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作者： Goldschmidt, Olivier laugier, Alexandre Olinick, Eli V. OPNET Technologies Inc. 2006 Delaware Street Berkeley CA 94709 United States Corporate Network Design Department Network Architecture and Traffic Division Centre National d'Etudes des Télécommunications/DSE/ISE Sophia France Department of Engineering Management Information and Systems Southern Methodist University P.O. Box 750123 Dallas TX 75275-0123 United States

We consider the problem of interconnecting a set of customer sites using bidirectional SONET rings of equal capacity. Each site is assigned to exactly one ring and a special ring, call.d the federal ring, interconnects the other rings together. The objective is to minimize the total cost of the network subject to a ring capacity limit where the capacity of a ring is determined by the total bandwidth required between sites assigned to the same ring plus the total bandwidth request between these sites and sites assigned to other rings. We present exact, integer-programming based solution techniques and fast heuristic algorithms for this problem. We compare the results from applying the heuristic algorithms with those produced by the exact methods for real-world as well as randomly generated problem instances. We show that two of the heuristics find solutions that cost at most twice that of an optimal solution. Empirical evidence indicates that in practice the algorithms perform much better than their theoretical bound and often find optimal solutions. © 2002 Elsevier Science B.V. All rights reserved.

关键词： Approximation algorithms Equipment placement in SONET rings Heuristics Integer programming Telecommunications networks

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Survey of reduced workload and crewing strategies for ocean patrol vessels

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NAVAl ENGINEERS JOURNAl 2001年第2期113卷 29-44页

作者： Baker, C Krull, R Snyder, G lincoln, W Malone, TB Clifford 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, 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.

关键词： Naval vessels

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Uniform National.discharge Standards - Overview and implications for future naval engineering

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NAVAl ENGINEERS JOURNAl 1999年第3期111卷 219-235页

作者： Kopack, d Smith, G Kim, d Erne, dl David F. Kopack:is a Program Manager in the Naval Sea Systems Command Office of Environmenta1 Protection Occupational Safety and Health SEA 00T. Mr. Kopack received his bachelor and master of science degrees in the physical sciences and management from the University of Maryland. Mr. Kopack has 20 years of experience in ship design and engineering industrial facility operations and program management. Gordon D. Smith:is a Chemical Engineer with the Carderock Division Naval Surface Warfare Center in Bethesda Maryland and is working in the Naval Sea Systems Command Environmental and Auxiliary Systems Group. SEA 03L. Mr. Smith received his bachelor of science degree in chemical engineering from The Ohio State University. He has over 13 years of ronmental issues. In addition to supporting the development of Uniform National Discharge Standards he has been involved in research design testing and development of pollution abatement technologies suitable for use aboard Navy Ships. Don K. Kim:is a Senior Mechanical Engineer with the naval architecture and marine engineering firm of M. Rosenblatt & Son Inc. in Arlington Virginia. Mr. Kim received his bachelor of science and master of engineering degrees in mechanical engineering from the University of Virginia. He is a registered Professional Engineer in the Commonwealth of Virgina. Mr. Kim has ten years of experience in the design installation maintenance and repair of shipboard mechanical systems equipment and components with specific expertise in compressor pump and fan design and operation. He is a member of the American Society of Naval Engineers and the American Society of Mechanical Engineer. David L. Erne:is an Associate with Booz Allen and Hamilton Inc. in Arlington Virginia. Mr. Erne received his bachelor of science degree in chemical engineering from the University of Idaho. He has over twelve years of experience in environmental program management and consulting. In addition to his support for the Uniform National Discharge Standards prog

In the Fiscal Year 1996 National.defense Authorization Act, Congress amended the Clean Water Act to provide the department of defense and the Environmental Protection Agency authority to jointly establish standards for incidental.discharges from Armed Forces' vessels. The uniform national standards would apply to discharges from vessels of the Navy, Military Sealift Command, Army, Marine Corps, Air Force, and Coast Guard to the navigable waters and contiguous zone of the U.S. and its territories. Uniform National.discharge Standards (UNdS) will require control of discharges, by either a technology or management practice. UNdS will facilitate the Armed Forces' ability to better design and build future vessels to be environmentally sound and to maintain the operational flexibility of Armed Forces' vessels both domestically and internationally. The development of standards for Armed Forces' vessel.discharges may have greater impact on naval engineering requirements for future vessels than any other single environmental issue, These standards are expected to stimulate the development of innovative vessel pollution control technologies, which on be used for both Armed Forces' vessels and commercial shipping vessels. This paper provides an overview of UNdS development, summarizes the results of UNdS Phase I, provides a summary overview of the preliminary approach for accomplishing UNdS Phase Il, and discusses implications for future naval engineering efforts.

关键词： Replenishment at sea homeland defense shipbuilding Military Personnel Uniform home range Treated water Naval engineering Uniforms Implication Clean Water Act Coastguards

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Reliability analysis of transverse stability of surface ships

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NAVAl ENGINEERS JOURNAl 1997年第3期109卷 129-140页

作者： Atua, K Ayyub, BM Khaled l. Atua:is a graduate student at the Reliability Engi-neering Program at the University of Maryland at College Park. He completed his B.S. degree in naval architecture and marine engineering in 1988 and completed his M.S. degree in naval architecture and marine engineering in 1992 at Alexandtia University. He is also a visiting scholar in the Civil Engineering Department at the University ofMaryland at Colkge Park. He is conducting research with Dc Bilal M. Ayyub in the area of develupment of reliability-based design of ship structures and systems. He is a member ofASNE and SNAME. He has authored or coauthored several papers and reports. Bilal M. Ayyub: Ph.D. RE. is aprofssor of civil engineer-ing at the University of Maryland at College Park. He is also a researcher and consultant in the areas of structural engineering inspection methods and practices reliability and risk analysis. Dc Ayyub completed his B.S. degree in civil engineering in 1980 and completed both his M.S. (1981) and Ph.D. (1983) degrees in civil engineering at the Georgia Institute of Echnol-OD. Dc Ayyub has an extensive background in uncertainty modeling and analysis risk-based analysis and design simula-ion and marine structural reliability. He is engaged in research work involving structural reliability marine structures uncer-tainty modeling and analysis and mathematical modeling using the theories of probability statistics and fuzzy sets. He has completed several research projects that were funded by the National Science Foundation the U S. Coast Guard the U.S. Navy the U.S. Department of Defense the U.S. Army crops of Engineers the Maryland State Highway Administration the American Society ofMechanica1 Engineers and several engi-neering companies. Dc Ayyub served the engineering communio in various capacities through societies that include ASNE ASCE ASME SNAME IEEE-CS and NMIPS. He is a member ofthe ASME Research Committee of Risk Ethnology and the ASME Committee on Human Factors. Currently he is the chai

An introduction to a rational.development of transverse stability criteria for surface ships is presented in this paper. The development is based on a probabilistic analysis of the uncertainties associated with the design parameters involved in determining the transverse stability. Reliability methods are used for assessing and determining transverse stability of ships. These reliability methods address the uncertainties associated with the basic design variables that are involved in stability assessment and design. The sources of uncertainty in stability variables are presented, uncertainties associated with these basic random variables are summarized, different reliability assessment methods are described, a case study that shows the computation procedure using some of these methods is discussed for illustration purposes, and finally, conclusions and recommendations for further work in this area are presented.

关键词： Naval vessels

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COMPUTER-SYSTEM architecture CONCEPTS FOR FUTURE COMBAT SYSTEMS

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NAVAl ENGINEERS JOURNAl 1990年第3期102卷 43-62页

作者： ZITZMAN, lH FAlATKO, SM PAPACH, Jl Dr. Lewis H. Zitzman:is the group supervisor of the Advanced Systems Design Group Fleet Systems Department The Johns Hopkins University Applied Physics Laboratory (JHU/APL). He has been employed at JHU/APL since 1972 performing applied research in computer science and in investigating and applying advanced computer technologies to Navy shipboard systems. He is currently chairman of Aegis Computer Architecture Data Bus and Fiber Optics Working Group from which many concepts for this paper were generated. Dr. Zitzman received his B.S. degree in physics from Brigham Young University in 1963 and his M.S. and Ph.D. degrees in physics from the University of Illinois in 1967 and 1972 respectively. Stephen M. Falatko:was a senior engineering analyst in the Combat Systems Engineering Department Comptek Research Incorporated for the majority of this effort. He is currently employed at ManTech Services Corporation. During his eight-year career first at The Johns Hopkins University Applied Physics Laboratory and currently with ManTech Mr. Falatko's work has centered around the development of requirements and specifications for future Navy systems and the application of advanced technology to Navy command and control systems. He is a member of both the Computer Architecture Fiber Optics and Data Bus Working Group and the Aegis Fiber Optics Working Group. Mr. Falatko received his B.S. degree in aerospace engineering with high distinction from the University of Virginia in 1982 and his M.S. degree in applied physics from The Johns Hopkins University in 1985. Mr. Falatko is a member of Tau Beta Pi Sigma Gamma Tau the American Society of Naval Engineers and the U.S. Naval Institute. Janet L. Papach:is a section leader and senior engineering analyst in the Combat Systems Engineering Department Comptek Research Incorporated. She has ten years' experience as an analyst supporting NavSea Spa War and the U.S. Department of State. She currently participates in working group efforts under Aegis Combat System Doctrin

This paper sets forth computer systems architecture concepts for the combat system of the 2010–2030 timeframe that satisfy the needs of the next generation of surface combatants. It builds upon the current Aegis computer systems architecture, expanding that architecture while preserving, and adhering to, the Aegis fundamental principle of thorough systems engineering, dedicated to maintaining a well integrated, highly reliable, and easily operable combat system. The implementation of these proposed computer systems concepts in a coherent architecture would support the future battle force capable combat system and allow the expansion necessary to accommodate evolutionary changes in both the threat environment and the technology then available to effectively counter that threat. Changes to the current Aegis computer architecture must be carefully and effectively managed such that the fleet will retain its combat readiness capability at all times. This paper describes a possible transition approach for evolving the current Aegis computer architecture to a general architecture for the future. The proposed computer systems architecture concepts encompass the use of combinations of physically distributed, microprocessor-based computers, collocated with the equipment they support or embedded within the equipment itself. They draw heavily on widely used and available industry standards, incl.ding instruction set architectures (ISAs), backplane busses, microprocessors, computer programming languages and development environments, and local area networks (lANs). In this proposal, lANs, based on fiber optics, will provide the interconnection to support system expandability, redundancy, and higher data throughput rates. A system of cross connected lANs will support a high level of combat system integration, spanning the major warfare areas, and will facilitate the coordination and development of a coherent multi-warfare tactical picture supporting the future combatant command st

关键词： Computer architecture

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design FOR NEW-JERSEY, IOWA, ANd dES-MOINES MOdERNIZATION

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NAVAl ENGINEERS JOURNAl 1984年第3期96卷 25-38页

作者： SIMS, PJ EdWARdS, JR dICKEY, Rl SHUll, HS Philip J. Sims:graduated from Webb Institute in 1971 and went to work for the Advance Design Branch of the Naval Ship Engineering Center. He was part of the FFG-7 design team in 1972. The 1973–75 years were spent developing automated early-stage aircraft carrier design procedures and performing carrier design trade-off work in support of the CVV design. He returned to school in 1976 for a masters at M.I. T. The 1977–80 period was spent updating the Navy's destroyer-cruiser early-stage design procedures and performing studies for the CGN-42 reserve FFX and DDX (later DDG 51) projects. Also during this period he was team leader on concept formulation (CONFORM) studies of new ships such as a heavy combatant and a low detectability ship. From 1981 to early 1983 Mr. Sims was Design Integration Manager for the BB-62 and Ship Design Manager for the BB-61 and CA-134. He is presently principal naval architect for the FFX study and also works on the NA TO frigate effort. James F. Edwards Sr:.is the Technical Director Ship Analytics Inc. Washington D.C. Operations and was the Ship Design Manager for the battleship USSNew Jerseyprior to his departure from NAVSEA in August 1983. He joined the U.S. Navy Reserves in 1954 and served on active duty from 1957 to 1960. From 1961 to 1963 he worked for McLaughlin Research Corporation as a section head in the drafting department. From 1963 to 1966 he worked for the Vitro Corporation of America in the Terrier (surface missile systems) Department. In 1966 he participated in the contract design of the first shipboard integrated digital ASW Command and Control system while working for the Stanwick Corporation. In 1967 Mr. Edwards accepted a position at NAVSHIPS in the Combat System Integration Division. In 1974 he transferred to what is currently NAVSEA's Hull Design Division. In 1980 Mr. Edwards was designated as the Battleship and Heavy Cruiser General Arrangements Task Leader and subsequently served as the Hull Task Group Manager the Ship Configuration Control Manager and fina

In reactivating the battleship New Jersey , the Navy faced three major problems. The baseline data on the ship was not readily available or reliable, a new generation cruise missile armament was proposed, and the ship delivery schedule was very tight. After doing a feasibility study, system design engineers were taken onboard the mothball.d ship to resolve the design problems. Being on the ship allowed an intensive effort and immediate reference to the actual ship configuration. The tools used to control this effort were a ship check plan, a ship check form and the master arrangement drawing. Simultaneously with the design effort, a repair scoping effort was conducted. The design evolution and solutions to the major problems are described. The results of the New Jersey effort are shown with sample documentation, the ship characteristics and the downstream design effort. The Iowa was the next ship to be modernized. The top level requirements were the same as New Jersey's but new problems were encountered. More options were investigated which diverted attention from the basic effort. A fundamental.difference was the Iowa had not had a 1968 reactivation as the New Jersey had, so items that were repair and reactivation on the New Jersey in 1968 had to be part of the Iowa modernization. A major influence on the Iowa design process was that a complete set of specifications for a private yard bid had to be developed. The next effort was to install the same New Jersey modernization payload on a des Moines class heavy cruiser. Heavy cruisers are large ships but significantly smaller than battleships and much closer to their naval architectural limits of weight and center of gravity. They have much less topside area than the battleships, and the new payload was very topside space consuming. The cruisers are also much more restricted in internal volume. Two feasibility studies were conducted. One resolved volume problems but approached the weight and center of gravity limits.

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TOWARdS AN IMPROVEd HUll FORM design METHOdOlOGY

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NAVAl ENGINEERS JOURNAl 1983年第3期95卷 109-126页

作者： SCHAFFER, Rl BYERS, dW SlAGER, JJ Mr. Roger L. Schaffer:is currently Manager of Advanced Design at Designers & Planners Inc. (D&P) Arlington Va. Mr. Schaffer received Bachelor degrees in Naval Architecture Marine Engineering and Aerospace Engineering from the University of Michigan in 1971. In 1974 he received his Masters degree in Naval Architecture from MIT. Mr. Schaffer started his career with the Naval Ship Engineering Center and was employed by Boeing Marine Systems and Hydronautics Inc. before joining D&P in 1980. His experience has been primarily in the fields of early-stage design and applied hydrodynamics. He has participated in the hull form development of recent naval ships including the ARS 50 MCM and DDG 51. Mr. Schaffer is a member of ASNE and SNAME. Mr. David W. Byers:is Head of the Surface Ship Branch of the Hull Form Design and Performance Division of the Naval Sea Systems Command. For the past six years he has been a hull form design specialist for surface ships. He previously worked in the Hull Equipment Branch of the Naval Ship Engineering Center. Mr. Byers holds Bachelors and Masters degrees in Naval Architecture and Marine Engineering from the University of Michigan. He is a member of ASNE SNAME the Association of Scientists and Engineers of the Naval Sea Systems Command and the United States Naval Institute. Mr. John J. Slager:is currently the Director of Hydrodynamic Design at D&P Arlington Va. Mr. Slager received his Bachelors degree from Webb Institute of Naval Architecture in 1949. From 1949 to 1964 he was employed as Naval Architect and Supervisory Naval Architect in the Preliminary Design Branch of the Navy's Bureau of Ships where he was involved in Feasibility Conceptual and Preliminary Design studies for all types of naval surface ships and submarines. From 1964 to 1980 he was employed as Principal Naval Architect at Hydronautics Inc. where he continued to be involved in early-stage design work primarily for naval ships. In recent years he has concentrated on improvement of ship hydrodynamic p

This paper presents a surface ship hull form design methodology which makes use of a powerful, general-purpose approach to decision making. The four steps of this approach are: 1. development of the Problem Statement 2. design 3. Evaluation 4. Selection To illustrate the utilization of the methodology, the development of the hull form during the Concept design phase of a new U.S. Navy surface combatant is described. The development of the problem statement from the given requirements, constraints, and design standards is discussed. The design of three alternative hull forms is detail.d. Each hull form was optimized, within the design constraints, to a separate and distinct hydrodynamic performance goal. These goals were optimum seakeeping performance, minimum cruise speed resistance, and minimum high speed resistance. The performance of each alternate hull form was assessed, as well as that of a baseline hull form. A rigorous evaluation of the alternative hull forms is presented and the selection procedure described. Conclusions are presented regarding the methodology and the “worth” of the alternative designs.

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FUNdAMENTAlS OF NAVAl SURFACE SHIP WEIGHT ESTIMATING

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NAVAl ENGINEERS JOURNAl 1983年第3期95卷 127-143页

作者： STRAUBINGER, EK CURRAN, WC FIGHERA, Vl Mr. Erwin K. Straubinger:is currently Head of the Weight Division(SEA 55 W2)of the Naval Sea Systems Command. He graduated from the University of California School of Architecture at Berkeley in 1953. Mr. Straubinger began his career with the U.S. Navyin 1959 as a Naval Architect (Stability) in the Scientific Section of the Design Division at Long Beach Naval Shipyard and transferred to BUSHIPS Weight Branch in 1962. Achieving his present position in June 1980 Mr. Straubinger was previously Head of the Special Projects Section SEA 55W21 being responsible for formulation and development of weight control policies and procedures as well as coordination of the overall U.S. NavyWeight Control Program for detail design and construction. Before obtaining that position in 1968 he worked in the Special Projects Section on a variety of weight control matters including specifications contractual weight control language estimating techniques computer applications reporting procedures and evaluation of the Weight Control Program. Mr. Straubinger is a member of ASNE SNAME ASE and the Society of Allied Weight Engineers (SAWE) in which he serves as a member of the Government/Industry Panel for marine vehicles. Mr. William J. Cumin:is currently a task leader for surface combatant ships in the Weight Division (SEA 55W2) of the Naval Sea Systems Command. He began his career with the U.S. Navyin 1966 as a naval architect trainee at the Philadelphia Naval Shipyard while participating in Drexel University's cooperative education program. Upon graduation from the D.U. School of Engineering Mr. Curran accepted a position in the Scientific Branch of the Shipyard. Some of his responsibilities during this period included the development of modernization weight estimates inclining experiments and trim dives. In 1976 Mr. Curran transferred to the Surface Combatant Ship Logistic Division in NAVSEA where he worked for two years in the Destroyer Engineered Operating Cycle maintenance program. Since 1978 he has held his presen

This paper descirbes how ship weights are estimated. detail is presented concerning relationships between existing weight data and the characteristics of a new design as it develops from completion of feasibility design through contract design. Margin requirements are also discussed. The weight estimating ratios and factors presented, while not directly associated with a specific ship type, cover the weight classification groups one would use in the design of a surface combatant. The purpose of this paper is to present the fundamentals of weight estimating to the ship design community. With this knowl.dge, ship design engineers and managers should be able to personally identify with the important parts they all play in creation of a credible weight estimate.

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MOdElING OF WEIGHT ANd VOlUME FOR AdVANCEd AlTERNATING-CURRENT ElECTRIC dRIVE MACHINERY

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NAVAl ENGINEERS JOURNAl 1983年第3期95卷 192-201页

作者： ACKER, FE GREENE, dl JOllIFF, JV Dr. F. E. Acker:received the B.S. M.S. and Ph.D. degrees from Carnegie Mellon University in 1959 ‘61 and ’67 respectively. His areas of interest include systems analysis of instrumentation automation power generation and power distribution equipment. He joined the Westinghouse Research and Development Center in 1981 and has devoted the major part of his efforts to the design and analysis of electric propulsion systems since that time. Dr. Acker holds the Navy Award for Group Achievement for his participation in the successful effort to locate the sunken submarine Scorpion. He is a member of Sigma Xi Sigma Tau senior member of the Institute of Electrical and Electronic Engineers and is a registered professional engineer in the state of Pennsylvania. Dr. D. L. Greene:graduated from the U.S. Naval Academy in 1963 and received his Ph.D. from the Massachusetts Institute of Technology in 1970 for work relating to superconducting electrical machines. He is currently a Commander in the Naval Reserve having served on active duty from 1963 to 1975 in a variety of engineering billets including membership on the Naval Ship Systems Command Advanced Ship Concepts Team and Engineering Officer ofUSS Belknap (CG-26). From 1976 to 1981 he worked for the Westinghouse Electric Corporation at the Research and Development Center in Pittsburgh Pa. as Manager of Electric Machine and Systems Development. Dr. Greene is currently Director of Research for the Fisher Scientific Company in Pittsburgh. He was the 1971 recipient of the SNAME Graduate Paper Honor Prize and is an Associate Member of SNAME. Dr. J. V. Jolliff:graduated from the U.S. Naval Academy in 1954 and served with distinction in numerous military assignments during a career that spanned 28 years of commissioned service. He received an M.S. degree in Naval Architecture from Webb Institute of Naval Architecture and an M.S. degree in Financial Management from the George Washington University and culminated his education at the Catholic University of America from

High power-density motors and generators and reliable high power sol.d state motor speed controls make electric drives an attractive contender for naval propulsion systems. This paper presents several modeling techniques and scaling relationships to assist others in estimating the volumes and weights of propulsion generators and motors, sol.d state power conditioners, electrical switchgear, and associated electrical propulsion system components as functions of propeller shaft power. These modeling and scaling relationships are applied to a specific watercool.d conceptual design propulsion plant to demonstrate the scaling method and to present the sizes and weights of “state-of-the-art” components for propulsion systems in the 22 to 52 megawatt (30,000 to 70,000 horsepower) per propeller shaft range. Although the conceptual design discussed reflects watercool.d technology, the provided relationships can be used for any given machine or machinery system configuration as long baseline data is available. For the purposes of this paper, some aircool.d data is presented and the results compared to a specific watercool.d Advanced Integrated Electric Propulsion Plant (AIEPP) design which was presented at ASNE dAY 1982 and published in the April 1982 issue of the Naval Engineers Journal. This paper permits application of the previously published AIEPP technology to a wide range of shaft horsepowers and propulsion plant configurations and thus serves as a major extension of the basic concepts set forth in the April 1982 paper for advanced alternating current electric drive machinery.

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SEAKEEPING PERFORMANCE COMPARISON OF AIR CAPABlE SHIPS

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NAVAl ENGINEERS JOURNAl 1982年第2期94卷 101-117页

作者： COMSTOCK, EN BAlES, Sl GENTIlE, dM Mr. Edward N. Comstock:is currently Head of the Hull Form Design and Performance Branch (SEA 3213) of the Naval Sea Systems Command. He received his B.S.E. degree in Naval Architecture and Marine Engineering in 1970 and his M.S.E. degree in Ship Hydrodynamics in 1974 both from the University of Michigan. Mr. Comstock began his career with theU.S. Navyin 1974 as a Seakeeping Specialist in the Hull Form and Fluid Dynamics Branch of the former Naval Ship Engineering Center. Achieving his present position in January 1982 Mr. Comstock was previously Head of the Surface Ship Hydrodynamics Section of SEA 3213 being responsible for recent hull form designs including DDG-51 MCM-1 and ARS-50. Before obtaining that position in 1979 Mr. Comstock's efforts were primarily aimed at developing and establishing seakeeping performance assessment and design practices. Prior to his employment by the Navy Mr. Comstock worked in the Structural and Hydrodynamics Group of General Dynamics' Electric Boat Division. A member of ASNE he is also a member of ASE and SNAME and has been active in supporting the efforts of the SNAME H-7 (Seakeeping) Panel SNAME HS-12 (Hull Instrumentation) Panel the National Science Foundation (NSF) and the NATO Armaments Group IEG6/Sub-Group 5 (Seakeeping). Ms. Susan L. Bales:has been associated with the David W. Taylor Naval Ship R&D Center (DTNSRDC) and its predecessor organizations throughout her professional career. She is currently Head of the Ocean Environment Group of the DTNSRDC Surface Ship Dynamics Branch (1561) and also serves as the DTNSRDC Program Manager of the Navy's Exploratory Development Program on Surface Waves. Her work documented by more than fifty technical publications has been directed primarily to ship seakeeping ocean environment and ship performance assessment problems. An internationally recognized authority in her field she is also active in several professional societies as well as the SNAME H-7 (Seakeeping) Panel the National Science Foundation (NSF) and the NA

The on-going debate regarding the merits of large versus small aircraft carriers raises several issues concerning the ability of various ship configurations to support sea based air operations. One such issue is the question of the relative seakeeping performance of ship alternatives. In an effort to shed some light on the matter, a comparative seakeeping assessment of nine air capable ships covering a wide range of size and hull form was performed. An evaluation of the impact of aircraft and ship motion limitations on sea based air operations and a comparison of the relative ability of the ships to conduct air operations while in a seaway are presented. The specific air operations considered are launch, recovery, and support of aircraft. The ships evaluated are CVN-71, CVA-67 (MR), CVV, lHA-1, VSS-d, ddV-2, ddV-1d, dd-963, and SWATH-6. These ships have the combined capability to operate Vertical Takeoff and landing (VTOl), Conventional Takeoff and landing (CTOl), Short Takeoff and Arrested landing (STOAl), and Short Takeoff and Vertical landing (STOVl) type aircraft. Results indicate that seakeeping performance generally degrades with decreasing displacement, that SWATH-6 performance is the least degraded, that elevator wetness can be an important degrader for ships with lower freeboards, that roll motion can be an important degrader for ships under 60,000 tons, and that percent time of operation is strongly dependent on the prevailing wave and wind environment.

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