69
Application of Ceramics to Marine Diesel Engines*
By Yasuo Miyagi * *
1. Introduction
The utilization of fine ceramics for heat engines as
structural material, high temperature material in
particular, has been actively studied since 1970's.
Researches on the application of fine ceramics to high
temperature components of gas turbine engines such as
nozzle and turbine blades started mainly in western
countries.
Being coincident with the oil crisis at that time,
researches on the application of fine ceramics to diesel
engines, automobile and vehicle engines in pal1icular,
also started feverishly.
The council for Transport Technology submitted its
report titled "The development of shipbuilding
tech-no1ogy to be promoted in the future in response to
recent change in industrial structure and progress in
elemental technology" (Report on Inquiry No.13) in
August of 1982, in which the following two subjects
were also taken up. One is "High1y reliable plants"
related to "Technologies to realize intelligent and highly
reliable Ships" and the other is "Fundamental researches
on engines using alternative fuels such as super low
grade fuel oil, coal, and hydrogen" related to "Subjects
to cope with the 21st century". Researches on the
application of fine ceramics to marine diesel engines
started in earnest in response to the statement in the
aforementioned report saying that "It is expected to
positively utilize ceramics, electronics and space
technology".
In response to the aforementioned report, the
Maritime Technology and Safety Bureau (the then Ship
Bureau) of the Ministry of Transport established
"Specialists' Conference for Investigation and Research
on Adiabatic Diesel Engines". Following to this, Japan
Marine Machinery Development Association
established "Task Committee for Investigation and
Research on Adiabatic Diesel Engines" and had
conducted tasks until March of 1987.
――――――――――――――――――――――
* Translated from Journal of MESJ Vo1.28, No.9
(Manuscript received Jun. 15, 1993 )
Lectured May 27, 1 993
** Ship Research Institute (6-38-1, Shinkawa
,Mitaka, Tokyo, JAPAN)
October1994
Apart from the above, seven shipbuilding compa-
nies jointly established "Technical Research
Association for Reliable Marine Propulsion Plants" with
the purpose of "Research and development of highly
reliable marine propulsion plants" in September of 1983
under the leadership of the Ministry of Transport. This
association had conducted tasks until March of 1989
under the sponsorship of Japan Shipbuilding Industry
Foundaiton. Among these tasks, this association studied
improvements in engine performance and reliability that
enabled engines to be operated without maintenance for
a long period of time by utilizing ceramics for
improving the heat resisting and sliding properties of
combustion chamber components .
Following the completion of projects of the said
technical research association, the joint-stock company
ADD that was financed by the subsidy of Association
for Structural Improvement of the Shipbuilding Industry
and the joint investment of Mitsui Engineering &
Shipbuilding Co., Ltd., Kawasaki Heavy Industries Ltd.,
Hitachi Zosen Corporation and Japan
Development Bank was established in September of
1989 in order to inherit and evo1ve the fruits of research
by the said technical research association. ADD is
positively forwarding researches on "Test and research
of highly reliable marine propulsion plants" including
fields where ceramics are utilized, still now.
Ship Research Institute of the Ministry of Transport
also started researches on the utilization of ceramics for
marine heat engines in 1966. In an early stage, ceramics
based on oxides such as alumina and mullite were taken
into consideration with the purpose of the uti1ization of
them for special heat exchangers for marine gas turbines.
When started research, everything had to be done by
feel without having any strength test data, and the
corrosion resistance of ceramics against ash in heavy
fuel oil had been studied by various high temperature
strength and high temperature fatigue test methods by a
trial and error approachl).
Ship Research Institute started the researches on
the utilization of ceramics for diesel engines in earnest
since the research on consignment "Research and
development of ceramic components of diesel engines"
in 1982, which accelerated researches on ceramics. It
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70 Yasuo Miyagi
had conducted the characteristic test and utilization
study of ceramics including silicon nitride and silicon
carbide unti1 that time. After that time, it has conducted
various kinds of experin#1ental research using a
snff1al1-sized diesel engine equipped with ceramic
components up to the present. It is now conducting
researches on high temperature combustion chambers
using ceramics and a reduction in harmffi1 emissions
including NOx by using water emulsified fuels2).
2. Merits of the Utilization of Ceramics
The energy utilization rates of marine diesel
engines are exceptionally good and their thermal
efficiencies exceed 50%. Consequent1y, the merits of
the utilization of ceramics for marine engines differ
from those for automobile engines. The fo11owing are
considered merits that can be expected by utilizing
ceramics.
3. Subjects to be Studied when utilizing
Ceramics for Marine Use
3.1 Reliability
Rliability is the most important property when
utilizing ceramics for marine diesel engines. The
evaluation of the reliability of ceramics is not high in
general. It is thought that this low evaluation comes
from images such as insufficient toughness and great
strength dispersion. For marine use, it is intended to use
ceramics with excellent high temperature strength,
corrosion resistance and wear resistance for parts for
which these properties of metallic materials are
insufficient. Consequently, it is necessary to
sufficiently investigate the properties of ceramics to be
used. It is essential to develop ceramic components
with high temperature strength including fatigue
strength and creep strength and with small strength
dispersion. It is also necessary to know corrosion
resistance of ceramics not only in an oxidation
atmosphere but also against molten salts such as
vanadium, sodium, sulfur, calsium and magnesium
included in fuel oil, 1ubricating oil and sea water.
Friction and wear properties are also important in the
case where ceramics are used for components having
sliding surfaces such as cylinder sleeves and piston
rings.
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3.2 Combustion Characteristic
In the case where ceramic components with
thermal insulation ability are used around the
combustion chamber in order to reduce cooling loss,
combustion condition changes, since combustion
chamber wall and combustion gas temperatures become
high. Attention must be given to the mixture of fuel oil
with air and fuel injection conditions. It is necessary to
know combustion characteristics of various kinds of fuel,
since NOx increases and measures to lower
environmenta1 pollution are needed.
3.3 Improvement in Efficiency
It is necessary to add equipment to recover energy
in exhaust gas ill the case where cooling loss is
decreased and exhaust gas temperature is raised.
Turbo-compound systems and exhaust gas economizers
that have already been on the market for marine use may
be usefu1. However, the redesigning and cost
reduction of systems are considered necessary, since
exhaust gas temperature becomes higher.
3.4 Machinability and Cost
Ceramics are made by sintering and their hardness
is generally high. Consequently, it is incommensurably
difficult to machine them into necessary dimensions in
comparison with metal. It is necessary to get sintered
products with dimensions close to final dimensions by.
injection molding. It is not too much to say that a
reduction in machining costs holds the key to put
ceramic products in practical use. Since it is difficult to
produce large-sized components from ceramics because
they are sintered products, ideas must therefore be taken
into design.
3.5 Nondestructive Inspection
Ceramic products can be destroyed even by defects
of 10μm or less which are smaller by two figures than
those in case of metallic products. Advance screening,
nondestructive inspection in particular, is therefore very
important. Since no ultrasonic flaw detector in practical
use which can detect defects down to this size is
available at the present, research in the future is
expected.
4. Present States of Several Researches on
Ceramics in Ship Research Institute
4.1 Combustion of Water Emulsified Fuels on
Ceramic Engines3)
This research aims at realizing high-performance
and low-po11ution diesel engines. In order to achieve
this aim, the following measures are taken.
The combustion chamber of a diesel engine is
covered with ceramics having thermal insulution ability
in
Bulletin of the M.E.S.J., Vo1. 22, No.2
 Application of Ceramics to Marine Diesel Engines 71

order to raise combustion gas and combustion chamber analyzed.

wall temperatures. By exploiting these high Table 2 shows experimental conditions in case the
temperatures, water emulsified fuels in which fine water engine is operated on water emu1sified fuels.
droplets are dispersed and mixed are burned in order to Experiments were carried out on three kinds of engines.
shorten a combustion period and realize almost perfect Namely, ① the metallic engine (nomenclature in the
combustion. Thus, combustion efficiency is improved figures: M), ② the ceramic engine which is the same
while decreasing nigrogen oxides and particulates. as the original engine excepting its combustion chamber
covered with ceramics (nomenclature in the figures: C)
4.1.1 Experimental Facilities and Experimenta1 and ③ the ceramic engine of which cooling loss is
Conditions reduced by lowering the rotating speed of its cooling fan
The experimental engine is of a direct injection, air down to 60% (nomenclature in the figures: D). The
cooled and naturally aspirated type, and its principal
particulas are shown in Table 1. In case of the metallic
engine, the original engine is used as it is, and, in case
of the ceramic engine, its combustion chamber is
covered with PSZ (partially stabilized zirconia) and
silicon nitride ceramics as shown in Fig. 1.
NOx, CO, THC and smoke of exhaust gas were

October1994 (3)
72 Yasuo Miyagi

rate of water addition to fuel was 30% that was

considered a proper amount. Emulsifier of one
volumetric percent of gas oil was added to stabilize
emu1sion. Though the standard injection timing of the
original engine is 30 BTDC, the experiments were
conducted changing it in the range form 24 to 34 .

4.1.2 Exhaust Gas Properties

Fig. 2 shows relationships between the rate of
water addition and NOx. It can clearly be seen from
this figure that NOx decreases when the rate of water
addition increases. However, CO rapidly worsens from a
rate of water addition of about 40% as shown in Fig.3.
The injection timing changing test was conducted fixing
the rate of water addition at 30% . Figs . 4, 5 and 6 show
the properties of NOx, CO and smoke in exhaust gas.
It is said that NOx emissions become more when gas
temperature is higer and the retention time of high the metallic engine because the former combustion
temperature is longer in general, and that the density of chamber temperature is higher, this engine can be said to
NOx emissions can be lowered by retarding injection be advantageous on the point that its injection timing
timing in case of diesel engines. can be retarded further.
The NOx density of every type of engine also Though CO is in trade-off relation with NOx
remarkably lowers when injection timing is retarded in density in general, both can be lowered when using
this experiment. Though the NOx density of the ceram- water emulsified 1tiels.
ic engine with reduced cooling loss is higher than that of The original metallic engine using gas oil as fue1

(4) Bulletin of the M.E.S.J., Vo1. 22, No.2

 Application of Ceramics to Marine Diesel Engines
shows smoke density of a level of 20% at full load and
rated speed. However, the smoke density of every type
of engine lowers down to the range from 1/5 to 1/4 at
ful1 1oad and rated speed when using emulsified fuels
with 30% water. At 3/4 load, smoke density is zero
percent in the whole range of operating speed. Though
the smoke density of the ceramic engine with reduced
cooling loss tends to increase at an injection timing of
24 , it is still zero percent at 3/4 1oad.
4.1.3 Heat Release Rate and Specific Fuel
Consumption
Fig. 7 shows the heat release rate of every type of
engine under conditions of an injection timing of 30
,1800rpm and full load, and Fig. 8 shows the same of
the ceramic engine with reduced cooling loss when its
injection timing was changed. The ignition of the
ceramic engine with reduced cooling loss becomes
earlier by about l.5 degrees in comparison with that of
the metallic engine as a matter of couse.
When the injection timing is retarded, combustion
in an ear1y stage lessens, the range of diffusion
combustion widens and the peak of the heat release rate
approaches TDC.
Fig. 9 also shows specific fuel consumption in
response to the above. Specific fuel consumption
figures were corrected using correction factors in JIS D
l005-1986. The ceramic engine with reduced cooling
loss has specific fuel consumption which is comparable
to that of the metallic engine using gas oil as fuel, and it
is considered that the injection timing of the former can
be retarded further under the conditions of low speed
and low 1oad.
4.2 Corrosion Resistance of Ceramics
The corrosion resistance of ceramics against ash
and molten salts in heavy fuel oil is now under
October1994
73
examination experimentally by the methods of applying
reagents to test pieces and exposing test pieces in the
combustion gas flow.
4.2.1 Tests by Reagent Applying Method4)
A part of results of corrosion resistance tests
applying reagents to test pieces which were conducted
in the electric furnace were already lectured at the
lecture meeting of this society5). Though the corrosion
resistance of ceramics is considered excellent in general,
some materials may cause prob1ems on corrosion
resitance against low grade heavy fuel oil which is main
fuel for marine engines, since this fuel oil includes
vanadium and sodium of about 100ppm each.
4.2.1.1 Test Procedures
Five kinds and six products of ceramics which are
popular as structural material were used for this test.
Table 3 1ists these ceramics. The shapes of test pices are
in accordance with JIS R 1601 "Testing Method for
Flexural Strength (Modulus of Rupture) of High
Performance Ceramics". Namely, they are rectangular
pieces of 4mm in width, 3mm in height and 40 to 45
mm in length.
Table 4 shows experimental conditions in
accordance with GAKUSHIN-HO6) (the method
established by Japan Society for the Promotion of
Science). The reagent was a mixture of V2O5 and
Na2SO4 in the ratio of 85% to 15% into which acetone
was added, and it was applied to the upper surfaces of
test pieces at the rate of 2Omg/cm2 on the average.
Tests were conducted in the temperature range
from 500 C to 1400 C, using a temperature of 800
C specified by GAKUSHIN-HO as a standard and
taking
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74 Yasuo Miyagi
the lowering of the melting point of the reagent into
account. A temperature of 1400 C is anticipated
working gas temperature of gas turbine engines. Test
retention time was 20 hours as a standard, and tests for
50 hours and 100 hours were a1so conducted for
temperatures of 800 C, 1200 C and 1400 C.
The weight, width, thickness and length of every
test piece were measured before the test and compared
with those measured after the test after acid cleaning.
Flexural strength was also measured before and after the
test, and change in strength was investigated. All
strength tests are three-point bending tests in the
atmosphere under ordinary temperature.
Among tested ceramics, there were some ceramics
into which reagents or substances reacted with reagents
penetrated from their surfaces. The depth of penetration
of these ceramics was also measured with a
metal1ographic microscope or a comparator. The
definitions of dimensional change and the depth of
penetration are as shown in Fig. 10.
Furthermore, the surface crystal conditions of main
test pieces were also observed by X-ray diffraction.
4.2.1.2 Results of Experiments
Fig. 11 compares results of experiments on all test
ceramics under the conditions of 800 C and a retention
time of 20 hours. Fig. 12 shows the temperature depen-
dence of strength change in case of a retention time of
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20 hours. Fig. 13 shows the time dependence of the
strength of silicon nitride, silicon carbide and Y-PSZ
under temperatures of 800 C, 1200 C and 1400
C.
Though the strength, weight and dimensions of the
silicon nitride SNK 2 tend to gradually decrease and do
not change rapidly up to 1200 C, they change rapidly
at 1400 C. When retention time is made longer, its
weight and dimensions grealty decrease at 1400
C,though they almost never change up to 1200
C.Though its surface is comparatively smooth up to
1200 C, it becomes rough at 1400 C. The X-ray dif
fraction showed the bonding structure of Si3N4 and
Y2O3 or Si3N4, Y2O3 and SiO2 besides β-Si3N4
under the conditions of 1200 C 20 hours, and it also
showed only Si2N2O besides P-Si3N4 under the
conditions of 1400 C 100 hours .
The silicon carbide SCK2 is a material having the
smallest change among test materials, and it has almost
no change in dimensions and weight up to 1400O C.
Its flexura1 strength lowers down to 80-odd percent at
600 C and almost never change after this temperature.
Even though the retention time is made longer, it does
not change. The X-ray diffraction did not show any
change of crystals.
ZCN5 of the Y-PSZ material is a material having
very great change in strength, weight and dimensions.
All of them have the smallest values at 800 C and
these values are smal1. They recovers at 1200 C, but
its dimensions becomes larger and its weight decreases
at 1400 C. It is considered that its weight decreased
because its surface zone reacted with a reagent and
exfoliated, and that its volume increased and its specific
gravity decreased because of the structural change of
this material from l00% 'tetragonal system to 100%
monclinic system which was shown by the X-ray dif-
fraction. The X-ray diffraction also showed that the
ratio of the tetragonal system to the monoclinic system
was changed to 50% to 50% under the conditions of 800
C 20 hours. When the retention time is made
1onger, weight increases because extraneous matter can
not be removed by acid cleaning, though dimensions
almost never change. Under the conditions of 1400
C 100 hours, the test piece warped and cracked.
ZCM2 has small change at 800 C and,
contrari1y,it has great change at l000 C, though
experimental data are insufficient.
The mullite M1C1 and M1M2 were tested up to
1200 C. They have almost no change in dimensions
and weight, but their flexural strength loweres down to
80% at 1200 C. The X-ray diffraction did not show
any change of crystals at all under both conditions of
800 C 20 hours and 800 C 100 hours.
The alumina A1C1 was tested up to only 1000 C,
since its high temperature corrosion resistance against
Bulletin of the M.E.S.J., Vo1. 22, No.2
 Application of Ceramics to Marine Diesel Engines 75

V2O5 was considered very bad, judging from test

results obtained up to this time. Though its weight and
dimensions almost never change, its flexural strength
greatly lowers as the test temperature rises and it
lowers down to about 30% at 1000 C.

4.2.2 Tests by Exposing Test Pieces in the

Combustion Gas Flow
Components of gas turbine engines and diesel
engines being exposed to their combustion gases are in
the high temperature and high speed flow. It is
therefore important to experimentally investigate
corrosion resistance of materials with accelerated test
equipment imitating actual engines.
The test method used for this experiment is the
method which was proposed by NPL in the United
Kingdom as a molten salt corrosion test method on the
basis of "International cooperative research on material
testing and evaluating techno1ogies" (VAMAS) which
was proposed at the Versailles Summit in 1982. This
method was also used when National Research
Institute for Metals, Kawasaki Heavy Industries Ltd.
and Ship Research Institute conducted tests taking over
a portion of the work in Japan. The sulfur content of
fuel oil to be used is adjusted to one percent with
additives and artificial sea water is added to it.
Round-bar test pieces are exposed to the gas flow with
a temperature of 1000 C and a speed of 180 m/s
which is produced from the above-mentioned fuel oil.
Test pieces with cracks on their surfaces which were
made by pressing a vick-

October1994 (7)
76 Yasuo Miyagi
ers indenter by 30 kgf were also tested.
Fig. 14 shows results of tests under the conditions
of an exposure time of 49 hours (7 hours 7 times) and
exposure in the furnace. Though the influence of the
application of sodium sulfate is extremely great on test
pieces without cracks, it is far small on those with
cracks (marks with bars in the figure). The rupture
strength of test pieces with cracks and without sodium
sulfate lowers down to one third. Test pieces tested in
the gas flow have almost equal strength of those tested
in the furnace in case of the gas with additives and
strength lowers when kerosene with a small amount of
impurities is used. Judging from these results, it is
considered that the toughness of materials with surface
cracks is improved with molten salts and their
sensitivity to notches gets dul1. It is therefore
considered unnecessary to worry about surface finish
when using ceramics in a corrosion atmosphere.
4.3 Friction and Wear Tests
Though tests and researches on the friction and
wear properties of ceramics in the vincinity of ordinary
temperature have been conducted at various places, test
data under high temperature are almost unavailable. The
friction and wear properties of ceramics are important in
cases where ceramics are applied to components having
high temperature sliding surfaces such as piston rings,
cylinder sleeves and exhaust valves of diesel engines.
As shown in Fig. 15, the test equipment can raise
its temperature up to 1000 C by external high
frequency induction heating. Tests by the ring-on-disk
method or pin-on-disk method can be conducted in the
range of pressing load from one to 50 kgf and of rotating
speed from 5 to 500rpm.
Fig. 16 shows results of tests conducted on alumina
and mullite of oxide ceramics8). Their specific wear
losses decrease by more than one figure under high
temperature. It was found that the surface layer
consisting of fine particles as shown with a model in
Fig.17 was formed on the surface which was rubbed
under high temperature. Judging from this fact, the
following can be concluded. Namely, in the case where
the temperature of the part near the surface which
receives shear deformation is sufficiently high, the
surface layer consisting of fine particles is formed
through plastic deformation entailing recrystallization
and specific wear loss decreases thanks to the
considerably high plasticity of the fine particle layer
under high temperature
. and deformation on the base material and film formation
4.4 Evaluation of Thermal Shock by Laser
The evaluation of thermal shock resistance has
generally been expressed by temperature difference that
causes strength reduction by dropping a high tempera-
ture test piece into water or oil for rapid cooling and by
(8)
checking its strength, so far. When using this method,
plenty of time and labor are needed since many test
pieces must be tested, and, furthermore, values obtained
are sometimes unsuitable for comparison since heat
transferring conditions around test pieces vary
depending on the conditions when dropping test pieces
down. This method can also be said to be unsuitable
when unhomogeneous material with leaning function is
measured .
In the method mentioned here, material surfaces
are irradiated with laser beams and the thermal shock
resistance of materials is evaluated by output density
and spot diameters at the time of rupture. This method
was proposed and research for it was started recently. In
this method, the thermal shock resistance of a test piece
can be evaluated by measuring a power value at the
moment when it cracks with a n'1onitor such as AE
while changing laser power. Ship Research Institute is
now forwarding work for theoretically substantiating
this method by performing model calculation through a
finite element method and comparing its results with
measured values9).
4.5 Nondestructive Inspection Using Laser
Ultrasonic Wave
The laser ultrasonic wave method is considered
promising as a method of the nondestructive inspection
of ceramics. This method can generate and detect
ultra-sonic waves without contact and can substantially
increase the speed and improve the performance of
inspection. It can also evaluate materials and defects of
machinery and equipment in service. Thanks to these
properties, it becomes possible to investigate the
propagation characteristics of laser ultrasonic waves and
the behavior of their echoes, to devise the method of
treating the wave forms of detected data, and to obtain
linear responses10). Thus, it is considered that this
method can be utilized as more quantitative ultrasonic
wave measurement technique.
4.6 Reseraches on the Mechanism of Ceramic
Sp raying
For spray coating, the spray conditions of plasma
guns and the strength of sprayed material have been
empirically clarified so far, but its intermediate process
is not clarified yet. Ship Research Institute is now
con-ducting fundamental researches to clarify processes
such as the formation of plasma flow by arc discharge,
plasma heat transfer to ceramic particles, rapid cooling
by building up so1idified particles, and to develop
excellent ceramic coating techniquesl1). It is also
con-ducting researches on an improvement in wear
resistance by improving the quality of ceramic coating
Bu1letin of the M.E.S.J., Vo1. 22, No.2
 Application of Ceramics to Marine Diesel Engines
surface .
5. Conclusion
Though ceramics inherently have many properties
such as heat resistance, corrosion resistance and wear
resistance better than those of metal, products which are
put to practical use as engine components are still few.
Since fine ceramics were developed as structural
material only about a quarter of a century ago, it is
natural that they have many points which have not been
clarified yet. Research and development have often been
conducted so far on ceramics having a single component
such as alumina, silicon nitride and silicon carbide in the
main. It is considered that the function and performance
of ceramics will be improved through the composition
of components like metallic al1oys and that ceramics
with properties suited to uses will appear in the future. It
is also thought that more ceramics will be practically
used at proper positions by combining well with
metallic materials in the future, since it has become
possible to substantially reduce molding and machining
costs by the near-net-shape method. The author
expects that high-performance and low-cost engines
requiring almost no maintenance work will be realized
with the aid of ceramics in the 2 1st century.
Discussion
Masanori Tanaka (Mitsui Engineering &
Ship-building Co., Ltd.)
How many hours did you operate the test engine
using water emulsified fuels? Do you obtain any
information on the durability of combustion chamber
components during operation?
October1994
77
Author's reply
The test engine had been operated on water
emu1-sified fuels for more than 200 hours in total.
During this period of time, its combustion chamber
components were observed at intervals of about 30
hours. We could not detect any particular change in the
material quality of these components including ceramic
components.
References
1) Miyagi, Y., Fujimoto, Y., Journal of M.E.S.J., vo1.
16,No. 8,P. 30-38,(1981)
2) Nishikawa, K., Miyagi, Y., Shiode, K., Journal of
MESJ, vo1. 26, No. 9, P. 128-132, (1991 )
3) Nishikawa, K., Miyagi, Y., Shiode, K., Preprint of
57th general meeting of Ship Research Institute,
p.135-138, (May, 1991)
4) Miyagi, Y., Fujimoto, Y., Preprint of 49th genera1
meeting of Ship Research Institute, p.
148-151,(June, 1987)
5) Miyagi, Y., Fujimoto, Y., Preprint of 39th lecture
meeting of MESJ, p. 37-40, (Oct., 1986)
6) The 123rd Committee for Heat resisting Metal of
Japan Society for the Promotion of Science, "The
method of corrosion test at high temperature by
spreading V2O5-Na2SO4 synthetic ash", ( 1973)
7) Munakata, Y., Senda T., Preprint of 70th Annua1
Meeting of JSME, Vo1. B4-6, (Sep., 1992)
8) Senda T., Preprint of 59th general meeting of Ship
Research Institute, p. 73 -76, (May, 1992)
9) Akiyama, S., etal, Preprint of 70th Annula Meeting
of JSME, Vo1. B 13-6, (Sep., 1992)
10) Shimada, M., Yoshii, T., Preprint of 6 1 st genera1
meeting of Ship Research Institute, p. 34-37,
(June,1993)
11) Takahashi, C., Senda, T., Preprint (/)f 59th genera1
meeting of Ship Research Institute, p. 69-72,
(May,1992)
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