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SURFACE SHIP CONFORM - DIMENSION 2000

NAVAL ENGINEERS JOURNAL 1981年第2期93卷 101-106页

作者： TERRY, MR is currently serving as a Research and Development Program Manager in the Ship Design and Integration Directorate Naval Sea Systems Command (NA VSEA). He has been an Engineering Duty Officer (ED) since his commissioning at the NROTC Unit of the Massachusetts Institute of Technology where he received his B.S. degree in Mechanical Engineering in 1962. Following duty abroad the USS Lynde D. McCormick (DDG-8) in the Pacific (1962-64) and as Project Officer for the construction of the USS Plainview (AGEH-1) at the Supervisor of Shipbuilding Seattle (1964-66) he received his M.S. degree in Mechanical Engineering and his Naval Engineer's Degree from the 13A course at Massachusetts Institute of Technology in 1969. Subsequent duties included: AALC Hovercraft Program DTNSRDC (1969-72) Naval Advisory Group Saigon (1972-73) Combat Systems Advisory Group Chief of Naval Material (1973-74) USS Pegasus (PHM-1) Hydrofoil Program NAVSEA (1974-77) Executive Officer and teacher at the ED School Mare Island (1977-79) USS Kennedy (CV-67) Modified Repeat Ship Design Manager NAVSEA (1979) and Surface Ship Conform Program Manager NA VSEA (1980 to present). A member of ASNE since 1965 he served as Vice-Chairman of the ASNE Golden Gate Section (1978-79) and is also a member of ASME AIAA and Sigma Xi.

A description of the NAVSEA program to develop concepts continually for SURFACE SHIPS for the NAVY OF THE YEAR 2000 and beyond is presented. The process of “Requirement Pull,” “Technology Push,” Concept Synthesis, and Concept Assessment are outlined for a unique program that joins the Technologist and the Ship Designer in a disciplined partnership for the future.

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A LOOK AT FUSION POWER

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NAVAL ENGINEERS JOURNAL 1981年第5期93卷 49-59页

作者： DANIELSON, WF was born in 1939 in New York City. He received his B.S. Marine Engineering from the State University of New York Maritime College in 1961 along with a USNR Commission and the USCG license of third engineer. In later years he completed graduate work in both mechanical and nuclear engineering at Carnegie-Mellon University and the University of Idaho. Work experience started with two years sea duty on MSTS vessels then ashore with the MW Kellogg Company as systems engineer designing petrochemical plants. He changed employment to the New York Telephone Co. as mechanical engineer involved in building design and HVAC. In 1967 he was hired by Bettis Atomic Power Laboratory as Irradiation Facilities Engineer. He progressed from engineer to senior engineer at Bettis and significant assignments included cognizant engineer on test reactor loops and plant designer on the Advanced Submarine Project. In 1973 Bettis transferred him to the Naval Reactor's Facility in Idaho where he became Supervisor then Manager of Radiological Design and Engineering. In this capacity he was responsible as an approval agent for all maintenance and revamp work packages on four operating nuclear reactors. Since 1977 he has been employed at Argonne National Laboratory- West as project engineer or project manager on various assignments in support of the Experimental Breeder Reactor Program and Site Engineering. He has been a member of ASNE since 1972.

Fusion power is produced from a controlled thermonuclear reaction inside the fusion device. The early sections of this article discuss fusion fuel, its transformation into plasma, and the required character of this working substance for power production. Next, the thermonuclear reaction is investigated and it is shown that it will become self-sustaining with a net power output. Later sections review a typical fusion device and answer why a reaction at 100 million degrees can be adequately contained using magnetic fields. Lastly, a preferred fusion device is examined for operational restraints and a simplified operating scenario of such a device is outlined.

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MACHINERY ARRANGEMENT DESIGN - A PERSPECTIVE

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NAVAL ENGINEERS JOURNAL 1981年第3期93卷 133-141页

作者： RESNER, ME KLOMPARENS, SH LYNCH, JP Mr. Michael E. Resner:received an Engineering Degree from Texas A&M University in 1966 and has done graduate work in management at American University. He is Director Machinery Arrangements/Control Systems and Industrial Facilities Division (SEA 525) at the Naval Sea Systems Command. His previous positions have included Program Manager Solar Total Energy Program at the Department of Energy and Branch Chief Machinery Control Systems Branch at the Naval Ship Engineering Center. Mr. Stephen H. Klomparens:is a Naval Architect at Designers & Planners Inc. and is engaged in development of computer aids for ship design. He received his B.S.E. degree in Naval Architecture and Marine Engineering from the University of Michigan in 1973 and his M.S. degree in Computer Science from the Johns Hopkins University. Mr. Kolmparens began his professional career at Hydronautics Inc. in 1974 where he was involved in the use of marine laboratory facilities for test and development of conventional and advanced marine craft. Since 1977 he has been involved with naval and commercial ship design and with development of computer-aided ship design tools. Mr. John P. Lynch:is a Principal Marine Engineer with Hydronautics Inc. He was previously employed in the auxiliary machinery and computer-aided design divisions of the David W. Taylor Naval Ship R&D Center the machinery design division of the New York Naval Shipyard and the machinery arrangement code of the Bureau of Ships. His active naval service was as a ship superintendent in the production department of the Long Beach Naval Shipyard. Mr. Lynch received his B. S. degree in Marine Engineering from the New York State Maritime College and his M.S. degree in Mechanical Engineering from Columbia University. He is a licensed Professional Engineer in the State of New York and a member of ASNE.

The machinery arrangement design process has remained relatively unchanged over the years. Recently, external demands have been placed on both the product and the producers that call for changes to this process. This paper cites these external demands and traces the evolution of the process changes from the rule-of-thumb machinery box sizing routines up to the current automated procedures. The machinery arrangement design practice is presented, and existing analytic and graphics aids are discussed. The user requirements for improved design aids are presented, with implementation guidelines and hardware/software alternatives.

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THE AGE OF SAIL - IS IT OVER

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NAVAL ENGINEERS JOURNAL 1981年第2期93卷 145-153页

作者： MORISSEAU, KC THE AUTHOR:: graudated from the New York State Maritime College in 1956 receiving his B.S. degree in Marine Engineering. He then reported to the Navy's Bureau of Ships where he was assigned to the Hull Mechanical Section (Code 447) in the Hull Design Branch (Code 440). During this period he was involved in the contract design of various materials handling features of naval ships including vehicle and cargo handling for Amphibious Ships electronics equipment handling and replenishment at sea and in addition management of the Design Division's computer installation. In 1964 he became the Hull Project Coordinator for the AOR 1 Class AO(J) 51 Class and the AOE 3 Class ships and after completing their contract designs was transferred to the Auxiliary Type Desk and reassigned as AE 26 Class Project Engineer. From 1965 until 1974 he was the Program Manager for the FAST System and the Missile/Cargo STREAM System in the Underway Replenishment Project Office (PMS-390) Underway Replenishment Division (SHIPS-490) and its organizational predecessors. In April 1974 when SHIPS-490 and SHIPS-427 were merged he became Head of the Underway Replenishment Improvement Branch in the Amphibious and Combat Support Ship Logistics Division (SEA 941) Naval Sea Systems Command. In July 1979 he was transferred along with the management of the Underway Replenishment Improvement Program to the Deck and Replenishment Systems Division as Head of the Underway Replenishment Systems Branch (SEA 5124) the position he now holds in NA VSEA.

This paper explores the history, current trends and recent studies, experiments, and initiatives in the area of wind propulsion. The recent history of the development of sail as a means of ship propulsion is reviewed with regard to both sail and hull type. Studies and experiments are discussed such as evaluation for the U.S. Navy in 1956 of the use of ladder type hydrofoils with Marconi sails; a surface penetrating foil design, called an aerohydrofoil, developed in the early 1960s and recently successfully built and tested by its inventor; and the German Dynaship concept which uses an updated square rig sail configuration. Potential uses of sail for naval and commercial applications are presented, involving various sail forms such as air-foils, the Dynaship concept, the Flettner rotor, and Marconi rigs, and hull designs such as SWATH, Hydrofoil and Displacement. The paper also discusses some of the characteristics of wind over the world's oceans and their impact on the use of sail in naval and commercial service. The need for auxiliary fossil-fuel propulsion systems also is reviewed. An economic comparison of the cost of building and operating various sized sail-powered ships on selected routes is provided.

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ADVANCED CONCEPTS IN CHEMICAL PROPULSION systems FOR A 500-TON SUBMERSIBLE

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NAVAL ENGINEERS JOURNAL 1981年第1期93卷 63-75页

作者： URBACH, HB KNAUSS, DT QUANDT, ER Dr. Herman B. Urbach:received his B.A. degree in Chemistry from Indiana University in 1948 his M.A. degree in Physical Chemistry from Columbia University in 1950 his Ph.D. degree in Physical Chemistry from Case-Western Reserve University in 1953 and his M.S. degree in Mechanical Engineering from The George Washington University in 1976. After receiving his doctorate he was employed by Olin Mathieson Corporation Niagara Falls N. Y. as a Group Leader and Research Chemist on rocket fuels borane chemistry and the reactions of oxygen atoms with ozone. In 1959 he joined the United Technology Research Laboratories East Hartford Conn. as a Senior Research Scientist working in the area of fuel cells and electrochemistry. Presently he is a Scientific Staff Assistant in the Power Systems Division David W. Taylor Naval Ship Research and Development Center where since 1965 he has performed research and development studies on fuel cells gas turbines biphase turbines and MHD systems. Additionally Dr. Urbach was a Consultant to the Artificial Heart Program of the National Heart and Lung Institute NIH and presently is a member of the New York Academy of Science Sigma Xi American Chemical Society Electrochemical Society American Institute of Aeronautics and Astronautics and the American Society of Mechanical Engineers. Dr. Donald T. Knauss:received his B.S. degree in Mechanical Engineering from Duke University in 1956 at which time he took employment with the NASA Lewis Research Center Cleveland Ohio. Here he was involved with aircraft propulsion innovations until his entry into military service with the U.S. Air Force. After completing work toward his M.S.M.E. degree at Purdue University in 1962 he was employed by Battelle Memorial Institute Columbia Ohio where he was involved in a variety of projects related to Fluid and Thermal Mechanics. He was later employed by the Ballistic Research Laboratories Aberdeen Proving Ground Md. where he contributed to studies of the physical gas dynamics of hypers

Alternative advanced power systems designed to operate a 500-ton submersible have been examined with respect to overall weight and volume fractions. Two-week and one-month missions, with and without the conventional “at-sea” recharge capability, were considered to evaluate the impact of advanced technologies on non-nuclear submarine design. Candidate air-breathing, primary-power systems studied included Diesel, Closed-Brayton Cycle (CBC), and fuel cells. A number of options for underwater operation were based upon high-energy reactants replenlshable from Base supplies. Another set of options was considered based upon using JP-S fuel with “at-sea” rechargeable secondary power systems, including thermal-energy storage, advanced lithium-sulfur batteries, or flywheels. Replenlshable high-energy reactant systems were, on average, lower in weight and volume than the rechargeable systems for the same submerged-mission profile. Moreover, the replenlshable systems permitted an extended tactical encounter with a maximum duration of 8 to 17 hours at speeds of 30 knots without the need to resurface and recharge a secondary energy storage device. The lowest-weight rechargeable systems in the order of increasing weight were the CBC engine with advanced lithium-sulfur battery, the CBC engine with carbon-block (thermal energy storage), and the Diesel engine with advanced lithium-sulfur battery. The rechargeable systems required unacceptable weight fractions in both missions. The high-energy (replenlshable from Base supplies) systems, with the exception of the heavy acid fuel cell using LOX, were all acceptable candidates for application in the two-week mission. Only the CBC engine with a llthium-sulfurhexaflaoride heat source, the lowest-weight system in both mission groups, was acceptable for the one-month mission.

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USE OF COMMERCIAL SPECIFICATIONS IN THE SHIPBUILDING PROCESS

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NAVAL ENGINEERS JOURNAL 1981年第1期93卷 77-84页

作者： LISANBY, JW HAAS, J Rear Admiral James W. Lisanby USN: graduated from the U.S. Naval Academy in 1950 at which time he received his B.S. degree and his commission as Ensign. Subseqeuntly he was ordered to Massachusetts Institute of Technology from which he received his advanced degree in Naval Engineering (Architecture) in 1956 and more recently additional training in the Harvard Business School's Management Training Program. An Engineering Duty Officer (ED) he has had wide experience in various assignments both afloat and ashore. From 1950 to 1952 he served in the USS Mississippi (AG-128) from 1952 to 1953 in the USS LST-887 and from 1959 to 1961 in the USS Antietam (CVS-36). Shore duty assignments have included Ship Superintendent at the Charleston Naval Shipyard (1956-59) Ship Material Officer Staff of Commander-in-Chief U.S. Atlantic Fleet (1961-63) Assistant for New Con struction in the Cruiser and Destroyer Branch (1963-65) at the former Naval Ship Systems Command (NA VSHIPS) Head of the Procurement and Production Branch Fast Deployment Logistic Ship Project Office (1965-68) Director of Industrial Engineering Office of the Assistant Secretary of the Navy-Installations and Logistics (1968-69) and Executive Assistant to the Commander NAVSHIPS (1969-70). He then reported as Supervisor of Shipbuilding at Pascagoula Miss. with contract administration responsibilities for both the DD 963 and LHA 1 Class ship acquisitions. Returning to Wash ington in 1973 he completed a brief tour as Assistant for Ship Design in the Office of the Chief of Naval Operations and then served as Project Manager for the LHA Class of Amphibious Assault Ships (with headquarters in Washington D.C.) from 1974 until June 1977 at which time he assumed command of the former Naval Ship Engineering Center (NA VSEC). With the merger ofNA VSEC on 1 October 1979 with its parent com mand the Naval Sea Systems Command (NAVSEA) he as sumed his present duties as Deputy Commander for Ship Design and Integration NA VSEA. Rear Admiral Lisanby has been activ

This paper describes the method used by the Navy in the acquisition of ships, with particular reference to the some 2,500 documents referenced directly in the process. For such documents, initially mostly military, a concerted effort is underway to substitute “commercial specifications” where feasible. A comparison is made between the processing of military documents and industry standards. The paper then goes into details of available Industry Documents for materials and small items, noting the general absence for large items of machinery and equipment (and a possible solution). The use of “off-the-shelf” equipment also is discussed as well as advantages and disadvantages of both methods of specifying requirements. Finally, the paper summarizes the alternatives: maximum use of industry standards (either directly or indirectly); use of Commercial Item Descriptions where feasible; and retention of military documents where necessary (mission-critical systems, where marine ruggedness is required, and for truly military applications).

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CABLE BURIAL IN THE DEEP OCEAN-FLOOR

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NAVAL ENGINEERS JOURNAL 1980年第2期92卷 218-230页

作者： ROCKWELL, PK ENGEL, JH PIERCY, WB Mr. Philip K. Rockwell joined the Ocean Engineering Department at the Civil Engineering Laboratory (CEL) in 1969 after receiving his B.S. and M.S. degrees in Engineering from the University of California Los Angeles (UCLA) and in 1973 won the WEPCOSE Scholarship which took him to the University of Washington for postgraduate studies in Fluid Power Control Systems. Since joining CEL he has specialized in Underwater Manipulator and Diver Tool Systems has been the Project Engineer and Navy certified submersible operator for the manned submersible NEMO and has been responsible for the design test and evaluation of submersible fluid power and fluid power control systems. His most recent efforts have been on the Deep Ocean Cable Burial System for which he has been responsible for concept development program management validation testing. and coordination and planning for the total system design and fabrication. Mr. Rockwell is an Engineer-in-Training (EIT) in the state of California and in 1979 was awarded the Meritorious Civil Service Award for his outstanding performance. Mr. John H. Engel Jr. is a Mechanical Engineer in the Construction Systems Division Ocean Engineering Department. of the Civil Engineering Laboratory. He is a graduate of Oregon State University for which he received both his B.S. and M.S. degrees in Mechanical Engineering. Prior to joining CEL in 1975 he was involved with the design and development of remote oceanographic devices for the School of Oceanography at Oregon State University. At CEL he has worked in the areas of Underwater Gas Generation and Buoyant Lift Systems and at the present time is responsible for the mechanical design of the shallow water mooring for the initial ocean tests of the Current Measurement System. Mr. Engle also is a registered Engineer-in-Training in the state of Oregon. Mr. William Bruce Piercy at the present time is a student at the University of California at Berkeley where he is studying for his M.S. degree in Engineering having received his B.S. degr

Bottom fishing equipment employed by scallopers and trawlers routinely damage or break important Navy Oceanographic cables resulting in substantial repair coats and unacceptable system interruption. The Civil engineering Laboratory (CEL), sponsored by the Naval Facilities engineering Command (NAVFACENGCOM), has been developing and validating an engineering concept for a Deep Ocean Cable Burial (DOCB) System. This DOCB System will providethe Navy with an efficient, effective and reliable means of burying cables 3-feet deap in ocean mediments, at speeds not less than one knot, to water depths of 6,000 feet. The DOCB System b a remotely controlled machine which underruns and buries existing (previously laid) cables. It is powered and controlled from a surface ship via an electromechanical umbilica cable. The machine is self-propelled by ducted thrusters and supported on water lubricated skids. The excavation system computer an orbital vibrating plowshareand a vertical waterjet. Full-scale field testing at CEL baa keyed on three areas: •. Quantifying the reduction in drawbar force achieved by applying orbital vibration to an upward cutting plowshare. •. Evaluating a Vertically impinging jet nozzle for depth of a cut M a function of jet operating parameters. •. Demonstrating the effect on the soil drag of a flat-bottomed skid due to forcing a thin layer of water between the skid and the seafloor. The field teats of an orbital vibratory plow were performed in a 1 to 2 psi clay simllar to that found on the ocean floor. The results showed that a 70% reduction in drawbar force was achieved by applying an elliptical orbital vibration. It was also shown that the vibration feature would split or push aside buried rocks which would have stalled a conventional stationary plow. The water jet tests demonstrated that a 2 1/2-in. nozzle cuts 36-in. deep in 1 to 2 psi clay. The nozzle pressure was 75 psi and flow was 1,200 gpm. The water jet did not produce a clearly defined trench, b

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A SUBMARINE CONTROL-SYSTEM TEST VEHICLE

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NAVAL ENGINEERS JOURNAL 1980年第2期92卷 148-155页

作者： SEJD, JJ WATKINSON, KW HILL, WF Mr. James J. Sejd received his B.S. degree in Civil Engineering from Case Western Reserve University and has since undergone considerable graduate study at both The George Washington and American Universities. He served almost four years in the U.S. Navy as a Naval Aviator and enjoys the unique distinction of being qualified in both Heavier- and Lighter-than-Air aircraft. Early in his career he was employed at the Navy's Bureau of Ships in the capacity of a Structural Designer and Structural Research Monitor. In 1966 he joined the Staff of the Center for Naval Analyses where he was involved in the mathematical modeling of ships and aircraft and in economic “trade-off‘ analysis. In 1970. he went to the Naval Ship Engineering Center as an Operations Research Analyst in the Ship Design and Development Division. At the present time he is employed as a Program Manager for the Naval Sea Systems Command Ship Design Research and Development Office. A member of ASNE since 1973 he also is a member of the Association of Scientists and Engineers at NAVSEA the Operations Research Society of America and the Lighter-Than-Air Society. Mr. Kenneth W. Watkinson received both is B.S. and M.S. degrees in Engineering Science from Florida State University in 1970 and 1971 respectively. Since graduation he has been employed at the Naval Coastal Systems Center (NCSC). Panama City. Fla. where he is primarily involved in the investigation of the stability and control of underwater vehicles. For the past four years he has been the Task Leader and Principal Investigator for the NCSC portion of the Advanced Submarine Control Program involved in developing control design methods and the instrumentation system for the Submarine Control System Test Vehicle. Mr. William F. Hill is currently the ASCOP Program Manager at Lockheed Missiles & Space Company (LMSC) Inc. where he has the overall responsibility for design and construction of the Control System Test Vehicle (CSTV). He entered the aircraft industry in England as an Apprentice w

As part of the Advanced Submarine Control program (ASCOP), the Naval Sea systems Command has developed an open water Submarine Control System Test Vehicle (CSTV). This vehicle is a 1/12 scale model of an SSN 688 Class Submarine, with provisions for easy geometric changes. Such changes include alternate Sail size and location, the addition of parallel middle-bodies, alternative tail sections, and alternative control configurations. A self-contained instrumentation and control system provides the capability for “on-board” recording of all relevant Submarine-state variables, over the entire speed and depth range, to a degree of data accuracy exceeding any known system. With the means thus available to correlate measured vehicle hydrodynamics with selected maneuvers, conditions, and changes in hull geometry and control surface configuration, modern mathematical techniques for improving submarine equations of motion can be employed to permit dramatic design enhancements in both safety and performance. This paper provides the rationale and history of the development of this vehicle, a description of the instrumentation and control package, and a description of the vehicle itself.

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THE MANAGEMENT OF SURFACE SHIP MAINTENANCE

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NAVAL ENGINEERS JOURNAL 1980年第6期92卷 71-83页

作者： WOODRUFF, RB USN THE AUTHORgraduated from the U.S. Naval Academy with distinction in 1964. He served initially in theUSS Davis (DD-937)as Main Propulsion Assistant attended the Naval Destroyer School. and then was a member of the Pre-Commissioning Crew and Engineer Officer in theUSS Julius A. Furer (DEG-6).Selected as an Engineering Duty Officer (ED) in 1968. he had a tour in the Maintenance Department Staff of Commander Cruiser-Destroyer Force U.S. Atlantic Fleet at Newport. R.I. after which he attended Massachusetts Institute of Technology for graduate studies which culminated in his receiving his M.S. degree in Mechanical Engineering and his degree of Ocean Engineer in 1972. Following graduation he was assigned to the Boston Naval Shipyard followed by two years in theUSS Puget Sound (AD-38) asRepair Officer after which he was ordered to the Norfolk Naval Shipyard as the Production Engineering Officer. Currently he is on duty in the Naval Sea Systems Command (PMS 399) where he is the Trials Officer and Deputy Hull Technical Director for the OLIVER HAZARD PERRY (FFG 7) Class Acquisition Program. Cdr. Woodruff is a qualified Surface Warfare Officer. and among his military decorations holds the Naval Achievement Medal and the Vietnamese Meritorious Unit Citation Gallantry Cross. In addition to ASNE which he joined in 1967. he is a member of SNAME and the U.S. Naval Institute. and his two previous papers on Naval Shipyard Production presented at ASNE Day 1978 and 1979 were published in theNaval Engineers JournalVol. 90 No. 2 (April 1978) and Vol. 91. No. 2 (April 1979).

The purpose of the paper is to address the current dilemma facing the Surface Ship Navy as it approaches the twenty-first century. The basic underlying thesis is that the Maintenance Community has lost sight of the goal it must have: to support the Commanding Officer of a ship to get his ship from point A to point B with its weapons system ready. To do this, three basic things must occur: 1) the ship must be capable of getting underway and steaming (i.e., turn the screw); 2) the ship must have its weapons systems working and “up” in all respects (i.e., fight the ship); and 3) the Crew must be prepared (i.e., have sufficient training). It Is submitted that we have lost sight of this fact. There remains an inordinate amount of concern over appearance (external and internal), habitability, plaques, inspections, and various human factors programs, and funds may be spent in there areas when the main machinery plant and missile systems are “down.” A recent example is the effort to remove every speck of wood from all Navy ships including picture frames. Training is addressed also as the third key element missing, particularly in the main machinery spaces. A brief examination is made of the ship cycle as it gas into the maintenance mode, i.e., delivery plus one to two years. A comparison is made with the basic Submarine Force approach to this problem and when the Surface Community may take a page out of the Submarine Force book. An addressed are: 1) Current Ship's Maintenance Project (CSMP); 2) Planned Maintenance System (PMS); 3) Pre-Overhaul Test and Inspection (POT&I); 4) Long lead time SHIPALT material, 5) Intermediate Maintenance Activity (IMA) role (Tenders and SIMAS); and 6) Shipyard role and facilities.

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WHY NOT SAILS

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NAVAL ENGINEERS JOURNAL 1978年第5期90卷 57-62页

作者： MORISSEAU, KC The author graduated from the New York State Maritime College in 1956 receiving his BS degree in Marine Engineering. He then reported to the Navy's Bureau of Ships where after 18 months training he was assigned to the Hull Mechanical Section in the Hull Design Branch. During this period he was involved in the contract design of various materials handling features of naval ships including vehicle and cargo handling for Amphibious Ships electronics equipment handling and replenishment at sea and in addition also was charged with the management and operation of the Division's computer installation. In 1964 he became the Hull Project Coordinator for the AOR 1 Class AO(J) 51 Class and the AOE 3 Class ships and after completing their contract design was transferred to the Auxiliary Type Desk and reassigned as AE 26 Class Project Engineer. From 1965 until 1974 he was the Program Manager for the FAST System and the Missile/Cargo STREAM System in the Underway Replenishment Project Office (PMS–390)/Underway Replenishment Division (SHIPS–490) and its organizational predecessors. In April 1974 when SHIPS–490 and SHIPS–427 were merged he became Head of the Underway Replenishment Improvement Branch the position he now holds in the Naval Sea Systems Command.

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