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Bulletin of the American Meteorological Society 2024年第8期105卷 S1-S11页

作者： Boyer, T. Blunden, J. Dunn, R.J.H. NOAA/NESDIS National Centers for Environmental Information Silver Spring Maryland NOAA/NESDIS National Centers for Environmental Information Asheville North Carolina Met Office Hadley Centre Exeter United Kingdom European Centre for Medium-Range Weather Forecasts Reading United Kingdom University of Maryland College Park Maryland Scripps Institution of Oceanography University of California San Diego La Jolla California NOAA/NWS National Centers for Environmental Prediction Climate Prediction Center College Park Maryland Brandenburg University of Technology (BTU) Cottbus-Senftenberg Germany Servicio Meteorológico Nacional Buenos Aires Argentina NOAA/OAR Physical Sciences Laboratory Boulder Colorado European Centre for Medium-Range Weather Forecasts Bonn Germany Center for Geophysical Research and School of Physics University of Costa Rica San José Costa Rica Department of Meteorology and National Centre for Earth Observation University of Reading Reading United Kingdom Centro Nacional de Monitoramento e Alertas de Desastres Naturais CEMADEN São Paulo Brazil Université Grenoble Alpes Institut des Géosciences de l’Environnement IRD CNRS Grenoble INP Grenoble France Hampton University Hampton Virginia Seychelles Meteorological Authority Mahe Seychelles Section for Glaciers Ice and Snow Norwegian Water Resources and Energy Directorate Oslo Norway National Research Institute for Agriculture Food and Environment (INRAE) CARRTEL Université Savoie Mont Blanc Thonon les Bains France Graduate School of Agriculture Osaka Metropolitan University Sakai Japan Science Faculty Universidad Nacional de Colombia Bogotá Colombia University of Bremen Bremen Germany NOAA Global Monitoring Laboratory Boulder Colorado Servicio Nacional de Meteorología e Hidrología del Perú Lima Perú Centro de Investigaciones sobre Desertificación – Spanish National Research Council (CSIC-UV-GVA) Valencia Spain Hydro-Climate Extremes Lab (H-CEL) Ghent University Ghent Belgium Department o

In 2023, La Niña conditions that generally prevailed in the eastern Pacific ocean from mid-2020 into early 2023 gave way to a strong El Niño by October. Atmospheric concentrations of Earth’s major greenhouse gases—carbon dioxide, methane, and nitrous oxide—all increased to record-high levels. The annual global average carbon dioxide concentration in the atmosphere rose to 419.3±0.1 ppm, which is 50% greater than the pre-industrial level. The growth from 2022 to 2023 was 2.8 ppm, the fourth highest in the record since the 1960s. The combined short-term effects of El Niño and the long-term effects of increasing levels of heat-trapping gases in the atmosphere contributed to new records for many essential climate variables reported here. The annual global temperature across land and oceans was the highest in records dating as far back as 1850, with the last seven months (June–December) having each been record warm. Over land, the globally averaged temperature was also record high. Dozens of countries reported record or near-record warmth for the year, including China and continental Europe as a whole (warmest on record), India and Russia (second warmest), and Canada (third warmest). Intense and widespread heatwaves were reported around the world. In Vietnam, an all-time national maximum temperature record of 44.2°C was observed at Tuong Duong on 7 May, surpassing the previous record of 43.4°C at Huong Khe on 20 April 2019. In Brazil, the air temperature reached 44.8°C in Araçuaí in Minas Gerais on 20 November, potentially a new national record and 12.8°C above normal. The effect of rising temperatures was apparent in the cryosphere, where snow cover extent by June 2023 was the smallest in the 56-year record for North America and seventh smallest for the Northern Hemisphere overall. Heatwaves contributed to the greatest average mass balance loss for Alpine glaciers around the world since the start of the record in 1970. Due to rapid volume loss beginning in 2021, St. A

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Current Characteristics and Shoreline Change at Pondok-Bali, North Coast-West Java of Indonesia

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Procedia Earth and Planetary Science 2015年 14卷 161-165页

作者： Hendra Achiari Agung Wiyono Jun Sasaki Ocean Engineering Study Program Institut Teknologi Bandung (ITB) INDONESIA Civil Engineering Study Program Institut Teknologi Bandung (ITB) INDONESIA Dept of Socio-Cultural Environmental Studies The University of Tokyo JAPAN

Numerical model of shoreline change by GENESIS (Generalized Model for Simulating Shoreline Change) and some field surveys were performed in the Pondok-bali Subang Distric of Indonesia. The objective of this investigation is to learn the cause of shoreline retreat that happen in Pondok-bali and its surrounding area in ten years nowadays. Based on field observation and the study result, we found that the waves occurred in East-wind monsoon, rip current and inundation due to water level raised have the significant contribution on an impact to shoreline retreat in Pondok -Bali.

关键词： GENESIS rip current field survey shoreline retreat sediment transport

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THE NEW ROAD - ocean AND NAVAL engineering IN THE 1990S

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NAVAL ENGINEERS JOURNAL 1991年第1期103卷 75-78页

作者： BALES, SML Susan Bales is the science advisor to the chief of naval operations and the assistant director for science and technology of the CNO Executive Panel. She is on assignment from the Office of Naval Research where she holds the position of assistant director for program support and special programs. Previously she was head of the Ocean Environment Group at David Taylor Research Center. Among her fields of technical expertise are radio-electronic battle management/space and electronic combat naval oceanography coastal dynamics ship engineering hydrodynamics technology wargaming climatology and the Arctic. Since joining the CNO's staff in 1987 Ms. Bales has participated in a number of strategic long-range planning efforts including the 1990 Defense Science Board Summer Study. She has been active in international exchange agreements coordinating the 1987 Labrador Extreme Waves Experiment (LEWEX) and chairing a NATO Research Study Group. She has lectured at the Massachusetts Institute of Technology Webb Institute of Naval Architecture the NATO ASW SACLANT Centre the Admiralty Marine Technology Establishment and the Royal Netherlands Meteorological Institute. Active in a number of professional societies Ms. Bales has served as vice president of the American Society of Naval Engineers (ASNE) and chaired the Naval Engineers Journal Committee. Her research has been published in more than 50 papers articles and reports both here and abroad. She has received the Navy Meritorious Civilian Service Medal was named the 1988 National Capital Senior Engineer of the Year by the D.C. Council of Engineering and Architectural Societies and was elected to membership in the COSMOS Club in 1989. She was married to the late Nathan K. Bales and resides in Myersville Md.

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AUXILIARY SHIP HULL FORM DESIGN AND RESISTANCE PREDICTION

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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 275-292页

作者： FUNG, SC The author is a naval architect with the Preliminary Design Division of the Naval Sea Systems Command. Mr. Fung graduated from National Cheng Kung University in 1976 and Stevens Institute of Technology in 1977 from which he received his B.S. degree in naval architecture and marine engineering and M.S. degree in ocean engineering respectively. He started his career with M. Rosenblatt and Son in 1979 and became a senior naval architect with the Hull Form & Hydrodynamics Department in Designers and Planners in 1981. For the past ten years Mr. Fung has performed a variety of tasks in the area of feasibility study hydrodynamic design including advanced marine vehicles bulbous bows and hull form design for surface combatant and non-combatant ships. Currently he is a project naval architect for the T-AO twin skeg integrated hull design and the AE-36 Energy Enhancement Program. Mr. Fung is a member of ASE ASNE and SNAME. He received the John C. Niedermair A ward in 1984 and 1986 for the best paper presented at the ASE annual technical symposiums.

In this paper 154 auxiliary type monohull designs are analyzed for guidance on how to select the appropriate hull form parameters, particularly with regard to the effects of hull section shapes, sectional area and design waterline curves on ship resistance. This paper also discusses the resistance predictions based on (1) the statistical approach and (2) the use of series model test data (such as Taylor's standard series) and associated “worm curve factors” with the help of data management software.

关键词： SHIPS

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DESIGN FOR NEW-JERSEY, IOWA, AND DES-MOINES MODERNIZATION

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 25-38页

作者： SIMS, PJ EDWARDS, JR DICKEY, RL SHULL, HS Philip J. Sims:graduated from Webb Institute in 1971 and went to work for the Advance Design Branch of the Naval Ship Engineering Center. He was part of the FFG-7 design team in 1972. The 1973–75 years were spent developing automated early-stage aircraft carrier design procedures and performing carrier design trade-off work in support of the CVV design. He returned to school in 1976 for a masters at M.I. T. The 1977–80 period was spent updating the Navy's destroyer-cruiser early-stage design procedures and performing studies for the CGN-42 reserve FFX and DDX (later DDG 51) projects. Also during this period he was team leader on concept formulation (CONFORM) studies of new ships such as a heavy combatant and a low detectability ship. From 1981 to early 1983 Mr. Sims was Design Integration Manager for the BB-62 and Ship Design Manager for the BB-61 and CA-134. He is presently principal naval architect for the FFX study and also works on the NA TO frigate effort. James F. Edwards Sr:.is the Technical Director Ship Analytics Inc. Washington D.C. Operations and was the Ship Design Manager for the battleship USSNew Jerseyprior to his departure from NAVSEA in August 1983. He joined the U.S. Navy Reserves in 1954 and served on active duty from 1957 to 1960. From 1961 to 1963 he worked for McLaughlin Research Corporation as a section head in the drafting department. From 1963 to 1966 he worked for the Vitro Corporation of America in the Terrier (surface missile systems) Department. In 1966 he participated in the contract design of the first shipboard integrated digital ASW Command and Control system while working for the Stanwick Corporation. In 1967 Mr. Edwards accepted a position at NAVSHIPS in the Combat System Integration Division. In 1974 he transferred to what is currently NAVSEA's Hull Design Division. In 1980 Mr. Edwards was designated as the Battleship and Heavy Cruiser General Arrangements Task Leader and subsequently served as the Hull Task Group Manager the Ship Configuration Control Manager and fina

In reactivating the battleship New Jersey , the Navy faced three major problems. The baseline data on the ship was not readily available or reliable, a new generation cruise missile armament was proposed, and the ship delivery schedule was very tight. After doing a feasibility study, system design engineers were taken onboard the mothballed ship to resolve the design problems. Being on the ship allowed an intensive effort and immediate reference to the actual ship configuration. The tools used to control this effort were a ship check plan, a ship check form and the master arrangement drawing. Simultaneously with the design effort, a repair scoping effort was conducted. The design evolution and solutions to the major problems are described. The results of the New Jersey effort are shown with sample documentation, the ship characteristics and the downstream design effort. The Iowa was the next ship to be modernized. The top level requirements were the same as New Jersey's but new problems were encountered. More options were investigated which diverted attention from the basic effort. A fundamental difference was the Iowa had not had a 1968 reactivation as the New Jersey had, so items that were repair and reactivation on the New Jersey in 1968 had to be part of the Iowa modernization. A major influence on the Iowa design process was that a complete set of specifications for a private yard bid had to be developed. The next effort was to install the same New Jersey modernization payload on a Des Moines class heavy cruiser. Heavy cruisers are large ships but significantly smaller than battleships and much closer to their naval architectural limits of weight and center of gravity. They have much less topside area than the battleships, and the new payload was very topside space consuming. The cruisers are also much more restricted in internal volume. Two feasibility studies were conducted. One resolved volume problems but approached the weight and center of gravity limits.

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A NOTE ON ANTI-SHIP MISSILES AND FUTURE SHIP DESIGN

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NAVAL ENGINEERS JOURNAL 1980年第4期92卷 84-86页

作者： RUHE, WJ USN (RET.) THE AUTHOR: is a graduate of the U.S. Naval Academy Class of 1939 who served in Submarines during World War II and much of his naval career. Later he commanded Destroyers and Missile-Armed Destroyer Units his major command being the TERRIER-Armed Guided Missile Cruiser USS Topeka. Much of his shore duty career involved conceptual planning for new Navy systems as well as operational research involving sea wars of the future and he directed the study effort for the ocean wars in the first General Purpose Forces Studies conducted by the Joint Chiefs of Staff. On retirement in 1967 he joined the Staff of the President's Commission on Ocean Engineering and Research and upon completing his Commission work joined General Dynamics' Corporate Director of Marine Program Development presently serving in General Dynamics' Washington Office as Manager of Warfare Analysis and Energy Programs. His numerous articles in national magazines stress the great changes which he feels we must be aware of if we are to meet the challenge which the missile-dependent Soviet Navy now poses.

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A SUBMARINE CONTROL-SYSTEM TEST VEHICLE

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

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

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

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THE “TRADE—OFF” BETWEEN LEARNING AND INFLATION IN SHIPBUILDING

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Naval Engineers Journal 1978年第4期90卷 23-40页

作者： FRISCH, FRANZ A.P. TODD, CHARLES Dr. Franz A.P. Frischgraduated from the Technical University of Vienna in Austria. He has thirty years' experience in shipbuilding and related subjects. He has worked as a Naval Architect Guarantee Engineer Chief Estimator Production Manager and Director for Shipyard Planning and Maintenance in Austria Denmark Sweden and Germany. In 1956 he was first invited to the United States to testify on foreign cost and production in subsidy cases before the Maritime Administration. From 1957 through 1962 he was associated with several U.S. Naval Architect firms: was Owner's Representative in Europe and Japan conducted studies on transport economy for Venezuela ICC and shipowners and was a consultant for shipyard planning in Brazil and Europe. In 1963 he joined the Staff of the Center for Naval Analysis (CNA) and became Head of the Logistic Section and Study Director. There he originated the FDL ship and ship concept and was assigned as advisor to the Project Manager. From 1968 through 1974 Dr. Frisch was a Faculty member and visiting lecturer at Massachusetts Institute of Technology he lectured on Shipyard Management Ocean Transportation Systems Theory in Transportation and in Interdisciplinary Seminars. In 1972 and 1973 he was consultant to Dubai Drydock. Ltd. for layout of a new shipyard in the Arabian Gulf but since 1973 he has been with the Naval Sea Systems Command mostly involved in special projects. Dr. Frisch is also Adj. Professor for Virginia Polytechnic Institute & State University (VPI) where he teaches graduate courses in Advanced Engineering Economy and Management Concepts. Mr. Charles Toddis a graduate of Howard University School of Engineering Washington D.C where he has also pursued his graduate work. He has fifteen years' experience in New Construction Shipbuilding Acquisition Programs concentrating in the areas of Major Ship Class Project Engineering and Program Management. He worked in this capacity on the LSD 36 and 37 Class ships and in the Special Craft Section of the Combatant Craft

Learning leads to a decrease in program cost and inflation leads to an increase in program cost. At a certain time, the benefits of leaming and the penalty due to inflation will balance each other. This time is defined as the “critical time.” The “critical tune” depends upon the number of ships to be built because this determines the possible gain in learning. The “Critical time” also depends upon the assumed inflation, upon the achievable learning rate, and upon the material/labor ratio of the first ship. Learning expectation can be influenced by planning and the material/labor ration by a make– or buydecision. Assumptions on future learning are as vague as assumptions on inflation. The paper shows that it is almost impossible to beat inflation. It shows that accelerated programs are preferable and that make—decisions supersede the value of buy—decisions. The result is derived from an abstract treatment of the subject. © 1978 American Society of Naval Engineers

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PLASTIC FOAMS FOR MARINE SALVAGE

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NAVAL ENGINEERS JOURNAL 1970年第4期82卷 97-&页

作者： WINER, A SEARLE, WF Allen Winer Materials Development and Applications Office Naval Ship Engineer Center has been the Navy's project engineer for Foam-In-Salvage studies from the initial laboratory feasibility study in 1964 up to the present state of development. His areas of responsibility include plastics cordage and fabrics. He was graduated from TUFTS University in 1948 and received his M.S. degree in Chemistry in 1950. He has published several other articles on cellular plastics. He holds one U.S. Patent and has several others pending at this writing. USN At the time of this writing Capt. Searle wore two hats one as Supervisor of Salvage and the second as Head of Ocean Engineering and Inshore Division of the Fleet Maintenance and Logistic Support Directorate of NAVSHIPS. The Captain has guided the operational aspects of this program from its conception. Capt. Searle an ASNE member attended the Naval Academy from 1942 to 1945 and received his B.S. in Naval Engineering. He received his advanced degree as Naval Engineer from M.I.T. in 1952. He has written several articles for the U.S. Naval Institute Proceedings and the Naval Review as well as other technical periodicals.

Two quite different plastic foam systems are described for raising large sunken objects; Urethane Foam-In-Salvage (FIS) and Expanded Polystyrene Bead (EPS) systems. This paper will first review the major salvage operations in which the FIS and EPS internal buoyancy systems have been employed and second, address the technology involved. An FIS system operational to an ocean depth of 200 feet is presented and a possible technique for extending FIS depth capability to 450 feet is described. FIS is considered to be a breakthrough in technology in the ship salvage field. Successful salvage recoveries of sunken vessels involving the use of plastic foam systems are also described. There are specific advantages and disadvantages associated with each of the two systems.

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