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EXTENsION AND APPLICATION OF sHIP DEsIGN OPTIMIZATION CODE (sHIPDOC)

NAVAL ENGINEERs JOURNAL 1984年第3期96卷 177-190页

作者： RICHARDsON, WM WHITE, WN William M:. Richardsonhas been employed as a naval architect in the Surface Effect Ship Division of the David Taylor Naval Ship Research and Development Center (DTNSRDC) where he has worked since 1975 in the areas of SES structural loads estimation and optimal ship design. Upon first coming to DTNSRDC he worked in the Ship Dynamics Simulation Branch on ACV submarine and hydrofoil simulations. While at Mare Island Naval Shipyard (MINS) he was a member of the Engineering Computer Applications Branch where he was responsible for the development of algorithms and programs for the solution of naval architectural problems including ship design flooding effects and submarine overhaul scheduling. Before coming to MINS he was employed as a naval architect in the Hull Scientific Branch of the Boston Naval Shipyard's Design Division. He obtained an B.S. degree in Naval Architecture and Marine Engineering from M.I.T. and is a member of SNAME. William N:. Whiteis a senior naval architect in the Advance Vehicles Branch of the Naval Sea Systems Command where he is responsible for the design of all surface effect ships and air cushion vehicles. Previous to his current assignment he was with PMS-304 the Navy's Surface Effect Ship Project Office. There he was the manager for machinery and system integration for the 3000 ton SES acquisition program. His earliest advanced ship experience was acquired while employed by the David Taylor Naval Ship Research and Development Center starting in 1970. Here he worked on the Navy's hydrofoil and air cushion vehicle programs. Mr. White started his career as a student trainee at the Boston Naval Shipyard in 1961 and transferred to Mare Island Naval Shipyard in 1964 where he worked on the Navy's Polaris program. He graduated from the University of Michigan with a Master's Degree in Naval Architecture and is a member of the SNAME and ASNE.

An existing nonlinear ship design optimization program designated sHIPDOC has been extended and a new surface effect ship (sEs) description input file is being developed under the sponsorship of the Naval sea systems Command's surface ship concept formulation (CONFORM) program. sHIPDOC is currently being used in support of several feasibility and preliminary level sEs designs. The program has several novel features including an open-ended, user-created ship description and the potential to model all types of ships both enhanced and conventional, surfaced and submerged. This capability has been combined with a nonlinear optimization algorithm that solves for the minimum weight ship subject to user controlled constraints. This paper presents a brief overall description of sHIPDOC and its current capabilities followed by a synopsis of ship types, both surface and submerged, which have been designed with the program in order to illustrate sHIPDOC's practical design capability.

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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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THE APPLICATION OF A PLANNING CONTRACT CONCEPT TO A COMPLEX NAVY sURFACE sHIP OVERHAUL

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NAVAL ENGINEERs JOURNAL 1983年第2期95卷 51-65页

作者： NODELL, WR sIAs, PM William R. Nodell USCG (Ret.):graduated from the U. S. COAST GUARD Academy in 1950 receiving a B.S. degree and earned his Master of Sciences and Naval Engineer degrees from the Massachusetts Institute of Technology in 1957. He has served in various line and engineering capacities on board COAST GUARD Cutters in Atlantic Pacific and Alaskan waters. He served in the production department of the COAST GUARD Yard in Curtis Bay Maryland and later was Chief of the Naval Engineering Branches of the 13th COAST GUARD District in Seattle Washington and the 3rd COAST GUARD District New York New York. After retirement he held a position as Manager of the Marine Engineering Department at Atlantic Research Corporation Costa Mesa California and joined Lockheed Shipbuilding and Construction Company in 1973. He was Project Engineer for the Polar Class Icebreakers the AS-41 and the LSD-41 in various stages. He has contributed technical papers to several professional societies. He is currently a member of the Society of Naval Architects and Marine Engineers the American Society of Naval Engineers where he served as a past chairman of the Puget Sound Chapter and the National Management Association where he served as a Past President of the local chapter. He is a senior systems engineer at Lockheed. Peter M. Sias:received his B.S. degree in Marine Engineering from Maine Maritime Academy in 1950. Subsequently he completed a NAVY sponsored program in Naval Architecture at the University of California and Department of Defense courses in program management and contract administration at the Air Force Institute of Technology. He served on active duty with the United States Navy during the Korean emergency with assignments as Engineering Officer for a minesweeper and collateral staff duty assignments with the Commander Mineforce U.S. Pacific Fleet for reserve ship activation. Upon release from active duty in 1952 he joined United States Steel Corporation as an Industrial Engineer. In 1955 he accepted a position in the Eng

Early in 1979, the Commander in Chief, United states Pacific Fleet requested that alternate procedures be explored for overhaul of the Uss sacramento (AOE-1). Of particular concern was the availability of the ship to accomplish alterations and repair planning prior to the start of the overhaul and the history of AOE Class ships not being completed in the private sector within the scheduled availability time. The planning type contract concept wherein pre-overhaul tests and inspections, preparation of drawings, procurement of long lead time material and detailed overhauling planning and scheduling would be accomplished by the successful Contractor was one approach requested for major consideration. In July 1979, the decision was made to proceed with the planning contract concept for overhaul of the Uss sacramento. The Request for Proposals (RFP's) were issued to industry in November 1979 with contract award to Lockheed ship building and Construction Company (LsCC) on 4 February 1980. In september 1980, the overhaul for Uss sacramento was classified by the Navy as “complex”, confirming specific management action and attention to be given during the planning and overhaul phases. This technical paper describes the application of the planning contract concept to the planning and overhaul of Uss sacramento. Actual experiences including issue of the negotiated Request for Proposals (RFP's), performing pre-overhaul test and inspections (POT & I) procedures, accomplishing ship check and drawing preparation, and scheduling, including proper phasing of all elements and critical path analysis, will be reviewed in detail. Comparisons to conventional procedures will be made, along with concepts for modifying the methods employed to custom fit the characteristics of future overhauls. The closure will include a summary of “lessons learned” to date with specific recommendations for application of procedures to future overhauls.

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COMMERCIAL APPLICATIONs OF ADVANCED MARINE VEHICLEs FOR EXPREss sHIPPING

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NAVAL ENGINEERs JOURNAL 1983年第3期95卷 283-300页

作者： LUEDEKE, G FARNHAM, RB JR. George Luedeke Jr.: received his BS degree in Mechanical Engineering from Massachusetts Institute of Technology and his MS degree in Product Design from Illinois Institute of Technology. Early in his career Mr. Luedeke joined General Motors Corporation as a designer responsible for development of people mover and rail rapid transit systems. From 1964 to 1974 he was with Hughes Aircraft Company. At Hughes he performed analyses and developed designs for a wide variety of program and proposal efforts such as: High Speed Ground Transportation (DOT) Task Force Command Center (NAVY) Panama Canal Marine Traffic Control Center (Panama Canal Co.) Royal Iranian Navy Command Center (Iran) Tactical Information Processing and Interpretation Center (Air Force) and WALLEYE CONDOR and PHOENIX Missile Systems (NAVY). He also had marketing development responsibilities related to the diversification of Hughes resources in civil business areas such as: Automatic train control (WMATA BARTD SCRTD) water/sewage treatment plant automation (Santa Clara County) Aqueduct Control (SWR) Hydrometeorological data collection (BPA WMO) and Salton Sea basin systems analysis (Dept. of the Interior). He was responsible for combat system integration for the Hughes 2000T Surface Effect Ship (SES) proposal. He also conducted detailed studies concerning ship flexure for the Improved Point Defense Target Acquisition System Program and for the definition of operational High Energy Laser weapon installations on a series of conventional monohulls (DLG DD and CVN). Since 1974 Mr. Luedeke has been employed at RMI Inc. (formerly Rohr Marine Inc.). During this time he has held several positions. His responsibilities have included directing a number of studies on advanced SES concepts managing activities defining mission/cost effectiveness of military and commercial SES's including defining the operational benefits and enhanced survivability characteristics of cargo SES's for high speed military sealiftfor NA TO and Southeast Asia

This paper will present the results of a marketing, engineering, and economic analysis of advanced marine vehicles done by IMA Resources, Inc. and RMI, Inc., in support of a Maritime Administration project to study “Multimode Express shipping”. The study was conducted in 1981 and examined the economic benefits of using advanced marine vehicles as express cargo vessels in domestic and international service. Commodity characteristics, desirable express carrier rates, and potential high payoff service and route alternatives were identified. Advanced marine vehicles were surveyed and sized to meet desirable deadweight and block speed objectives. The costs of operating these craft on a variety of trade routes were calculated using an advanced marine vehicle economic analysis program. Revenues, expenses, break-even, profit and loss, cash flow requirements, tax summary and economic indicators (i.e., cost/ton – mile, etc.) were projected over the expected life of the vehicles as was return on investment. Traffic density and market penetration considerations narrowed the field of choice to smaller sized advanced marine vehicle carriers (i.e., 50 and 250 ton deadweight) and to three international and five domestic routes.

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HIGH-sPEED VELOCITY LOG

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NAVAL ENGINEERs JOURNAL 1982年第4期94卷 43-48页

作者： BARNETT, NJ CHENEY, sH Neal J. Barnett:holds a Bachelor of Mechanical Engineering degree from the City College of New York February 1967 and a Master of Science degree in Applied Mechanics from the Polytechnical Institute of Brooklyn May 1972. He is a member of Tau Beta Pi the National Engineering Honor Society Pi Tau Sigma the National Mechanical Engineering Honor Fraternity and the ASME the American Society of Mechanical Engineers. Mr. Barnett has been a civilian employee of the Navy Department since 1967 and is currently employed as a navigation systems engineer at the Naval Air Development Center Warminster Pa. For the past nine years Mr. Barnett has specialized in and has been technically responsible for the development of ship and submarine speed sensors for U.S. Navy Fleet applications. Samuel H. Cheney:holds a Bachelor of Science in Electrical Engineering degree from Drexel University Philadelphia Pa. June 1974 where he specialized in electronics and communications. He is a member of the Institute of Electrical and Electronics Engineers (IEEE). Mr. Cheney is currently employed as an Electronics Engineer at the Naval Air Development Center (NAVAIRDEVCEN) Warminster Pa. where he is currently assigned as Project Engineer for the High Speed Velocity Log Program prior to coming to NAVAIRDEVCEN in September 1977 he was employed by the Department of the Army Frankford Arsenal where he was involved in development of electronic fire control systems.

Advanced high speed ships (surface effect ships, hydrofoils and air cushioned vehicles) under development will operate at speeds which are considerably higher than conventionally hulled ships. Precise velocity sensing and measuring techniques that provide the required accuracy throughout their operating speed range do not currently exist. This paper will discuss the Navy's development of a High speed Velocity Log (HsVL), which will provide self contained, two-axis velocity measurement for these advanced high speed hulls. The system selected by the Navy for an exploratory development program uses microwave doppler radar technology. The paper will discuss reasons why an FM-CW doppler radar technique was chosen over other candidate technologies. The doppler radar technique involves the transmission of narrow beam radar signals down toward the water surface. Frequency of backscattered energy from the water surface is compared with the frequency of transmission to determine the “doppler” frequency shift from which ship's velocity relative to the water surface is computed. The paper will present test results of the HsVL feasibility model aboard the hydrofoil Uss High Point (PCH-1) and aboard the Amphibious Assault Landing Craft Jeff (B). In addition, a summary of an intensive analysis phase to determine HsVL critical design parameters will be described.

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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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THE CONsTRUCTION OF VARIABLE PAYLOAD sHIPs

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NAVAL ENGINEERs JOURNAL 1982年第2期94卷 179-199页

作者： THOMPsON, DH THORELL, LM Daniel H. Thompson Jr.:is a native of Louisville Kentucky. He graduated from Webb Institute of Naval Architecture in 1957. He was an Engineering Duty Officer in theUNITED STATES NAVYprimarily in the Far East responsible for ship repair and overhaul. He joined Sparkman & Stephens Inc. New York City as Assistant to the Chief Engineer in 1963 and worked on commercial military and private contracts. He has worked for Bath Iron Works since 1967. Between 1967 and 1971 he served first as Project Engineer on the DLG-16 Class Ship Modernization Program which involved eight ships and later as the Assistant to the Production Manager when he assumed the responsibilities for production management administration and sea trial coordination. He organized and directed cost reduction programs and led the development of a comprehensive management administration information system. Between 1971 and 1972 Mr. Thompson served as the Facilities Project Manager responsible for the execution of a nine million dollar shipyard facilities improvement program. In 1972 Mr. Thompson was appointed as the Producibility Assurance Manager for the FFG-7 Program. In this capacity he reviewed the detail design work and coordinated the early activities of the subcontractor responsible for detail design. He was also responsible for the development of the FFG-7 Class Producibility Assurance Manual which provided guidance to the detail designers on production/design integration. During the DG-47 (now CG-47) studies at BIW Mr. Thompson served as the Deputy Program Manager for DG-47 Technical Characterization in 1977. At present Mr. Thompson is working as a Project Engineer in the Technical Department. He is responsible for coordinating the engineering work on new DDGX and Variable Payload Ship projects. On special assignment he is also supporting the Cost Reduction Program at BIW as Chairman of the Technical Committee. Mr. Thompson is a member of SNAME and ASNE and is a licensed professional engineer in New York and Maine. Len Thorell:is a

The decoupling of combat systems from the platform makes it possible for shipyards and combat system suppliers to work in parallel without schedule or technological conflict. Great benefit is derived from building one, standard platform able to accommodate a variety of combat systems. The capability to build and test the payload modules independently, in a well equipped shore-based facility, means higher production efficiency and improved quality control. The standardization of payload-platform interfaces means that the detail design and construction of foundations and distributive systems need not be delayed if some of the combat system components are being upgraded at the time when the ship is in construction. Additionally, shipyards recognize the value of the variable payload ship concept for major combat systems and weapons upgrades. Analysis shows that combat system changes will not lie on the critical path from a scheduling point of view if the payload items are modularized and conform to the ship systems engineering standards. The shipyards intend to participate actively in the conservation of tenth-scale models and full-scale mock-ups. These mock-ups should prove valuable in the definition of interface requirements which must be incorporated in the ship system engineering standards. The module installation procedures and clearance requirements for both weapons modules and pelletized electronics can be checked in this effective way. Variable payload ship platform construction poses no technical problems as far as new facility requirements are concerned. shipyards interested in assembling, testing, and installing payload modules would, however, have to use appropriate buildings, equipment, and cranes. These capital requirements are significant but reasonable for those yards that are likely to be interested in building frigates, destroyers, or cruisers. Furthermore, these yards generally plan for production improvements through better facilities, many of which

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PRE-ACQUIsITION PLANNING

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NAVAL ENGINEERs JOURNAL 1982年第6期94卷 31-38页

作者： OHARA, F sCHMIDT, AW Frank O'Hara:earned a B.A. in Philosophy from Chapman College in Orange California a M.S. in International Affairs from the George Washington University in Washington D.C. and attended the Naval War College. He is presently employed as a Senior Staff Advisor to Native American Consultants Inc. in Washington D.C. He served as a Marine Corps Aviator from 1942–1966 was awarded three Distinguished Flying Crosses and eight Air Medals during World War II and the Korean War and retired as a LCol. He is a member of the Marine Corps Aviation Association the Marine Corps Association and the American Society of Naval Engineers. Since retiring from the Marine Corps he has been engaged in Naval Analysis and Engineering as part of a contractor team and as an independent consultant. In 1978 he co-authored a Technical Paper “From Operational Needs to Notional Ships — A New Look.” The paper was presented at the Association of Scientists and Engineers Technical Symposium. Arthur W. Schmidt:received his B.S. in 1948 from Webb Institute of Naval Architecture his M.S. in Mathematics from Adelphi College in 1958 and an M.P.A. from the American University in 1970. Mr. Schmidt retired from Naval Sea Systems Command in 1980. While there he worked for twelve years in preliminary design and for twenty years in R&D management. After leaving NAVSEA Mr. Schmidt went to work for Gibbs & Cox Inc. where he is still employed today working on survivability CONFORM and ship cost models Mr. Schmidt has presented three papers at ASE technical symposia and has contributed a chapter to a book on technological forecasting. He is a past program chairman of the District of Columbia Society of Professional Engineers and a member of the Society of Naval Architects and Marine Engineers the American Society of Naval Engineers the American Society of Engineering and Armed Services Technical Information Agency.

It is the aim of the authors to propose improved ship and ship subsystem acquisition by the adoption of a simple routine management system which has for its focus, the initial planning phase. The proposed management system follows the guidance of the Office of Management and Budget Circular A-109 and the Chief of Naval Operations. A clear articulation of operational needs aids the task of prioritizing resource allocations and also promotes earlier integration of ship and subsystem design and development schedules. More precise resource allocation and earlier integration should decrease acquisition time and increase ship subsystem capabilities. The worth of the proposed concept has been demonstrated by a pilot program and can readily be implemented within the constraints of the current Planning, programming, and Budget system.

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COMBAT systems-engineering AND THE TOP LEVEL REQUIREMENT

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NAVAL ENGINEERs JOURNAL 1981年第2期93卷 97-100页

作者： TRUXALL, CW is a Senior Program Engineer with Systems Consultants Inc. Washington D.C. serving as Project Manager for the DD 963 Combat System Engineering Program. Prior to his retirement from the U.S. Navy in 1978 he served in the AEGIS Project Office Naval Sea Systems Command as ASW Systems Manager and Combat Systems/Ship Design Coordinator. His previous assignments involved service in ten ships including engineering duty in Carriers and Submarines and two Destroyer commands. He is a 1957 graduate of the U.S. Naval Academy holds Master's degrees in Business Administration and Systems Management and attended the Program Managers Course at the Defense System Management College Fort Belvoir Va. He is a member of the American Defense Preparedness Association and has been a member of ASNE since 1958 having previously served on the ASNE Audit Committee and presently as the Chairman of the ASNE Membership Committee.

The Top Level Requirement (TLR) is a document that is required by the Chief of Naval Operations to be developed for new ship designs. This document describes in some detail the requirements levied on the ship designers for characteristics of the ship and its combat system. The Combat system engineering program has been developed in the Naval sea systems Command (NAVsEA) to provide a disciplined approach to the engineering of upgrades and modernizations to current surface ship complex combat systems. One of the axioms of this systemized approach is that “top down” engineering must take place. That is, the rationale for the upgrade for the new elements being included in the system, and for the way the integration of those elements takes place, must be based upon a set of operational requirements. In order to systems engineer the developments of modernizations properly, the Author proposes that TLRs be developed for each combatant ship class without a TLR that is a candidate for a major modernization or upgrade. The primary focus would be on the combat system requirements, but also there is concern for the other ship operational characteristics as well. The TLR should be contained in a document of about twenty-five pages. As with the current TLRs, a Working Group of representatives from the Office of the Chief of Naval Operations (OPNAV), Naval Material Command (NAVMAT)/Naval sea systems Command (NAVsEA), and other activities would be the developers of the new TLR. Because of the numbers of individuals with some responsibility in current Fleet ships, closer coordination between NAVMAT/NAVsEA and OPNAV is required. The process which this paper describes may well support significant cost savings in future-year combat system upgrades, and the Combat system engineering Community will have a basis for combat system design.

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