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naval ENGINEERS JOURNAL 1997年第3期109卷 225-229页

作者： Gauthier, E Green, GM Elizabeth Gauthier:graduated from Stevens Institute of Technology in 1983 with a B.E. degree. She began her employment at M. Rosenblatt & Son in Arlington Virginia in the Naval Architecture and Ship Design Department Participating in numerous naval architecture studies and managing the U.S. Coast Guard navigation lights update project. In 1989 Ms Gauthier joined the Naval Sea Systems Command as an engineer in the Human Systems Integration (HSI) Department. While managing the manpower requirements human factors and safety aspects of the AOE 6 AO 177 T-AGOS 13 and MCS 12 she was also responsible for HSI integration of the Women at Sea and Affordability Through Commonality (ATC) projects. In January 1994 she joined the Design integration Department of NSWCO. Since that time she has served as ATC assistant program manager for both habitability and hull systems. Gordon M. Green:spent eleven years in the U.S. Navy as a submarine warfare officer and engineering duty officer. He has been an engineer at Advanced Marine Enterprises a wholly owned subsidiary of Nichols Research Corporation for fifteen years and has been providing support to the Affordability Through Commonality (ATC) project for the past three years.

In our quest for finding ways to reduce the life cycle costs of Navy ships, the Affordability Through Commonality (ATC) project has investigated several commercial lighting innovations. This paper will discuss two particularly noteworthy commercial products that have been selected for further evaluation on board Navy ships: specular reflectors for fluorescent lighting fixtures and the Solar 1000 sulfur light source. Specular reflectors are designed to dramatically increase the amount of light reflected from a fluorescent fixture resulting in one or more of the following benefits: increased task lighting, reduced maintenance and consumable costs (fewer bulbs), reduced acquisition and alteration costs (fewer fixtures), and reduced energy use. Specular reflectors are sized for the specific type of fluorescent fixture and can be designed and formed to provide general or directed task lighting. They are inexpensive and can be installed easily and quickly. The Solar 1000 sulfur light source is the first in a planned family of very bright, energy-efficient, electrodeless lamps using sulfur bombarded by microwaves to produce illumination in a continuous range of wavelengths very close to sunlight. It is ideal for remote source lighting distribution systems such as light tubes and fiber optics. This innovation in lighting has been heralded by the Department of Energy as ''a revolutionary 21st century lighting system.''

关键词： naval vessels

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Modeling and simulation in the sealift program

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naval ENGINEERS JOURNAL 1996年第6期108卷 27-39页

作者： Edinberg, D Back, K McVeigh, J David Edinberg is a senior naval architect with Advanced Marine Enterprises in Arlington Virginia. His experience in ship design includes dynamic analysis of ship's deck systems intact and damaged stability calculations trim and stability support during ship designs and structural design. For the last two years he has led a team of engineers in the dynamic analysis of the sideport ramp system employed on the Navy's new sealift ships. He graduated in 1979 with a B.S. degree in naval architecture and marine engineering from the University of Michigan. Keith Back is a senior engineer with Advanced Marine Enterprises in Arlington Virginia. He is currently the section chief for the Advanced Visualization Group. He has more than ten years experience developing and using CAD models in the ship design environment. For the past two years he has led the development of visualization techniques and models for use in simulations for current ship design programs. He graduated in 1985 with a B.S. degree in aerospace and ocean engineering from Virginia Polytechnic Institute and State University. USA Lt. Col. Joe McVeigh USA is currently deputy program manager (Army) for PMS 385 the Strategic Sealift Office at NavSea. As the senior U.S. Army officer on staff he is responsible for interfacing with the program's primary customer in addition to his assignment as T&E director. Lt. Col. McVeigh graduated with a B.Sc. from the United States Military Academy in 1978 after which he received his 2nd lieutenant's commission in the U.S. Army Transportation Corps. In 1991 he received M.S. degrees in mechanical engineering and naval architecture and marine engineering from MIT. Lt. Col. McVeigh's previous assignments have included: platoon leader/XO 870th Terminal Transfer Company program support officer/XO/contract administrator DLA operations staff officer/Exercise Branch chief. Special Forces Europe company commander 598th Medium Truck Company commander Movement Control Team Mannheim and Army watercraft systems engineer U.S.

The Navy's Sealift program had several unique problems associated with it which have been addressed using innovative modeling and simulation tech niques. These techniques fall under two categories: visualization and dynamic analysis. This paper will discuss the employment of these techniques and the impact their application has had in the program. Also examined will be various difficulties that were encountered in the application of these techniques. Commercial-off-the-shelf (COTS) visualization tools were used to model the interior Ro/Ro spaces on the four classes of new construction and conversion ships now being procured. These models were employed for vehicle maneuvering simulations, operator familiarization and visualization of the results of an analysis of the loading and unloading of Ro/Ro vehicles. A COTS dynamic analysis system was used to simulate dynamic behavior during the assembly/deplopment and retrieval/disassembly of the side port ramp using the ships' cranes. These analyses supported reviews of design configurations, proposed handling procedures, and in conjunction with extensive post-processing, operability assessments for system operation. In a parallel effort, an interactive crane simulator was developed to support on-going engineering studies, indoctrination, and test and evaluation purposes. Lessons learned have been applied to other activities at the naval Sea Systems Command. Critical areas were the validation and maintenance of up-to-date configuration data for the visual models, adaptive levels of detail to meet the requirements of each study objective, and the need to provide comprehensive documentation of models.

关键词： marine engineering

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Making Design Everybody's Job: The Warship Design Process

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naval Engineers Journal 1995年第3期107卷 283-301页

作者： Tibbitts, Capt. Barry Keane, Robert G. Capt. Barry Tibbitts USN (Ret.):received a B.S. degree from the U.S. Naval Academy and both an M.S.M.E. and a Nav.E degree from MIT. He served Jive years at sea in the Atlantic Fleet on an aircraft carrier and in two submarines (gunnery officer and chief engineer in one submarine operations officer and chief engineer in the other). His early assignments as an Engineering Duty Officer were in the Pacific Fleet and included SRF Yokosuka. CINCPACFLT staff and an advisor to the South Vietnamese Navy. Later he was Deputy tor Submarines at SUPSHIP Pascagouia. where for five years he supervised construction or overhaul of nine nuclear attack submarines and five surface ships. Washington assignments included CVV ship design manager director of NAVSEC's Hull Division and SECNAV staff. During two 3-year tours he directed the NAVSEC Ship Design Division and its successor the NAVSEA Ship Design Group. He was also Commander of the David Taylor Research Center where he played a key role in gaining approval for the Large Cavitation Channel (LCC). Following statutory retirement he was recalled to active duty to serve as Professor of Naval Construction and Engineering at MIT for three years. During his career he received seven personal decorations including two aivards of the Legion of Merit. Currently he is the Chief Systems Engineer for John J. McMullen Associates. He is a member of ASNE and SNAME and an overseas Fellow of RINA. He teaches at the NAVSEA Institute and DSMC and remains on the MIT faculty as a Senior Lecturer Robert G. Keane Jr.:received a B.E.S. degree from The Johns Hopkins University an M.M.E. degree from Stevens institute of Technology and an M.S.E. degree in Naval Architecture and Marine Engineering from the University of Michigan. He began his Navy career in 1967 as a hydrodynamicist in the Surface Ship Dynamics Branch of the David Taylor Model Basin. After completing the EIT program in NAVSEC's Hull Division in 1968 he moved to the Ship Arrangements Branch. Between 1971–1981 he was suc

ABSTRACT The authors (and the late Bob Riggins) published a paper for ASNE Day 1988 (1) entitled, “naval Ship Design—Evolution or Revolution?” The authors predicted that a revolution in naval ship design was possible. In the intervening years has a revolution in fact occurred? Or even gotten closer? In 1990, NAVSEA's Chief Engineer initiated the Ship Design, Acquisition and Construction (DAC) Process Improvement program. The DAC process improvements are revolutionizing warship design by making design everyone's job. This paper discusses current initiatives such as: Concurrent engineering: Integrated product and process development teams, collocated physically or electronically, employing a new design methodology to harness the true power of multi‐functional teams. Systems engineering: A top‐down integration of combat/weapon systems and HM&E systems into a total warship system. Transition of New Technologies: Assessing and integrating emerging technologies with new ship designs. Modeling and Simulation (M&S): Simulation based design/virtual prototypes, 3‐D digital product models, and CAD/CAM/CAE. How these concepts are being applied to the early 1990s designs of CVN 76 and LPD 17 is described in this paper. The potential for truly revolutionary changes for future ship designs just getting underway is also discussed. One guiding principle that remains unchanged is the leadership role of NAVSEA's design engineers. © 1995 by the American Society of naval Engineers

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THE SEA SHADOW

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naval ENGINEERS JOURNAL 1994年第3期106卷 296-308页

作者： CHATTERTON, PA PAQUETTE, RG Paul A. Chatterton:received a BS degree in civil engineering from Northeastern University in 1968 and a MS in naval architecture & marine engineering from the University of Michigan in 1971. He joined what is now the NavSea SEA 03D organization in 1967 in the Submarine Preliminary Design Group. He has held positions on a variety of programs including Trident AO-177 and RSNF PCG and was the head of the Auxiliary Ship Preliminary Design Section. Prior to becoming theSea Shadowdeputy program manager in 1985 he was the ship design manager for the T-AGOS 19. He assumed his current position asSea Shadowprogram manager in 1991. Richard G. Paquette:received a BSE degree in mechanical/electrical engineering from General Motors Institute in 1972 and an MS in naval architecture and marine engineering from the University of Michigan in 1977. From 1967 through 1976 he held a variety of engineering and management positions at General Motors primarily in the plant engineering and noise control areas. After graduate school he spent a year at Ingalls Shipbuilding performing engineering for nuclear submarine overhauls. Since 1978 he has worked for Lockheed Missiles & Space Co. in a variety of technical and management assignments on advanced ship and subsurface programs. He was chief engineer during the original construction and operation of theSea Shadowand returned as the Lockheed Program manager for the current efforts. He is a member of the American Society of Naval Engineers the Naval Institute the American Defense Preparedness Association and is a Registered Professional Engineer in the State of California.

The Sea Shadow (designed, built and tested during the mid-1980s) represents the application of several advanced ship technologies. The Sea Shadow was recently reactivated and has been undergoing additional testing at Santa Cruz Island and in San Francisco Bay. This paper provides a top level description of the ship and ship systems, is supported by photos & sketches, and alludes to the types of data and experience base which exists. The presentation of the paper includes video of the exterior and interior of the ship, the ship systems, and its at-sea operations.

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Juniper—The New U.S. Coast Guard Buoy Tender

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naval Engineers Journal 1994年第3期106卷 132-149页

作者： DANHIEUX, TIMOTHY J. LACOSSE, JAMES BENTGEN, BERNARD F. WILLIAMS, ROBERT E. Timothy J. Danhieux: chief naval architect Marinette Marine Corporation has been employed by Marinette Marine as a naval architect since 1982. He has been involved throughout Marinette Marine's WLB design effort and served as project engineer during the contract design. He received his BSE in naval architecture and marine engineering from the University of Michigan in 1978. Previous experience includes four years as a naval architect with Wesley D. Wheeler Associates Ltd. James LaCosse: ILS manager Marinette Marine Corporation moved to his present position after successfully serving as program manager of Marinette Marine's WLB contract design effort. Previous positions at Marinette Marine also include lead piping engineer and chief mechanical engineer. He received his BS in mechanical engineering from Michigan Technological University in 1980 and has worked at Bechtel Power Corporation and Gates Learjet Corporation. Bernard F. Bentgen: vice president operations Marinette Marine Corporation is a 1978 graduate of the University of Michigan School of Naval Architecture and Marine Engineering. His experience has included seven years with General Dynamics Quincy Shipbuilding Division as production engineer test engineer naval architect and engineering supervisor. He has been employed by Marinette Marine Corporation for the past eight years initially as chief naval architect and subsequently as product development manager and vice president of marketing. He is currently vice president of operations and has been involved in Marinette Marine's WLB design effort from its inception. Cdr. Robert E. Williams: USCG (Ret.) served the U.S. Coast Guard for over 39 years in both military and civilian capacities. He graduated from the Coast Guard Academy in 1945 and MIT in 1953. Sea duty on board nine cutters included deck and engineering assignments in two 180-foot buoy tenders engineer officer of high endurance cutters Spencer and Humboldt and the icebreaker Eastwind executive officer and commanding officer of Men

In early 1990, the U.S. Coast Guard embarked on a major program to replace its fifty‐year‐old seagoing buoy tender fleet by requesting proposals for designs that would meet the Circular of Requirements (COR) for the replacement cutter. Subsequently, three shipyards were awarded contracts to develop contract designs and specifications for the vessel. On 28 January 1993, marinette marine Corporation (MMC) was awarded a contract for construction of the Juniper, the lead ship of the new class of Coast Guard seagoing buoy tenders. From even a cursory examination of the COR, while buoy tending remains the Juniper's primary mission, she will serve as a multi‐mission vessel capable of recovering spilled oil, performing icebreaking, servicing fixed stations and other vessels with fuel, water and cargo, as well as conducting search and rescue and law enforcement operations. This paper lists the requirements and describes the resulting successful design that meets these requirements and has been designated the Juniper class by the U.S. Coast Guard. © 1994 by the American Society of naval Engineers

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USING VIRTUAL ENVIRONMENTS IN THE DESIGN OF SHIPS

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naval ENGINEERS JOURNAL 1994年第3期106卷 91-106页

作者： JONS, OP RYAN, JC JONES, GW Otto P. Jons:received a Diplom Ing. in shipbuilding from the Technical University of Hanover W. Germany and an MS in naval architecture and marine engineering from MIT. He then joined Litton Ship Systems where he was responsible for the preliminary design of the DD-963 hull structure and then for ship system integration as manager LHA ship systems engineering department. From 1972 to 1974 he was the principal research scientist at Hydronautics. In 1974 as technical director he helped establish the Crystal City office of Designers and Planners. Mr. Jons was one of the co-founders of Advanced Marine Enterprises Inc. in 1976 where he serves as corporate vice president engineering. J. Christopher Ryan:earned his bachelors and masters degrees in naval architecture from Webb Institute and MIT respectively. He spent three years at the advanced marine technology division of Litton Industries working on the DD-963 class ship design and related computer aided design projects. He subsequently went to the Navy Department concentrating on early stage design of surface combatants for twelve years including work on the FFG-7 Sea Control Ship CSGN and CVV aircraft carrier projects. He then shifted focus and became the Technical Director for the Computer Supported Design Program in NavSea for five years. Mr. Ryan has served in several supervisory positions within the Ship Design Group in NavSea since that time. He is currently the director of the future ship concepts division. Gary W. Jones:graduated from the University of Tennessee in 1971 with a BS in mechanical engineering and followed up with graduate work at George Washington University and the University of Maryland. Mr. Jones was with the Naval Sea Systems Command from 1971 until 1988 where he was a naval architect in the submarine section of the hull form design division. In 1988 he was detailed to the Defense Advanced Research Projects Agency (DARPA) where he became the program manager for the advanced submarine technology program's hydrodynamic hydroac

A major contributor to the expense and length of time to design, build, and test new systems has been the need to build and test hardware prototypes to determine their effectiveness in meeting operational requirements. Recent and dramatic advances in computer simulation technologies hold forth the promise of revolutionizing design and acquisition strategies by providing the means to validate end users' requirements prior to hardware construction. By designing and operationally testing virtual prototypes in a virtual environment, these technologies will soon offer naval architects the ability to build and launch ships in computer-based cyberspace in lieu of the shipbuilder's ways. The authors of this paper provide the background for these developments, explore the significance and ramifications of these technologies to the current process of ship and system design, outline challenges lying ahead, and present their vision and recommendations for future development.

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LIVE FIRE TEST AND EVALUATION FOR SHIPS

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naval ENGINEERS JOURNAL 1994年第3期106卷 228-245页

作者： BLOOM, JB REESE, RM HOPKINS, TM Joel B. Bloom:is a staff specialist in the Office of the Deputy Director Land and Maritime Programs Test and Evaluation Directorate of the Office of the Secretary of Defense (OSD). He is the OSD action officer for developmental testing including live fire testing for ships submarines underwater weapons and Army direct fire weapons. He is responsible for day-to-day OSD oversight of Navy ship vulnerability and is a member of the crew casualty working group of the Joint Technical Coordinating Group for Munitions Effectiveness. Previously he worked at the Philadelphia Naval Shipyard the Marine Division of the Army Corps of Engineers the David Taylor Model Basin and the Office of Naval Intelligence and on the staff of the Navy's Ship Characteristics and Improvement Board. Mr. Bloom graduated from Virginia Polytechnic Institute with a BS in mechanical engineering (naval architecture and marine engineering). His graduate work was in oceanography and in engineering administration. He is a member of ASNE SNAME the International Test and Evaluation Association the U.S. Naval Institute and the Naval Submarine League and is listed inWho's Who in the East.He is a recent recipient of the Secretary of Defense Meritorious Civilian Service Medal. Dr. Ronald M. Reese:has headed the live fire test and evaluation sea systems team in the operational evaluation division of the Institute for Defense Analyses (IDA) for the past three years. From 1980–1990 he worked at NKF Engineering Inc. in various areas of ship survivability and ship design specializing in ship signature reduction. From 1960–1980 he served in the U.S. Navy as a surface line officer and in various capacities as an Engineering Duty Officer including Naval Ship Engineering Center Ship Design Manager for PHM and Continuing CV Conceptual Design NavSea PMS 378 Program Manager/SUPSHIP Newport News Project Officer forVirginia(CGN-38) class construction and Force Maintenance Officer Commander Naval Surface Force U.S. Atlantic Fleet. He retired from t

Live Fire Test and Evaluation (LFT&E) is a relatively recent addition to the requirements for ship acquisition programs. Ship LFT&E requires a combination of testing and analysis in order to evaluate the vulnerability of a new acquisition ship class to the threat weapons it is likely to encounter in combat. LFT&E supports the ship acquisition process by identifying vulnerability weaknesses early in a development program and enabling timely, well informed decisions regarding ship vulnerability reduction features. This paper discusses the various aspects of ship LFT&E and how they relate to make a positive impact on a ship acquisition program in a timely fashion. It describes a four-element approach to ship LFT&E consisting of (1) component, system, and full-scale ship tests, (2) surrogate tests, (3) damage scenario-based engineering analyses, and (4) a Total Ship Survivability Trial demonstrating the ability of the full-up ship to combat damage and ''fight hurt.''

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FUEL-CELL POWER-PLANTS FOR SURFACE FLEET APPLICATIONS

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naval ENGINEERS JOURNAL 1994年第3期106卷 59-76页

作者： GOUBAULT, P GREENBERG, M HEIDENREICH, T WOERNER, J Philippe Goubault:graduated in 1983 from the “Ecole Nationale Superieure de Techniques Avancees” in Paris with a major in naval architecture. After one year of military service with the French navy he worked as naval architect and program director for the French navy between 1984 and 1988. He was in charge of the development of AGNES200 Surface Effect Ship design which completed its sea trials in 1992. He also was responsible for the construction of five ships (four hydrographic vessels and one experimental MCM vessel) which entered service between 1988 and 1991. He has been involved in a number of projects and studies for the U.S. Navy U.S. Coast Guard and other foreign and domestic customers. At Band Lavis & Associates Inc. Mr. Goubault has expanded the computer tools used to conduct parametric analysis of advanced hullforms and has developed cost-effectiveness assessment tools and methodologies for both commercial and military ships. Mr. Goubault is a member of ASNE. Marc Greenberg:is employed as a cost analyst at the cost and economic analysis branch systems assessment and engineering division Naval Surface Warfare Center. He provides cost estimates and analyses of Navy ship and submarine technologies and has assisted in the development of parametric cost models since 1991. Employed as an electronics engineer by the U.S. Army Information Systems Command from 1989 to 1991 he provided support in simulation design and construction of high frequency and microwave communication systems. Mr. Greenberg received his BS degree in ceramic science and engineering from the Pennsylvania State University May 1987. He is a member of MORS. Todd Heidenreich:is employed in the design analysis and tools branch systems assessment and engineering division of the Carde-rock Division Naval Surface Warfare Center. He is involved as a project naval architect in the conceptual design of future surface ship designs future technology impact assessments and the assessment of current domestic and foreign surface ship desig

This paper describes the results of a study undertaken to determine the impact of fuel cell technology on the design and effectiveness of future naval surface combatants. The study involved the collection of data to characterize four different fuel cell technologies: proton exchange membrane, molten carbonate, phosphoric acid, and solid oxide fuel cells. This information was used to expand current computer models to develop specific fuel cell plants that met the power requirements for several applications on a nominal 5000 Lton destroyer and a nominal 2000 Lton corvette. Each of the fuel cell technologies was incorporated into several applications aboard the destroyer and the corvette. These applications included combinations of centralized and distributed ship service power, and propulsion power. In addition, the impact of fuel cell technology was determined for a ship service power backfit option aboard a DDG-51 class destroyer. The results of the impact on the ship designs were analyzed and a military effectiveness assessment was conducted to address such issues as the impact of fuel cells on mobility, survivability, affordability, and on the environment. The paper identifies which aspects of the fuel cell technologies have the greatest impact upon the ship designs and their operational costs. Recommendations are given for future technology development efforts required to make fuel cells suitable for Navy service.

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SHIPBOARD DAMAGED STABILITY ASSESSMENT - THE FLOODING CASUALTY CONTROL SOFTWARE

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naval ENGINEERS JOURNAL 1993年第3期105卷 152-166页

作者： ZAHN, PB ROSBOROUGH, J CARLSTROM, R Peter B. Zahn:is a section chief in the Naval Architecture Department at Advanced Marine Enterprises. He is responsible for software development and special trials support. He has led the Flooding Casualty Control Software (FCCS) development effort since joining AME in 1989. He is also responsible for the material handling strikedown and stowage (MHS&S) software development program as well as special trials support for the ACVLAP and T-AGOS 19 programs. Prior to joining AME Mr. Zahn spent nine years with various companies of the ARCTEC Group. His experience includes field trials in venues from the Caribbean to the Bering Sea as well as model tests and engineering design and development efforts. Mr. Zahn received his B.S. in naval architecture and marine engineering from Webb Institute in 1980 and has published various papers on pollution prevention offshore systems and icebreaker design and performance. He is a member of ASNE and SNAME. John Rosborough:has been a naval architect for the Naval Sea Systems Command (NavSea) for the past 15 years. He is currently assigned to the Hydrodynamics Division with responsibility for aircraft carrier stability evaluations and as a task leader for computer-aided ship design development. In the Stability Division he was previously responsible for stability analyses on various amphibious ships SWATHs and foreign ships. He manages the upgrade and augmentation of SHCP at NavSea and is the Navy's technical point of contact for evaluating shipboard stability software and transitioning technology to the fleet. Mr. Rosborough received his B.S. in naval architecture and marine engineering from the University of Michigan in 1977. He is a member of USNI and the Association of Scientists and Engineers at NavSea. Richard Carlstrom:is a naval architect with Advanced Marine Enterprises. He has been responsible for software development in support of a variety of major programs including FCCS and SHCP and is a specialist in stability evaluations for complex ships such as CVs CVNs

The Flooding Casualty Control Software (FCCS) was developed under the auspices of the naval Sea Systems Command (NavSea) and is currently being deployed on a variety of ships in the neets of both the U.S. Navy and the U.S. Coast Guard. The primary objective of FCCS is to enable damage control personnel to identify critical stability conditions, especially when related to the loss of reserve buoyancy due to battle damage and the destabilizing effects of large quantities of firefighting water, in a timely manner. FCCS was initially deploved in 1990. It utilizes the standard algorithms of the Ship Hull Characteristics program (SHCP). The user interface was designed to allow quick familiarity for shipboard users, primarily the damage control assistant (DCA) and his staff. Intact stability evaluations include the effects of topside icing, high winds, personnel crowding, heavy lifts over the side, high speed turns, and towing. FCCS also supports ballasting analysis for amphibious ships as well as providing bottom reaction and beached stability data for grounding incidents. Bv providing a tool for the ''fuel king'' and DCA to generate the required daily updates on the current ship load and liquids status, FCCS is assured of an accurate baseline in the event of damage. The design allows the evaluation of the ultimate ship stability status for a damage event using simple compartmentation and flooding status inputs. Evaluation of the adequacy of resulting stabilitv, as well as identification of such critical stability parameters as off center loading, margin line immersion, and negative GM, are accomplished by the program. Guidance is provided for the user to initiate appropriate flooding related damage control activities. Initially fitted on USS Oliver Hazard Perry Class frigates, FCCS databases have been for the USCG Hamilton class high endurance cutters, USS Arleigh Burke class Aegis destroyers, and a variety of other U.S. Navy and U.S. Coast Guard ship classes. The progra

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NUCLEAR VS NONNUCLEAR ATTACK SUBmarine POWERPLANTS

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naval ENGINEERS JOURNAL 1993年第3期105卷 224-231页

作者： RAINS, DA MITCHELL, KA Dr. Dean A. Rains:is president of Decision Engineering Pascagoula Miss. He has been an active member of ASNE since 1970 a frequent contributor to the Naval Engineers Journal and a participant at ASNE Day as an author and a discusser. He was either chairman or paper chairman for several Cruiser Destroyer and Frigate Technology Symposiums held in Biloxi Miss. He is past chairman of the Pascagoula Section of ASNE. He is currently the program chairman for the Pascagoula Section. He has forty-two years engineering experience and is a graduate of the California Institute of Technology from which he received his B.S. M.S. and Ph.D. all in mechanical engineering. Kenneth A. Mitchell Jr.:is an engineer with U.S. Marine New Orleans La. He was formerly an engineer at Decision Engineering Pascagoula Miss. and has three years of engineering experience. He is an active member of ASNE. Mr. Mitchell received his B.S. in naval architecture and marine engineering from the University of New Orleans.

The budget cuts of the 1990s have placed the Navy in a difficult position when trying to maintain neet levels capable of meeting a more dispersed and less defined threat. The cancellation of Seawolf initiated a large effort to define a suhmarine that is capable and affordable with today's shrinking budget. Manv European countries have turned to air independent (AIP), non-nuclear propulsion systems as a way of increasing the effectiveness of their fleets when compared to their current diesel/electric bouts. Bv evaluating and comparing two AIP and one hybrid propulsion systems to current nuclear capabilities, we can help define options for the next generation submarine. This paper attempts to provide design and cost information which can be used in conjunction with mission profiles to determine the best system for the desired job. Tomorrow's submarine will perform a variety of missions. Most all can be handled well bv nuclear submarines, but at what cost? These performance/cost tradeoffs are the subject of this paper.

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