Bridge has a diversity. Various environments and backgrounds create a uniqueness of the bridge, making inspection and evaluation difficult. In Japan, the number of bridges 50 years after construction has been increasi...
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作者：
Joseph F. Yurso PresidentJoseph F. Yurso:is currently director of technical development for Q.E.D. Systems Inc. He received a Bachelors of Science in mechanical engineering from The Pennsylvania State University and an Masters of Science in mechanical engineering from the Naval Postgraduate School. He also completed a special management program at Carnegie Mellon University. Prior to entering the Navy as an engineering duty officer
Mr. Yurso was a refrigeration and air conditioning engineer for the Bureau of Ships. His Navy experience includes engineer officer of a combatant ship submarine type desk
quality assurance officer and production officer in naval shipyards and planning officer
quality assurance officer and deputy supervisor in Supervisor of Shipbuilding offices. His two command tours were as Supervisor of Shipbuilding Groton Connecticut (1980-81) and Shipyard Commander Portsmouth Naval Shipyard Kittery Maine (1981-84). He was awarded the Legion of Merit for both of these tours. Mr. Yurso has been a member of ASNE since 1964. He is a life member and a sustaining member of the Society. He has been active in several Sections including Charleston Northern and Southern New England and Tidewater. He is a former chairman of the Tidewater Section and was the chairman of the ASNE Fleet Maintenance Symposium in 1991. He served as Council vice president from 1993 to 1996 and as a member of Council for six years. He was a contributing author to the Society's first edition of Naval Engineering and American Sea Power. In 1993 he was awarded the Frank G. Law Award for his dedication and longtime service to the Society. Mr. Yurso maintains memberships in other societies including the American Society of Mechanical Engineers Sigma Xi the American Society for Quality Control Naval Institute and Tidewater Association of Service Contractors. He has held registered professional engineer status in two states and is listed inWho's Who in Science and Engineering.
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.
This paper discusses the problems identified in a FY 1995 fleet habitability survey. The survey questioned the fleet on the quality of shipboard living and working conditions and identified shortfalls in berthing, san...
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This paper discusses the problems identified in a FY 1995 fleet habitability survey. The survey questioned the fleet on the quality of shipboard living and working conditions and identified shortfalls in berthing, sanitary spaces, and food service systems that influence crew morale, safety, and ultimately mission effectiveness. Existing habitability programs, new initiatives and responses to the survey problems, plus a few quality of life ideas for the 21st century, are outlined.
作者：
GRICH, RJBRUNINGA, RERAdm. Richard J. Grich
USN:was commissioned from Officers Candidate School in May 1953 after receiving a B. S. in electrical engineering from Catholic University and a masters degree from Columbia University in New York. He has served as engineering officer USS Paul Revere (APA-248) as ship superintendent at the New York Naval Shipyard
and as assistant material officer on the staff of Commander Naval Air Force Atlantic Fleet. He has a distinguished background as an engineering duty officer in engineering electronics. He has served as the head of the Operations Department on the IN-SURV Board and was assigned as head Logistics Branch Navy Division Defense Attache's Office Saigon Vietnam. For six years he was project manager for the Nimitz class carrier acquisition program PMS-392 at the Naval Sea Systems Command. During this tour he was responsible for the construction and delivery of USS Nimitz (CVN-68) and USS Dwight D. Eisenhower (CVN-69) and the construction through launching of USS Carl Vinson (CVN-70). He also consolidated the VSTOL support ship project into PMS-392 and developed the Service Life Extension Program for USS Saratoga (CV-60). During his subsequent tour he was supervisor of shipbuilding converson and repair in Pascagoula MS. He is presently serving as the assistant commander for acquisition and logistic planning at the Space and Naval Warfare Systems Command. He is a member of ASNE. Cdr. Robert E. Bruninga USN:
was graduated from the Georgia Institute of Technology in 1970 with a B. S. degree in electrical engineering. After attending the United States Naval Postgraduate School Monterey where he received his M. S. degree in electrical engineering he was assigned as the assistant weapons instrumentation officer on USS Observation Island (AG-154). Later while serving on the Commander Service Group Three staff in Sasebo Japan he was selected as an engineering duty officer (ED). He has served at the Supervisor of Shipbuilding Conversion and Repair Brooklyn as ship superintendent
There are severe electromagnetic interference (EMI) problems which are pandemic throughout the fleet with both known and unknown impact on the operational performance of ships. This paper suggests that the key solutio...
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There are severe electromagnetic interference (EMI) problems which are pandemic throughout the fleet with both known and unknown impact on the operational performance of ships. This paper suggests that the key solution to the EMI pandemic is to develop an engineering discipline in electromagnetics (EM) comparable to the stature of naval architecture and marine engineering to embed EM design considerations and tradeoffs throughout the ship and equipment design processes. Such an engineering discipline to electromagnetics, and a Navy management commitment to its implementation, would prevent EMI by allowing the use of engineering budgets, allocations, and margins based on predicted EM fields in optimization and design toward well defined performance requirements. The EM engineering discipline would rely on gathering existing resources, developing new approaches where needed, and implementing new steps in the ship design process to accomplish these objectives: (1) use of improved techniques for EM environment prediction, (2) identification of quantifiable performance measures, (3) developing the body of knowledge and traceability between performance and EM effects, (4) selection of ship and equipment design features based on EM considerations, and (5) iteration of the ship design based on EM results.
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...
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 mothballed 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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