*********** 082694B.ENG *********** Contributory Category: SHP, PRG Country: Japan From: FBIS CD-ROM # 1: Nov. '92- Sept '93 JPRS-JST-93-070-L- l93084 13 September 1993 93FE0727A Tokyo NIKKAN KOGYO SHIMBUN in Japanese 11-14 May 93 pp various KEYWORDS: Japan; Japan Marine Science and Technology Center JAMSTEC), Marine Technology, Marine Technology goals, Submersibles +++++ TARGET: 10,000 METERS Article in four parts Item 1 [11 May 93 p 5] Japan is surrounded by the ocean. Not only scientists, but also average citizens embrace strong hopes for ocean development. One aspect of ocean development involves the challenge of the deep. In 1968 at the Kobe Shipyard of Mitsubishi Heavy Industries, a project was created that made these hopes swell with eager anticipation. It was a project that set the development target for a future deep sea explorer at a depth of 6000 meters. At that time, Kawasaki Heavy Industries had a one-step lead in the development of Japan's deep sea explorers and had already built the "Shinkai 600." Mitsubishi set its sights on catching up with and passing Kawasaki by obtaining technology that would surprise the whole world. Mitsubishi called project M-6, and began independent research toward this goal. OVERCOMING OPPOSITION The staff included Michimasa Endo (currently a professor at Tokai University) and Mayumi Ono (current director of the Japan Deep Sea Technology Society). Kenji Okamura (deceased), who proposed the M-6 project, was placed in charge as Managing Director of the Engineering Department at Mitsubishi's head office. In reminiscing about those days, Mr. Ono said, "This project offered us the thrill of open competition and was the kind of challenge engineers dream about." The world of shipbuilding was full of excitement because of the boom in supertanker construction, and in terms of shipbuilding technology, this was the age of the super ship. Mr. Ono continued, "There were people in the company who clearly looked at development projects in terms of economics. When we proudly told them it was a ¥500,000-a-ton project, they shot back that this kind of job only comes up once in a blue moon. If we had to argue the issue only in terms of cost-effectiveness, the project would never have got off the ground." People familiar with the history of the project have said that Mr Okamura, who had a tight grip on the Engineering Department's purse strings (and the power to decide on the allotment of R&D funds), rejected the arguments of those with their eyes on the bottom line and continued to approve the operating costs for the M-6 Project. Mr. Okamura knew a lot about the ocean, and he must have realized that this project would yield great benefits not only to Japan, but to the human race as well. Mr. Ono related, "If someone other than Mr. Okamura had been the managing director, this project would have vanished into oblivion." He was truly a man who had bigger dreams than the average engineer. The following year in 1969, the government's Ocean Science and Technology Council (now The Ocean Development Council) pointed out the need for a 6000-meter class deep sea explorer that could cover 95\% of the ocean's floor. Manganese nodules, which have attracted attention as a natural resource from the ocean floor, are found deep in the sea between 4000-6000 meters. The council recognized the need for exploration and urged that we move quickly to solve the technical problems. About that time Westinghouse in the U.S. was going ahead with plans to construct the Deep-Star 2000 (a 6000-meter submersible), and Lockheed had plans to construct a similar craft. When it determined this goal for the future, the council was concerned that Japan would fall behind in world exploration of the abyss. GOVERNMENT LENDS SUPPORT This development policy set forth by the government strongly encouraged the engineering staff at Mitsubishi Heavy Industries. The project was so comprehensive that the development goals began with the development of a material for a pressure-resistant hull for withstanding the pressures on the ocean bottom at 6000 meters. Mr. Ono said, "Together with Nippon Steel we developed a special 10-nickel, 8-cobalt steel." The pressure-resistant hull is the place where people ride, so durability and reliability are very important. Staff member Ono said, "We employed the technology for making nuclear reactor vessels from hemispherical thick plates." In their attempt, Kawasaki Heavy Industries formed a sphere divided into crescent-shaped slices and welded each slice together. Both companies were in competition for ideas. Mr. Ono's recalls, "Our engineering was rated highly because it involved fewer welds." Mr. Ono said, "To win the competition, Mitsubishi Heavy Industries distributed funds to companies such as Nippon Steel that helped us with the new technology and Mitsubishi Electric that developed our motors." Financial problems associated with special order items were a major concern, not only to Mitsubishi Heavy Industries, but also to the other companies involved in the project. The companies that received funds added their own development funds to the project--such was the romance of this challenge. Based on the data it obtained, Mitsubishi Heavy Industries presented the essential technology it had developed and submitted an official request that the project become a national project funded by the government. It was during the research phase (the phase before proceeding with construction of the explorer) that Mr. Ono and Mr. Endo were called before the Science and Technology Agency. Mr. Ono recalls, "We had paper bags filled with resource documents generated by five people, and the bags were so heavy we were afraid they would rip apart on the subway. I carried them in both hands, and my wrists were sore for two full months after that." Moved by the technology that fostered such inter-company competition and excited the minds of engineers, the government finally decided to act. +++++ End Item 1 Item 2 [12 May 93 p 6] DEVELOPMENT TAKES CONCRETE FORM Thanks to enthusiasm from within the company and the backing of the Ministry of Transportation, the STA decided to back research on the deep sea explorer, the ultimate dream of those working on the project. This was in 1974. The STA picked up the project and requested the newly established (1971) Japan Marine Science and Technology Center (JAMSTEC) to do a preliminary study. Development of the deep sea explorer began to take concrete form. JAMSTEC formed the Deep Sea Submersible Explorer Research and Development Committee chaired by Masao Yoshiki, an expert on ships who later served on the Space Development Committee. The committee began study on the technical and operational problems. The development goal was a submarine 15 meters long with a displacement of 50 tons and a cruising speed of 3 knots that could move under its own power at 6000 meters and carry a crew of three. Research on such topics as the method for calculating the strength of the pressure-resistant hull, the method for adjusting the vessel's weight under water, and the substances to be used for buoyancy was discussed. The STA made a thorough study by forming a General Review Committee Concerning Deep Sea Submersible Explorer Systems. Based on this report, the STA chose a policy of first constructing a 2000 meter class submersible as a preliminary step rather than jumping all at once into the construction of an explorer capable of diving to 6000 meters. About this time Shinichi Takagawa joined JAMSTEC (presently Director of Research, Deep Sea Development Technology Division) and Teruhiko Watanabe joined the Mitsubishi Heavy Industries Kobe Shipyard (presently Director of Design, Submarine Department) Mr. Watanabe said, "Since 2000 meters was an intermediate step, we were full of confidence." Mitsubishi made an all-out effort such as preparing six types of water-pressure test tanks ranging from 400 atmospheres, which corresponds to a depth of 4000 meters, to 1200 atmospheres, which is the water pressure at a depth of 12,000 meters. JAMSTEC also had a high-pressure tank that could generate 1560 atmospheres. In 1977 the basic design was made for the Shinkai 2000, and in 1978 Mitsubishi Heavy Industries signed a contract with the STA and began construction under a four-year project. At the same time, Kawasaki Heavy Industries undertook construction of the support ship Natsushima. JAMSTEC conducted a survey among knowledgeable parties concerning a manned explorer at the same time it was developing the essential technology for this unknown field. This was Japan's first attempt at development of a manned explorer, and Mr. Takagawa of JAMSTEC recalls, "Even though we said we were going to build a manned explorer, many of the people involved did not know which materials we should use." That was the situation when the survey was taken. From potential users there were a variety of requests such as: "We want to observe how the plates fit together." As a result, from the suggested depths ranging between 1500 meters and 3000 meters, the STA settled on 2000 meters. Mr. Takagawa said, "We used the explorers of other countries as models for the design." The goal, however, remained 6000 meters. "Therefore," Mr. Takagawa said, "the vessel was equipped with systems that would not be necessary at 2000 meters." Based on the fact that a volume of 1.5 cubic meters per person was required (Ministry of Transportation standards), a sphere with an internal diameter of 2.2 meters was chosen for the pressure-resistant hull. Together with research on life support, subjects such as the effects of such narrow confinement on human beings were investigated thoroughly using models. For the purpose of observation, the windows in front were angled downward as much as possible. Buoyancy was set to balance the explorer so that the vessel could maneuver smoothly on the ocean bottom. Under the premise that there would be three propellers to be operated while looking out the windows and an appropriate speed for observation would be about one knot (50 centimeters per second), the cruising speed was set at 2.5 knots (maximum 3 knots). Compact, light-weight silver oxide-zinc batteries were chosen for the power source. TROUBLE CROPS UP The Shinkai 2000 was completed in January 1981 based on this design, and general operational tests were conducted on the surface in April. Although the developers were confident, problems appeared one after the other. One of these was an accident involving an electrical leak at a connector. It was such a severe problem at the time that Mr. Watanabe relates, "Basically the sea water was getting into the connectors. I still can't forget it." Although brand new designs can initially be expected to have a lot of trouble, it took about one year after the vessel was delivered to completely solve the problem. The cause was simple--the bond between metal and rubber was not perfect--but in-house tests had not discovered it. Mr. Watanabe continued, "We had an endless string of problems discovered during development and other troubles that we first found on-site under the ocean. Still, our countermeasures were reflected in the Shinkai 6500 that we built later, and the fact that we built a 2000 meter explorer as an intermediate step in the development of the 6500 meter vessel was really important." +++++ End Item 2 Item 3 13 May 93 p 6 When it came time to build the 6000 meter explorer, the STA and JAMSTEC once again conducted a survey of the researchers who would use the vessel. The survey included questions such as "What do you wish to observe?" and "Is a depth of 6000 meters sufficient?" To these questions the researchers answered that they wanted to see places on the ocean bottom between 6200 and 6300 meters where the tectonic plates plunge into the center of the earth like steps of an escalator (the Japan Trench). As a result of observations with the Shinkai 2000, the researchers indicated interest in places slightly deeper than 6000 meters where the plates move horizontally on the ocean floor. The replies of the users were immediately incorporated, and the submersion target was revised from 6000 meters to 6500 meters. "Of course," said Mr. Takagawa (Director at JAMSTEC), "we had data indicating that technically this would not be a problem." EXTREMELY SAFE For the pressure-resistant hull material a titanium alloy was used that would allow the vessel's weight to be reduced from three tons to two. Teruhiko Watanabe (Director of Design, Submarine Department, Mitsubishi Heavy Industries Kobe Shipyard) said, "We used such cutting-edge technologies as three-dimensional machine processing for forming the hemispheres and electron beam welding for welding them all at once." The developers used a U.S. Navy pressure test tank to confirm that this pressure-resistant hull showed no adverse effects at a pressure of 10,050 meters and its safety was outstanding. Mr. Watanabe continued, "At the same time we made some changes based on the voyages of Shinkai 2000. We removed the dedicated operator's post so that the craft could be controlled while looking through the same windows the observers used, and we internalized the propellers so that they would not get caught on fishing gear." A sonar device was also installed so that the occupants could know their own depth to a precision of one meter. Mr. Watanabe said, "With the sonar, Shinkai 6500 could return to the same location time after time." The engineers' dreams of the abyss were realized in 1989 when the vessel passed a test voyage at 6527 meters. This feat enabled the explorer to freely explore about 98\% of the world's oceans with researchers aboard. However, the dreams of engineers have no limits. As soon as the craft was finished, they naturally dreamed of developing an explorer that could study 100\% of the world's oceans. There was also the example of the Dolphin 3K, a 3300 meter class unmanned explorer that provides backup for the Shinkai 2000. One of those dreams was an unmanned explorer that could dive to the deepest place on earth (about 10,000 meters). FIVE COMPANIES IN JOINT DEVELOPMENT Five companies with good track records in unmanned explorers--Mitsubishi Heavy Industries, Kawasaki Heavy Industries, Sumitomo Electric Industries, Fujikura Ltd., and the leader Mitsui Engineering and Shipbuilding--began working together. A launcher system was chosen because, as explained by Takanori Ota (Director, Underwater Devices Department, Mitsui Engineering and Shipbuilding), "Naturally, we chose a tethered system to make a dive to 10,000 meters." The launching system consists of the launcher carrying a vehicle beneath it and then releasing it. The two vessels dive together to a depth of about 10,000 meters and then the vehicle is released. It moves about freely by remote control up to a distance of 250 meters. The vehicle carries observation instruments such as a TV camera and manipulators, and it is driven by seven propellers. Mr. Ota continued, "The key point was the development of a tether with three functions--compiling visual data, providing a power source, and pulling up the launcher and vehicle." Fujikura developed a tether consisting of an optical fiber wound around a power line, and this was then wrapped with Kevlar fabric, which is as strong as steel, to form a three-layer structure. This tether was light and strong, but 10,000 meters of it still weighed one ton. The 10,000 meter unmanned explorer was named Kaiko. It was completed just recently and from 21 May through July it will undergo performance testing in the open sea. +++++ END Item 3 Item 4 [14 May 93 p 5] OBSERVATIONS BECOME ARTICLES The deep sea explorers Shinkai 2000 and Shinkai 6500, the unmanned explorer Dolphin 3K and the recently completed Kaiko. Outfitted with this full complement of explorers that can cover the range from 2000 meters to the world's deepest point at about 10,000 meters, the ocean-exploring capabilities of STA and JAMSTEC are the best in the world. It is only natural that we restructure Japan's marine research, which has contributed very little to the rest of the world so far. JAMSTEC, whose main functions have been observation, measurement, and equipment development must be transformed into a central research organization for the whole world. Actually, the reports of phenomena discovered using the best equipment in the world become scientific journal articles without further research, and this is corroborated by the desire from researchers throughout the wold for cooperative research and exchanges. With every voyage the articles reporting new discoveries mount up--the ore beds at the chimneys in the Izu-Ogasawara Arc, the community of organisms among the whale bones in this same area of the Japan Trench, the world's deepest community of "white melon mollusks" [literal translation], and the manganese that appears to coat a sheer dropoff in the area of the Ryukyu Trench. The face of research is constantly changing. However, is it sufficient to use the world's best explorers for observation and discovery alone? As deep sea research takes on new goals, the nature of the research organization should be re-examined. The average depth of the oceans that cover about 70\% of the earth's surface is 3729 meters, and the oceans have greater effect on the global environment and global science than the land masses. Research themes are limitless and include plate tectonics, mountain formation, volcanic eruptions, earthquakes, and study of the earth's core. The complement of deep sea explorers must address these research goals as well. Therefore, JAMSTEC has welcomed researchers from other research organizations in a move to improve and expand its research structure. One of the key people is Kantaro Fujioka, Director of Deep Sea Research. He has struggled with creating a program for an Atlantic Ocean voyage for Shinkai 6500 and utilization of the deep sea explorers by foreign and domestic researchers. For the Pacific region, he has strongly endorsed an overall study of the plate-forming region near South America (Eastern Pacific Coast), the Japan Trench where the plates sink beneath the earth's crust, the Kuril Trench, the Philippine Trench, etc. Mr. Fujioka revealed JAMSTEC's interest when he said, "We want to enhance the research strength of the center, and conduct research by putting together projects involving researchers from inside and outside of JAMSTEC." JAMSTEC is also eager to participate in an international costal project to clarify the mechanisms of the ocean's main costal systems and in research on the flux of the world's oceans with the goal of clarifying the circulation of various substances. LOOKING TEN YEARS INTO THE FUTURE JAMSTEC began a deep sea bioproject (Deep Sea Environment Program) in 1990 to study the microorganisms collected from the deep. Hirotake Horikoshi, Senior Researcher at The Institute of Physical and Chemical Research, serves as the research leader. Currently a deep sea comprehensive research wing (a six story building) is under construction and is scheduled for completion in June. Welcoming researchers from the outside will provide the motivating force for raising JAMSTEC's research strength to the high level of its equipment. Director of JAMSTEC's Planning Division, Kenji Seyama said, "The idea is to form research groups with these outside researchers as leaders, and we will set up these groups for each research theme in the future." JAMSTEC is also looking at deep sea research ten years in the future and narrowing down its plans to provide for a deep sea observation network, a long-term, unmanned station, submersibles and tenders capable of long voyages, and robots. The researchers still dream of developing a manned explorer to dive to 10,000 meters. There is still no guarantee that Kaiko, which operates by remote control, will operate in the abyss as well as a manned vessel. Some researchers believe that eventually we will reach the useful limits of unmanned vessels and focus on the need for a manned vessel. The challenge of the world's deepest spot has not ended with the development of an unmanned vessel, and it will remain as long as research to learn more about our earth continues. +++++ END Item 4 ************** END Msg. B.ENG **************