作者:
WHITE, GJAYYUB, BMGregory J. White:
LCdr. USNR-R is an assistant professor of naval architecture at the U.S. Naval Academy. He received a B. S. degree in engineering mechanics from Vanderbilt University in 1975 an M. E. degree in naval architecture from the University of California Berkeley in 1981 and a Ph.D. from the University of Maryland in 1986. Dr. White served on active duty with the U.S. Navy from 1975 to 1979 first as the damage control assistant aboard the USS Reasoner (FF-1063) and then as the commissioning CIC officer aboard the USS Merrill (DD-976). After leaving active duty and while attending graduate school he worked at Mare Island Naval Shipyard in the scientific section (Code 250.1). Upon completion of graduate school he then worked for Exxon International Company as a research engineer in the R & D division of the tanker department. A lieutenant commander in the Ready Reserve Dr. White drills with the repair department of a submarine tender reserve unit and recently completed the reserve engineering duty officer qualification program. A member of ASNE since 1983 Dr. White is also a member of SNAME and the U.S. Naval Institute Dr. White received the “Jimmie” Hamilton Award for 1985. Bilal M. Ayyub:is currently an assistant professor of civil engineering at the University of Maryland. He received his B. S. degree in civil engineering from the University of Kuwait in 1980. He completed both his M. S. (1981) and Ph.D. (1983) in civil engineering at the Georgia Institute of Technology. While there he was awarded the Kuwait Foundation for the Advancement of Science Fellowship. Dr. Ayyub has extensive background in risk-based analysis and design
simulation pre-stressed composite steel girders and construction engineering. He is engaged in research work involving structural reliability bridges marine structures mathematical modelling using the theories of probability statistics and fuzzy sets. His research work is sponsored by the National Transportation Safety Board the University of Maryland the Natio
In the continuing effort to apply reliability methods to marine structures, the next logical step is to include these techniques in the design process. The advantage of doing this would be the ability to design more e...
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In the continuing effort to apply reliability methods to marine structures, the next logical step is to include these techniques in the design process. The advantage of doing this would be the ability to design more efficient structures with some measure of certainty of the reliability level involved. The particular application in ship structural design which would benefit the most from using reliability methods is the design against fatigue failure. In this paper, some of the reliability-based methods currently being used (or proposed for use) in the design of structures against fatigue are examined. Each is evaluated as to its suitability for use in the structural design of ships. In addition, the authors propose a new reliability-based fatigue design format which is based on their recently introduced Reliability-Conditioned (RC) design method and the Load and Resistance Factor design (LRFd) code format. This approach is hoped to provide the design engineer with an easy to understand and use tool based on the LRFd format. The RC method will enable him to quickly and accurately design the components of a ship's structure such that a desired level of safety against fatigue is achieved. Each of the methods discussed is used to solve a practical example. The results of that example and several others are used to discuss the relative merits of each method.
Performance analysis is the process of determining the predicted performance of a weapons system. It is generally used to examine predicted performance of systems in a variety of configurations and operational situati...
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Performance analysis is the process of determining the predicted performance of a weapons system. It is generally used to examine predicted performance of systems in a variety of configurations and operational situations; it is accomplished through a variety of techniques, from the computation of straightforward algebraic functions to complex computer simulations. Performance analysis is necessary throughout the life-cycle of weapons systems. It is used to help determine original requirements, for conceptual anddetaileddesign, and to support operational planning anddetermine upgrade requirements. The development, maintenance, and consistent application of a set of system specific performance analysis methods have enhanced the development of many weapons systems. This paper is in the form of a tutorial on the application of performance analysis techniques, using the development of the Aegis weapons system as a source of examples, and stressing the value of performance analysis methods which have been designed specifically for the Aegis system.
作者:
LAUGHLIN, TJFERRELL, TMThomas J. Laughlin
Ph.D. head controlled-release devices section and Teresa M. Ferrell research chemist Southern Research Institute 2000 Ninth Avenue South P.O. Box 55305 Birmingham AL 35255-5305REFERENCES Estrin N.F.1984. The Cosmetic Industry Scientific and Regulatory Foundations. Marcel Dekker Inc. New York.Donohue J.1987. Fighting the claims battle. Soap/Cosmetics/Chemical Specialties63(6):10.Carson H.C.1986. Cosmetics of Fragrance Review and Forecast. HAPPI23(12):40-52 102-104.Carson H.C.1984. Cosmetics of Fragrance Review and Forecast. HAPPI21(12):32-40. New Chemicals for Specialties. 1985. Soaps/Cosmetics/Chemical Specialties62(6):96.Lewis H.W.1984. Biotechnology in Japan. NTIS PB85-16946.Lion Corp. assignee. Enzyme-containing bleaching agent compositions. Japanese kokai 60023498. 1985 February 6. 4p. Int. Cl. C11D3/50 Appl. 82/130
553. Taken from: Chem. Abstr. 103:143749g 1985.Teiooku Chemical Industry Co.
Ltd. assignee. Bath preparations containing enzymes and inorganic salts. Japanese kokai JP 60098413. 1985 May 20. 3p. Int. Cl. A61K7/50 Appl. 83/197
764. Taken from: Chem Abstr. 103:109779g 1985.Rohto Pharmaceutical Co. Ltd.
assignee. Denture cleansing compositions containing enzymes and oxidizing agents. Japanese kokai JP 60087212. 1985 May 16. 3p. Int. Cl. A61K7/30 Appl. 83/195
091. Taken from: Chem. Abstr. 103: 109789K 1985.Okudu
Y. and Matsudee J.1985. Utilization of microbes for cosmetic science. Fragrance J.13(1):30-36 43. Taken from: Chem. Abstr. 103:109748W. International Report. 1985. HAPPI22(3): 29.Anderson J.1985. Biotechnology consumer goods hit the market. New Scientist105(1440):38. Material inhibits aging process in skin cells. 1987. Chemical and Engineering News65(21):5.Allen S.G.1984. CosmeticsChemical technology or biotechnology?International Journal of Cosmetic Science6: 61-69.|ISI| SCC New York Chapter assays cosmetic significance of "cell renewal."1984. Drug and Cosmetics Industry137: 54.Elliott T.J.1984. Cosmetics-Functional and aes
作者:
SEN, ZProfessor of Hydrogeology
Faculty of Earth Sciences King Abdulaziz University P.O. Box 1744 Jeddah Kingdom of Saudi Arabia. (On leave from the Technical University of Istanbul Turkey.) Zekâi Şen obtained his first M.Sc. degree in 1971 on reinforced concrete design from the Civil Engineering Faculty
Technical University of Istanbul Turkey. He obtained another M.Sc. degree in 1972 on Engineering Hydrology from Imperial College of Science and Technology and a Ph.D. degree on Stochastic Hydrology in 1974 from the same College. He worked at the Technical University of Istanbul up to 1981. He is presently on leave to the Hydrogeology Department Faculty of Earth Sciences at the King Abdulaziz University Saudi Arabia. Dr. Sen has published numerous scientific papers in journals on various topics such as water resources research stochastic hydrology hydrogeology ground-water modeling mathematical geology fractures in rocks and statistical models in earth sciences. His current research interests are ground-water quality ground-water modeling and risk analysis. geostatistical modeling and flash floods.
A method has been developed by which the slope between any two successive data points on a time-drawdown plot can be used for determining aquifer parameters in nonleaky and leaky aquifers. The method yields values of ...
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A method has been developed by which the slope between any two successive data points on a time-drawdown plot can be used for determining aquifer parameters in nonleaky and leaky aquifers. The method yields values of transmissivity and storage coefficient which are in good agreement with the results of the classically known techniques. The method of slope analysis offers several advantages in its use. These advantages include the following: Changes in values for the aquifer parameters that might occur during a pumping test can be identified. Confidence limits can be calculated for average values of aquifer parameters. The method yields meaningful aquifer parameter estimates even for short duration pumping tests. Subjective interpretation of the data is minimized.
A method is developed to determine the fiber strength requirements for the undersea lightguide cable. This method utilizes the theories involved in fiber proof testing, undersea cable dynamics, and nonlinear tensile b...
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A method is developed to determine the fiber strength requirements for the undersea lightguide cable. This method utilizes the theories involved in fiber proof testing, undersea cable dynamics, and nonlinear tensile behavior of cable. The method is illustrated with a sample cable currently being developed for the transatlantic system. This method provides great flexibility in designing undersea lightguide cable. It can be applied to justify a new cable design at an early stage or to select proper fiber proof-test levels for an existing cable under different operating conditions, i.e., deeper ocean, worse sea state, or faster recovery.
Reliable service has been a cornerstone of customer premises communications systems for years. System 75 office communications system hardware and software have been designed to continue that high degree of reliabilit...
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Reliable service has been a cornerstone of customer premises communications systems for years. System 75 office communications system hardware and software have been designed to continue that high degree of reliability and availability. The hardware has been designed to detect and correct errors as they occur, to minimize the number of components that cause system outage, and to simplify fault isolation to a replaceable component. The software has been designed to recover from intermittent failures and to continue providing service with a minimum of disruption. These features have been implemented in the software as a group of processes running under a real-time operating system, which simplifies building and testing the software and makes it easy to extend its functions.
The switch services software of System 75 provides the basis for an extensible office communication system, supporting a wide variety of voice anddata-switching services. This paper presents the software architecture...
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The switch services software of System 75 provides the basis for an extensible office communication system, supporting a wide variety of voice anddata-switching services. This paper presents the software architecture of the System 75 switch services. The concepts of user, group, and process-per-call form its foundation. We introduce the architecture by stepping through a simple station-to-station phone call, and proceed to the derivation of a call model based on the topology of a call. This call model is realized as a layered set of cooperating processes that execute under the Oryx/Pecos Operating System on the System 75 switch processor. The software layers and processes are discussed and a call walk-through is used to illustrate the process interactions.
The ever increasing use of high-strength materials and advanced technologies in surface ship structural design requires a very careful and systematic analysis to insure that levels of safety are maintained. This is mu...
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The ever increasing use of high-strength materials and advanced technologies in surface ship structural design requires a very careful and systematic analysis to insure that levels of safety are maintained. This is much more easily said than done. The application of new technologies will not allow extrapolation of existing design criteria. due to the uncertainties involved with future loading conditions, material properties, quality of workmanship in construction, and the limitations in numerical methods of analysis, the absolute safety of a structure cannot be established. It would therefore seem appropriate to use methods of analysis which would attempt to account for the various uncertainties and which allow the designer to limit the risk of unacceptable consequences. Estimation of this risk, even if used only to compare design alternatives, can be a useful and economical tool. Structural reliability has its roots in the fields of civil and aerospace engineering and has made great strides forward in the last decade. Many methods have been proposed to evaluate the risk of structural failure. These methods include: first order second moment (FOSM), advanced second moment (ASM), and Monte Carlo simulation using both conditional expectation and antithetic variates techniques for variance reduction. All of these methods consider the type of the problem, the various parameters involved, and the uncertainties associated with these parameters. In estimating the risk, the uncertainties are modeled as random variables with mean values, variance, and probability density anddistribution functions. Each method uses this information in a different manner, involving some assumptions and limitations. In this paper we evaluate the available methods as to their suitability for estimating the risk of structural failure in ships. The merits and shortcomings of each method are discussed and each is then used to solve a simple example problem. The most effective method is chosen for
Air cushion vehicles (ACVs) have operated successfully on commercial routes for about twenty years. The routes are normally quite short; the craft are equipped with radar and radio navigation aids and maintain continu...
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Air cushion vehicles (ACVs) have operated successfully on commercial routes for about twenty years. The routes are normally quite short; the craft are equipped with radar and radio navigation aids and maintain continuous contact with their terminals. Navigation of these craft, therefore, does not present any unusual difficulty. The introduction of air cushion vehicles into military service, however, can present a very different picture, especially when external navigation aids are not available and the craft must navigate by dead reckoning. This paper considers the problems involved when navigating a high-speed air cushion vehicle by dead reckoning in conditions of poor visibility. A method is presented to assess the ACV's navigational capability under these circumstances. A figure of merit is used to determine the sensitivity of factors which affect navigation such as the range of visibility, point-to-point distance, speed, turning radius and accuracy of onboard equipment. The method provides simplistic but adequate answers and can be used effectively to compare the-capability and cost of alternative navigation concepts.
作者:
TSAI, NTHACISKI, ECKUCINSKI, JJNien-tszr Tsai:is a naval architect with the Hull Section
Naval Engineering Division U.S. Coast Guard Headquarters. He received his B.S. and M.S. in mechanical engineering from ChengKung University in Taiwan China and his Ph.D. in mechanical engineering from the University of Rochester in 1969. Prior to joining the Coast Guard in 1982 Mr. Tsai worked at General Dynamics Litton Ship Systems and the David Taylor Naval Ship Research and Development Center in the area of ship dynamics moored and towed ocean systems evaluation and development. He is a member of ASME and ASNE. Eugene C. Haciski:received his B.S. degree in mechanics from the Warsaw University of Technology in 1946
and his M.S. degree in naval architecture from the Polytechnical University of Gdansk Poland in 1950. Prior to joining the U.S. Coast Guard in 1967 he served as a project engineer in the Gdansk Ship Design Center and in the Shipyard Maua in Rio de Janeiro Brazil. After serving 7 years in the U.S. Coast Guard Yard in Curtis Bay Maryland as a supervisory naval architect and 3 years in the Merchant Marine Technical Division USCG he was assigned in 1976 to his current position of chief Hull Section Naval Engineering Division USCG Headquarters. LCDR. Joseph Kucinski:is currently assigned to the Coast Guard Yard as chief
quality assurance. He has served in the Yard as ship superintendent and ship superintendent coordinator. Prior to his assignment at the Yard he served as engineer officer aboard USCGC Courageous. He has also served on USCGC Boutwell and as the marine safety officer Duluth Minn. He is a 1973 graduate of Officer Candidate School. LCdr. Kucinski has prior enlisted service in the Navy's nuclear power program.
The U.S. Coast Guard training barque Eagle (WIX-327), former Horst Wessel , was built in 1936, by Blohm & Voss in Germany, for the German Navy and to the rules of Germanischer Lloyd. Since 1946 she has served cont...
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The U.S. Coast Guard training barque Eagle (WIX-327), former Horst Wessel , was built in 1936, by Blohm & Voss in Germany, for the German Navy and to the rules of Germanischer Lloyd. Since 1946 she has served continuously as the training vessel for the U.S. Coast Guard Academy. To improve safety and performance, an extensive phased modernization was undertaken from 1979 through 1983 at the Coast Guard Yard. Changes in the subdivision, ballast and tankages were made to satisfy the criteria for two-compartment damage stability. Extensive renovation of machinery, structure, navigation components and habitability was also accomplishedduring the same period. Scheduled summer training cruises were maintainedeach year.
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