56-63
Kayo Y., Wake Survey Results of a Submerged Wake Generator, J. Soc. Nay. Arch. Japan Vol. 140 (1976) 45-50
Baba E. and Hara M., Numerical Evaluation of a Wave Resistance
Theory for Slow Ships. Proc. 2nd. International Conference on Numerical Ship Hydrodynamics (1977) 17-29
Baba E. and Miyazawa M.. Study on the Transom Stern with
Least Stern Waves. MHI Juko Giho Vol. 14 No. 1(1977) Kayo Y., Wake Survey Results of a Submerged Wake
Genera-tor, MHI Juko Giho Vol. 14 No. 2 (1977)
Kayo Y.. A Note on the Uniqueness of Wave-Making Resistance
when the Double-Body Potential is used as the Zero-Order Approximation. Trans. West Japan Soc. Nay. Arch. No. 55 (1978) 1-11
Baba E, and Hara M., Numerical Evaluation of a Wave Resistance
Nagamatsu T.. Experimental Study on the Three-Dimensional Turbulent Boundary Layer of a Fine Ship Form Expressed
by Means of Conformal Mapping, Trans. West Japan Soc. Nay.
Arch. No. 55 (1978) 27-41
Fujita T. and Ikeda T.. Wake Peak at the Propeller Plane of Single Screw Ships, MHI Juko Giho Vol. 16 No. 4 (1979)
. Nagamatsu T. , Comparison between Calculated and
Experi-mental Results of Turbulent Boundary Layers around Ship
Models, MHI Juko Giho Vol. 16 No. 2 (1979)
Nagamatsu T.. Comparison between Calculated and Measured
Results of Turbulent Boundary Layers around Ship Models, MTB No. 133 (1979)
Fujita T., On the Flow Measurement in High Wake Region at the Propeller Plane, J. Soc. Nay. Arch. Japan Vol. 145 (1979)
1-7
Miyazawa M. , A Study on the Flow around a Catamaran, J. Soc. Nay. Arch. Japan Vol. 145 (1979) 46-53
Nagamatsu T., Method for Predicting Ship Wake from Model
Wake, J. Soc. Nay. Arch. Japan Vol. 146 (1979) 43-52
Baba E.. Application of Low Speed Theory, Symp. on Ship
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