Just as in all pre-industrial societies, the historic structures in Anatolia derive from two materials, timber and stone. In timber construction, two categories, namely heaped construction and skeletal construction, a...
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ISBN:
(纸本)9781845641962
Just as in all pre-industrial societies, the historic structures in Anatolia derive from two materials, timber and stone. In timber construction, two categories, namely heaped construction and skeletal construction, are clearly distinguishable. In research to date, it can be seen that these categories have been clearly defined and explained. Yet, structural definitions in masonry buildings are mostly limited to the term heaped construction. However, in traditional masonry structures, it is possible to see, whether clearly or under a layer, a construction that reminds one of skeletal construction. In this paper, historical masonry structures that have been often described as heaped construction, but which actually contain both heaped and skeletal system characteristics, will be discussed. This dual-system will be examined with examples from Ottoman mosques and masonry houses in Anatolia.
The WATERS Network (WATer and Environmental Research Systems Network) will be an integrated real-time distributed observing system which will enable academic and government scientists, engineers, educators, and practi...
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Aboard current ships, such as the DDG 51, engineering control and damage control activities are manpower intensive. It is anticipated that, for future combatants, the workload demand arising from operation of systems ...
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Aboard current ships, such as the DDG 51, engineering control and damage control activities are manpower intensive. It is anticipated that, for future combatants, the workload demand arising from operation of systems under conditions of normal steaming and during casualty response will need to be markedly reduced via automated monitoring, autonomous control, and other technology initiatives. Current DDG 51 class ships can be considered as a manpower baseline and under Condition III typical engineering control involves seven to eight watchstanders at manned stations in the Central Control Station, the engine rooms and other machinery spaces. In contrast to this manning level, initiatives such as DD 21 and the integrated engineering plant (IEP) envision a partnership between the operator and the automation system, with more and more of the operator's functions being shifted to the automation system as manning levels decrease. This paper describes some human systems integration studies of workload demand reduction and, consequently, manning reduction that can be achieved due to application of several advanced technology concepts. Advanced system concept studies in relation to workload demand are described and reviewed including. Piecemeal applications of diverse automation and remote control technology concepts to selected high driver tasks in current DDG 51 activities. Development of the reduced ship's crew by virtual presence system that will provide automated monitoring and display to operators of machinery health, compartment conditions, and personnel health. The IEP envisions the machinery control system as a provider of resources that are used by various consumers around the ship. Resource needs and consumer priorities are at all times dependent upon the ship's current mission and the availability of equipment pawnbrokers.
作者:
Baker, CKrull, RSnyder, GLincoln, WMalone, TBClifford C. Baker
CIE CHFEP is a senior staff scientist at Carlow International Incorporated. He has applied most of his 24 years of experience in the application of human engineering technology to maritime systems. Mr. Baker has directed much of Carlow's efforts to reduce ship workload and to improve human performance and maritime safety through application of human factors methods and data. He is a Certified Industrial Ergonomist (CIE) as well as a Certified Human Factors Engineering Professional (CHFEP). Both certifications were granted by Oxford Research where Mr. Baker also serves as an Advisory Board member. Russell D. Krull
P.E. is a senior engineer with A&T/Proteus Engineering with more than 18 years of experi-ence in marine engineering naval architecture and program management including 16 years of active duty in the U.S. Coast Guard. Recent experience includes advanced ship design studies engineering software development technical support for the USMC Advanced Amphibious Assault Vehicle propulsion systems analyses ship structural engineering and cargo handling systems engineering. Mr. Krull has an M.S.E. in naval architecture and marine engineering and an M.S.E. in industrial and operations engineering from University of Michigan and a B.S. in ocean engineering from the U.S. Coast Guard Academy. Capt. Glenn L. Snyder
USCG. Regrettably since this paper was originally written Capt. Snyder has passed away. At the time of his death he was an operations specialist assigned to the Coast Guard's Deepwater Capabilities Replacement Project as Chief of Human Systems Integration. He served as commanding officer of the patrol boat Cape George (WPB-95306) the icebreaking tug Biscayne Bay (WTGB-104) and the cutter Legare (WMEC-911). A 1975 graduate of the U.S. Coast Guard Academy Capt. Snyder held an M.A. in national security and strategic studies from the U.S. Naval War College and an M.A. in international relations from Salve Regina College. In addition he was a 1998 fellow of the Foreign Service
The U.S. Coast Guard is in the concept exploration phase of its Integrated Deepwater System (IDS) acquisition project. This project will define the next generation of surface, air and command, control, communications,...
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The U.S. Coast Guard is in the concept exploration phase of its Integrated Deepwater System (IDS) acquisition project. This project will define the next generation of surface, air and command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) assets used to perform the Coast Guard's missions in the IDS environment (>50 NM off the U. S. coastline). As part of early technology investigations, the needs exist to: (1) analyze the workload requirements of the IDS, (2) identify alternative means to perform ship's work, and (3) optimize ship manning consistent with ship workload, performance criteria, and the available tools and equipment aboard. To reduce shipboard work requires an understanding of the mission and support requirements placed on the vessel and crew, how these requirements are currently met, and how requirements might otherwise be met to reduce workload and crew size. This study examined currently implemented workload and manpower reducing approaches of commercial maritime fleets, U.S. and foreign navies, and foreign coastguards. These approaches were analyzed according to evaluation criteria approved by the IDS acquisition project team. From this, strategies for shipboard work reduction that may be considered for adoption by the IDS were identified and analyzed according to performance and costs factors. Ten workload-reducing strategies were identified: damage control, bridge, multiple crewing, engineering, risk acceptance, modularity, deck, enabling technologies, ship/personnel readiness, and operability and maintainability.
The road to the acquisition of the USNS Impeccable (T-AGOS 23) has seen a few uncommon and challenging twists and turns, resulting in delays and disruption to the program. The saga began in 1993, when the original shi...
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The road to the acquisition of the USNS Impeccable (T-AGOS 23) has seen a few uncommon and challenging twists and turns, resulting in delays and disruption to the program. The saga began in 1993, when the original shipbuilder, facing financial difficulties, filed for Chapter XI bankruptcy protection. For two more years the program was stalled before the Navy was able to warrant the work that had been done up to that point. In 1995 the contract was reassigned to another shipbuilder to complete the vessel and obtain the necessary certificates to comply with all the applicable requirements of the American Bureau of Shipping (ABS). This unprecedented approach put the Navy in the unique situation of being responsible for two of the most controversial issues in a ship construction process, i.e., detail design and equipment warranties. This paper gives the status of the program, discusses how various technical issues and production demands are being addressed, and describes the future hurdles that need to be overcome before delivery of the vessel.
The United States Coast Guard has embarked on the most ambitious modernization and recapitalization project in the service's history. The Deepwater Capabilities Replacement project, which is simply referred to as ...
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The United States Coast Guard has embarked on the most ambitious modernization and recapitalization project in the service's history. The Deepwater Capabilities Replacement project, which is simply referred to as Deepwater, is unique in that it comprises the acquisition of an entire integrated "System-of-Systems'': surface, air, (CISR)-I-4 (command, control, communications, computers, information, surveillance & reconnaissance), and logistics facilities. This "System of Systems" approach will enable the Coast Guard to acquire the optimal mix of fully supportable assets, to effectively and efficiently perform all of its Deepwater missions well into the next century.
作者:
Arntson, SLind, WTurner, JJBlaiklock, WCTedesco, MStephen G. Arntson is an independent consultant. A degree Naval Architect
he has over 38 years of experience in the design construction and maintenance of surface ships. His experience includes 28 yeus with the Naval Sea Systems Command Naval Ship Engineering Centerl Bureau of Ships specializing in the structural design of Naval surface ships and 7 years with ABS Specializing in the application of commercial ship design practices. Most recently he worked with both NASSCO and ABS MZ the Arsenal Ship Program. Steve was very active with the Ships Structure Committee in developing R&D programs for ship structure and he is a member of the ASNE Journal Committee. Steve received a BS in Mechanical Engineering (Naval Architecture Option) from Virginia Polytechnic Institute in 1964. He is a member of the ASNE TAU BETA PI PI TAU SIGMA and PHI KAPPA PHI. William 1. Lind joined ABS in 1992 after ten years with Sparkman and Stephens
Inc. He is currently ABS Amekas Manager of Engineering jm New Orleans and Cleveland. Both ofices conduct plan reviews for militavy commercial and private marine craft fm self-propelled vessels under 300 feet in length and bargus unlimited in length. As Vice-Chaimn ojthe Western Rivers Technical Committee Great Lakes Technical Committee and the Small Vessel Committee Bill participated in the writing of the 1997 ABS Guide for Building and Classing High Speed Craft and the 1997 ABS Rules for Building and Classing Steel Vessels Under 9OM. Bill received an MBA from Florida Atlantic University in 1995 a BS in Mechanical Engineering from New York Institute of Technology in 1986 and a BA in Histoy from Colgate University in 1976. He is Chaimn of SNAME HS-9 Composite Panel Testing & Fire Protection and a member of ASNE. John J. Turner is Senior Vice President of SYNTEK Technologies
Inc. in Arlington Virginia. SYNTEK specializes in activities of a highly technical nature supporting both industry and government in domestic and international markets. He is a registered Professional Engineer
The Defense Advanced Research project Agency (DARPA), in conjunction with the U.S. Navy, initiated a research program for the design and construction of a distinctive warship for the 21st century known as the Arsenal ...
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The Defense Advanced Research project Agency (DARPA), in conjunction with the U.S. Navy, initiated a research program for the design and construction of a distinctive warship for the 21st century known as the Arsenal Ship. By using an innovative development and acquisition approach it was hoped to streamline the procurement process and reduce costs. In an environment where budgets are being cut, both industry and Government were challenged to develop, design, and produce the innovative ship and related mission systems to meet specific performance capabilities within strict affordability constraints. A key element of this innovative acquisition approach was a new certification scheme designed to replace the traditional test and evaluation (T&E) and acceptance process. The purpose of this paper is to describe the development of the certification plan during Phase LI of the Arsenal Ship program by the American Bureau of Shipping and the contending Shipyard teams, and to discuss the potential benefits of this alternative certification approach. Although the Arsenal Ship program was canceled late in 1997, insight derived from the exploration of new certification concepts could benefit future design and building programs.
作者:
Wu, BCYoung, GSSchmidt, WChoppella, KDr. Bi-Chu Wu:received a PhD in Mechanical Engineering from the University of Maryland
College Park in 1991. She has worked on projects involving naval architecture design optimization solid mechanics and database development. Presently a senwr engineer with Angle Incorporated Dr Wu's research interests are in design optimization and fuzzy logic applications. Dr. Gin-Shu Young:
a senior engineer with Angle Incorporated holds a PhD in Mechanical Engineering from the University of Maryland College Park. As a guest researcher with National Institute of Standards and Technologies from 1990 to 1993 he worked on vision-based navigation for autonomous vehicles. His experience also includes applications of optimization fuzzy logic neural network and genetic algorithm methods to engineering system design Mr. William Schmidt:co-founded Angle Incorporated in 1990 and has served as Vice PresidentlChiefScientist during this tame. He holds a B.Sc. in Applied Science from the Naval Acadt?my and an M.Sc. in Physics from the Naval Post Graduate School. He has cner 20 years experience in technical leadership
material and personnel management. He has led the application of computer aided design (CAD) and Product Model Information Exchange to the shipbuilding industry. His experience also includes leading the amlication of model based operational analysis to support the Live Fire Test Program for DDG 51 Class Destroyers. Mr. Krishna M. Choppella:is a Sofware Engineer at Eidea Laboratories
Incotporated where he works on componentbased distributed enterpvise frameworks. He has been involved in creating data analysis tools for the US Nay by integrating CAD modeis databases and graphical front ends. His work in the Masters degree program in Mechanical Engineering at the University of Texas at Austin was in di0ddase.r spectroscopy of combustion products in porous-matri burners. He received his Bachelors degree in Electrical Engineering in India. He was a Research Associate at the Centre for Laser Technology and Project Engi
Ship design is often multidisciplinary involving several design elements with various types of objectives and constraints (O/C) some easily described as mathematical formulas, others better modeled as descriptive asse...
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Ship design is often multidisciplinary involving several design elements with various types of objectives and constraints (O/C) some easily described as mathematical formulas, others better modeled as descriptive assertions. This paper describes a method based on fuzzy functions and an integrated performance index to model O/C using descriptive assertions to be used with mathematical formulas in optimization. Another issue addressed in this paper concerns the coordination of design elements when sequentially coupled, that is, when one leads the other and the performance of the follower depends greatly on the design of the leader. Based on neuro-fuzzy techniques, the method described here coordinates and optimizes sequentially coupled elements. The two methods are applied to machinery arrangement (MA) and pipe routing (PR). Preliminary models for optimization of MA and PR are described considering convenience, producibility: engine room size, interference and location as factors in the O/C set. Some test results from MA/PR applications are presented and discussed. The methods are generic and can be extended to other elements in ship design. They are mutually independent and may be used separately Two advantages of their use are an improvement in overall performance and a reduction in the need for redesign of elements.
A major contributor to the expense and length of time to design, build, and test new systems has been the need to build and test hardware prototypes to determine their effectiveness in meeting operational requirements...
A major contributor to the expense and length of time to design, build, and test new systems has been the need to build and test hardware prototypes to determine their effectiveness in meeting operational requirements. Recent and dramatic advances in computer simulation technologies hold forth the promise of revolutionizing design and acquisition strategies by providing the means to validate end users' requirements prior to hardware construction. By designing and operationally testing virtual prototypes in a virtual environment, these technologies will soon offer naval architects the ability to build and launch ships in computer-based cyberspace in lieu of the shipbuilder's ways. The authors of this paper provide the background for these developments, explore the significance and ramifications of these technologies to the current process of ship and system design, outline challenges lying ahead, and present their vision and recommendations for future development.
作者:
BLOOM, JBREESE, RMHOPKINS, TMJoel B. Bloom:is a staff specialist in the Office of the Deputy Director
Land and Maritime Programs Test and Evaluation Directorate of the Office of the Secretary of Defense (OSD). He is the OSD action officer for developmental testing including live fire testing for ships submarines underwater weapons and Army direct fire weapons. He is responsible for day-to-day OSD oversight of Navy ship vulnerability and is a member of the crew casualty working group of the Joint Technical Coordinating Group for Munitions Effectiveness. Previously he worked at the Philadelphia Naval Shipyard the Marine Division of the Army Corps of Engineers the David Taylor Model Basin and the Office of Naval Intelligence and on the staff of the Navy's Ship Characteristics and Improvement Board. Mr. Bloom graduated from Virginia Polytechnic Institute with a BS in mechanical engineering (naval architecture and marine engineering). His graduate work was in oceanography and in engineering administration. He is a member of ASNE SNAME the International Test and Evaluation Association the U.S. Naval Institute and the Naval Submarine League and is listed inWho's Who in the East.He is a recent recipient of the Secretary of Defense Meritorious Civilian Service Medal. Dr. Ronald M. Reese:has headed the live fire test and evaluation sea systems team in the operational evaluation division of the Institute for Defense Analyses (IDA) for the past three years. From 1980–1990
he worked at NKF Engineering Inc. in various areas of ship survivability and ship design specializing in ship signature reduction. From 1960–1980 he served in the U.S. Navy as a surface line officer and in various capacities as an Engineering Duty Officer including Naval Ship Engineering Center Ship Design Manager for PHM and Continuing CV Conceptual Design NavSea PMS 378 Program Manager/SUPSHIP Newport News Project Officer forVirginia(CGN-38) class construction and Force Maintenance Officer Commander Naval Surface Force U.S. Atlantic Fleet. He retired from t
Live Fire Test and Evaluation (LFT&E) is a relatively recent addition to the requirements for ship acquisition programs. Ship LFT&E requires a combination of testing and analysis in order to evaluate the vulne...
Live Fire Test and Evaluation (LFT&E) is a relatively recent addition to the requirements for ship acquisition programs. Ship LFT&E requires a combination of testing and analysis in order to evaluate the vulnerability of a new acquisition ship class to the threat weapons it is likely to encounter in combat. LFT&E supports the ship acquisition process by identifying vulnerability weaknesses early in a development program and enabling timely, well informed decisions regarding ship vulnerability reduction features. This paper discusses the various aspects of ship LFT&E and how they relate to make a positive impact on a ship acquisition program in a timely fashion. It describes a four-element approach to ship LFT&E consisting of (1) component, system, and full-scale ship tests, (2) surrogate tests, (3) damage scenario-based engineering analyses, and (4) a Total Ship Survivability Trial demonstrating the ability of the full-up ship to combat damage and ''fight hurt.''
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