The third Seikan-maru
The third Seikan-maru (だいさんせいかんまる) was a railroad ferry of the Ministry of Railways Seikan route and was a vehicle ferryboat of 鉄道車両航送専用 constructed in response to the freight transport volume rapid increase of the route from the time (1936) in 1936. The fourth Seikan-maru of the associate same model that gave improvement to a model of a vessel was constructed afterwards because increase of the carriage of goods demand continued. The building was lost with both ships together in Uraga dock in the Pacific War.
I describe the third Seikan-maru, the fourth Seikan-maru here. It was a third .4 ship of the vehicle ferryboat with a name of the Seikan-maru.
Table of contents
Process until vehicle ferryboat additional building
It began in postwar panic of (1920) in 1920, and Japan after the World War I end was under a financial panic of (1927) and the recession that had a long it to continue in Great Kanto Earthquake, 1927 of (1923) in 1923, and the carriage of goods results of the Seikan route decreased for 3 consecutive years from (1921) in 1921, too. However, I increased after (1924) in 1924, and the freight transport volume of (1926, 1926) showed off power of 車両航送 in approximately 655,000 tons in the climbing up and down and anti-132% compared with the previous year in 1926 of the next year when I ran, and four Otori round shape started 車両航送.
The first Seikan-maru exceeded 800,000 tons in (1929) in 1929 of five systems which I added, too, but I received a blast of the world financial crisis by the second Seikan circle service in (1930) in six systems and 1930 when it was, and the recession worsened still more [1], and the freight transport volume in the same year experienced 780,000 tons and 車両航送開始以来初 めての decrease of the breaking in the last year. However, I increased to 836,000 tons by economic recovery with 750,000 tons of (1932) as the bottom in (1933) in 1933, the following day in 1932. However, the increase of the freight transport volume was fluctuate [2] and was able to still cope by six systems mentioned above afterwards.
However, the freight transport volume of (1936) showed 115% of anti-growth to approach 1,100,000 tons compared with the previous year in 1936 [2] and increased the metastasis to a railroad of the marine transportation freight by the lack of loading capacity after the Japan-China War outbreak in July (1937) like World War I in 1937, too and continued increasing in around 120% compared with the previous year. The Ministry of Railways ordered vehicle ferryboat building from Uraga dock (1937) in September 1937 to cope with this, and it was the third Seikan circle that was completed (1939) (1938) in October in 1939 in the start of work, term of works for one year in October in 1938 [3]; [4] [5].
The metastasis to a railroad of the marine transportation freight became more and more remarkable, and, with the expansion of the front, the freight transport volume of (1940) doubled in 2,130,000 tons and four years in 1940 and lacked the ship which transported Hokkaido product coal (1941) to the Keihin industrial area in summer in 1941 before the Pacific War outbreak of war afterwards. However, the building of the navy war vessel was given priority to in those days in the private shipyard, and the fourth Seikan circle of the October ordering was placed under management supervision of the navy warship Masamoto region (1942) (1939) from February in 1942 for 1,939 years although I finally started work (1941) in August in 1941 [4] and spent higher than for one and a half years while suffering the hull construction interruption at one time [6] and was finally completed (1943) in February in 1943 [3]. In addition, the freight transport volume of this age reached 3,640,000 tons [2].
Hull structure of the third Seikan-maru
As for the third Seikan-maru, the length and the width of the hull, the number of the vehicle loading made a little difference with the second Seikan circle concerning a vehicle ferryboat not to treat like the traveler who shared Aomori, an exclusive quay of Hakodate with a ship conventionally. However, the radical improvement that adopted the use experience in technological change of the meantime and the first Seikan-maru, the second Seikan circle by the first building in 8 years was added by the second Seikan-maru service.
Vehicle deck coating by the bridge deck completion
A vehicle deck did not have a roof by first Seikan-maru, second Seikan-maru, and the damage of the vehicle by suffering and the surge of the work to tighten the vehicle at the time of a wild heaven-sent chance and the snowfall often occurred. Therefore, it was the second Seikan-maru and I tied forecastle deck of the same height that overturned partially and separately, the promenade deck of the hull central part bridge house, the rear Funabashi deck of the poop back and forth and said with "bridge deck" of the completion and, by third Seikan-maru, did a vehicle deck with the roof which almost covered the whole of the vehicle deck. Furthermore, I covered the vehicle deck ship's side in a shell between a vehicle deck and bridge deck and fixed the appearance as "a vehicle temple office" and lasted for approximately 29m in length between approximately 16m in length, a bridge house and the poops between a fo'c'sle and the bridge house, and I established inferior border and the opening for the ventilation lighting of 1.3m in height to do, and the side of the loading vehicle coated 3.5m in height from a vehicle deck side as structure to close this by a canvas (canvas) at the time of the stormy weather for the winter season to outside board shell, too and solved these problems. In addition, I called the completion deck of this vehicle deck vehicle storage place roof with "Bridge deck" or "bridge deck" to a vehicle ferryboat of the building from this third Seikan-maru (1948) in postwar 1948, but it was after the Hiyama circle (the first generation) of the building (1955) in "a mast deck" in 1955.
Hull length strength increased by this bridge deck completion, and the reinforcement by the steel frame trass structure under the vehicle deck such as the first second Seikan circle became needless and did the vehicle deck which was low in the first, the second Seikan circle again with a spar deck, and it was in the impression called the dignified big ship which had high bridge deck of the completion of the third Seikan circle from the appearance called "a freight train ferryboat" quite of the loading vehicle circle vanity. However, it caused the rise of the center of gravity and was the increase of the rudder area for the former, and this supported with the increase of the wind pressure area, but, as the steering gear which fitted into the low steering gear room of the ceiling under the vehicle deck, an Uraga type steering gear of 新型汽動式 was devised while having the high power that could only move this rudder which grew big and was adopted [7].
General placement
Because I put a boat on the deckhouse roof of the promenade deck (equivalent to bridge deck of the third Seikan-maru) by second Seikan-maru, I named here a boat deck, but named here promenade deck because I suspended two boats across rear both the port side and the right side of the bridge deck which became wide with the mother ship, and a boat disappeared on the roof of the bridge house deckhouse. As well as the second Seikan-maru, a deck part officer living room of the private room was placed and went up the radio room which was under one level in the second Seikan circle to the promenade deck on this deckhouse the second floor. The officer living room of the engine part of the private room, office work department, an officer dining room and the kitchen, office were established in bridge deck on the deckhouse the first floor. The wheelhouse which stretched to a both the port side and the right side was established like to the second Seikan-maru in voyage Funabashi on the deckhouse the third floor, but the plane shape posted the front in a circle and I prepared the stroll corridor bulwark of the anterior surface of deckhouse that continued below in the anterior surface of wheelhouse, and the bulwark of the bridge deck was connected to a stroll corridor of the ship's side more in a circle likewise and continued to rear chimney base, and, including a wheelhouse, these were painted white, and the deckhouse that curled up of visually this front was emphasized [8].
There was rear Funabashi who remote-controled the healing pump while seeing vehicle loading and unloading in the bridge deck stern edge central part, but it entered it by progress by the Seikan ferry, and the arrival at a shore steerage method that I was supported by the assistance steamship right in front of a quay, and a head did in a time had already established it, and the bow rudder to use at the time of the next generation arrival in port by the Seikan ferry after the mother ship was not equipped equipment さず, the steering wheel with either [8].
With the mother ship, it was in the second floor in the vehicle deck bow, and, by second Seikan-maru, called the part called the low forecastle deck on the fo'c'sle the second floor with "Partial Deck" or "a part deck" [9], and a deck living room, a bathroom, the restroom of two steps of bed room of ten several were located by several capacity, and a dining room for a deck, a bathroom, a restroom for an engine were located in the lower vehicle deck bow section. Furthermore, after all, on the second deck of the first hold where the chain locker under the vehicle deck was next to behind, an engine living room and the engine dining room of two steps of bed room of ten several were established from several capacity. In addition, I established the mixed residence room of the third class cabin level on the ろ neighboring axle room second deck after a vehicle deck bottom, a machine room and coped with "other people" such as "horse attendance people" [10]. The both the port side and the right side had the second hold with a healing tank across a watertight bulkhead behind the first hold and it continued with a boiler room, a machine room, an axle room, the third hold, a steerage cabin and was two folds of bottoms of the completion more.
Vehicle loading facilities
In the vehicle deck, orbit was laid like the first Seikan-maru, the second Seikan-maru so that a median diverged immediately in 3 lines in the stern edge to appear of movable bridge, and it was in 4 lines in most of the vehicle decks, and there was a sailor township in the vehicle deck bow, and the No thoroughfare for vehicles with the automatic connector was installed in each line in a terminal equal just before that with 4 lines. Hung the orbit effective head and ワム type freight train loading dual number of each line in the ship Platform 4 of the starboard from the port ship Platform 1, and the loading of 44 in total was possible at 12 94m, 94m 12, 64m eight, 94m 12 each [11]; [12].
Is going into service in those days; ran, and the Otori round shape was orbit 3 line in the ships, but the ship Platform 2 of the median approached ship Platform 1 and the ship Platform 3 on the bow side from an engine room wall wall for a dead end in an engine room wall wall of the hull central part, and relatively had a short distance from hull centerline. In addition, the first Seikan-maru, the second Seikan-maru were 4 lines, but a superstructure was small, and a center of gravity was low. Therefore, by these six ships, I was able to control a hull slant only by ship's side healing tank on the loading and unloading side and note drainage with the overboard from hull slant zero at the time of vehicle loading and unloading. However, because a center of gravity rose by superstructure increase by the bridge deck completion with the mother ship, the hull slants at the time of vehicle loading and unloading increased, and put the seawater of the half quantity in the healing tank of both sides each to go over the hull slant flattery performance of the movable bridge at the time, and inclined to the other side by such a method before ship Platform 1, ship Platform 4 loading twice beforehand, and operation that seawater moved between the tanks of both sides at the time of the loading and put a slant in less than 2 degrees was necessary [13]; [14] [15].
In addition, it was setting to the second hold ship's side of the former neighbor without being able to install a healing tank to the boiler room ship's side because I distributed a smoke road from a boiler to the vehicle deck both the port side and the right side side as well as the second Seikan-maru, but a trouble did not do paths of smoke and I let you protrude and was able to install the posterior healing tank in the boiler room ship's side without taking the 移水 pipe between the both the port side and the right side tank back and forth by locating a healing pump in the pump well of the anterior boiler room [16].
Idle ship machine
汽動式揚錨機 was installed in the bridge deck bow, and an axis driven through the shaft from a windlass on the front, the hull centerline was installed in the perpendicular capstan, and 汽動式 capstan was installed in right and left by one in the bridge deck stern. These placement ran, and it was approximately similar to Otori round shape, but I ran, and the ability of the windlass was usually decided with the size of the anchor including Otori round shape. I performed 投揚錨 of the anchor of the both the port side and the right side, and, wow, as for the windlass, the spool-shaped drum which turned in the horizontal axis called the Ping drum stuck out of both sides of the windlass body, and a quay and the mooring line which I tied coiled itself around this several times and they rolled up a mooring line while letting you skid, and regulating the tension and arrived. It was demanded for securing of navigation by the Seikan ferry at the appointed hour that I performed this arrival at a shore idle ship work under the bad condition quickly four times a day, and an ability of ワ-ピングドラム which rolled up a mooring line was asked it. However, because was insufficient with the ability decided with the size of the anchor, a large-scale windlass of the degree not to be defeated by even if a mooring line was pulled with a little less than 10 tons by the third Seikan circle was adopted, and it was a standard in afterward [17]; [18].
Engine part
Because limitation in passing sailing it and the use of quay occurred when I used the ship which navigated it between Aomori - Hakodate such as the first Seikan circle, the second Seikan circle for six hours and the ship which ran it, and navigated it like Otori round shape for four hours 30 minutes together when the number of the navigation ships increased, and number of service increased, and diamond making became complicated, I ran it, and navigation gave the new ship after the third Seikan circle possible performance for Otori four hours 30 minutes at the same level as round shape and planned the navigation number of times increase by 2 coming and going a day in addition.
Therefore, it was four of them of each two boards in total, and the chimney stood up as well as the second Seikan circle from a stroll corridor roof (promenade deck) of the bridge house deckhouse ship's side because by three cans were equipped with a for shipping Scotch Whiskey boiler six cans in total in the before and after each board direction after having done depth (distance from a vehicle deck to the bottom of a ship) with 6.6m of the approximately 50cm increase than the first Seikan circle, the second Seikan circle so that a large boiler was equipped [11] and divided paths of smoke into former one can and 後 ろ two cans with each board [19]. I started self-developed steam turbine production just these days in the Uraga dock, and a first issue machine was carried by the third Seikan-maru [20]. It was 2 pipes type of the high low-pressure turbine of rating output 2,000HP, two steps of reduction gears impulse turbine belonging to, and it was equipped, and [16], this gave a voyage speed to 15.5 knots from 11 knots two.
Because I sharpened lower than draft line for the bow section that the width for the vehicle deck bow section became wide and gave one, a voyage speed to 15.5 knots because I postponed orbit of the inboard as for by approximately 1m with each line though the head [21] between the perpendicular line hardly lengthened from 110.00m and 109.73m of the second Seikan-maru [11] and increased the number of the vehicle loading one, it was a big model of a vessel of the flare that a slant of the planking which reached the height of the vehicle deck from the draft line of the neighborhood of bow side was big, and a problem swatted in a wave at the time of a vertical shock of the stormy weather produced it [22].
Interchange electrification in the Seikan ferry first ship
I changed inboard electricity to triphase current 60Hz 225V from conventional direct current 100V from Seki pot ferry Kongo circle (7,081.74 gross ton) of the building for the first time (1936) in Japan 1936 and, in the Ministry of Railways, adopted it [23], and, even as for Seikan ferry, making it it began 60Hz 225V triphase current of the inboard electricity from this third Seikan circle. Was equipped with two 50kVA generators of the steam turbine drive, and used one during a voyage, and it was use of two in the entrance and exit Port, but divided load into illumination and power each, and ran it because it was not possible for two parallel driving [24]; [25]. However, the important equipment such as a windlass and a steering gear, the healing pump remained 汽動式 same as before.
Prewar sealed pattern vehicle ferryboat fourth Seikan-maru
第三青函丸の縦揺れ時に波にたたかれる問題を解決するため、第四青函丸ではフレアーを少なくして凌波性を改善するため、垂線間長を一気に3.2m伸ばし、113.20mとした。これにともない、船2番線の軌道有効長が96mに、船3番線では65mと約2mずつ延びたが[11]、ワム換算の車両積載数に変化はなかった。この内側2線の延長により、船首での船内軌道終点位置が外側2線と内側2線でずれることになった。また当時戦争のため船内軌道の枕木にする良質な堅木の入手が困難となり、やむを得ず、車両甲板上に溝形鋼を上下逆に置いて溶接し、その上にレールをボルトで固定する方法がとられた[26]。
なお、第三青函丸と第四青函丸は、船体長のほか、第三青函丸では操舵室のはるか前方にあった前部マストが、第四青函丸では操舵室直前に移動した以外、大きな差異はなかった[27]。
第四青函丸は、青函航路での車両航送開始から、15年以上にわたる運航経験から得られた知見に基づいて、太平洋戦争前の平時に設計され、ボイラー、タービン等重要機器には国産品を採用する等、当時の日本の技術水準と、青函航路の実情に最適化された標準型車両渡船であった。このため、鉄道省は、今後はこの第四青函丸の同型船を追加建造する積もりでいたが、情勢はそれを許さなかった。
W型戦時標準船の原型
海軍艦政本部は1942年（昭和17年）2月から、海軍管理工場[28]で施工する、長さ50m以上の鋼船の建造修繕監督権を掌握し、同年4月からは、商船の大量建造のため、艦政本部が選定した10種類の戦時標準船以外の建造着手は許可されなくなった。また当時建造中であった第四青函丸も海軍艦政本部の管理監督下に置かれた。
海軍艦政本部の無理解
1942年（昭和17年）春、鉄道省は激増する青函航路の貨物輸送需要に対応するため、第四青函丸を基本とした車両渡船4隻の建造を、艦政本部に要請した。しかし艦政本部は、10種類の戦時標準船に該当せず、速力15.5ノットも出せるのに特定の航路にしか使えず、船の大きさの割に積載能力の小さい車両渡船の建造など論外、小型機帆船を多数建造して充当すべし[29][30]、と言い出す始末で、以後半年以上車両渡船建造計画は進展を見なかった。
D型戦時標準船導入との比較
小型機帆船案はともかく、貨物積載量が車両渡船に近い1,900総トンで速力10ノットの一般型貨物船のD型戦時標準船と、2,800総トンで速力15.5ノットの車両渡船を比較すると、D型戦時標準船は総トン数は少ないが、積載貨物量は車両渡船の約1.3倍と多く、構造も単純なため、建造費は35％、使用鋼材量は半分で、一見D型戦時標準船優位に見えた[30]。
鉄道省はこの一般型貨物船のD型戦時標準船等を青函航路に就航させた場合の車両渡船との比較の試算を行い、海軍艦政本部の説得工作を図った。
車両渡船は片道4時間30分、荷役のための停泊時間が1時間30分で1日2往復の運航を当時実際に行っていた。一方D型戦時標準船は片道6時間30分、荷役のための停泊に17時間30分も要し、2日で1往復しか運航できないとして計算された[30]。車両渡船1隻がD型戦時標準船4隻に相当するが、D型戦時標準船の積載量が1.3倍であることを考慮すれば3.1隻程度となった。
車両渡船の1回の停泊時間は1時間30分で、1岸壁では1日10回の荷役が可能となり、これは車両渡船5隻10往復分である[30]。D型戦時標準船が1.3倍積載できることを考慮すれば、車両渡船10往復分はD型戦時標準船7.7往復分に相当する。2日で1往復のD型戦時標準船を7.7往復させるには15.4隻必要で、同時に両港には6面ずつ岸壁を確保する必要があった[22]。
以上より、建造費35％、使用鋼材量半分の一般型貨物船のD型戦時標準船で車両渡船の代替をするには、3倍以上の隻数と6倍の岸壁を要し、それらの岸壁には長時間荷役中の貨物列車を留置する引込線も必要とした。そのうえ車両渡船ではほとんど不要であった荷役に伴う経費も発生し、輸送速度も約1日遅れるため、車両渡船建造の方が明らかに得策であった[22]。
なお実際の試算では、D型戦時標準船への積荷が雑貨なのか石炭なのかで、積載重量や荷役時間にかなりの差が出ていたが、車両渡船優位の結論に揺るぎはなかった。
鉄道省の巻き返し
この反証や、その後の戦局の悪化もあり、1942年（昭和17年）10月の閣議決定を経て[31]、第四青函丸の建造続行と第四青函丸を徹底的に簡易化した戦時型車両渡船の3隻の建造が12月にようやく正式承認された。これがW型戦時標準船（第五青函丸型）で、「W」はWAGON、貨車の意味であった。
運航
- 第三青函丸就航前の1938年（昭和13年）8月9日からは、翔鳳丸型客貨便3往復、同貨物便3往復、臨時貨物便2往復、不定期貨物便2往復の計10往復運航[32]で、第一第二青函丸の2船3往復以外は、翔鳳丸型4船が7往復していた。
- 1939年（昭和14年）11月25日の第三青函丸就航で、貨物便2往復を増便し、計12往復運航となった[32]。
- 1940年（昭和15年）10月10日から、翔鳳丸型客貨便4往復、4時間30分～5時間30分運航の貨物便5往復、第一第二青函丸2船3往復の計12往復が基本となった[32]。翔鳳丸型4隻と第三青函丸の1日2往復運航可能船5船が9往復していた。
- 1943年（昭和18年）3月6日の第四青函丸就航で、貨物便2往復を増便し、計14往復運航となった[33]。翔鳳丸型4隻と第三第四青函丸2隻の1日2往復運航可能船6船が11往復していた。
- 3月18日からは北海道炭の本州送りは全て陸送となり、石炭列車運転開始[34]
このように、1938年（昭和13年）以降、1日2往復運航可能船の隻数は増えたが、急激な貨物輸送量増加で、運航に余裕がなくなっていった。
第三青函丸
沿革
第四青函丸
沿革
第三青函丸 第四青函丸 一覧表
| 第三青函丸 | 第四青函丸 | |||||
|---|---|---|---|---|---|---|
 | | |||||
| 概歴 | ||||||
| 建造所 | 浦賀船渠 | |||||
| 起工 | 1938（昭和13）年10月12日 | 1941（昭和16）年8月6日 | ||||
| 進水 | 1939（昭和14）年3月19日 | 1942（昭和17）年9月21日 | ||||
| 竣工 | 1939（昭和14）年10月10日 | 1943（昭和18）年2月25日 | ||||
| 就航 | 1939（昭和14）年11月25日 | 1943（昭和18）年3月6日 | ||||
| 終航 | 1945（昭和20）年7月14日 | |||||
| 要目（新造時） | ||||||
| 船種 | 車両渡船 | |||||
| 総トン数 | 2,787.41トン | 2,903.37トン | ||||
| 全長 | 114.91m | 118.60m | ||||
| 垂線間長 | 110.00m | 113.20m | ||||
| 幅（型） | 15.85m | |||||
| 深さ（型） | 6.61m | 6.60m | ||||
| 満載喫水 | 4.60m | 4.64m | ||||
| ボイラー （台数） | 舶用スコッチボイラー（6） | |||||
| 主機械 （台数） | 浦賀船渠製2段減速歯車付衝動タービン（2） | |||||
| 公試最大出力 | 5,359軸馬力 | 5,314軸馬力 | ||||
| 定格出力 | 2,000軸馬力×2 | 2,250軸馬力×2 | ||||
| 公試最大速力 | 17.70ノット | 17.16ノット | ||||
| 航海速力 | 15.5ノット | |||||
| 乗組員 | 65名 | 76名 | ||||
| その他 | 50名 | 120名 | ||||
| 車両積載数 | ワム換算44両 | |||||
| 船名符字 | JGWN | JYIR | ||||
| 第三青函丸 | 第四青函丸 | |||||
脚注
- ^ 宮原武夫、黒羽清隆他 高校日本史p297～300実教出版1983
- ^ a b c 青函連絡船史p234～237 国鉄青函船舶鉄道管理局1970
- ^ a b 山本煕 車両航送p245 日本鉄道技術協会1960
- ^ a b 北海道鉄道百年史（中巻）p192 国鉄北海道総局1980
- ^ 古川達郎 鉄道連絡船100年の航跡p59～60 成山堂書店1988
- ^ 浦賀船渠六十年史p353 浦賀船渠株式会社1957
- ^ 青函連絡船史p156 国鉄青函船舶鉄道管理局1970
- ^ a b 古川達郎 鉄道連絡船100年の航跡p78 成山堂書店1988
- ^ 古川達郎 鉄道連絡船細見p39 JTBパブリッシング2008
- ^ 山本煕 車両航送 巻末表-36 日本鉄道技術協会1960
- ^ a b c d 山本煕 車両航送p246 日本鉄道技術協会1960
- ^ 古川達郎 鉄道連絡船100年の航跡p263 成山堂書店1988
- ^ 鉄道技術発達史第6篇（船舶）p25 日本国有鉄道1958
- ^ 厳密には1度50分以内：山本煕 車両航送p240 日本鉄道技術協会1960
- ^ ヒーリングポンプ容量は第一・第二青函丸と同じ2,000m3/h×7.0m（水頭）であった：青函連絡船史 巻末附表p19 国鉄青函船舶鉄道管理局1970
- ^ a b 青函連絡船史p155、156 国鉄青函船舶鉄道管理局1970
- ^ 古川達郎 連絡船ドックp79 船舶技術協会1966
- ^ 第六青函丸の揚錨機では、錨鎖を巻き上げる力量は19トン×9m/分、係船索を引くワ―ピングドラムの力量は9トン×20m/分：泉益生 連絡船のメモ（下巻）p17 船舶技術協会1972
- ^ 古川達郎 鉄道連絡船100年の航跡p286 成山堂書店1988
- ^ 日本の舶用蒸気タービン発達史（1945年まで） 日本舶用機関学会誌28巻1号p15 1993
- ^ 船首と満載喫水線の交点から舵柱もしくは舵頭材の中心までの距離。Lpp（length between perpendiculars）
- ^ a b c 古川達郎 鉄道連絡船100年の航跡p107 成山堂書店1988
- ^ 徳永勇 日本の艦艇商船の電気技術史 船の科学39巻10号p66 1986
- ^ 青函連絡船史p160 付表p19 国鉄青函船舶鉄道管理局1970
- ^ 航跡p317 国鉄青函船舶鉄道管理局1978
- ^ 古川達郎 連絡船ドックp104、105 船舶技術協会1966
- ^ 古川達郎 鉄道連絡船100年の航跡p108 成山堂書店1988
- ^ 国家総動員法に基づいて海軍が管理した工場。最終的に全ての造船所が指定された：http://www.lib.kobe-u.ac.jp/das/jsp/ja/ContentViewM.jsp?METAID=00205544&TYPE=IMAGE_FILE&POS=1
- ^ 青木栄一 青函連絡船の今昔（前） 鉄道ピクトリアル13巻6号p29 1963
- ^ a b c d 古川達郎 鉄道連絡船100年の航跡p106 成山堂書店1988
- ^ http://rnavi.ndl.go.jp/politics/entry/bib00419.php 戦時陸運ノ非常体制確立ニ関スル件 昭和17年10月6日閣議決定1942
- ^ a b c 青函連絡船史p196～199 国鉄青函船舶鉄道管理局1970
- ^ 北海道鉄道百年史（中巻）p205 国鉄北海道総局1980
- ^ 青函連絡船史p327 国鉄青函船舶鉄道管理局1970
- ^ a b 青函連絡船50年史p182〜187 国鉄青函船舶鉄道管理局1957
This article is taken from the Japanese Wikipedia The third Seikan-maru
This article is distributed by cc-by-sa or GFDL license in accordance with the provisions of Wikipedia.
In addition, Tranpedia is simply not responsible for any show is only by translating the writings of foreign licenses that are compatible with CC-BY-SA license information.
0 개의 댓글:
댓글 쓰기