Car Ferry Research Articles

PC4形機関の現状と近代化への展開

Firstly, the developing process of PC 4 type engines has been introduced and the cyl. liner wear records of PC 40 L type engines for 23 ships of car ferries & RORO ships are investigated and explained, that the lower wear of cyl. liner can be realized by large optimum throughput capacity of Labe oil purifires.Secondly, PC 4-2 B type engine has been started to use as the newest one of PC 4 series, for expample, -28 sets of 18 PC 4-2 B were applied on the power station in the world-2 super high speed car ferries “SUZURAN” “SUISEN” had been in sevice between Tsuruga and Otaru since June 1996. Each has been drivrd by 2×DU 18 PC 4-2B.-2 RORO ships will be in service on January & February 1997. Each has been drived by 1×NKK 18PC 4-2B.

An Analysis of Drivers' Adoption of following Distances

The risky driving behaviour of close following (tailgating), a major source of road accidents, was investigated by means of a survey: 125 drivers aboard a car ferry answered a self-administered questionnaire.

Psychological responses to a marine disaster during a recoil phase: experiences from the Estonia shipwreck.

The sinking of the car ferry, Estonia, was one of the world's most devastating marine disasters that has ever occurred in peace time. Altogether 138 passengers and crew members were rescued, and 38 of them were taken to the Turku University Central Hospital in Finland. The present article describes the various psychological reactions among the survivors during the first three days of the recoil phase.

Making Hay While the Sun Shines

CROSS-CHANNEL FERRY PRICING IN THE EIGHT YEARS BETWEEN AWARDING THE CHANNEL TUNNEL FRANCHISE AND COMPLETION OF THE TUNNEL.

The Estonia Disaster

On a September night in 1994, a mayday signal was sent from the M/S Estonia. It is thought that its high speed, a strong wind, and possibly a technical defect led to the ship's front bulkhead door breaking and masses of water rushing into the car decks. Within half an hour, the Estonia had sunk in the Northern Baltic Sea. Of the 996 people aboard, 859 perished. Survival required physical fitness, fast reactions, and a capacity to function well in the middle of the night. Accordingly, two-thirds of those who were saved were men in the prime of life (aged 20-50 years). Four Finnish ferries and one Swedish car ferry (with around 1200 crew members together), several surface divers, and rescue helicopter pilots from various countries took part in the rescue operation. Because of the heavy storm, the darkness, and the numerous victims (both living and dead) in the sea, the operation was exceptionally difficult for all involved. The ship was sailing under the Estonian flag from Tallin to Sweden, and the majority of the passengers were Estonian and Swedish. The disaster took place in international waters, off the southwestern coast of Finland, and so Finland took a central role in the rescue operations. Here, we wish to describe the aid that the emergency psychology group in Finland gave to those who were in some way affected by the disaster. This group consists of 20 psychologists and a reserve group of a further 20 from the Union of Finnish Psychologists. The members of the team have agreed with their employers that they can, in the event of a major disaster, be released from their normal duties within 24 hours. Together with the Finnish Red Cross, this group is responsible for organizing the emergency team in the event of a major

The psychological effects of disaster at sea.

In March 1987, the P&O car ferry Herald of Free Enterprise capsized killing 193 passengers. Seventy-five survivors and relatives were referred by their solicitors to the authors for assessment of psychological injury. Information was gathered retrospectively and systematically from clinical notes and legal reports. The commonest symptoms suffered were sleep disturbance, loss of concentration and increased anger. The commonest diagnoses were post-traumatic stress disorder, other anxiety states and depression. Depressive symptoms were commoner in those who had been bereaved, anxiety symptoms were commoner in those who had not. Reluctance to discuss symptoms and to attend a psychiatric clinic was a common feature. As expected, bereavement led to grief and depressive symptoms, whilst passengers who were not bereaved were more likely to suffer anxiety symptoms. Contrary to expectations, the degree of immersion during the accident did not influence the type or degree of symptoms. Those with worse symptoms were more likely to attend the clinic. Women showed more affective symptoms and men more substance abuse.

A Study on the Design System Based on the Ship Database

The database of the ship constructed in the past has already been generated in the particular shipyard. However, the application of the database to the design of the new ship is still very difficult since the methodology to extract and to use the knowledge from the database has not been concluded.This paper proposes the methodology to use the database for the design of the new ship based on the multivariate analysis. The database containing more than three hundred ships were established in this paper. First, the category and its related parameters were defined by the user. For example, the category “Hull Form” was treated using the parameters Cb, L/B, L/d, B/D, D/d and so forth. The whole database was partitioned into clusters and relationship between parameters were established in each cluster. Parameters were determined by the formula obtained here. As some parameters were fixed previously, one must make sure that the set of parameters was in the same cluster. If the ship was assured in the same cluster, one can go into the next category such as “Principal Particulars” and so forth. The process was applied repeatedly to give the final set of design parameters.The prototype system was built on the Macintosh Quadra 700 computer. Designs of a high speed liner and a car ferry by this system showed good accordance with existing ships.

フィンスタビライザの船体減揺性能に及ぼすフィン面積および制御方式の影響

In recent year, a fin stabilizer has been widely used as a hull stability instrument for a patrol boat, defence ship, car ferry and passenger ship.This paper presents some investigations on the influence of the fin area and the control method on the reduction of roll with the fin stabilizer in view of full scale test results. In order to select the optimum fin area, it is important to use not only emprical wave slope capacity, but simulation including rolling probability based on hull motion theory as design criteria. The rolling reduction performance by PID control method is decreased under the condition of long periodic wave. This problem however can be solved by newly developed fussy control method.

Surface Effect Ship (SES) Developments Worldwide

ABSTRACTIt has been more than 30 years since the introduction of the SES. There are several hundred operating SES in the world today. Most are relatively small (less than 200 tons) and have operating speeds of 25 to 40 knots. The potential for larger, faster, SES has long been recognized. Today, with the emergence of six independent European initiatives for the development of 40 to 50‐knot, 500 to 2000‐ton, SES car ferries, we are on the threshold of a new generation of SES (Figure 1) — which will be introduced solely because they are perceived, by hard‐headed investors, as competitive commercial ventures.In this paper the history of SES development is summarized and a world‐wide census of SES craft presented. Current fast‐ferry and military initiatives are discussed. The SES concept is defined and characterized including a discussion of SES technologies. Predictions are made regarding future SES developments, followed by conclusions and recommendations.

Effects of exposure to vehicle exhaust on health.

Exposure to combustion engine exhaust and its effect on crews of roll-on roll-off ships and car ferries and on bus garage staff were studied. The peak concentrations recorded for some of the substances studied were as follows: total particulates (diesel only) 1.0 mg/m3, benzene (diesel) 0.3 mg/m3, formaldehyde (gasoline and diesel) 0.8 mg/m3, and nitrogen dioxide (diesel) 1.2 mg/m3. The highest observed concentration of benzo(a)pyrene was 30 ng/m3 from gasoline and diesel exhaust. In an experimental study volunteers were exposed to diesel exhaust diluted with air to achieve a nitrogen dioxide concentration of 3.8 mg/m3. Pulmonary function was affected during a workday of occupational exposure to engine emissions, but it normalized after a few days with no exposure. The impairment of pulmonary function was judged to have no appreciable, adverse, short-term impact on individual work capacity. In the experimental exposure study, no effect on pulmonary function was observed. Analyses of urinary mutagenicity and thioether excretion showed no sign of exposure to genotoxic compounds among the occupationally exposed workers or among the subjects in the experimental study.

Structural Response of Ships due to Stern Flare Slamming

Car ferries, pure car carriers and container ships may suffer from slamming on the stern flare because those ships require broad deck plane and the bottom of near the aft part becomes flat. In the present paper, a response of a container ship to stern flare slamming is studied using the numerical method which authors developed to analyze the dynamic response of ship hulls to the impulsive hydrodynamic force.The calculations are performed for the ship in following seas because an environment condition data suggests that a ship is operated in following seas as frequently as in head seas. Results obtained are as follows :1) When the wave length is equal to the ship length or shorter, there is a possibility of occurrence of severe stern flare slamming.2) It is recommended from a viewpoint of the strength that stern bottoms should have some degree of dead rise angle. Hydrodynamic impact force is not observed in the calculated result for the ship the stern bottom of which has 10° of dead rise angle.3) 4- and 5-node vibration have significant influence to the structural response of an aft part of ship as well as 2- and 3-node modes.

On the Stern Flare Impact Pressure of RORO Ship

The after body of RORO ship or car ferry is characterized as follows; the frame line under water plane is very fine in order to improve the performance of propulsion, but the frame line upper water plane is very fat so as to take the broader deck area. Therefore the sectional form near the water plane becomes flat, and the angle between the water plane and the transverse section of ship is smaller than the other ship. These ship may suffer from the wave impact pressure on the stern flare. For this reason, the experimental and analytical studies on the stern flare impact pressure were carried out, and following results were obtained.(1) The fairly good agreement was found between the impact pressure coefficients obtained from the experiment in regular waves with those by Wagner's method. The magnitude of the coefficient was about 1020.(2) The maximum impact pressure which was predicted in irregular head waves from 3 to 11 Beaufort wind scale was about 2030 t/m2 for actual ship. This magnitude is smaller than the bow flare impact pressure, but the probability of occurrence of impact pressure is large. So it seems to be probable that the noise and fatigue due to transient vibration induced by the impact force becomes a problem.

コンテナ船, Ro/Ro船の輸送性能分析

Container- and Ro/Ro-vessels are featured especially by the reduction of terminal time as a result of containerized cargo handling of lift-on/lift-off and roll-on/roll-off method, respectively. This paper analyzes the transportation energy efficiency of both vessels built in Japan so far, with paying attention to the feature mentioned above. Firstly the hull resistance characteristics are analyzed. In the same as car ferry, both vessels have the property being able to separate the hull function into buoyant support and cargo vessel. This property permits the hull form to have less resistance than general cargo ships. The performance level of hull resistance is same for all container-and Ro/Ro-vessels except the large, high speed container vessels with the speed above 26 knots and the displacement above 50, 000 tons, of which hull form are different because of the Panamax limit, and result in inferior level by about 30%. It is pointed out, therefore, that the enlargement of hull size over the Panamax limit is excessive as for the container ship. Secondly the cargo performance, which is indicated by the payload-to-displacement ratio, is analyzed. The payload of container- and Ro/Ro-vessels can be regarded as the carrying number of containers. The above ratio of container vessel is mainly determined by two factors of deadweight-to-displacement ratio and container number on deck loading. The deadweight-to-displacement ratio raises undesirably with speed. While it cannot be improved by the increase of displacement. Therefore the high speed container ship above 26 knots cannot have necessarily good cargo performance in spite of the design for increase of container number on deck loading. The cargo performance of the Ro/Ro ship is worse by two times than the container ship due to the roll-on/roll-off cargo handling method. This demerit sets off inevitably the merit that the Ro/Ro ship can handle cargoes without the special equipment ashore.

The fair charge on a car ferry

Vehicles whose lengths are independent identically distributed random variables with known distribution function are loaded onto ferries of fixed known length, each ferry departing as soon as it can no longer accommodate the next vehicle in the queue. We work out how much a vehicle of any particular length ought to pay for use of the ferry, as well as the expected number of vehicles per ferry and expected revenue per ferry in equilibrium.

Circadian rhythmicity of the urinary excretion of mercury, potassium and catecholamines in unconventional shift-work systems.

The round the clock urinary excretion rates of mercury were assessed for two series of unconventional patterns of activity and sleep in subjects who were not exposed to occupational, medical, or other obvious sources of mercury. In the first series the urine was collected in 3-h periods from six subjects during the first and last 2 d of a four-week, continuous 6-h shift (car ferry, watches either 0800--1400 and 2000--0200 or 1400--2000 and 0200--0800). In the second series the urine was collected in 4-h periods from five subjects working an 8-h experimental rotation shift compressed into 5 d (work two mornings--8-h interval--work two nights--8-h interval--work two afternoons). The mean daily excretion rate of the 11 subjects (48 investigation days, 334 urine samples) was 14.5 pmol of mercury/min (range 5.5--24.4 pmol of mercury/min). The mercury excretion oscillated regularly during 24 h by +/- 20--25% of the individual's daily mean excretion rates. The peak excretion rates were found at 0652 in the first and 0642 in the second series (cosinor treatment). Due to the circadian rhythm the mean 24-h excretion rates were best represented (correlation coefficient 0.92) by analyses of urine produced around noon (spot samples, collection periods 1100--1400 and 1000-1400, respectively). The circadian oscillations of mercury excretion were not influenced by the widely different and varying activity-sleep patterns of the two series. The rhythmicity of potassium excretion (peaks at around 1400) was more irregular. The stable oscillations of mercury excretion contrasted most with the excretion of adrenaline and noradrenaline, which, without losing the basic 24-h rhythmicity, closely followed the unconventional patterns of activity and sleep.

The fair charge on a car ferry

Vehicles whose lengths are independent identically distributed random variables with known distribution function are loaded onto ferries of fixed known length, each ferry departing as soon as it can no longer accommodate the next vehicle in the queue. We work out how much a vehicle of any particular length ought to pay for use of the ferry, as well as the expected number of vehicles per ferry and expected revenue per ferry in equilibrium.

Urban Development and Landownership in Butterworth, Malaysia

Butterworth in the state of Penang is becoming an important urban centre in Peninsular Malaysia. The rapid industrialization taking place within and just outside the city limits, the opening of its military airport to civilian traffic, and the extension of its harbour facilities for ocean-going vessels have all served to encourage further urban development. The considerably increased frequency of the car ferry service to Penang island (since 1975) is further evidence of the growing economic importance of the region and has led to a certain suburbanization of Butterworth in relation to Georgetown, where possibilities of areal extension are limited by lack of space on the mountainous island of Penang.

ＩＭＴ遊星減速機を装備した軸系のねじり振動について

A number of marine geared diesel engines have been widely used in recent years for the car ferries, the car carriers and the general cargo boats. As the reduction system for the engines, the epicyclic gear reducers have also been widely used because of their many advantages such as light-weight, compactness, concentricity of input and output shaft.IMT epicyclic gear reducers developed in our country utilizes two fundamental functions to balance the load on each gear. One is the oil film function of the floating intermediate rings between the planet gear and the planet gear shaft, and the other is spring function of the balance pins between the double internal gear and the internal gear retainer.A recent research of torsional vibration analysis of shafting system with IMT epicyclic gear reducer tells the IMT epicyclic gear reducer has a good chance of avoiding torsional vibration.

Mathematical analysis of a two-shuttle transportation system

A mathematical analysis of a two-shuttle system, using car ferries as the example, is formulated as an interdependent queueing system. The main features of the model include a fixed ferry travel time, a single dock on each side, stochastic (Poisson) car arrivals and infinitely large parking lots. Equations are derived to describe the behavior of the system, namely: equations of the number of cars waiting at both ferry docks, times for the two ferries to reach the next docking at appropriate clock times, number of cars on and boarding the ferries, and waiting times of the ferries.

4: The Dalradian rocks of Jura

Introduction General description of guide The Middle Dalradian rocks of Jura (Fig. 1) are of particular interest because, as a result of their mild deformation and metamorphism (lowest greenschist facies), a large proportion clearly exhibit original sedimentary structures. Although deformational structures and minor intrusions will be referred to, the main purpose of the excursions is to demonstrate the sedimentological features of a sequence of various marine facies. For the sake of simplicity the rocks will often be referred to as muds and sands although they are now mainly slates, phyllites and very hard quartzites. Exposure is good throughout the area, especially in the wave-cut benches of raised beaches from which many of the localities are described. Travel details Jura can only be reached by the car ferry from Port Askaig on Islay to Feolin Ferry. This connects with Western Ferries’ service which runs several times a day from Kennacraig (Fig. 1). . . .