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Coordinated control and its implementation

Process Safety Progress 1982年第2期1卷 85-90页

作者： C. S. Lin T. H. Tsai J. W. Lane Tenneco Inc. Houston Texas 77001 Cheng S. Lin:was born in Taiwan and received a BS in Mechanical Engineering at Cheng Kung University. He came to the Rensselaer Polytechnic Institute in 1959 where he received a MME in Mechanical Engineering in 1962 and a PhD in Mechanical Engineering in 1966 He spent three years at West Virginia Pulp and Paper Co. in Process Control Research three years at TRW Inc. Systems Group on the Apollo program and nine years at Bonner and Moore Assoc. installing process control systems worldwide. He joined the Operations Technologies Department of Tenneco Inc. as a Consulting Engineer in June 1980. He is a US citizen and a member of IEEE. Thomas H. Tsai:is a Managing Engineer of the Operations Technologies Department of Tenneco Inc. He is a Registered Professional Engineer in the State of Calif. and is a Member of AIChE and a Senior Member of ISA. He received a BS degree in Chemical Engineering at Tunghan University of Taiwan and attended graduate school at Oklahoma State University. James W. Lane:received a BE and MS in Chemical Engineering from the University of Southern California. He is a Registered Professional Engineer in the States of Tex and Calif. and is a Member of the AIChE Senior Member of the IEEE and Senior Member of the SME. For the last seven years he has been Director of the Operations Technologies Department of Tenneco Inc. a cooperate engineering group providing expertise in advanced control technology for process control energy management and environmental monitoring systems.

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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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LUNCHEON ADDRESS - UNITED-STATES NAVY PRESENT AND FUTURE - AN engineering PERSPECTIVE

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NAVAL ENGINEERS JOURNAL 1982年第3期94卷 47-50页

作者： FOWLER, EB COMMANDER NAVAL SEA SYSTEMS COMMAND Vice Admiral Earl B. Fowler Jr. USN:was born in Jacksonville Fla. on 29 September 1925. After attending Landon High School in Jacksonville he enlisted in the Navy's V-12 Program on 18 May 1943 and entered the Georgia School of Technology from which he graduated in February 1946 receiving his Bachelor of Mechanical Engineering degree and his commission as Ensign in the U.S. Naval Reserve. Following graduation he was ordered to duties inUSS Columbia (CL-56)andUSS Ranger (CV-4)until November 1946 when he was assigned to the Pre-commissioning Detail and later served in theUSS Wright (CVL-49). In July 1947 he entered Massachusetts Institute of Technology graduating therefrom in January 1949 and receiving his B.S. degree in Electrical Engineering. He next served in theUSS Leary (DDR-879)for two years and the Naval Shipyard Charleston from 1951 until 1953 when he became Force Electronics Officer Staff of Commander Mine Force U.S. Atlantic Fleet also at Charleston until 1956. Subsequently he served at the Navy Radiological Defense Laboratory (1956–57) at Hunter's Point Naval Shipyard (1957–60) with the Military Assistance Advisory Group Republic of China as Material and Engineering Advisor (1960–62) on the Staff of Commander Service Force U.S. Pacific Fleet (1962–65) and as Head Ship Engineering Division Pacific Missile Range Pt. Mugu Calif. where he worked on the design of ships for the APOLLO Program and National Range Support (1965–67). Admiral Fowler came to the Naval Material Command in July 1967 as Project Manager Instrumentation Ships Project Office (PM-5) and served in that capacity until February 1968 when the project was transferred as a Ship Acquisition Project to the Naval Ship Systems Command and he became the Project Manager for the Oceanographic Mine Patrol and Special Purpose Ship Acquisition Project. He then attended the Harvard University Advanced Management Program in 1971 subsequently reporting to the Naval Electronic Systems Command in Janu

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THE INTRODUCTION OF HEAT RECOVERABLE COUPLINGS TO SHIP REPAIR AND MAINTENANCE

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NAVAL ENGINEERS JOURNAL 1982年第6期94卷 63-71页

作者： LIBERATORE, DJ BASKERVILLE, JE LCdr. Donald J. Liberatore USN: began his career in the U.S. Navy in 1965. He has had many diverse assignments involving surface ships and submarines during the past seventeen years. During his tour at Naval Shipyard Portsmouth (N.H.) he was Assistant Design Superintendent and responsible for the introduction of Heat Recoverable Coupling technology into the shipyard. Presently he is assigned to the Naval Sea Systems Command (NAVSEA) in the Sonar Dome Office. Prior assignments within NAVSEA have been as Assistant Ship Systems Design Manager for the SSNX and FA-SSN preliminary designs in the Submarine Propulsion Analysis Branch in the Submarine Hydrodynamics Branch and in the Gear Coupling and Clutch Branch. He received his Bachelor of Engineering degree from Vanderbilt University in 1971 and in 1977 graduated from Massachusetts Institute of Technology with his M.S. degree in Naval Architecture and Marine Engineering and his Professional degree of Ocean Engineer. A member of ASNE since 1975 LCdr. Liberatore also is a member of IEEE SNAME the Naval Institute and Sigma Xi. Cdr. James E. Baskerville USN: is presently assigned to NAVSEA as the Ship Manager for the DDG 51 the Navy's next generation surface combatant. In a previous tour at Naval Shipyard Pearl Harbor he was the Navy's Program Manager for Heat Recoverable Coupling introduction in ship repair and maintenance. A graduate of the U.S. Naval Academy Class of 1969 he is a qualified Surface Warfare Officer and a designated Engineering Duty Officer (ED). He received his M.S. degree in Mechanical Engineering and his Professional degree of Ocean Engineer from Massachusetts Institute of Technology and also holds a patent right on an Electronic Control and Response System. His naval assignments have included tours in the USS Ramey (FFG-2) as Aide and Flag Lieutenant to the Commander Naval Electronic Systems Command and as Ship Superintendent Surface Type Desk Officer and Assistant Design Superintendent at Naval Shipyard Pearl Harbor. Cdr. Baskervi

Although Heat Recoverable Couplings (HRCs), used to join pipe, may be labeled innovative “state-of-the-art” technology for U.S. Naval Shipyards, they have been in use in foreign ships and high technology industries for over a decade. HRCs provide a permanent leak-proof pipe joint in specified applications without the use of high temperature and the inherent hazards of an open flame. Manufactured from NITINOL, a nickel-titanium alloy developed by the U.S. Navy, the couplings exhibit a “shape memory” characteristic. That is, they return (shrink) to a specified shape (pipe diameter) thus forming a mechanical seal when the expanded coupling is removed from a cryogenic environment and warmed above approximately —130°C. This paper provides background information into the development of NITINOL, technical explanation of shape memory metallurgy, and a summary of results, with specific examples, describing the trial use of HRCs at Pearl Harbor and Norfolk Naval Shipyards. Limited return cost data and recommendations for future use are presented. Then, using the HRC program as a basis, the Authors discuss the conservative nature of the ship repair and maintenance environment. This environment, in the Authors' opinion, couples with complex contractual constraints and requirements which serve to restrict the introduction of new ideas. An analogy is made to Russian tenacity of recent years which promotes “exploring and doing” while we in the U.S. Navy are frequently content to study.

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SYNTHETIC FUEL CONSIDERATIONS FOR NAVAL SHIPBOARD USE

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 286-295页

作者： FAIRBANKS, JW KENYON, CW Capt. John W. Fairbanks USNR:received his M.S. degree from the University of Santa Clara and his B.S. degrees from Stanford University and the Maine Maritime Academy. He taught at the Texas A&M University and the University of Maryland and from 1954 until 1957 served in the U.S. Navy in the Pacific. Subsequently he was a Research Engineer with Hiller Aircraft where he worked on the annular ejector and designed the High-Speed Bearing and Shaft Test Stand for XC-142A and later at Philco Ford worked on advanced space power systems. At NASA-Goddard in 1967 as a Power System Engineer he was employed on several space craft including the Orbiting Astronomical Observatory. From 1971 until 1977 he was employed by the Naval Ship Engineering Center (NAVSEC) as a Program Engineer for FT9 Marine Gas Turbine Development and the Ceramic Demonstrator Gas Turbine and also as Coordinator of Gas Turbine Material Development. In addition he organized the first two Gas Turbine Materials on Marine Environment Conferences and the U.S. participation in the U.S. Navy/Royal Navy Conference. Currently he is a Program Manager in Applied Heat Engine High Temperature Materials and Instrumentation at the Department of Energy (DOE) where he also served as Chairman Engineering Materials Coordinating Committee for DOE. A Naval Reserve Captain and Chairman of the ASME Washington Chapter he also is the former President of the Washington Chapter of the Maine Maritime Academy Alumni former Vice-President of the Stephen Decatur Chapter Naval Reserve Association and the outstanding 1975 Maine Maritime Academy Alumni. Capt. Fairbanks has authored over forty-five technical papers and in both 1974 and 1975 was the winner of the ASE Niedermair Award. Mr. Clarence W. Kenyon:graduated from the State University of New York Maritime College in 1960 and sailed on a Third Assistant Engineer's license with Isbrandtsen Steamship Company before accepting an engineering position with the Long Beach Naval Shipyard in 1961. In addition to his responsibilit

Synthetic fuels are assessed with respect to their potential use aboard Navy ships. The status of petroleum resources and the development of fuels from shale, coal, and biomass is summarized. A scenario of the projected availability of these fuels is presented which shows the sensitivity to funding and schedule. Diesel engine and gas turbine combustor tests with small quantities of coal derived and shale derived fuels are described and these tests results are evaluated for shipboard applications. Special shipboard modifications are discussed such as the replacement of rubber base seals, gaskets, and hoses with viton and teflon, and the use of stainless steel piping because of the fuel characteristics. Considerations for dual fuel systems using Diesel Fuel Marine for starting, stopping, and maneuvering are included based upon early test results. Consideration is given to the use of these fuels in the shipboard environment since they require special handling and adoption of personnel safety measures.

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AN INNOVATIVE ENERGY SAVING PROPULSION SYSTEM FOR NAVAL SHIPS

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 200-213页

作者： SCHLAPPI, HC The authorhas diversified experience in the marine naval weapons and aerospace fields mainly in the area of research and development. After serving four years in theU.S. NAVYhe attended Oregon State University where he received BSME and MSME degrees in Mechanical Engineering specializing in fluid and solid mechanics. Following graduation he worked on naval weapon development at the Naval Ordnance Test Station in Pasadena California where he headed the Structural Test Laboratory and at the Naval Nuclear Weapons Evaluation Facility in Albuquerque New Mexico where he headed the underwater weapons department. The last 20 years of Mr. Schlappi's career have been in the area of high technology rotating machinery development which started with development of turbopumps for liquid rocket engines at the Aerojet Liquid Rocket Company in Sacramento California in 1961. With the decline in the aerospace market he was instrumental in the application of high technology from aerospace to marine propulsion. He was responsible for the conceptual design and directed the development and application of ten different marine jet propulsion systems while at Aerojet. As project engineer and program manager he directed the development and manufacture of the 6000 SHP marinejets which propelled the Navy Surface Effect Testcraft SES-100A to over 80 knots and the two marine jet propulsion systems 20000 SHP foilborne and 900 SHP hullborne which currently propel the highly successful Navy PHM (PEGASUS Class) Hydrofoil. Before joining Ingalls Shipbuilding in 1978 Mr. Schlappi worked as a consultant on marine propulsion and as Manager of Marine Products at Jacuzzi Brothers Inc. at Little Rock Arkansas. The author has presented many technical papers and reports in the past and is a member of ASNE and AIAA.

The propulsion system on most naval combatants is inherently wasteful of fuel since the propellers, shafts, and engines are sized for dash speed, but operate most of the time at low speed cruiser power. Energy consumption is particularly high on twin shaft, gas turbine driven ships which use controllable reversible pitch (CRP) propellers for reversing. On a typical destroyer such as DD 963, the drag of the propulsion appendages is very high, 10–15% of the total ship drag. This drag is present even when operating at low cruise speed where a system with much lower drag could provide the required thrust. This study evaluates several alternate propulsion systems which could be used on a DD 963 type ship to reduce annual fuel consumption. An innovative system, which uses a single DD 963 type propeller system for cruise and two marine jet boosters for added thrust during high speed dash, shows promise of reducing annual fuel consumption by 23 percent. This fuel saving is due to reduced propulsion appendage drag and lower specific fuel consumption during cruise. Annual fuel saving can be further increased to 45% by replacing the two LM-2500 turbines which drive the propeller with a single turbine equipped with Rankine Cycle Energy Recovery System (RACER) and changing the CRP propeller to a more efficient fixed pitch (FP) propeller with reverse gear for astern operation. In addition to reduced energy consumption, the propulsion systems using marine jet boosters for dash speed show promise of significant benefits in other areas such as reduced weight and improved survivability and reliability. The marine jets, which use state-of-the-art technology and have demonstrated performance, provide the same top speed as the baseline propeller system. Improved low speed maneuvering and crash stop capability is provided by reversers on the marine jets. Improved propulsion system redundancy is provided by the three shaft system. A single marine jet will provide nineteen knots speed with

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THE FFG 7 CLASS DESIGN IMPACT BY INSURV TRIALS

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 87-100页

作者： WOODRUFF, RB 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 Cruisr-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)as Repair 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 Hull Technical Director for theOliver 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 the U.S. Naval Institute. Two previous papers on Naval Shipyard Production presented at ASNE Day 1978 and 1979 were published in the Naval Engineers Journal Vol. 90 No. 2 (April 1978) and Vol. 91 No. 2 (April 1979). A paper on the Management of Surface Ship Maintenance was published in theNaval Engineers JournalDecember 1980.

This paper describes the impact made on the OLIVER HAZARD PERRY (FFG 7) Class design after numerous trials by the President, Board of Inspection and Survey and his Staff. In the early 1970s, faced with a Fleet of World War II Destroyers, the Navy embarked on a program to build large numbers of Frigates to perform an Ocean Escort role. This ship had three major design constraints placed on it by Chief of Naval Operations (CNO): fixed meaning, fixed displacement, and fixed cost or “designed to cost.” The purpose of this paper is to pass on some “lessons learned.” The acid test of any ship design is how well it does with the Fleet in regard to performance and reliability. How well has the “design-constrained” FFG-7 fared with 20 plus ship trials under its belt? Very well in some areas; not so well in others. Examples of the good aspects of this ship design (LM 2500 and main propulsion train, Standard Option Equipment, et cetera) as well as those which must be considered poor will be addressed. Some examples of the latter are the “breezeway” cargo doors, ship's service diesel generators, MK 92 Combat systems, decontamination stations, and topside corrosion control. In many cases INSURV caused design changes to be made that were sorely needed; in other cases, changes were made (or not made) over issues that had little or no impact on making this ship more ready for war. A brief examination of the Naval Sea systems Command (NAVSEA) surface ship design policies is made from the point of view of the Trials Officer (the Author) who rode most of the trials with PRESINSURV. Some of the issues addressed: •Improved NAVSEA corporate memory between ship designs. •Longer Acceptance Trial for Lead Ship. •Early deployment of Lead Ship without TECHREPS. •Improved NAVSEA/INSURV/CNO communication on Trial/Technical Issues and insertion of INSURV early into the design process. •Need for NAVSEA to stand up and say “no” to costly design changes that do little to make for a better warship.

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DESIGN BUDGETING - A BOLD NEW SHIP ACQUISITION STRATEGY ... NOW A PROVEN CONCEPT

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NAVAL ENGINEERS JOURNAL 1981年第2期93卷 67-74页

作者： JARVIS, PS KAZAL, JD CAMPBELL, DB HAFF, MW Mr. Paul S. Jarvis:graduated from Virginia Polytechnic Institute from which he received his B.S. degree in Mechanical Engineering in 1962 and later he received his M.S. degree in Administration from The George Washington University in 1967. He has been in the AEGIS Shipbuilding Program since July 1971 and has served as Ship Systems Engineering Manager for CG 47 since 1977. Mr. Jarvis is a member of Tau Beta Pi and Pi Tau Sigma Engineering Fraternities and the Phi Kappa Phi National Scholastic Society. Mr. J. David Kazal:graduated from Colorado A&M from which he received his B.S. degree in Mechanical Engineering in 1951. Currently he is employed by the Ingalls Shipbuilding Division Litton Systems as a Project Engineer on the CG 47 Class Ship Program. During World War II he served in the U.S. Navy in Submarines. Mr. Kazal is a member of the American Society of Mechanical Engineers (ASME). Mr. Donald B. Campbell Jr.: received his B.S. degree in Electrical Engineering from North Carolina State University in 1961. He has over twenty-three years of professional experience in Ship Electronics System Engineering and was formerly a member of the Electrical Design Division at Newport News Shipbuilding. Additionally he was involved in quantification and evaluation of contractor shipbuilding claims against the U.S. Navy while he was employed by Booz-Allen Applied Research. Currently he is a Senior Member of the Engineering Staff at RCA providing program and engineering coordination for the AEGIS Program. Mr. Maurice W. Haff:received his B.S. degree in Electrical Engineering from Oklahoma State University in 1970. His advanced degrees which he received from The George Washington University are an M.S. degree in Management Engineering (1975) and an M.B.A. degree in International Business (1980). He has eleven years of engineering and management experience gained in a wide range of Navy Programs. While he was involved with “Design Budgeting” for the CG 47 from the beginning of the program as a Project Engineer Mr.

Traditional ship acquisition practices no longer support the requirements of today's shipbuilding programs. These practices require development of major combat and ship systems to be essentially complete prior to issuance by the government of the Request For Proposal (RFP) for ship detail design and construction. With the need for timely delivery of warships equipped with the most modern weapon systems possible, and maximum remaining years of functional effectiveness after delivery becoming increasingly important, new acquisition strategies are essential. “Design Budgeting,” an innovative new Navy acquisition and design strategy, is now a proven concept. Developed and implemented by the AEGIS Shipbuilding Project, it has been explored in depth with the Shipbuilding Industry as an alternative acquisition process that enables Combat System development and ship acquisition to proceed concurrently. Applied for the first time in the acquisition of Ticonderoga (CG-47), its use permitted development of major portions of the AEGIS Combat System (later to be Government Furnished Equipment to the shipbuilder) to continue well into ship detail design and construction without impact on overall schedules. Hundreds of changes to the ship engineering baseline which resulted from continued development and test of Combat System, were incorporated into the shipbuilding contract with no cost increase or delay and disruption of the shipbuilding schedule. Proven, adaptable, and available now, “Design Budgeting” is an acquisition and design strategy than can satisfy the requirements of current and future shipbuilding programs.

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SURFACE SHIP CONFORM - DIMENSION 2000

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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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