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TECHNICAL EVALUATION OF THE SES-200 HIGH LENGTH-TO-BEAM SURFACE EFFECT SHIP

naval ENGINEERS JOURNAL 1984年第3期96卷 77-93页

作者： ADAMS, JD BEVERLY, WF John D. Adams:is currently Manager of Marine Programs at Maritime Dynamics Inc. Tacoma Washington. He received his B.S.E. degree in naval architecture and marine engineering from the University of Michigan in 1972. His professional career began at Stevens Institute of Technology working as a research engineer in the Davidson Laboratory where he conducted model test programs of both conventional and advanced ships. Some of his responsibilities included hydrodynamic model testing of the Navy SES-100A and SES-100B testcraft and the early 2000-ton and 3000-ton SES designs. In 1975 he accepted a position as Director of Maritime Dynamics' field activities at the USN Surface Effect Ship Test Facility where he had responsibility for SES-100A trials analysis. While at SESTF he directed several unique programs including the development of an experimental Ride Control System for the XR-1D SES testcraft. At his present position since 1982 Mr. Adams has directed the development of a production SES Ride Control System the SES-200 trial analysis and analytical research and design studies for SES. He is a member of ASNE and SNAME. Walter F. Beverly III:is Test Director of the lead Landing Craft Air Cushion for Bell Aerospace in Panama City Florida. He has worked with surface effect ships (SES) for over ten years in various roles: SESTF. Past assignments included: Technical Director of the Navy Surface Effect Ship Test Facility (SESTF) Project engineer on the world's fastest warship the SES-100B and Program Manager's representative and T&E manager for the 3KSES Program in San Diego. Prior to his involvement with SES he was a flight test engineer at the Naval Air Test Center Patuxent River Maryland and graduated from the USN Test Pilot School test project engineering curriculum. Mr. Beverly received his BS in aerospace engineering from Virginia Polytechnic Institute in 1970 and his MS in systems management from the University of Southern California in 1977. He is a member of the American Institute of Aeronautics and

Recent Navy surface effect ship (SES) research has been aimed at achieving efficient operation at task force speeds without compromising the SES advantage of operating at higher speeds. Results showed that this objective could be achieved by designing ships with higher length-to-beam ratios than the previous generation of Navy SES. These ships are typically referred to as “High Length-to-Beam SES”. This paper describes an extensive program undertaken by naval Sea Systems Command (NAVSEA) to validate this research and demonstrate high length-to-beam SES capabilities. Under this program a 110 ft commercial SES was procured and stretched from a length-to-beam of 2.65 to 4.25 by installing a 50 foot hull extension amidships. This ship is the SES-200; it is the only large high length-to-beam SES in the world. A brief history of the SES-200 is provided, and the use of standard marine construction and systems in this ship is described. A synopsis of the SES-200 Technical Evaluation program completed in the Chesapeake Bay and Atlantic Ocean is given, and results of performance, seakeeping and maneuvering tests are presented. The effect of cushion length-to-beam proportions on both cushion wave making resistance and total SES resistance is explained. Performance test data are presented to show that the advantages of high length-to-beam design have been validated. Full power operation in heavy weather at all headings is demonstrated, and heavy weather motion responses are compared to Navy surface ship criteria to show that limits are satisfied for both high and low speed operation. Directional stability and maneuvering test results are cited for both normal operation and impaired situations. Implications of high length-to-beam technology relative to multithousand ton ship design are discussed. The speed and seakeeping capabilities that SES in this size range offer are indicated by scaling SES-200 test data.

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THE CONSTRUCTION OF VARIABLE PAYLOAD SHIPS

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naval ENGINEERS JOURNAL 1982年第2期94卷 179-199页

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

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

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AIR-CUSHION VEHICLES FOR ARCTIC OPERATION

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naval ENGINEERS JOURNAL 1988年第6期100卷 59-71页

作者： KOLESER, J LAVIS, DR Jeffrey Koleser:was educated at the University of Michigan where in 1980 he earned his BSE in naval architecture and marine engineering. His professional career began with Gibbs & Cox Inc. New York City where he worked on the FFG-7 class ships for the U.S. Royal Australian and Spanish navies. In 1982 Mr. Koleser joined the Naval Sea Systems Command in the Preliminary Design Section (SEA-501) where he works today. Since then he has worked on the contract design of the DDG-51 the NFR-90 the Warfighting Improvement Program for the BB-61 class the FFG-7 class and the FF-1052 class ships. He has also worked on several CONFORM projects including the Arctic ACV. In addition to Mr. Koleser's formal education at the University of Michigan he is presently finishing up his studies at the off campus seminar of the Naval War College. David Lavis:was educated in Exmouth and Exeter Devon England. He began his professional career in air cushion vehicles with Saunders-Roe on the Isle of Wight in 1959. Initially as a student apprentice Mr. Lavis worked on many aspects of air cushion vehicle research design and construction. In 1966 he received a master of science degree from Cranfield Institute of Technology. A year later he joined Bell Aerosystems Buffalo New York and was engaged in the early design work for the SES-100B and the AALC Jeff(B). Mr. Lavis then joined the Aerojet General Corporation (AGC) in Sacramento and in 1972 he was appointed manager of technology for the AGC SES Division who were at that time testing the SES-100A and conducting the early design work for the 2KSES and AALC Jeff(A). Mr. Lavis has continued to support the U.S. Navy advanced ship programs. In 1977 together with Mr. E. G. U. Band he formed Band Lavis & Associates Inc. of Severna Park Maryland a company specializing in advanced marine technology.

The paper presents the results of the NavSea FY8S Surface Ship CONFORM Design study for an initial operational capability (IOC) year-2000 air cushion vehicle (ACV) suitable for logistics and for general search and rescue duties in the Arctic. The study is one of several design studies produced each year by the CONFORM program to provide OpNav with alternative feasible ship concepts for varying IOC dates and to provide R&D planners with feedback regarding R&D alternatives. Two complete feasibility designs were developed. The first design was developed with the aid of an ACV design synthesis math model. The second design evolved as a derivative of an existing U.S. production craft and, as such, offered a lower risk approach. The results of performance and cost trade-off studies are presented from which it is concluded that gas turbines are the preferred choice of power plants and aluminum alloy is the preferred choice of hull structural material. The most suitable skirt height was found to be approximately 12 ft.

关键词： Air Cushion Vehicles

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Publisher Correction: Robust design from systems physics

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Scientific reports 2020年第1期10卷 18975页

作者： Andrei A Klishin Alec Kirkley David J Singer Greg van Anders Department of Physics University of Michigan Ann Arbor MI 48109 USA. Center for the Study of Complex Systems University of Michigan Ann Arbor MI 48109 USA. Paulson School of Engineering and Applied Sciences John A Harvard University Cambridge MA 02138 USA. Naval Architecture and Marine Engineering University of Michigan Ann Arbor MI 48109 USA. Department of Physics University of Michigan Ann Arbor MI 48109 USA. gva@queensu.ca. Center for the Study of Complex Systems University of Michigan Ann Arbor MI 48109 USA. gva@queensu.ca. Department of Physics Engineering Physics and Astronomy Queen's University Kingston ON K7L 3N6 Canada. gva@queensu.ca.

An amendment to this paper has been published and can be accessed via a link at the top of the paper.

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SEAKEEPING PERFORMANCE COMPARISON OF AIR CAPABLE SHIPS

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naval ENGINEERS JOURNAL 1982年第2期94卷 101-117页

作者： COMSTOCK, EN BALES, SL GENTILE, DM Mr. Edward N. Comstock:is currently Head of the Hull Form Design and Performance Branch (SEA 3213) of the Naval Sea Systems Command. He received his B.S.E. degree in Naval Architecture and Marine Engineering in 1970 and his M.S.E. degree in Ship Hydrodynamics in 1974 both from the University of Michigan. Mr. Comstock began his career with theU.S. Navyin 1974 as a Seakeeping Specialist in the Hull Form and Fluid Dynamics Branch of the former Naval Ship Engineering Center. Achieving his present position in January 1982 Mr. Comstock was previously Head of the Surface Ship Hydrodynamics Section of SEA 3213 being responsible for recent hull form designs including DDG-51 MCM-1 and ARS-50. Before obtaining that position in 1979 Mr. Comstock's efforts were primarily aimed at developing and establishing seakeeping performance assessment and design practices. Prior to his employment by the Navy Mr. Comstock worked in the Structural and Hydrodynamics Group of General Dynamics' Electric Boat Division. A member of ASNE he is also a member of ASE and SNAME and has been active in supporting the efforts of the SNAME H-7 (Seakeeping) Panel SNAME HS-12 (Hull Instrumentation) Panel the National Science Foundation (NSF) and the NATO Armaments Group IEG6/Sub-Group 5 (Seakeeping). Ms. Susan L. Bales:has been associated with the David W. Taylor Naval Ship R&D Center (DTNSRDC) and its predecessor organizations throughout her professional career. She is currently Head of the Ocean Environment Group of the DTNSRDC Surface Ship Dynamics Branch (1561) and also serves as the DTNSRDC Program Manager of the Navy's Exploratory Development Program on Surface Waves. Her work documented by more than fifty technical publications has been directed primarily to ship seakeeping ocean environment and ship performance assessment problems. An internationally recognized authority in her field she is also active in several professional societies as well as the SNAME H-7 (Seakeeping) Panel the National Science Foundation (NSF) and the NA

The on-going debate regarding the merits of large versus small aircraft carriers raises several issues concerning the ability of various ship configurations to support sea based air operations. One such issue is the question of the relative seakeeping performance of ship alternatives. In an effort to shed some light on the matter, a comparative seakeeping assessment of nine air capable ships covering a wide range of size and hull form was performed. An evaluation of the impact of aircraft and ship motion limitations on sea based air operations and a comparison of the relative ability of the ships to conduct air operations while in a seaway are presented. The specific air operations considered are launch, recovery, and support of aircraft. The ships evaluated are CVN-71, CVA-67 (MR), CVV, LHA-1, VSS-D, DDV-2, DDV-1D, DD-963, and SWATH-6. These ships have the combined capability to operate Vertical Takeoff and Landing (VTOL), Conventional Takeoff and Landing (CTOL), Short Takeoff and Arrested Landing (STOAL), and Short Takeoff and Vertical Landing (STOVL) type aircraft. Results indicate that seakeeping performance generally degrades with decreasing displacement, that SWATH-6 performance is the least degraded, that elevator wetness can be an important degrader for ships with lower freeboards, that roll motion can be an important degrader for ships under 60,000 tons, and that percent time of operation is strongly dependent on the prevailing wave and wind environment.

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THE SHIP LAUNCHED PROJECTILE

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naval Engineers Journal 1963年第1期75卷 93-102页

作者： FERRIS, LAWRENCE W. FREY, RICHARD A. MILLS, JAMES L. Laurence W. Ferris graduated from the University of California in 1916. After working at shipyards on the West Coast came to the Bureau of Construction and Repair in 1925 and has contributed to the design of a wide variety of ships. For several years was head of a section dealing with structural design of turrets ammunition handling and allied subjects. More recently has been a Project Coordinator in the Bureau of Ships. Retired in June 1962. Author of the following papers: “The Effect of an Added Weight on Longitudinal Strength” SNA & ME 1940 “The Proportions and Form of Icebreakers” SNA & ME 1959 “Developable Surfaces” ASNE 1961. Richard A. Frey entered the Bureau of Ships upon graduation from Manhattan College N. Y. in 1951. From 1951 through early 1957 he was on the Destroyer Type Desk and was primarily involved in the hull electronic and ordnance aspects of all destroyer type ships. From 1957 through 1962 Mr. Frey headed up the Surface-to-Surface Missile ASW Conventional Armament and Auxiliary Section of the Bureau of Ships Weapons Branch. His duties entailed all aspects relative to the installation of such weapon systems as REGULUS ASROC SUBROC torpedoes conventional guns and similar ordnance in various surface and sub-surface craft. Mr. Frey has been recently detailed to the Bureau's new SEAHAWK Program Management Office. James L. Mills Jr. holds a bachelor's degree in Naval Architecture and Marine Engineering from the Webb Institute of Naval Architecture. Following his graduation in 1944 he was ordered to the USNR Midshipman's School at Cornell the Navy Fire Fighting and Damage Control School in Philadelphia and then to duty in the Construction and Repair Department aboard the USS PENNSYLVANIA. He subsequently served as the Assistant First Lieutenant and Damage Control Officer in that ship. After release from active duty Mr. Mills did naval architectural work at the David Taylor Model Basin the Naval Engineering Division of the U. S. Coast Guard and Bethlehem Steel's Staten Island

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THE AMPHIBIOUS ASSAULT LANDING CRAFT program

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naval Engineers Journal 1973年第2期85卷 77-87页

作者： SCHULER, JAMES L. THE AUTHOR attended Seattle University until 1944 when he joined the US Navy's V-12 Program at the University of Washington. Subsequently he went to Webb Institute and after his discharge from the Navy in 1946 continued there until receiving his BS degree in Naval Architecture and Marine Engineering in 1947. In 1950 he joined the Preliminary Design Branch in the Bureau of Ships and at the same time attended night classes at the Law School of George Washington University receiving his LLD in 1954. He became the R&D Manager for Hydromechanics Materials Handling and Special Craft in 1961 ultimately entering upon his present responsibilities for hydrofoils and hovercraft in the Advanced Ship Development Programs Office. For his efforts in this field he was awarded the US Navy's Superior Civilian Service Award. He is a Member of SNAME the American Bar Association the District of Columbia Bar Federal Professional Association American Institute of Aeronautics and Astronautics and a registered Professional Engineer in the District of Columbia. In addition to ASNE he is also an active Member of the NAVSHIPS Association of Senior Engineers.

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A multi-cubic-kilometre neutrino telescope in the western Pacific Ocean

arXiv

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arXiv 2022年

作者： Ye, Z.P. Hu, F. Tian, W. Chang, Q.C. Chang, Y.L. Cheng, Z.S. Gao, J. Ge, T. Gong, G.H. Guo, J. Guo, X.X. He, X.G. Huang, J.T. Jiang, K. Jiang, P.K. Jing, Y.P. Li, H.L. Li, J.L. Li, L. Li, W.L. Li, Z. Liao, N.Y. Lin, Q. Lin, J. Liu, F. Liu, J.L. Liu, X.H. Miao, P. Mo, C. Morton-Blake, I. Peng, T. Sun, Z.Y. Tang, J.N. Tang, Z.B. Tao, C.H. Tian, X.L. Wang, M.X. Wang, Y. Wang, Y. Wei, H.D. Wei, Z.Y. Wu, W.H. Xian, S.S. Xiang, D. Xu, D.L. Xue, Q. Yang, J.H. Yang, J.M. Yu, W.B. Zeng, C. Zhang, F.Y.D. Zhang, T. Zhang, X.T. Zhang, Y.Y. Zhi, W. Zhong, Y.S. Zhou, M. Zhu, X.H. Zhuang, G.J. Tsung-Dao Lee Institute Shanghai Jiao Tong University Shanghai200240 China School of Physics and Astronomy Shanghai Jiao Tong University MOE Key Laboratory for Particle Astrophysics and Cosmology Shanghai Key Laboratory for Particle Physics and Cosmology Shanghai200240 China Department of Astronomy School of Physics Peking University Being 100871 China State Key Laboratory of Ocean Engineering School of Naval Architecture Ocean and Civil Engineering Shanghai Jiao Tong University Shanghai200240 China Shanghai Jiao Tong University Sanya Yazhou Bay Institute of Deep Sea Technology Sanya572024 China Center for High Energy Physics Peking University Beijing100871 China Department of Engineering Physics Tsinghua University Beijing100084 China State Key Laboratory of Particle Detection and Electronics University of Science and Technology of China Hefei230026 China Department of Modern Physics University of Science and Technology of China Hefei230026 China Shanghai Key Lab of Electrical Insulation and Thermal Aging School of Chemistry and Chemical Engineering Shanghai Jiao Tong University Shanghai200240 China Key Laboratory of Marine Ecosystem Dynamics Second Institute of Oceanography MNR Hangzhou310012 China Kavli Institute for Astronomy and Astrophysics Peking University Bejing100871 China Center for High Performance Computing Shanghai Jiao Tong University Shanghai200240 China Shanghai Jiao Tong University Sichuan Research Institute Chengdu610213 China School of Oceanography Shanghai Jiao Tong University Shanghai200030 China Key Laboratory of Submarine Geosciences Second Institute of Oceanography MNR Hangzhou310012 China School of Electronic Information and Electrical Engineering Shanghai Jiao Tong University Shanghai200240 China MOE Key Laboratory for Laser Plasmas School of Physics and Astronomy Shanghai Jiao Tong University Shanghai200240 China Shanghai Jiao Tong University Shanghai200240 China Zhangjiang Institute for Advanced Study

Next-generation neutrino telescopes with significantly improved sensitivity are required to pinpoint the sources of the diffuse astrophysical neutrino flux detected by IceCube and uncover the century-old puzzle of cosmic ray origins. A detector near the equator will provide a unique viewpoint of the neutrino sky, complementing IceCube and other neutrino telescopes in the Northern Hemisphere. Here we present results from an expedition to the north-eastern region of the South China Sea, in the western Pacific Ocean. A favorable neutrino telescope site was found on an abyssal plain at a depth of ∼ 3.5 km. At depths below 3 km, the sea current speed, water absorption and scattering lengths for Cherenkov light, were measured to be vc © 2022, CC BY-NC-ND.

关键词： Cosmic rays

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THE USE OF MAINTENANCE DATA TO IMPROVE FLEET MAINTENANCE PRACTICES

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naval Engineers Journal 1978年第6期90卷 25-36页

作者： REINES, J. MCCORMICK, J.P. Mr. J. Reinesis a Program Manager with ARINC Research Corporation an Annapolis Md. based consulting engineering corporation where in addition to management of DDEOC development he is responsible for the acquisition and direction of the Company's work in support of operational ships and ship systems. Before joining ARINC Research he worked for the newly formed Litton Advanced Marine Technology Division. where as Manager System Engineering and Analysis and Director System Assurance he had responsibilities in a variety of areas including Reliability Maintainability Human. Engineering System Safety Operations Analysis and the operational and maintenance training of LHA I and DD 963 Class Navy crews. Mr. Reines received his BS degree from Columbia University in 1951 after his service in the U.S. Navy as an Aviation Machinist Mate/Combat Air Crewman. During his 27–year career since then he has worked in the automotive and aerospace industries and as a Consultant to industry and the military. Mr. John P. McCormickis a Principal Engineer and Group Manager in ARINC Research Corporation's Ships and Ordnance Division. He has been with ARINC Research since 1963 when he joined the Company to participate in reliability studies of NASA's SATURN Launch Vehicle. He was Project Leader of a comprehensive study of the Air Force Jet Engine Maintenance Management Program has conducted a number of studies involving the use of Army Maintenance Data and has considerable experience in the use and analysis of Navy Maintenance Data. Currently he is managing a number of projects involving the analysis of Navy Destroyer and Submarine Maintenance Information. Mr. McCormick received his BS degree in Physics from St. Bonaventure University in 1959. after which he was employed by the U.S. Naval Propellant Plant as an Internal Ballistics Specialist.

The purpose of this paper is to explain and demonstrate the value of using historical Navy maintenance data in analyses for developing improved Fleet maintenance practices. The Navy produces great volumes of maintenance and maintenance—related data on its ships, ship systems, and equipments. Analyses of these data by persons familiar with the intricacies of the data and the systems involved can provide the information and insight needed to evaluate present practices and develop improved Fleet maintenance. This paper identifies specific data elements, together with their sources, that have proven to be most useful. Capabilities of the data are highlighted, and the general analysis approach is described. A number of case studies are presented to trace the use of various data elements from their source, through analysis, to the requirements for improved maintenance practices. © 1978 American Society of naval Engineers

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THE “JIMMIE” HAMILTON AWARD FOR 1983

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naval Engineers Journal 1984年第4期96卷

作者： CAPT. JAMES KEHOE JR. KENNETH S. BROWER EDWARD N. COMSTOCK USN (RET.) Captain James W. Kehoe Jr. USN (Ret:.) is well known for his work in conducting comparative naval architecture studies of U.S. and foreign warships design practices for which he received the ASNE Gold Medal for 1981 and the Legion of Merit. He is currently a partner in Spectrum Associates Incorporated Arlington Virginia where he engaged in the feasibility and concept design of naval ships and in continuing his comparative engineering analyses of U.S. and foreign warships. Prior to his retirement from the U.S. Navy in 1982 his naval career involved sea duty aboard three destroyers and three aircraft carriers including command of the USSJohn R. Pierce(DD-753) and engineer officer of the USSWasp(CVS-18). Ashore he had duty at the Naval Sea Systems Command where he directed the Comparative Naval Architecture Program as an instructor in project management in the Polaris missile project and as a nuclear weapons officer. A frequent contributor to theNaval Engineers Journal U.S. Naval Institute Proceedings and theInternational Defense Review he has published a number of articles on U.S. Soviet and other foreign design practices and the effects of design practices on ship size and cost. He has been a member of ASNE since 1974. Kenneth S. Brower:is a partner in Spectrum Associates Incorporated Arlington Virginia which he founded in June 1978. He graduated from the University of Michigan in 1965 with a Bachelor's Degree in Naval Architecture. Mr. Brower has contributed to the design and construction of numerous merchant ships and warships the latter of which include the CG-47 Project Arapaho (in both cases as feasibility design manager) the FDL and DX projects and the new NATO Frigate Replacement for the 90s DDGX and FFX projects. He conceived and directed the development of several frigates and corvettes for foreign military sales. Mr. Brower directed the development of unique reverse engineering ship design computer models and the development of Spectrum Associates' own keel-up Ship Desi

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