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The auspicious purple clouds-maru

The auspicious purple clouds-maru

The auspicious purple clouds-maru
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Basic information
Ship class In-vehicle passenger ship
Registry Japanese flag Japan
Operation person Department of Transportation railroad total station
Japanese National Railways
Building place Harima shipyard
Sister ships The Mt. Bizan-maru, eagle feather-maru
Signal letters JDJQ
Changing name The Seto-maru
It is October 11 (1955) for 1,955 years
Career
The start of work It is August 16 (1946) for 1,946 years
The launching It is March 10 (1947) for 1,947 years
The completion It is June 9 (1947) for 1,947 years
The service It is July 6 (1947) for 1,947 years
End of commission It is March 30 (1966) for 1,966 years
Essential points (at the time of construction)
Aggregate tonnage 1,449.49 ton
Full length 76.18m
The head between the perpendicular line 72.00m
Molded breadth 13.20m
Molded depth 5.00m
Load draft 3.50m
Boiler Canned Inui heat type Japanese yen
Four cans
Main engine Two steps of Ishikawajima-type reduction gears impulse turbine belonging to
Two
Max power 2,181 shaft horsepower
The rating output 900 shaft horsepower *2
Maximum speed 14.66 knots
Voyage speed 12.8 knots
Passenger capacity 1,500 people
Number mounted with a vehicle 14 ワム conversion
I display a template

The auspicious purple clouds-maru (しうんまる SHIUN MARU) was this route's first in-vehicle passenger ship by railroad ferry of the Japanese National Railways Udaka route.

It sank in a collision for the twice of (1955) in (1950) and 1955 in 1950, and all sent a dead person. The second in particular accident sends 168 dead people including 100 child students of the school excursion, and call it with an auspicious purple clouds circle case [1], and one of the five components accidents includes it in Japanese National Railways postwar period. Is withdrawn after both accidents; return; former; go into service again, but of the second return; former; is renamed to the Seto-maru at the time of the service again.

Table of contents

Process until in-vehicle passenger ship building

There is the opening to traffic of both Takanori, Dosan lines in March and November in (1935) in 1935 when 客貨輸送量 of the Udaka route escaped from a panic of the Showa era, too; significant an increase tendency from this time [2]; [3]. Two of the vehicle ferryboat first Udaka circle, the second Udaka circle of the ワム conversion ten loading hit 貨車航送 with 300 gross tons grade three of sisters passenger ship (together 1,057 561 gross ton traveler capacity) and the Mizushima-maru (493 337 gross ton traveler capacity) of the Sanyo circle, south seas circle for passenger transportation in those days. However, (1936), the Ministry of Railways were decided and, with [5] to light coal for the opening of business of (1942) in 1942, and to order the building of three steam turbine vehicle installation passenger ships from the Harima shipyard [4], started the construction of the land and water communication facilities in both Uno, Takamatsu ports (1939) from October in 1939 [6], but they stopped the large-scale 車両航送 system introduction that followed the Seikan route for war out of necessity in 1936 because it was predicted that it could not support the transport needs which increased rapidly by this system in due course.

Therefore, I let abolition and self-navigation type freight train ferryboat first ... Goseki gate circle of the Seki forest route where it was transfer a census register by the barrier tunnel opening to traffic of July sequentially (1942) from September of the year in 1942 and built a quay for exclusive use of the barrier circle use in haste at both Uno, Takamatsu ports and let you participate in 貨車航送 from October 8, the same year and did it with emergency correspondence [7].

There was not the wartime ship loss, but the impoverishment of each ship by the rough treatment was serious and, on the Udaka route, exceeded sudden transport needs increase of the postwar confusion period in the passenger full loading to the vehicle deck of motorized sailboat chartered ship and the first Udaka circle, the second Udaka circle.

The Department of Transportation railroad total situation succeeded for the building permission installation of three in-vehicle passenger ships of 1,400 gross tons grade (1946) from GHQ in July in 1946 [8], and the 大型車両航送 system introduction plan that I stopped here revived. These three ships were designed as a diesel ship at first, but they lighted the coal of the prewar design street, and it was a steam turbine ship [9], and the first ship was already Harima shipyard of Aioi on [6], August 16, the same year, and it was started work by difficulty of the securing of heavy oil at the time, and two ships which continued were constructed sequentially at the shipyard. These went into service (1948) (1947) over June 1948 from July 1947, but waited for the land and water communication facilities completion such as the large size movable bridges which coped, and started 車両航送 (1949) from March in 1949 [10]; [11]. Because these three first ships were named "the auspicious purple clouds-maru" by the name of the mountain in Takamatsu-shi, three ships were called "auspicious purple clouds round shape".

With this 大型車両航送航送 system introduction, the barrier round shape returned to the barrier straits again [12], but the first Udaka-maru, the second Udaka-maru was still used for a long time.

Summary

As well as Seikan route, it was said that the loading and unloading of the vehicle were from the stern, and it was laid 2 lines, and the orbit in the ship was available for the loading of 14 ワム conversion on a vehicle deck. In addition, Seikan ferry ran and, like Otori round shape, was equipped with the bow rudder which could steer a ship from rear Funabashi and was able to arrive in the next generation after a head out of a port in a time. In addition, the rudder of the stern did it with two pieces of steerage-related good rudders equipped with just after two propellers to navigate early detailed inscription Seto of the tide [13].

From the condition of the Takamatsu port at the time and the depth of the water of the route line, I was decided with 76.18m in total length, draft 3.50m considerably than the Seikan ferry Toya round shape [14] of the building small for the same period. However, the big top of the upper part structure was apt to become relatively heavy because the size of the vehicle to load did not change [15]. Therefore, I did not use a railroad tie for the orbit in the ship and I fixed a rail with bolt and nut on the billet which I welded to a vehicle deck [16] and controlled the height of the deckhouse [9], and the amount of of the second-floor lower part promenade deck persuaded the bow deck with the bow idle ship workshop than Toya round shape among one level of fall, vehicle storage place ship's side. It was the form that protruded in a deckhouse without finishing being half satisfied in "the hull" on a vehicle storage place, and it was the form that deckhouse front wall of the lower part promenade deck served as half on vehicle storage place front wall wall, and, as for the upper part promenade deck equivalent to the ceiling of the vehicle storage place, the second floor of the deckhouse became in this way considerable. The wheelhouse was installed in the upper boat deck and, seeing from front, it was in a deckhouse of same 3 stories and, in spite of being the structure that had lower one level than Toya round shape, gave a dignified impression.

Hull structure

I projected into both ship's side slightly in the boat deck anterior extremity, and there was the wheelhouse of the plane shape that it grew in a circle forward and it was next to the back and put lower than captain deck region officer living room, a radio room, and the special room for exclusive use of your guest of honor with a follower room and the restroom was located in the back. Two big chimneys formed a line aside behind the special room, and for each one lifeboat was suspended in both ship's side, and a port にてんま ship was possessed. Rear Funabashi whom a magnetic compass, the steerage ring for the bow rudder and a healing pump control system were installed in was employed in the stern edge of boat deck [13].

This one level of bottom assumed a division of approximately a quarter deckhouse front of this deck the second class cabin in upper part promenade deck. I took one hook and several here and located a sofa, and I established two angular windows in both ship's side, and the stroll corridor was able to enjoy scenery as taking a seat except a part in the neighborhood without establishing it. Furthermore, I partitioned off the division of the front of this the second class cabin in a wall with a window [17] and did it with prospects seat [18] and I established two bigger windows in the front and both ship's side and hung one and put a sofa and said with "a special second prize room". Uno Line, trains such as the pre-inscription main line which connected to Udaka ferry did not have the first class setting, and the first class cabin was not installed in the mother ship either [19].

A bureau was established to a stand, starboard in the second class cabin stern side port and did the stern side with the third class division from a passage of the meantime and I hung six here and posted eight sets of tables and did it with the dining room and the rest area. The stern side located three lines of seats where stood back to back which made the seat of the third class passenger car at the time a long seat in the third class cabin to the deckhouse stern edge in the long distance direction than this, too [17]. The deckhouse people assumed the both the port side and the right side to the second class division rear and three directions on the stern side a stroll corridor and it was symmetric and established three places of doorways in one place, the third class room in the second class room per single board. Furthermore, a large number of benches were established mainly on the stern side to a stroll corridor [20].

The bow was an idle ship workshop with 汽動式揚錨機, and, as for the lower part promenade deck under one level, as for the vehicle storage place mezzanine part, there was an office manager living room in a chief engineer living room, the starboard bow section in the port bow section, and it was a stroll corridor of the ship's side opening, and at first a restroom and a washroom were established for some time by the second class division, and a both the port side and the right side was followed, and it was in the third class division, and a restroom and a washroom were installed in the stern side likewise from the hull central part, and, in the rear, it was installed in bench than it. The stern edge of the both the port side and the right side became the stern idle ship workshop with the 汽動式 capstan in each [20].

The railroad track in the ship of the vehicle deck was laid from the stern by 2 line parallelism and assumed the deckhouse front of the lower part promenade deck a terminal, and, as for the effective head, there was not the turnout at 61.5m [16] together in the inboard. For the starboard which was reverse to the Toya round shape, it was done ship Platform 1, ship Platform 2 and 付番 from the right ship's side [21], and it became able to usually load it with 14 ワム conversion [22] or six 20m passenger cars at the time of the completion to make aboardage, but, concerning an exclusive quay, was done with ワム 16 in (1951) in 1951 [23]. In addition, the tram car stopper in the ship equipped with automatic connector dug out anterior vehicle storage place wall wall to stretch out the orbit effective head and I protruded and was installed in the bow side, and 汽動式操舵機 which moved bow rudder was installed in the bow side. In addition, they spread a tree deck to height of the rail top by overall width in the parts from the rear end of vehicle deck to approximately 14m and did it with the state that could pass the baggage transportation handcart, and both ship's side of this part was done with the accommodation space of 18 handcarts [24]. Called the stroll corridor which the vehicle deck bow side both the port side and the right side side included sailor bathrooms, and the both the port side and the right side side than hull central part behind was used as passage and stairs space, and was thrown open most of to the ship's side opening-like; was made [16]; [20].

The vehicle deck bottom was divided into 8 divisions in seven pieces of watertight bulkheads, and only a machine room with the turbine was a double bottom [25]. A sailor living room was placed on the vehicle deck lower second deck of the watertight compartment of 2 divisions following bow tank, a chain locker and, in both divisions interval, was able to pass the watertight compartment from the bow side using a watertight sliding door installed in the watertight bulkhead. In the machine room which a boiler room, the rear with canned Inui heat type Japanese yen four cans installed two steam turbines in, a healing tank of each single board capacity 73.46m³ was installed in the both the port side and the right side for the first half of the machine room, and, in 2 divisions of the central part that spread out, front was installed in the eddy expression healing pump of 汽動式 here [26]. I transferred the seawater by this pump between both tanks interval or tank and overboard and controlled the hull slant at the time of vehicle loading and unloading. I was able to pass these 2 division rooms through a watertight sliding door, too. The third class mixed residence room with a tatami mat floor was established on the second deck of the division on the stern side of the machine room, and a watertight sliding door was installed in the lower hold between an axle room and the machine room in an axle room to put two main shafts through. Stern edge division was a steerage cabin, and 汽動式操舵機 which moved two pieces of rudders was established [20]. The chimney from a boiler was led to two big chimneys which lined up on the boat deck aside through the inside of the stroll corridor of through both ship's side of the vehicle storage place and each deck ship's side.

客車航送

客車航送 by the auspicious purple clouds round shape is performed (1950) from October 1 1950 to regain Hanshin and passenger demand for night travel between each Shikoku city from the competing route; between Osaka - Matsuyama, Susaki without the transfer in late-night Uno, Takamatsu night train driving was started directly [27]; [28]. There was not 寝台車航送, but it was extremely popular and I considerably often exceeded capacity and it was only for it and was canceled with the second auspicious purple clouds-maru sinking of May 11 (1955) from the standpoint in the security on the day in 1955 [29].

Accident

I cause a sinking accident for the twice.

The first sinking accident (collision sinking accident with the eagle feather-maru)

The auspicious purple clouds-maru loaded it with 16 freight trains as cargo flight 1,020 flights (1950) on March 25 in 1950 and departed from Takamatsu Port at 0:10 of the delay for approximately ten minutes at the appointed time, and wind was the fine weather which there was little in that night, too. 0時45分頃備讃瀬戸中ほどのオーソノ瀬東端の灯浮標付近から、宇野港を定刻20分遅れの0時35分に出港し、直島水道を南下する貨物便1021便鷲羽丸の灯火を確認していたが、0時52分頃鷲羽丸が左転するものと判断し、紫雲丸は左転しそのまま直進した。 しかし鷲羽丸は実際はやや右転しており、0時55分直島水道南口の荒神島南方沖で、鷲羽丸船首は紫雲丸右舷船尾へ後方約80度の角度で衝突し、紫雲丸の車軸室右舷外板が破れ、車軸室と機械室へ浸水し、左舷に急激に傾斜し1時頃沈没してしまった[30][31]。 機関部乗組員の証言によれば、車軸室と機械室との間の水密辷戸はいったんは完全に閉鎖されたが、しばらく後、自然に開き、車軸室から機械室へ浸水してしまった、とのことで、引揚げ後の調査でも水密辷戸横の開閉スイッチが"閉"位置であったにもかかわらず、水密辷戸が開いていたことが確認され、スイッチ内への海水流入によるショートが原因と判明した[32]。 浸水が車軸室1区画に食い止められていたら沈没は免れたと考えられている[33]。 この事故で紫雲丸では船長を含む7名が死亡、鷲羽丸は船首中破のみであった[34]。

1回目の事故後の対策

水密辷戸スイッチが海水でショートしても開かないよう、電気制御回路の改良が行われた。この改良工事は当時交流電動機直接駆動方式の水密辷戸を採用していた紫雲丸型3隻と青函連絡船洞爺丸型4隻で施工された[35]。また車両甲板下船尾寄りの3等雑居室はやむを得ぬ場合以外は使用しないこととした[36]。

基準航路の分離

宇高連絡船は従来は小型船であったこともあり、明治末より、上下便とも狭くて水深は浅いが、宇野-高松間を最短距離で結ぶことのできる直島水道を常用航路としていた。しかし、紫雲丸型就航に伴う大型化により、本事故発生前の1948年（昭和23年）4月1日から、備讃瀬戸中ほどのオーソノ瀬東端以北に限り、上り便は従来通り荒神島東側の直島水道経由、下り便は荒神島西側の葛島水道経由に分離された。しかし貨物便のみ直島水道付近での上下便の行き合いのない場合に限り、下り便の直島水道通航も認められていた。この事故を契機に1950年（昭和25年）4月1日から、狭隘な直島水道での一方通航を徹底するため、下り便は葛島水道から更に南へ進み、オーソノ瀬西端を迂回して高松港へ至る右側通航のコースに改められた[37]。

2回目の沈没事故（第三宇高丸との衝突沈没事故「紫雲丸事件」）

1955年（昭和30年）5月11日、紫雲丸は旅客781名、貨車15両を積載し8便として6時40分高松港を定時出港、6時45分頃から霧が次第に濃くなり霧中信号を開始した。第三宇高丸からと思われる霧中信号を6時50分頃船首やや右に聞き、レーダーでその船影を捉え速力10.8ノットを維持していたが、6時53分頃濃霧の中に進入したため機関用意発令し10ノットに減速、6時54分両舷機関停止、無線電話での第三宇高丸との連絡を試みたが自船の霧中信号に妨げられて目的果たせず、6時55分左転したところ6時56分右舷船首約100mに迫り来る第三宇高丸を発見、そのまま右舷機械室側面に前方から約70度の角度で衝突された。

一方第三宇高丸は貨車18両積載し153便として6時10分宇野港を定時出港、6時35分オーソノ瀬西端の浮標通過後より霧模様となりレーダー使用開始、6時41分より濃霧となり霧中信号開始、6時50分頃レーダーで進行方向約2海里に紫雲丸を認め、左舷対左舷で行き合うため6時52分右へ転針しそのまま12.5ノットで航行中、6時56分左舷船首約100mを左転しながら自船の前を横切りつつある紫雲丸を発見、そのまま紫雲丸右舷に衝突し、食い込んだ状態になった。

衝突と同時に紫雲丸は停電し、水密辷戸の閉鎖もできず、機械室から車軸室にかけて右舷外板を大きく損傷し両室間の水密隔壁も破壊され浸水し、第三宇高丸は浸水緩和と船客移乗にため、紫雲丸を押し続けたが急激に左舷に傾き始めたため7時頃機関停止し、ほどなく紫雲丸は左舷に横転沈没し、乗員乗客168名が死亡した[38][39][40]。

紫雲丸事件後の対策

本事故の重大さを受け、この前年の1954年（昭和29年）9月に起きた洞爺丸事件後の青函連絡船の安全対策の調査審議のため、運輸省がその年の10月に設置していた「造船技術審議会・船舶安全部会・連絡船臨時分科会」、ならびに11月に国鉄が設置していた「青函連絡船設計委員会」を1955年（昭和30年）7月に「日本国有鉄道連絡船設計委員会」と改称のうえ[41]、この二つの会議で引き続き 宇高連絡船の安全性改善の調査審議も行われた[42]。

これらの答申内容にそって、引揚げ後復旧工事を施行した紫雲丸だけでなく、同型船の眉山丸、鷲羽丸についても、同様の安全対策工事がなされた。

水密隔壁増設

車両甲板化の水密隔壁を7枚から10枚に増設した。具体的には、車両甲板下の後部船員居住区とその下の第二船艙の水密区画を水密隔壁で前後に分割した[43]。

その二つ船尾側の機械室水密区画を水密隔壁で前後に分割し、ヒーリングポンプのある前半分をポンプ室とし、タービンのある後ろ半分を主機室とした。これに伴いヒーリングタンクがポンプ室側面部のみとなるよう2肋骨分縮小し[44]、片舷容量62.5m³となった[26]。

車両甲板下3等雑居室とその下の車軸室の水密区画を水密隔壁で前後に分割し、更に前半分を縦に3分割し、車両甲板下3等雑居室は廃止し[43]船員室とした[36]。

重心低下と復原性増大

従来は側面が開放されていた車両甲板両舷側の中央部に、従来からあった小さなボイラー室囲壁を舷側外板面と船尾方向へ拡張し、ボイラー室、ポンプ室、主機室へ繋がる水密区画として予備浮力とし、復原力増大を図ったほか、操舵室屋根上に前部マストと後付けのレーダーポストが別々に立っていたのを1本のマストにまとめ、後部マストも低くし、煙突上部も細くして重心低下を図った[44]。

船内軌道短縮

従来、貨車のみ積載時に船首の喫水のみ深くなり、これを船尾タンク満水で調整して全体の喫水が深くなっていたのを、車両甲板船首の自動連結器付き車止めを5.95m船尾側へ移動して船内軌道を短縮し、乾舷が低下するのを回避した[45]。これにより車両積載数は再びワム14両となった。また車両甲板へのレール固定を第三宇高丸同様溶接とした[46]。

脱出路確保

2、3等客室の出入口の増設拡幅、3等客室角窓の拡大を行い非常時に脱出しやすい構造とし、救命艇も軽金属製2隻とし、懸架するボートダビットはブレーキを外すだけで、救命艇が自重で舷外へ振り出される重力型ボートダビットに交換した[47]。

主発電機増強・蓄電池増強・水密辷戸動力の直流化

発電機は従来三相交流60Hz 225V 40kW 2台であったが、これを三相交流60Hz 225V 75 kW 2台に増強し、車両甲板下の主機室や船員居室の電動通風設備増設を行い[48]、常用照明は全て蛍光灯化したうえ増灯し、照度向上を図った[49]。更に主発電機故障時でも引き続き通信系統や水密辷戸を稼働でき、船内非常灯を3時間点灯できるだけの鉛蓄電池を装備し[50][51]、水密辷戸の動力もこれに対応するため、従来の2.5馬力三相交流誘導電動機駆動から2.5馬力直流複巻電動機駆動に変更された[52]。

基準航路の上下完全分離

1回目の紫雲丸沈没事故を受けての1950年（昭和25年）4月1日施行の基準航路では、高松港近くで上下航路が近接し右側通航が徹底されなかった[53]。2回目のこの事故はまさにこの区間で起きた。このため、事故直後より沈没した紫雲丸を中心に高松港付近の上下航路の間隔を広げ、新航路の掃海作業等を行い[54]、1955年（昭和30年）11月1日より正式な基準航路とした[55][56]。

重大事故を繰り返した紫雲丸に対し、当時「"紫雲丸"は"死運丸"で名前が良くない」との風評があり、引揚げ後修復改造工事を受けたのを機会に1955年（昭和30年）10月11日を以って瀬戸丸と改称した[57]。この工事中に外舷色を黒から黄緑（7.5GY6.5/6）に変更し[58] 11月16日再就航した。

1958年（昭和33年）7月には、燃料供給の省力化や黒煙防止にもなるボイラーのC重油専燃化改造が施行され[59]、これにより車両甲板上の石炭積込口は廃止され、ここから浸水する危険性はなくなった。

瀬戸丸改名後も相手船を沈没させる衝突事故を起こしているが、死傷者を出すことはなく、新鋭伊予丸就航から約1ヵ月、土佐丸が竣工した1966年（昭和41年）3月30日で終航となった。

また、事故をきっかけにして本州四国連絡橋の構想が具体化した。

沿革

脚注

  1. ^ 萩原幹夫　宇高連絡船紫雲丸はなぜ沈んだかp32　成山堂書店2000
  2. ^ 古川達郎　鉄道連絡船100年の航跡p60　成山堂書店1988
  3. ^ 萩原幹生　宇高連絡船78年の歩みp13　成山堂書店2000
  4. ^ 第327 328 329番船　鉄道省御註文　宇野高松間客載貨車渡船　機関部仕様書　株式会社播磨造船所
  5. ^ 山本煕　車両航送p209　日本鉄道技術協会1960
  6. ^ a b 山本煕　車両航送p268　日本鉄道技術協会1960
  7. ^ 山本煕　車両航送p210　日本鉄道技術協会1960
  8. ^ 古川達郎　鉄道連絡船100年の航跡p114　成山堂書店1988
  9. ^ a b 鉄道技術発達史第6篇（船舶）p36　日本国有鉄道1958
  10. ^ 可動橋は第1基本桁25m、トラス構造の第2基本桁45m、補助桁10.5mの全長80.5mで、青函用（青森3岸函館3・4岸の新型で40m）の倍以上の長さで、宇野・高松両港の大きな潮位差に対応するため可動橋先端は最大4.05m上下可能：古川達郎　鉄道連絡船100年の航跡p269　成山堂書店1988
  11. ^ 両港とも後の第2バースのみ完成：古川達郎　鉄道連絡船100年の航跡p268　成山堂書店1988
  12. ^ a b 古川達郎　鉄道連絡船100年の航跡p54　成山堂書店1988
  13. ^ a b 山本煕　車両航送p269　日本鉄道技術協会1960
  14. ^ 洞爺丸は全長118.70m、喫水4.90m
  15. ^ 古川達郎　鉄道連絡船100年の航跡p133,134　成山堂書店1988
  16. ^ a b c 山本煕　車両航送p270　日本鉄道技術協会1960
  17. ^ a b 古川達郎　鉄道連絡船細見p137 JTBパブリッシング2008
  18. ^ 古川達郎　鉄道連絡船100年の航跡p134　成山堂書店1988
  19. ^ 日本国有鉄道編集時刻表10月号26巻10号p60、p72〜74 1950
  20. ^ a b c d 山本煕　車両航送　巻末図-56　日本鉄道技術協会1960
  21. ^ 古川達郎　鉄道連絡船100年の航跡p262　成山堂書店1988
  22. ^ 古川達郎　鉄道連絡船100年の航跡p338　成山堂書店1988
  23. ^ 汽船現在表昭和26年3月　日本国有鉄道運輸総局輸送局1951
  24. ^ 古川達郎　鉄道連絡船100年の航跡p134　成山堂書店1988
  25. ^ 山本煕　車両航送p271　日本鉄道技術協会1960
  26. ^ a b 山本煕　車両航送p272　日本鉄道技術協会1960
  27. ^ 大阪21時15分発　宇野1時45分着の準急307列車（宇野線内507列車）の客車6両を宇高連絡船3便（宇野2時25分発　高松3時35分着）で航送し、高松4時10分発宇和島行普通13列車と須崎行普通113列車に3両ずつ連結、9時45分着の松山までと10時45分着の須崎まで運行した。上りは須崎16時06分発の普通130列車と宇和島発の普通30列車に松山17時27分発で連結し、高松23時20分着　宇高連絡船20便（高松23時55分発宇野1時00分着）で航送し、宇野2時20分発大阪7時05分着の準急508列車（山陽本線内308列車）に連結した。松山編成は3等荷物合造車・2、3等合造車・3等車の3両、須崎編成は2、3等合造車・3等車2両の3両であった：日本国有鉄道編集時刻表10月号　26巻10号p60 p72 p74 p234　日本交通公社1950
  28. ^ 須田寛　原口隆行　秘蔵鉄道写真に見る戦後史（上）p52 JTBパブリッシング2012
  29. ^ 萩原幹生　宇高連絡船78年の歩みp22、23　成山堂書店2000
  30. ^ 汽船鷲羽丸汽船紫雲丸衝突事件　海難審判裁決録　昭和25年10月9日言渡　1950
  31. ^ 萩原幹生　宇高連絡船78年の歩みp184、185　成山堂書店2000
  32. ^ 泉益生　連絡船のメモ（中巻）p203　船舶技術協会1975
  33. ^ 機械室とボイラー室間の水密扉と記載されているが、前ページの図より車軸室と機械室間であることは明らか：古川達郎　鉄道連絡船100年の航跡p311　成山堂書店1988
  34. ^ 古川達郎　連絡船ドックp129、130　船舶技術協会1966
  35. ^ 泉益生　連絡船のメモ（中巻）p204　船舶技術協会1975
  36. ^ a b 萩原幹生　宇高連絡船78年の歩みp115　成山堂書店2000
  37. ^ 萩原幹生　宇高連絡船78年の歩みp67〜69　成山堂書店2000
  38. ^ 古川達郎　鉄道連絡船100年の航跡p310　成山堂書店1988
  39. ^ 萩原幹生　宇高連絡船78年の歩みp189〜192　成山堂書店2000
  40. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp183〜189　成山堂書店2001
  41. ^ 古川達郎　連絡船ドックp63、64　船舶技術協会1966
  42. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp71、72　成山堂書店2001
  43. ^ a b 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp73、74　成山堂書店2001
  44. ^ a b 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp74　成山堂書店2001
  45. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp77　成山堂書店2001
  46. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp76　成山堂書店2001
  47. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp77〜79　成山堂書店2001
  48. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp81　成山堂書店2001
  49. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp79　成山堂書店2001
  50. ^ 108V鉛蓄電池で、常時交流電源からセレン整流器を通して充電されていた：泉益生　連絡船のメモ（中巻）p205　船舶技術協会1975
  51. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp79、80　成山堂書店2001
  52. ^ 泉益生　連絡船のメモ（中巻）p201 p205　船舶技術協会1975
  53. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp132　成山堂書店2001
  54. ^ a b c d e f 萩原幹生　宇高連絡船78年の歩みp287　成山堂書店2000
  55. ^ 古川達郎　鉄道連絡船100年の航跡p311　成山堂書店1988
  56. ^ 萩原幹生　宇高連絡船78年の歩みp69　成山堂書店2000
  57. ^ a b 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp82　成山堂書店2001
  58. ^ a b 古川達郎　連絡船ドックp191　船舶技術協会1966
  59. ^ 古川達郎　鉄道連絡船100年の航跡p289　成山堂書店1988
  60. ^ 萩原幹生　宇高連絡船78年の歩みp282　成山堂書店2000
  61. ^ a b 萩原幹生　宇高連絡船78年の歩みp283　成山堂書店2000
  62. ^ a b c d 萩原幹生　宇高連絡船78年の歩みp284　成山堂書店2000
  63. ^ 古川達郎　鉄道連絡船細見p149 JTBパブリッシング2008
  64. ^ 古川達郎　鉄道連絡船100年の航跡p309　成山堂書店1988
  65. ^ 萩原幹生　宇高連絡船78年の歩みp285　成山堂書店2000
  66. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp24　成山堂書店2001
  67. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp72　成山堂書店2001
  68. ^ 汽船　紫雲丸瀬戸丸　履歴原簿　日本国有鉄道
  69. ^ 古川達郎　鉄道連絡船100年の航跡p289　成山堂書店1988
  70. ^ 萩原幹生　宇高連絡船78年の歩みp196〜197　成山堂書店2000
  71. ^ 讃岐丸（初代）にならう：古川達郎　連絡船ドックp191　船舶技術協会1966
  72. ^ a b 萩原幹生　宇高連絡船78年の歩みp291　成山堂書店2000
  73. ^ 萩原幹生　宇高連絡船紫雲丸はなぜ沈んだかp175〜178　成山堂書店2001

備考

「瀬戸丸」の船名は、1975年（昭和50年）仁堀連絡船として就航した新造船にも使われた（瀬戸丸 (仁堀連絡船)参照）。

「https://ja.wikipedia.org/w/index.php?title=紫雲丸&oldid=60361271」から取得

This article is taken from the Japanese Wikipedia The auspicious purple clouds-maru

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