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Operational systems, logistics engineering and technology insertion

NAVAL ENGINEERS JOURNAL 1997年第3期109卷 205-220页

作者： Grubb, MJ Skolnick, A Michael J. Grubb:has perfomzed naval engineering at the Crane Division Naval Surface Warfare Center (NSWC) for more than twenty-five years. He currently the program manager for the Sustainable Hardware and Affordable Readiness Practice Program (SHARP). is a Navy-wide logistics research and development prgram aimed at the successful transiton of proved technologies inot the fleet. SHARP focuses on reducing acquisition performance capability reliability maintainability and readiness of these systems. Mr. Grubb has served as a department director for the past eleven years. His most recent assignment was as director of the Tactical Computer Resources and Test Equipment Department. This organization provided acquisition and in-service engineering support of the Navy's tectical embedded computers priphirals displays and mass memory storage devices. The organization also provided a complete range of product engineering and metrology engineerig services for SSP NevSeaSysCom and the Trident Program. Prior to this appointment Mr. Grubb was deptuy director psysical security programs department and site responsible for program management and system integration of ashore integrated security systems. Mr. Grubb holds a B.S. degree in industrial engineering from Iowa State Universtiy an M.S. degree in industrial engineering from Purdue University and has copleted the course work (Dec.'96 for a master's degree in public and environment affairs at Indiana University-Purdue Univeristy Indianapolis. Dr. Alfred Skolnick operates System Science Consultants (SSC) specilizing in strategic planning technical program definiton technology assessment and engineering analyses on selected matters of national interest. He has taught physics mathematics and management sciences at University of Virginia and Marymount University and is currently adjunct professor of mathematics at Northern Virginia Community College. Form 1985 to 1989 he was president of the American Society of Noval Engineers. Dr. Skolnick served at Applied Physic

In an era of fiscal austerity, downsizing and unforgiving pressure upon human and economic capital, it is an Augean task to identify resources for fresh and creative work. The realities of the day and the practical demands of more immediate fleet needs can often dictate higher priorities. Yet, the Navy must avoid eating its seed corn. Exercising both technical insight and management foresight, the fleet, the R&D community, the Office of the Chief of Naval Operations (OpNav) and the product engineering expertise of the Naval Surface Warfare Center (NSWC) are joined and underway with integrated efforts to marry new, fully demonstrated technologies and operational urgencies. Defense funding today cannot sponsor all work that can be mission-justified over the long term because budgets are insufficient to support product maturation within the classical development cycle. However, by rigorous technical filtering and astute engineering of both marketplace capabilities and currently available components, it is possible in a few select cases to compress and, in effect, integrate advanced development (6.3), engineering development (6.4), weapon procurement (WPN), ship construction (SCN), operation and maintenance (O&M,N) budgetary categories when fleet criticalities and technology opportunities can happily meet. In short, 6.3 funds can be applied directly to ''ripe gateways'' so modern technology is inserted into existing troubled or aging systems, sidestepping the lengthy, traditional development cycle and accelerating practical payoffs to recurrent fleet problems. To produce such constructive results has required a remarkable convergence of sponsor prescience and engineering workforce excellence. The paper describes, extensively, the philosophy of approach, transition strategy, polling of fleet needs, technology assessment, and management team requirements. The process for culling and selecting specific candidate tasks for SHARP sponsorship (matching operational need with t

关键词： Naval vessels

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FUTURE PROPULSION MACHINERY TECHNOLOGY FOR GAS-TURBINE POWERED FRIGATES, DESTROYERS, AND CRUISERS

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NAVAL ENGINEERS JOURNAL 1984年第2期96卷 34-46页

作者： BASKERVILLE, JE QUANDT, ER DONOVAN, MR USN The Authors Commander James E. Baskerville USNis presently assigned to Naval Sea Systems Command (NA VSEA) as the Ship Design Manager for the DDG 51 the Navy's next generation surface combatant. A graduate of the U.S. Naval Academy Class of 1969 he is a qualified Surface Warfare Officer and designated Engineering Duty Officer (ED). He received his M.S. degree in Mechanical Engineering and his professional degree of Ocean Engineer from the Massachusetts Institute of Technology (MIT) and holds a patent right on an Electronic Control and Response System. His naval assignments include tours in USSRamsey (FFG-2) Aide and Flag Lieutenant to the Commander Naval Electronic Systems Command and Ship Superintendent Surface Type Desk Officer and Assistant Design Superintendent at NA VSHIPYD Pearl Harbor. He was awarded the Meritorious Service Medal for distinguished performance at Pearl Harbor Naval Shipyard. As an author he has contributed articles to the ASNEJournaland given presentations at local sections on ship design the use of innovative technology in ship repair and maintenance and the costs and risks associated with engineering progress. Commander Baskerville is a registered Professional Engineer in the State of Virginia an adjunct professor teaching marine engineering at Virginia Tech. and in addition to ASNE which he joined in 1975 is a member of SNAME Tau Beta Pi Sigma Xi ASME and the American Society of Heating Refrigeration and Air Conditioning Engineers (ASHRAE). Dr. Earl R. Quandt:received his degree of Chemical Engineer from the University of Cincinnati in 1956 and his Ph.D. degree in Chemical Engineering from the University of Pittsburgh in 1961. He worked in the naval reactors program at the Bettis Atomic Power Laboratory from 1956 to 1963. Since that time he has been with David Taylor Naval Ship Research and Development Center Annapolis Maryland where he is Head of the Power Systems Division. He contributed to this paper while on a one year assignment to the U.S. Naval Academy as V

A turning point occurred in naval engineering in 1972 when the U.S. N avy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of experience with turbine technology and its design integration into combat ships needed to make that decision. It is concluded that the availability of a good second generation aircraft derivative engine with proven reliability and a strong commercial base, i.e., the LM-2500, was as important to the decision as was the predicted improved ship effectiveness and cost benefits. This paper discusses improvements that can be made to the twin engine, single gear, single propeller shaft system. Focusing only on this mechanical transmission concept, it addresses the impact of possible improvements to the engine, gear, and shafting. In particular, the paper discusses current LM-2500 related R&D efforts to: (a) obtain improved part-power fuel rates, (b) integrate with a reversing reduction gear, and (c) add on a waste heat recovery steam cycle. Looking ahead to the year 2000, this paper suggests that a successor to the ubiquitous LM-2500 will appear in the 15 MW power range to provide the next step in the evolution of the twin engine package. This new naval engine will most likely be based on an aircraft core that exists at present, such that it will have demonstrated its reliability and commercial potential through many hours of testing prior to its mid-1990 marine conversion. This new engine is expected to offer improved air flow, an excellent fuel rate (approaching a flat 0.30 LB/HP-HR), and effective maintenance monitoring, all at some expense in size, weight, and cost. The year 2000 engine will burn a liquid hydrocarbon fuel similar to JP-5 because of its aircraft origins. Combined with advances in gear and shafting technology, the full twin engine propulsion system of the year 2000 should be markedly lighter, smaller, and more efficient than today's units.

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A COMPUTER-MODEL FOR SHIPBOARD energy ANALYSIS

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NAVAL ENGINEERS JOURNAL 1984年第5期96卷 33-45页

作者： DETOLLA, JP FLEMING, JR Joseph DeTolla:is a ship systems engineer in the Ship Systems Engineering Division SEA 56D5 at the Naval Sea Systems Command. His career with the Navy started in 1965 at the Philadelphia Naval Shipyard Design Division. In 1971 he transferred to the Naval Ship Engineering Center. He has held positions as a fluid systems design engineer and auxiliary systems design integration engineer. Mr. DeTolla has worked extensively in the synthesis and analysis of total energy systems notably the design development of the FFG-7 class waste heat recovery system. He is NA VSEA's machinery group computer supported design project coordinator and is managing the development of a machinery systems data base load forecasting algorithms and design analysis computer programs. Mr. DeTolla has a bachelor of science degree in mechanical engineering from Drexel University and a master of engineering administration degree from George Washington University. He is a registered professional engineer in the District of Columbia and has written several technical papers on waste heat recovery and energy conservation. Jeffrey Fleming:is a senior project engineer in the Energy R&D Office at the David Taylor Naval Ship R&D Center. In his current position as group leader for the future fleet energy conservation portion of the Navy's energy R&D program he is responsible for the identification and development of advanced components and subsystems which will lead to reductions in the fossil fuel consumption of future ships. Over the past several years he has also directed the development and application of total energy computer analysis techniques for the assessment of conventional and advanced shipboard machinery concepts. Mr. Fleming is a 1971 graduate electrical engineer of Virginia Polytechnic Institute and received his MS in electrical engineering from Johns Hopkins University in 1975. Mr. Fleming has authored various technical publications and was the recipient of the Severn Technical Society's “Best Technical Paper of the Year” award in 1

In support of the Navy's efforts to improve the energy usage of future ships and thereby to reduce fleet operating costs, a large scale computer model has been developed by the David Taylor Naval Ship Research and Development Center (DTNSRDC) to analyze the performance of shipboard energy systems for applications other than nuclear or oil-fired steam propulsion plants. This paper discusses the applications and utility of this computer program as a performance analysis tool for design of ship machinery systems. The program is a simulation model that performs a complete thermodynamic analysis of a user-specified energy system. It offers considerable flexibility in analyzing a variety of propulsion, electrical, and auxiliary plant configurations through a component building block structure. Component subroutines that model the performance of shipboard equipment such as engines, boilers, generators, and compressors are available from the program library. Component subroutines are selected and linked in the program to model the desired machinery plant functional configurations. The operation of the defined shipboard energy system may then be simulated over a user-specified scenario of temperature, time, and load profiles. The program output furnishes information on component operating characteristics and fuel demands, which allows evaluation of the total system performance.

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Aggregation of two-dimensional composite grains due to self-gravitation

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AIP Conference Proceedings 2020年第1期2219卷

作者： S. Viridi F. F. Florena F. Faizal A. Suroso Nurhasan Y. Bindar 1Nuclear Physics and Biophysics Institut Teknologi Bandung Bandung 40132 Indonesia 2Master Program in Physics Institut Teknologi Bandung Bandung 40132 Indonesia 3Nanotechnology and Graphene Research Center Universitas Padjadjaran Sumedang 45363 Indonesia 4Theoretical High Energy Physics Institut Teknologi Bandung Bandung 40132 Indonesia 5Physics of Earth and Complex Systems Institut Teknologi Bandung Bandung 40132 Indonesia 6Energy and Processing System of Chemical Engineering Institut Teknologi Bandung Bandung 40132 Indonesia

Binding force in the form of spring force binds two adjacent spherical grains and based on this interaction various structures of composite particles can be constructed. In this work only composite particles up to N = 4 are discussed, where N is number of spherical grains in a composite particle, and the forms are limited to the two-dimensional cases only. There is only one structure of composite particle for each value of N for 1 < N ≤ 2. For N = 3 there are five structures and for N = 4 there are fifteen structures. Between spherical grains from different composite particles only two types of force are considered. The first is a long-range attractive force in the form of gravitation force and the last is a short-range repulsion force in the form of normal force. The first type of force will help the aggregation process, while the second will prevent two spherical grains to collapse into a single grain due to the first. It is observed that the time required to produce the compact aggregate or T is dependent on N, where larger N makes larger T.

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The potency of hydrothermally prepared sulfated silica (SO4/SiO2) as a heterogeneous acid catalyst for ethanol dehydration into diethyl ether

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Chemosphere 2023年第1期341卷

作者： Pratika, Remi Ayu Wijaya, Karna Utami, Maisari Mulijani, Sri Patah, Aep Alarifi, Saud Ram Mani, Ravishankar Kumar Yadav, Krishna Ravindran, Balasubramani Chung, Woo Jin Chang, Soon Woong Munusamy-Ramanujam, Ganesh Study Program of Chemistry Faculty of Mathematics and Natural Sciences Universitas Palangka Raya Palangka Raya Indonesia Department of Chemistry Faculty of Mathematics and Natural Sciences Universitas Gadjah Mada Yogyakarta55281 Indonesia Department of Chemistry Faculty of Mathematics and Natural Sciences Universitas Islam Indonesia Yogyakarta55584 Indonesia Department of Chemistry Faculty of Mathematics and Natural Sciences Institut Pertanian Bogor Bogor Indonesia Department of Chemistry Faculty of Mathematics and Natural Sciences Institut Teknologi Bandung Bandung Indonesia Department of Zoology College of Science King Saud University P.O. Box 2455 Riyadh11451 Saudi Arabia Department of Pharmaceutical Biology Faculty of Pharmaceutical Sciences UCSI University Cheras Taman Connaught Kuala Lumpur56000 Malaysia Faculty of Science and Technology Madhyanchal Professional University Ratibad Bhopal462044 India Environmental and Atmospheric Sciences Research Group Scientific Research Center Al-Ayen University Thi-Qar Nasiriyah 64001 Iraq Department of Environmental Energy and Engineering Kyonggi University Yeongtong-Gu Gyeonggi-Do Suwon16227 Korea Republic of Department of Medical Biotechnology and Integrative Physiology Institute of Biotechnology Saveetha School of Engineering Saveetha Institute of Medical and Technical Sciences Thandalam Tamil Nadu Chennai602105 India Molecular Biology and Immunobiology Division Interdisciplinary Institute of Indian System of Medicine SRM-IST Tamil Nadu Kattankulathur603203 India

The dehydration of ethanol into diethyl ether over a SO4/SiO2 catalyst was investigated. The SO4/SiO2 catalysts were prepared by the sulfation method using 1, 2, and 3 M of sulfuric acid (SS1, SS2, and SS3) via hydrothermal treatment. This study is focused on the synthesis of a SO4/SiO2 catalyst with high total acidity that can be subsequently utilized to convert ethanol into diethyl ether. The total acidity test revealed that the sulfation process increased the total acidity of SiO2. The SS2 catalyst (with 2 M sulfuric acid) displayed the highest total acidity of 7.77 mmol/g, whereas the SiO2 total acidity was only 0.11 mmol/g. Meanwhile, the SS3 catalyst (with 3 M sulfuric acid) has a lower total acidity of 7.09 mmol/g due to the distribution of sulfate groups on the surface having reached its optimum condition. The crystallinity and structure of the SS2 catalyst were not affected by the hydrothermal treatment or the sulfate process on silica. Furthermore, The SS2 catalyst characteristics in the presence of sulfate lead to a flaky surface in the morphology and non-uniform particle size. In addition, the surface area and pore volume of the SS2 catalyst decreased (482.56–172.26 m2/g) and (0.297–0.253 cc/g), respectively, because of the presence of sulfate on the silica surface. The SS2 catalyst's pore shape information explains the formation of non-uniform pore sizes and shapes. Finally, the activity and selectivity of SO4/SiO2 catalysts in the conversion of ethanol to diethyl ether yielded the highest ethanol conversion of 70.01% and diethyl ether product of 9.05% from the SS2 catalyst (the catalyst with the highest total acidity). Variations in temperature reaction conditions (175–225 °C) show an optimum reaction temperature to produce diethyl ether at 200 °C (11.36%). © 2023 Elsevier Ltd

关键词： Silica

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Evaluating Monetary-Based Benefit-Sharing as a Mechanism to Improve Local Human Development and its Importance for Impact Assessment of Hydropower Plants in Brazil

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Journal of Environmental Assessment Policy and Management 2019年第1期21卷 1-42页

作者： Pulice, Sérgio Mantovani Paiva Branco, Evandro Albiach Gallardo, Amarilis Lucia Casteli Figueiredo Roquetti, Daniel Rondinelli Moretto, Evandro Mateus Earth System Science Center National Institute for Space Research (INPE) Brazil Institute of Energy and Environment University of São Paulo (IEE-USP) Brazil PLANGEA - Research Group for Environmental Planning and Management University of São Paulo Av. dos Astronautas 1758-Jd. Granja São José dos Campos SP CEP 12227-010 Brazil Master's Program of Environmental Management and Sustainability University Nove de Julho (Uninove) Rua Vergueiro 235/249 Liberdade São Paulo SP 01504-000 Brazil Department of Hydraulic and Environmental Engineering Polytechnic School University of São Paulo (USP) Av. Prof. Mello Moraes 2373 Butantã São Paulo SP 05508-900 Brazil Institute of Energy and Environment University of São Paulo (IEE-USP) Amazon Dams Network (AND) PLANGEA - Research Group for Environmental Planning and Management Institute of Energy and Environment University of São Paulo Av. Prof. Luciano Gualberto 1289 Butantã São Paulo SP 05508-010 Brazil School of Arts Sciences and Humanities PLANGEA - Research Group for Environmental Planning and Management Institute of Energy and Environment University of São Paulo Av. Prof. Luciano Gualberto 1289 Butantã São Paulo SP 05508-010 Brazil

Although hydropower companies and governments have promoted monetary-based Benefit-Sharing Mechanisms alone as a vector of local development for flooded municipalities, it is not possible to identify this evidence in the scientific literature. The present work investigates the quantitative influence of Financial Compensation on Human Development Indexes (HDI) in flooded municipalities over 2000-2010. The econometric analysis shows that there are no statistically significant results related to the quantities of Financial Compensation and the development variables. The findings reinforce that Financial Compensation itself could not be considered the only input to improve development processes. Management frameworks should be considered since they can provide a broader view of the affected areas, including elements such as participatory processes, adaptation management, formal and legal guidelines and stakeholder engagement. Specially in the Brazilian case, the Impact Assessment procedures and their products could provide detailed data and criteria to municipalities to manage the inflow resources. © 2019 World Scientific Publishing Europe Ltd.

关键词： Benefit-sharing mechanisms development flooded municipalities hydropower

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AN OVERVIEW OF THE ROLE OF THE NAVSEA HUMAN-FACTORS engineering program IN SHIP DESIGN

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NAVAL ENGINEERS JOURNAL 1983年第4期95卷 139-152页

作者： STEIN, NI BENEL, RA MALONE, TB Mr. Norman I. Stein:received his degree in mechanical engineering from the University of Iowa in 1943. MK Stein began his career with the Bureau of Ships Department of the Navy. After his military service with the Army of Occupation in Japan he has held positions with the Corps of Engineering Atomic Energy Commission Walter Reed Army General Hospital and the Protective Structures Development Center Department of the Army. He returned to the Naval Sea Systems Command in 1967 and is currently with the Manning and Controls Integration Branch SEA 55 W16. Mr. Stein is a registered professional engineer in New York state and also is a certified fallout shelter analyst with the Department of the Army. He has authored a comprehensive study on air distribution studies in multi-room shelters presentedpapers on human factors engineering to the Association of Scientists and Engineers and recently contributed a chapter on human factors engineering which will be incorporated in the proposed Naval Sea Systems Handbook on Surface Ship Design. Russell A. Benel:received his Ph. D. in engineering psychology from the University of Illinois at Urbana-Champaign. He is currently a Senior Research Scientist with Essex Corporation where he is the manager of the Man-Machine Systems Department. He has been responsible f o r scientific studies associated with the Human Factors Engineering f o r ships program under contract to the Naval Sea Systems Command specifically the development application and validation of human factors engineering technology f o r surface ship systems such as aircraft launch and recovery propulsion engineering combat direction weapons and total ship systems. He is currently providing Human Factors Engineering Support on the DDG-51. His other activities include a variety of research development test and evaluation activities for military systems. He had been with the Crew Performance Branch of the Crew Technology Division at the USAF School of Aerospace Medicine as a National Research Council Postd

This paper provides a context within which the role of human factors engineering (HFE) for Naval ship design may be understood. HFE is defined and its history as part of engineering design teams is traced. The role of HFE in ship systems design is defined, and the HFE Technology for Ships program, managed by SEA 061R, is described. The rationale for inclusion of HFE in the design process is presented, the methodology whereby it is incorporated into the design process is detailed, methodology to assess the application of HFE is outlined, and the benefits that will accrue as a result of inclusion of HFE considerations in the design process are documented. The counterpoint to inclusion is illustrated through instances of design-induced human errors. A specific application of HFE in the acquisition process is illustrated through use of the Landing Craft, Air Cushion HFE program plan. The difficulties which may be encountered as the size of the target system expands are described. Potential roadblocks to the required incorporation of HFE are examined for their source and possible ameliorative steps.

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MAGNETOHYDRODYNAMIC SUBMARINE PROPULSION systemS

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NAVAL ENGINEERS JOURNAL 1991年第3期103卷 141-157页

作者： SWALLOM, DW SADOVNIK, I GIBBS, JS GUROL, H NGUYEN, LV VANDENBERGH, HH Daniel W. Swallomis the director of military power systems at Avco Research Laboratory Inc. a subsidiary of Textron Inc. in Everett Mass. Dr. Swallom received his B.S. M.S. and Ph.D. degrees in mechanical engineering from the University of Iowa Iowa City Iowa in 1969 1970 and 1972 respectively. He has authored numerous papers in the areas of power propulsion and plasma physics and currently is a member of the Aerospace Power Systems Technical Committee of the AIAA. Dr. Swallom has directed various programs for the development of advanced power generation systems lightweight power conditioning systems and advanced propulsion systems for marine applications. His previous experience includes work with Odin International Corporation Maxwell Laboratories Inc. Argonne National Laboratory and the Air Force Aero Propulsion Laboratory. Currently Dr. Swallom is directing the technical efforts to apply magnetohydrodynamic principles to a variety of propulsion and power applications for various marine vehicles and power system requirements respectively. Isaac Sadovnikis a principal research engineer in the Energy Technology Office at Avco Research Laboratory Inc. a subsidiary of Textron Inc. He received his B.S. in engineering (1974) B.S. in physics (1975) M.S. in aeronautics and astronautics (1976) and Ph.D. in physics of fluids (1981) at the Massachusetts Institute of Technology. Dr. Sadovnik has been involved in research work funded by DARPA concerning the use of magnetohydrodynamics for underwater propulsion. He has built theoretical models that predict the hydrodynamic behavior of seawater flow through magnetohydrodynamic ducts and their interaction with the rest of the vehicle (thrust and drag produced). In addition Dr. Sadovnik has been involved in research investigations geared toward the NASP program concerning the use of magnetohydrodynamic combustion-driven accelerator channels. Prior to joining Avco Dr. Sadovnik was a research assistant at MIT where he conducted experimental and

Magnetohydrodynamic propulsion systems for submarines offer several significant advantages over conventional propeller propulsion systems. These advantages include the potential for greater stealth characteristics, increased maneuverability, enhanced survivability, elimination of cavitation limits, greater payload capability, and the addition of a significant emergency propulsion system. These advantages can be obtained with a magnetohydrodynamic propulsion system that is neutrally bouyant and can operate with the existing submarine propulsion system power plant. A thorough investigation of magnetohydrodynamic propulsion systems for submarine applications has been completed. During the investigation, a number of geometric configurations were examined. Each of these configurations and mounting concepts was optimized for maximum performance for a generic attack class submarine. The optimization considered each thruster individually by determining the optimum operating characteristics for each one and accepting only those thrusters that result in a neutrally buoyant propulsion system. The results of this detailed optimization study show that the segmented, annular thruster is the concept with the highest performance levels and greatest efficiency and offers the greatest potential for a practical magnetohydrodynamic propulsion system for attack class submarines. The optimization study results were used to develop a specific point design for a segmented, annular magnetohydrodynamic thruster for an attack class submarine. The design point case has shown that this thruster may be able to provide the necessary thrust to propel an attack class submarine at the required velocity with the potential for a substantial acoustic signature reduction within the constraints of the existing submarine power plant and the maintenance of neutral buoyancy. This innovative magnetohydrodynamic propulsion system offers an approach for submarine propulsion that can be an important contributio

关键词： Ship Propulsion

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THE energy CRISIS AND NAVAL SHIP RESEARCH AND DEVELOPMENT

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Naval Engineers Journal 1974年第3期86卷

作者： CDR. J. RICHARD GAUTHEY USN JOSEPH P. DeTOLLA CDR. J. RICHARD GAUTHEY USN & JOSEPH P. DeTOLLA Cdr. J. Richard Gauthey USN graduated from Cornell University in 1955 with a Bachelor of Mechanical Engineering degree and entered the U.S. Navy through the NROTC program. Following three tours of sea duty he attended the University of California at Berkeley where he earned his Master of Science degree. From 1963 to 1965 he was Project Officer for Aircraft Carriers and Amphibious Ships in the Design Division BUSHIPS. The succeeding three years he was Assistant Repair Superintendent for Surface Ships at the Pearl Harbor Naval Shipyard. After attending the Naval War College he was Maintenance Officer COMINELANT Staff prior to his present assignment as Director Ship Research and Technology Division NAVSHIPS where he has been since 1971. He is a member of both ASNE and SNAME. Joseph P. DeTolla a native of Philadelphia Pa. received his BS degree in Mechanical Engineering from Drexel University in 1969. He began his career with the U.S. Navy in 1965 as a Mechanical Engineering Trainee in the Philidelphia Naval Shipyard Design Division under the BUSHIPS Cooperative Education Training Program. In 1911 he joined NAVSEC as a Mechanical Engineer in the Fluid Systems Branch. For the past two years he has primarily been involved in conducting alternative auxiliary heating system “tradeoff” studies and in the design of total energy/waste heat recovery systems for the PF 109 Class Sea Control Ship DG/AEGIS and AO 177 Class. He is a registered Professional Engineer in the District of Columbia a member of ASE ASME and SNAME and a candidate for the Master of Engineering Administration degree at The George Washington University.

energy used by U.S. Navy ships is viewed in the context of the national situation. Shipboard usage and the controlling variables are summarized. Research and development being planned by the Navy is described. Efforts relate to conservation of energy as well as consideration of new fuels including hydrogen and liquid hydro-carbon fuels derived from coal, oil shale, and tar sands. A brief account is given of work sponsored by the Department of Interior to produce hydrocarbon fuels, and initial Navy efforts to characterize and evaluate one such fuel is reported. This fuel has been burned at sea in the USS Johnston (DD 821). Development of conservation measures encompasses the utilization of waste heat from gas turbine and diesel engine exhausts and diesel water jackets; more efficient machinery; and reduction of energy requirements. Specific developments discussed include a design methodology to optimize waste heat utilization and higher efficiency gas turbine systems.

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INTRODUCTION

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Bulletin of the American Meteorological Society 2024年第8期105卷 S1-S11页

作者： Boyer, T. Blunden, J. Dunn, R.J.H. NOAA/NESDIS National Centers for Environmental Information Silver Spring Maryland NOAA/NESDIS National Centers for Environmental Information Asheville North Carolina Met Office Hadley Centre Exeter United Kingdom European Centre for Medium-Range Weather Forecasts Reading United Kingdom University of Maryland College Park Maryland Scripps Institution of Oceanography University of California San Diego La Jolla California NOAA/NWS National Centers for Environmental Prediction Climate Prediction Center College Park Maryland Brandenburg University of Technology (BTU) Cottbus-Senftenberg Germany Servicio Meteorológico Nacional Buenos Aires Argentina NOAA/OAR Physical Sciences Laboratory Boulder Colorado European Centre for Medium-Range Weather Forecasts Bonn Germany Center for Geophysical Research and School of Physics University of Costa Rica San José Costa Rica Department of Meteorology and National Centre for Earth Observation University of Reading Reading United Kingdom Centro Nacional de Monitoramento e Alertas de Desastres Naturais CEMADEN São Paulo Brazil Université Grenoble Alpes Institut des Géosciences de l’Environnement IRD CNRS Grenoble INP Grenoble France Hampton University Hampton Virginia Seychelles Meteorological Authority Mahe Seychelles Section for Glaciers Ice and Snow Norwegian Water Resources and Energy Directorate Oslo Norway National Research Institute for Agriculture Food and Environment (INRAE) CARRTEL Université Savoie Mont Blanc Thonon les Bains France Graduate School of Agriculture Osaka Metropolitan University Sakai Japan Science Faculty Universidad Nacional de Colombia Bogotá Colombia University of Bremen Bremen Germany NOAA Global Monitoring Laboratory Boulder Colorado Servicio Nacional de Meteorología e Hidrología del Perú Lima Perú Centro de Investigaciones sobre Desertificación – Spanish National Research Council (CSIC-UV-GVA) Valencia Spain Hydro-Climate Extremes Lab (H-CEL) Ghent University Ghent Belgium Department o

In 2023, La Niña conditions that generally prevailed in the eastern Pacific Ocean from mid-2020 into early 2023 gave way to a strong El Niño by October. Atmospheric concentrations of Earth’s major greenhouse gases—carbon dioxide, methane, and nitrous oxide—all increased to record-high levels. The annual global average carbon dioxide concentration in the atmosphere rose to 419.3±0.1 ppm, which is 50% greater than the pre-industrial level. The growth from 2022 to 2023 was 2.8 ppm, the fourth highest in the record since the 1960s. The combined short-term effects of El Niño and the long-term effects of increasing levels of heat-trapping gases in the atmosphere contributed to new records for many essential climate variables reported here. The annual global temperature across land and oceans was the highest in records dating as far back as 1850, with the last seven months (June–December) having each been record warm. Over land, the globally averaged temperature was also record high. Dozens of countries reported record or near-record warmth for the year, including China and continental Europe as a whole (warmest on record), India and Russia (second warmest), and Canada (third warmest). Intense and widespread heatwaves were reported around the world. In Vietnam, an all-time national maximum temperature record of 44.2°C was observed at Tuong Duong on 7 May, surpassing the previous record of 43.4°C at Huong Khe on 20 April 2019. In Brazil, the air temperature reached 44.8°C in Araçuaí in Minas Gerais on 20 November, potentially a new national record and 12.8°C above normal. The effect of rising temperatures was apparent in the cryosphere, where snow cover extent by June 2023 was the smallest in the 56-year record for North America and seventh smallest for the Northern Hemisphere overall. Heatwaves contributed to the greatest average mass balance loss for Alpine glaciers around the world since the start of the record in 1970. Due to rapid volume loss beginning in 2021, St. A

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