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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 53-61页

作者： SWENSON, EN MAHINSKE, EB STOUTENBURGH, JS Capt. Erick N. Swenson USNR (Ret.):is a project manager for special projects in the Surface Ship Systems Division Hughes Aircraft Company Fullerton Calif where he has been employed since his retirement from the U.S. Navy in 1975. Originally trained as an electronics technician during WWII in the Captain Eddy program he later received a BS degree in electrical engineering from the University of Rochester Rochester N. Y. in 1950. Subsequent engineering education was received at the University of Pittsburgh Pittsburgh Penn. and the Naval Postgraduate School Monterey Calif. After commissioning he was ordered to duty as the electronics division officer on the USSMissouri(BB-63) and electronics ships superintendent at Hunters Point Naval Shipyard San Francisco Calif. When the design of the Naval Tactical Data System began in the mid-1950s Lt. (j.g.) Swenson was ordered to the Bureau of Ships Navy Department Washington D.C. as the junior engineering duty only officer assigned to the project. From 1962 to 1965 LCdr. Swenson was assigned as the BuShips technical representative on the program at Remington Rand Univac St. Paul Minn. For the next ten years he returned to BuShips/NavSea/NAVSEC as the NTDS project officer. During this time the project expanded considerably foreign military sales were heavily involved and interoperability with other services and countries were established. His final effort on active duty was to instigate the redesign of the previousSpruanceclass destroyers into the newerAdmiral Kiddclass improvement program. He is a registered professional electrical engineer in the State of California listed inWho's Who in the Worldis a life member of ASNE and chairman of the Long Beach/Greater LA Section. Capt. Edmund B. Mahinske USN (Ret.):is an alumnus of the U.S. Naval Academy the Massachusetts Institute of Technology and the Harvard Business School. His technical background is in electronics and he specialized in the management of programs involving the application of comp

A little over thirty years ago, a group of naval engineers were assembled by the Bureau of Ships to develop a new system approach to the combat information center (CIC). The CIC of World War II, with its “grease pencil” plots and voice telling of tactical information from sensors and other ships, could no longer provide the timely, coordinated reaction to postwar threats. This project group led the Navy into the new world of large-scale, high-speed digital electronics and into a new mode of conducting naval warfare as well. There were no off-the-shelf computers of the requisite capability, size and reliability; what were available were monstrous vacuum tube computers. There were no display equipments that were “conversant” in both the digital language of the computer and the analog language of the sensors and the weapon systems. Who ever heard, at that time, of a computer running a tactical communication net automatically? It was hard enough to find sufficient numbers of engineers who knew what a digital computer was. This paper, by three naval engineers in the implementing engineering office, depicts the evolvement of the Naval Tactical Data Systems (NTDS) as they saw it. It discusses the problems that stemmed from the transition from the old world of analog into the new digital world, the system concepts that steered the development; the key decisions that were made; new electronic equipment and processes that became necessary; and the need of the mangagement to face the real world of deadlines, ship schedules and operational requirements.

关键词： NAVAL WARFARE

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A PREDICTION OF STRUCTURAL LOAD AND RESPONSE OF A SWATH SHIP IN WAVES

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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 251-264页

作者： REILLY, ET SHIN, YS KOTTE, EH Edward T. Reilly:is an assistant vice president at the American Bureau of Shipping (ABS) and general manager of the Government Services Business Unit. Mr. Reilly is responsible for all work done by the ABS group of companies for worldwide governmental agencies. His primary expertise is in marine survey and engineering services. He graduated from Maine Maritime Academy with a B.S. in marine engineering (1968) and a Naval Reserve commission and subsequently sailed for various American Flag shipping companies as an engineering officer. He holds a federal license as a chief engineer - unlimited size and horsepower. In 1974 he joined the operations staff of the American Bureau of Shipping and during the next ten years held various field engineering and managerial positions in New York Curacao Japan the Philippines Guam South Korea and Singapore as surveyor senior surveyor and principal surveyor. In 1984 he was transferred to ABS Worldwide Technical Services Inc. (ABSTECH) a wholly-owned subsidiary of ABS as manager of marine operations for the worldwide marine consultancy firm. He assumed his present position in 1986 where he supervises management of all government projects including structural and mechanical analysis survey and inspection and marine consultancy. He is an active member of ASNE SNAME AWS and SMPE. Dr. Yung S. Shin:is presently the principal engineer in charge of the Hydrodynamic Section in the Research and Development Division of the American Bureau of Shipping (ABS). He received a B.S. degree in naval architecture and marine engineering from the Seoul National University Korea in 1969 a master of engineering degree in ocean engineering from the University of Hawaii in 1974 and a Ph.D. degree in marine hydrodynamics from the University of Michigan in 1979. He joined ABS in 1979. Prior to his job at ABS he worked as research assistant and research associate from 1972 to 1979 at the University of Hawaii and the University of Michigan. Since joining ABS Dr. Shin has been working

The small-waterplane-area-twin-hull (SWATH) ship has long been recognized as a promising high performance ship because of its superior seakeeping characteristics as compared to the conventional monohull or the catamaran ship. Over the years, many advancements in prediction methods for motions and wave loads of the SWATH ship have been published. Using this knowledge, a computational procedure for predicting structural load and response of the SWATH ship was developed and is presented here. The analytical method for wave load determination is based on a linear seakeeping theory where hydrodynamic interaction between the twin hulls has been included. The structural response of a SWATH ship can be calculated by using finite element models and hydrodynamic pressure distributions along the ship hulls. A correlation study has shown good agreement between calculated results and model test data of a 3,000-ton SWATH ship in motions and loads, indicating that the analytical approaches could be used in assessing the seaworthiness and structural adequacy of SWATH designs. To demonstrate the computational procedure, a case study of a T-AGOS 19 SWATH ship in sea state 7 was carried out. The calculated results of motions, loads, deflections, and stresses are presented and discussed. However, the fatigue life of the vessel has not been investigated in this paper.

关键词： Naval vessels

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CENTENNIAL BANQUET ADDRESS

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Naval Engineers Journal 1988年第4期100卷 95-97页

作者： COSTELLO, ROBERT B. UNDER SECRETARY OF DEFENSE (ACQUISITION) Robert B. Costello was nominated by President Reagan to be Under Secretary of Defense (Acquisition) in 1987 was confirmed by the Senate and took oath of office in December 1987. Born in New Rochelle New York on June 21 1926 Dr. Costello earned his B.C.E. and M.C.E. from Rensselaer Polytechnic Institute in 1947 and 1948. He received a Ph.D. in civil engineering from Cornell University in 1951. Dr. Costello enlisted in the Navy in 1944 was recalled to active duty as an officer during the Korean War and retired from the Naval Reserve with the rank of captain in 1978. After the Korean War Dr. Costello held a number of positions in advanced research and management specializing in material science aerospace missile testing and engineering. In 1960 Dr. Costello joined the Allison Division of General Motors as Chief of Missile Engineering. Subsequently he con- ducted scientific research in deep ocean engineering and acoustic research at the Defense Research Laboratories. He holds numerous patents in deep ocean materials systems and instrumentation. Dr. Costello then returned to the Allison Division as Director Liabon for the Main Battle Tank Program. Dr. Costello was then assigned to the Delco Electronics Division where he became the Director of Materials Management. In I982 Dr. Costello was appointed the Executive Director Purchasing Activities. for the entire General Motors Corporation. He was responsible for providing new directions and implementing a broad range of new programs throughout General Motors and its suppliers worldwide. He was nominated by President Reagan to be Assbtant Secretary of Defense (Production and Logistics) in October I986 and took oath of office in March 1987. He held thb position until his current appointment.

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ANALYSIS OF CHANGES IN THE AEGIS CRUISER SHIPBUILDING program

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NAVAL ENGINEERS JOURNAL 1987年第3期99卷 173-180页

作者： BOWLER, RTE RIDDICK, RP Cdr. R. T. E. Bowler III:is the production officer for the Aegis Cruiser Shipbuilding Division (PMS 400C) in the Naval Sea Systems Command. He has a bachelor's degree from the U.S. Naval Academy and master's degrees in operations research from the U.S. Naval Postgraduate School and in industrial personnel administration from George Washington University. Previous related positions include nuclear cruise project officer supervisor of shipbuilding Newport News VA and fleet maintenance and modernization analyst CNO's Office of Systems Analysis (OP. 96). R. P. Riddick III:is a principal staff member of Advanced Technology and deputy program director for the Configuration Management Directorate of the Systems Analysis Operations Center. He contributes technical expertise in configuration management and data management to the Aegis shipbuilding program. Mr. Riddick applies more than 15 years of comprehensive technical experience in ship design and construction coupled with an understanding of the SupShip/shipyard environment to efforts in support of the Aegis cruiser director.

The Aegis cruiser program's objective has been to deliver ships to the fleet that are not only “war ready” but also reflect state-of-the-art combat systems technology. Therefore, change has been mandatory. The types of changes have covered the spectrum from major combat system and mission capability improvements to minor INSURV items. Since the sources of changes have been so varied and the quantities so substantial, attention must be placed on change management. A “source-based” change categorization scheme has been developed and implemented to enable the Aegis cruiser program manager to maintain an overview of change status on the ships. Developed as an outgrowth of the existing automated configuration management database, the change categorization scheme provides data to maintain an awareness of changes from many standpoints, including cost on a per ship basis as well as the categories which have been the largest cost drivers. More importantly it enables the SHAPM to determine the originating source, thus providing the knowledge needed to manage the change. Change can significantly improve products, but it must be prudently controlled, budgeted and scheduled.

关键词： WARSHIPS

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Quasi On-line Scheduling Procedures for Flexible Manufacturing Systems

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IFAC Proceedings Volumes 1986年第2期19卷 67-72页

作者： J. Slomp G.J.C. Gaalman W.M. Nawijn Department of Mechanical Engineering. Group Production Management and Operations Research Twente Univrersity of Technology Enschede The Netherlands

This paper presents three quasi on-line scheduling procedures for FMSs consisting oi work stations, transport devices, and operators. In the scheduling different types of decisions are taken to perform a particular operation, i.e. the selection of (1) a work station, (2) a transport device and (3) an operator. Further, (4) the scheduling sequence of the operations has to be determined. The three developed procedures differ in the way these four decision problems are solved hierarchically. Several dispatching rules (SPT, ***, SPT/TOT and EFTA) are available to solve the last mentioned decision problem. Limited buffer capacities in an FMS may cause deadlock in the procedures as well as in practice. The scheduling procedures involve a buffer handling method to avoid deadlock. A case study is presented to demonstrate the three procedures and to show some properties. Based on simulation tests, some conclusions are drawn about the performance of the scheduling procedures and the various dispatching rule.

关键词： Flexible manufacturing system scheduling dispatching buffer handling

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WARSHIPS AND COST CONSTRAINTS

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NAVAL ENGINEERS JOURNAL 1986年第2期98卷 41-52页

作者： HOPE, JP STORTZ, VE Jan Paul Hope a native of Northern Virginia received his bachelor of science degree in mechanical engineering from the University of Virginia in 1969. Upon graduation he began his career in the Department of the Navy with the Naval Ship Systems Command in the acquisition of patrol craft mine sweepers and submarine rescue ships. In January 1971 he transferred to the ship arrangements branch of the Naval Ship Engineering Center. He was selected for the long-term training program at George Washington University in 1974 and completed the program in February 1976 with the degree of master of engineering administration. While at the Naval Ship Engineering Center Mr. Hope was general arrangement task leader on the AO-177 CG-47 CSGN CSGN (VSTOL) CGN-9 (Aegis) and CGN-42 and he also assisted in the landmark Naval Sea Systems Command civilian professional community study. In 1978 he was selected as acting head of the damage control section and subsequently was selected as acting head of the surface ship hydrodynamic section. In February 1980 he was promoted to head of the surface combatant arrangements design section. Mr. Hope was selected for the first class of the NA VSEA commander's development program. While on the program he served in the DDGX combat systems engineering division and the DDGX project office of NA VSEA was the assistant director for ship design in the office of the Assistant Secretary of the Navy for shipbuilding and logistics and was the director of weight engineering and the director of systems engineering for the DDG-51 project in NA VSEA. Upon completion of the program Mr. Hope was assigned as the deputy director of the boiler engineering division to create a new division as a major fleet support initiative by NA VSEA. In June 1985 he joined the staff of the Assistant Secretary of the Navy for shipbuilding and logistics. Mr. Hope was presented the Department of the Navy meritorious civilian service medal in June 1983 for his service with the Office of the Assistant Secretary of the

This paper discusses the need and processes for designing warships to meet cost constraints and for managing warship acquisition programs during the design phase to assure effective adherence to production cost constraints by the design team. The resource control methodology used during the contract design of the Arleigh Burke class destroyer, DDG-51, is examined as a potential model for controlling the cost while maintaining the combat effectiveness of warships. The paper begins with a summary of the basic issue — the relationship among unit cost, unit capability, force level numbers, and force capability — showing recent trends in destroyer costs and force levels. This introduction also includes a discussion of the cost constraint for the DDG-51 in relation to historical trends and ship construction funding allocation. The resource control methodology used to reduce and control costs of the DDG-51 is discussed with a summary of the approach, key concepts and tools, chronology of key events, examples, and results achieved. A number of observations on this methodology are then made which are followed by comments on life cycle costs. The paper concludes with remarks on the future application of the resource control methodology and areas for further work to improve future resource control efforts.

关键词： WARSHIPS

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SHIP ENERGY-CONSERVATION ASSIST TEAM (SECAT)

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NAVAL ENGINEERS JOURNAL 1984年第2期96卷 47-58页

作者： DANGEL, R BRICE, AE The Authors A. Edward Brice was born and educated in Scotland where he graduated from the James Watt Memorial College and Paisley Technical College. His earliest marine engineering experience was obtained at Scotts's Shipbuilding and Engineering Company Limited from 1952 to 1959 where he was involved in the production and design of steam and diesel machinery plants for both Naval and commercial ships. During a five year stay in Canada Mr. Brice gained diversified experience in industries other than marine such as petrochemical plants and steel mills. He moved to the U.S. in 1964 where he was the design supervisor in charge of marine engineering at NASSCO covering new construction for American President Lines AFS type ships for the U.S. Navy Project Mohole Car Ferries for the State of Washington and 17 LST's for the U.S. Navy. During the contract definition phase of the DD-963 Mr. Brice authored several portions of the technical proposal while employed by Litton industries. He was also responsible for the system and detail design including the technical management of sub-contracts for the steam propulsion plant for the LHA 1 Class ships. Mr. Brice has been active in the Washington area for the last ten years performing marine engineering projects for the U.S. Navy. His principal interest since 1974 has been in shipboard energy conservation. He assisted in the development of the NavySTMSYS program and later in the operational verification aboard FF-1074. Mr. Brice has conducted four SECA T visits aboard ships with 1200 PSI steam plants and has recently completed an at-sea visit aboard on AOR with a 600 PSI steam plant. Richard Dangel was bom in New York City. He received his Bachelor's degree from the Sloan School of Industrial Management of the Massachusetts Institute of Technology in 1955. He has also completed graduate work for a Masters in Engineering Administration at George Washington University. Since graduation he has spent 11 years in private industry with companies in the DOD engineering research

The Ship Energy Conservation Assist Team (SECAT) program was initiated in Fiscal Year (FY) 82 by the Naval Sea Systems Command (NAVSEA) to demonstrate and introduce individual Ship Commands to known energy conserving techniques without adding equipment complexity or additional maintenance burden. The principal objective is to provide each ship with an energy consumption, coupled with recommended energy conservation strategies. The technique involves both in-port and underway monitoring and introduction of energy efficient machinery plant alignments, fuel consumption curve generation, and most efficient speed curves. The program has completed visits on six combatants and enjoys the support of both the Commander, Naval Surface Forces, U.S. Atlantic Fleet (COMNAVSURFLANT) and the Commander-in-Chief, U.S. Atlantic Fleet (CINCLANT). Plans are to perform SECAT on additional DDG 2 and FF 1052/1078 Class ships and initiate SECAT on additional ship types in FY 83.

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FFG 7 CLASS FIN STABILIZER SYSTEM

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 62-68页

作者： DONAHUE, JC MCMAHON, EJ NELSON, LW Commander John C. Donahue USN:is the Deputy Technical Director for NAVSEA PMS 399 the FFG 7 class Acquisition Project Office. In addition he is the FFG 7 class Fin Stabilizer System Program Manager. Cdr. Donahue is an Engineering Duty Officer and Surface Warfare Officer who holds a BS in marine engineering from the California Maritime Academy a BS in business administration and an MS in material management from the Naval Postgraduate School. He is a designated Weapons Systems Acquisition Manager. Cdr. Donahue's sea service includes three tours culminating as chief engineer in USSFarragut (DLG-6) during that ship's complex overhaul as the DLG pilot ship for the 1200 PSI improvement program. Significant shore duty includes the Philadelphia Naval Shipyard where he served as theBelknapproject officer during that ship's repair restoration and modernization following its collision with USSJohn F. Kennedy (CV-67) Assistant Sixth Fleet Maintenance Officer and the Naval Research Laboratory. Cdr. Donahue was the charter president of the ASNE Section at the Naval Postgraduate School. Edward J. McMahon:is founder and President Reliability Sciences Incorporated (RSI) and has been supporting NAVSEA on the FFG 7 Class fin stabilizer system procurement since 1977. Mr. McMahon has a BSME from New Jersey Institute of Technology and has done graduate work in electrical engineering operations research and engineering administration at New Jersey Institute of Technology Seton Hall University University of Alabama and George Washington University. He has authored and presented various papers on reliability and electrostatic discharge control and coauthored a book Electrostatic Discharge Control — Successful Methods for Microelectronics Design and Manufacturingpublished by Hayden Publishing Company 1983. Mr. McMahon is a registered Professional Engineer and listed in Who's Who 1977 1978 1982 and 1983. Louis W. Nelson:is an electrical engineer with the NAVSEA Surface Ship Control and Hydraulic System Branch where he ha

This paper discusses the new fin stabilizer system developed for the FFG 7 class ships. The paper includes: a brief history of fin stabilizers, the advantages of fin stabilizers on Navy combatants, brief theory of system operation, the approaches used in system development, and an up to date program status. This paper furthers Nelson and McCallum's paper [1] which addresses the infancy of the FFG 7 fin stabilizer system development program.

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

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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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PUTTING AN OIL-SPILL CLEANUP COMPUTER-MODEL TO WORK FOR THE NAVY

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 165-172页

作者： NYHART, JD PSARAFTIS, HN YAROSCHAK, PJ Mr. J. D. Nyhart:is professor of management at the Sloan School of Management and the Department of Ocean Engineering at the Massachusetts Institute of Technology. His current research and writing focus on the use of scientific and technical material in formal judicial and administrative proceedings as well as the development of economic and regulatory models appropriate for deep ocean mining and oil-spill control. Harilaos N. Psaraftis:is Assistant Professor of Marine Systems at the Department of Ocean Engineering at the Operations Research Center at M.I.T. Professor Psaraftis received two M.Sc. degrees in 1977 (in Naval Architecture and Marine Engineering and in Shipping and Shipbuilding Management) and a Ph.D. in 1979 (in Ocean Systems Operations Research) all from M.I.T. Professor Psaraftis has been conducting research in problem areas such as the probabilistic modeling of underwater detection and optimal sensor allocation (project sponsored by ONR) the optimization of oil spill cleanup operations (project sponsored by a consortium of government and industry organizations) the development of routing and scheduling algorithms in transportation problems (project sponsored by DOT) and the analysis and solution algorithms of sealift routing and scheduling problems (project sponsored by ONR and the Military Sealift Command). Professor Psaraftis has published in various journals and is currently the Chairman of the Ocean Systems Management Program at M.I.T. Mr. Paul J. Yaroschak:received his Bachelors Degree in Civil Engineering from Villanova University and his Masters Degree in Environmental Engineering from Northeastern University. He has served in the Civil Engineer Corps U.S. Navy in Public Works and Construction Management and as a Project Engineer for Navy-wide Water and Wastewater Treatment Projects for the Naval Facilities Engineering Command. He is currently Head of the Environmental Engineering Branch of the Naval Facilities Engineering Command. Mr. Yaroschak is a Registered Professional Engineer i

A research group at the Massachusetts Institute of Technology has completed the first phase of the development of a computer assisted model for analyzing complex decisions and policies regarding oil spill cleanup. The model is the product of an ongoing MIT Sea Grant project, sponsored by a consortium of government and industry organizations, including the National Oceanic and Atmospheric Administration, the U.S. C oast G uard , the U.S. N avy , the Commonwealth of Massachusetts, the Spill Control Association of America, JFB Scientific Corporation, the Doherty Foundation, Petro-Canada and Texaco. The model can be used, among other things, in strategic planning for the long-term oil spill response needs of a region, in assisting On Scene Coordinators in responding to a specific spill (tactical/operational setting), in evaluating the environmental and economic damages of a spill versus the cost of cleanup, in simulation and training, and in the analysis of various policy and regulatory issues such as the effects of delays, the use of dispersants and the investigation of liability and compensation issues. The paper describes the model in detail, focuses on its potential uses and presents experience with its application in conjunction with pollution control efforts of the U.S. Navy. Specifically, we outline the application of the model in the Port of Charleston, South Carolina, an ongoing project sponsored by the Naval Facilities engineering Command. The difficulty of gathering data for such an application is discussed.

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