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SHIP ENERGY-CONSERVATION ASSIST TEAM (SECAT)

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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ARCTIC TRAFFICABILITY program - A REVIEW

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 169-175页

作者： VOELKER, R GLEN, IF SEIBOLD, F BAYLY, I Richard Voelker:is Vice President of ARCTEC Incorporated a firm specializing in cold regions technology. He has been responsible for the management of thePolarClass Traffic-ability Program since its inception and annually participates in the field data collection in the Arctic. His prior experience includes positions with the U.S. Coast Guard in the icebreaker design project the Military Sealift Command and at Newport News Shipbuilding. He is a graduate of N. Y.S. Maritime College and has a MS degree from the University of Michigan. I.F. Glen:received his professional degrees in naval architecture from the Royal Naval Engineering College Manadon Plymouth and RN College Greenwich London entering the Royal Corps of Naval Constructors in 1967. After serving as a Constructor Lieutenant in the Royal Navy's Far East Fleet for a short period he joined the Polaris submarine project team in Bath England in 1968. In 1971 he was seconded to the Canadian Department of National Defense in Ottawa as a Constructor Lieutenant Commander under NATO exchange arrangements where he had responsibilities initially for conventional submarines and latterly for computer aided conceptual design. He ventured to Bath England in 1974 and joined Forward Design Group. In 1975 he took a position as a civilian engineer in the Canadian Defense Department and was Head of Hull Systems Engineering from 1977 to 1979. He joined ARCTEC CANADA LIMITED in 1980 and in addition to managing ice model testing projects and full scale trials has specialized in structural response of ships to ice impact. He headed ARCTEC's Kanata Laboratory from 1981 to 1983 when he was promoted to president. Frederick Seibold:is a research program manager with the Maritime Administration's Office of Advanced Ship Development and Technology. He is responsible for the marine science program which includes research in the areas of ship powering structures and propeller performance and Arctic technology. Mr. Seibold has been employed by Mar Ad since 1961 having hel

This paper describes a multiyear program to make an operational assessment on the feasibility of a year-round Arctic marine transportation system to serve Alaska. Specifically, the three objectives were to: collect meteorological and ice data along potential marine routes; instrument the hull and propulsion machinery to improve design critera for ice-worthy ships; and demonstrate that ships can operate in midwinter Alaskan Arctic ice conditions. The U.S. Coast Guard's Polar class icebreakers were used to make the operational assessment by annually extending the route northward and by operating throughout the winter season. This paper reviews some of the operational and technical achievements to date, as well as plans for future Arctic deployments.

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THE NO FRAME CONCEPT - ITS IMPACT ON SHIPYARD COST

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 218-232页

作者： NAPPI, NS WALZ, RW WIERNICKI, CJ Natale S. Nappi:graduated from City College of New York in 1954 with a B.S. degree in civil engineering and received his M.S. in civil engineering from the Polytechnic Institute of Brooklyn in 1959. He began his professional career in 1954 at the New York Naval Shipyard as a naval architect (structures) performing detail structural design and fabrication studies for CVAs LPDs DDs and CGs and eventually became a supervisory naval architect (structures). From 1965 to 1973 he was a member of the staff of the Computer-Aided Design Division at the David Taylor Naval Ship Research and Development Center (DTNSRDC). As such he was involved in the development of the computer structural design tool the SSDP (in association with Frank M. Lev) and automated detail design programs (CASDOS). His current position is Senior Naval Architect Consultant in the structural integrity group of the Ship Structures Division Structures Department DTNSRDC. Mr. Nappi is the author and co-author of numerous technical papers and reports covering a wide spectrum of topics such as automated structural design process design for producibility and survivability material weight and cost trade-off studies and structural weight determination for high performance ships (i.e. SES SWATH HYSWAS). He has lectured on the subjects of design for survivability and ship structures at the Naval Post Graduate School and MIT. He is a member of ASNE ASCE U.S. Naval Institute Sigma Xi and is a registered Professional Engineer in the State of New York. Mr. Nappi was a member of the NAVSEA working commitee for the computer supported design planning effort and is currently a member of the DTNSRDC ASSET Advisory Committee. Ronald W. Walz:graduated in 1974 from Pennsylvania State University with a B.S. degree in civil engineering. He began his professional career in 1974 at the David Taylor Naval Ship Research and Development Center as a structural engineer in the structural design concepts group of the Ship Structures Division Structures Department.

A proposed cost effective alternative to current U.S. Navy structurally configured hulls is presented in this paper. This proposed design for producibility concept involves the elimination of structural stanchions and transverse web frames. The potential impact of this “no frame” concept on structural design, weight and construction and material costs for naval surface frigates and destroyers is reflected in 1) reduced costs for the installation of distributive systems and 2) a reduced number and complexity of structural details providing a more reliable and less costly structure. This study was performed in three parts: 1) Determine the most feasible length between bulkheads without frames; 2) Using this length perform detail weight studies and construction and material costs analysis comparison on a 72-foot long hull module, with and without frames, for a FFG-7, and 3) Estimate the saving in man hours of labor on the installation of distributive systems and shipfitting for an FFG-7. For the feasible length studies on the “no frame” structural configuration, thirty-seven strength, weight and vertical center of gravity studies were performed on two ship classes; twenty-two on the FFG-7 class and fifteen on the DD-963 class. The detailed weight studies and construction and material cost analyses were conducted for FFG-7 “no frame” and “as built” modules. Results indicating the “no frame” concept module was 6.8% heavier and 14.8% less costly than the “as built” module. For the impact of an FFG-7 “no frame” structurally configured hull on the cost of labor required for the installation of distributive systems and for other functional work such as ship fitting, welding, and electrical, this study indicated a reduction of 169,206 labor hours per ship, representing 7.12% of the total required man hours to fabricate an FFG-7 class ship. With the employment of the “no frame” concept, certain areas of significant concern and potential risk were addressed. These include: 1) t

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DETERMINATION OF OPTIMAL PRODUCT MIX BY MARGINAL ANALYSIS

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INTERNATIONAL JOURNAL OF PRODUCTION RESEARCH 1983年第6期21卷 909-918页

作者： BEGEDDOV, AG Department of Management Marketing and Information Systems College of Business and Administration Chicago State University Chicago IL 60628 United States Department of Industrial and Systems Engineering University of IL at Chicago Chicago IL 60680 United States

This paper presents an integrated model which simulates the interaction of demand, production cost factors and plant capacity, in order to determine an optimal profit product mix. Factual data from a manufacturing company are analysed, and the results obtained by the model are compared with the plan initially chosen by the company management. To demonstrate the application of the model, three products which are interchangeable with respect to plant capacity, and which have different profit ratios, cost structures, demand elasticities, and market growth potential are studied. A computer program which performs the numerous repetitive calculations is described, including a summary report. © 1983 Taylor & Francis Group, LLC.

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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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TECHNOLOGY AND TAXES - A CONCEPTUAL SKETCH OF REALITY

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NAVAL ENGINEERS JOURNAL 1983年第1期95卷 33-49页

作者： FRISCH, FAP is Professor Emeritus of the Defense Systems Management College (DSMC-DOD) where he has been Department Head-Technical Management. He works in the area of Operations Research for the Naval Electronic Systems Command and is also Adj. Professor for Virginia Polytechnic Institute and State University (VPI) where he teaches graduate courses in Advanced Engineering Economy and Management Concepts. Dr. Frisch graduated from the Technical University of Vienna in Austria and has over 30years of world wide experience in all shipbuilding and ship operations related aspects of engineering management and business. He worked in shipyards in Austria Denmark Sweden and Germany prior to his invitation in 1956 to the USA in order to testify in Subsidy Hearings before the Maritime Administration. Thereafter he worked for American clients on transport and shipyard planning in Japan Brazil Europe Venezuela and the Arabian Gulf In 1963 he joined the Staff of the Center for Naval Analyses (CNA) and became Head of the Logistic Section in the Operations Evaluation Group (OEG) and Study Director working on problems of Rapid Deployment and Communications. From 1968 through 1974 Dr. Frisch was a Faculty member and visiting lecturer at Massachusetts Institute of Technology (MIT) lecturing Systems theory in Interdisciplinary Seminars on Transportation and Resource management. Dr. Frish has over 60 classified and unclassified publications to his credit and his book on Technocratic Economy is forthcoming.

Technology is placed in the clusters of the industrial base and the clusters are defined. The clusters are blended with different sets of economic condition and the preservation of earning power established as the objective function for any investment. The link between the clusters, the environment and the objective function is established through taxes and the tax impact on depreciation time and replacement value is analyzed. This analysis is used to discuss the decision process for industrial-technological investment. The observations made in the annalysis are summarized and suggestions are made on how to respond to reality.

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A TIME FOR SHIPBUILDING RENAISSANCE

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NAVAL ENGINEERS JOURNAL 1983年第5期95卷 33-63页

作者： RAMSAY, R is the Director of the Office of Maritime Affairs and Shipbuilding Technology Naval Sea Systems Command (NA VSEA 90M) a position he has held since June 1981. Mr. Ramsay was trained as a Naval architect in England (1947–1952) with Furness Shipbuilding Company and served with the British Army. He also holds an MSc Administration (Management Engineering) degree from George Washington University. In 1956 he was employed as a naval architect with Davie Shipbuilding Company P. Quebec. Upon entry to the United States (1958) he served as a naval architect with the Great Lakes Engineering Works Detroit a company engaged in the design and construction of Great Lakes supercarriers. When the company was disbanded (1959) Mr. Ramsay became a member of the Chrysler Corporation engineering management staff where his responsibilities included long-range planning and oversight of the total vehicle design. When granted citizenship (1962) Mr. Ramsay elected to enter the naval ship design field and was employed by General Dynamics/Electric Boat Division (1963–1967) where he held various lead naval architect positions on projects for submarines submersibles the Fast Deployment Ship (FDLS) Surface Effect Ship (SES) and a high-speed containership. Mr. Ramsay commenced government service (1967) with the Naval Ship Engineering Center in the Ship Concept Design Division and he also served with the Naval Sea Systems Command Submarine Logistics Division (SEA 921) as Program Management PERA (SS) and Project Manager SSN 637 Class Submarines. In 1975 he transferred to the Auxiliary and Special Mission Ship Acquisition Project (PMS 383) to gain ship acquisition experience with the ASR 21 Class and the T-ARC 7. Prior to selection for his present position Mr. Ramsay was assigned to the Department of Commerce National Oceanic and Atmospheric Agency (NOAA) Office of Ocean Engineering as Technical Manager for the Development of an Oceanlab research submarine. Other duties were permformed as a Science Systems Analyst responsible fo

This paper provides an overview of the U.S. shipbuilding and repair industry vitality, and its past and present capability to support new ship construction programs in the national interest. The capabilities of the shipbuilding industrial base are also examined at the primary, secondary, and tertiary levels of supplier support in relation to an expanded naval shipbuilding program. The aspects of technological improvements and the humane use of human beings, in the ship production process, are discussed with particular reference to the workforce management practices in foreign countries. An optimistic conclusion provides a prognosis regarding the prosecution of expanded naval shipbuilding programs within the capacity and capability of the U.S. industry.

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EDITOR'S CLIPBOARD: RELIABILITY, MAINTAINABILITY, AVAILABILITY ‐ THE REAL QUESTION

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Naval Engineers Journal 1983年第5期95卷 76-82页

作者： Richardson, James C. Berman, Paul I. Capt. James C. Richardson Jr. a surface warfare officer was graduated from the U.S. Naval Academy U.S. Naval Postgraduate School and the American University. With proven subspecialities in Material Management and Computer Systems Technology he has served as Commanding Officer USS Hepburn (FF-IOSS) Program Manager of the Mk 86 Gun Fire Control System at the Naval Sea Systems Command and is currently Commanding Officer of the Navy Regional Data Automation Center Washington D. C. Paul Berman is manager of Product Support Engineering for Lockheed Electronics Company Plain field New Jersey. His department is responsible for logistics planning and analysk supply support field engineering training and technical documentation in support of the division as products. His 30 years of experience in product support include preparation of logistics plans engineering data technical publications and training materials. He is also an adjunct instructor at Rutgers University. Mr. Berman received a BA from Queens College in 1951 and an MA from Hunter College in 1957. He attended the U.S. Army Signal Corps radar school and was a field radio and radar repairman during the Korean War. He is currently a member of the Society of Logistics Engineers and the National Management Association.

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THE APPLICATION OF A PLANNING CONTRACT CONCEPT TO A COMPLEX NAVY SURFACE SHIP OVERHAUL

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NAVAL ENGINEERS JOURNAL 1983年第2期95卷 51-65页

作者： NODELL, WR SIAS, PM William R. Nodell USCG (Ret.):graduated from the U. S. COAST GUARD Academy in 1950 receiving a B.S. degree and earned his Master of Sciences and Naval Engineer degrees from the Massachusetts Institute of Technology in 1957. He has served in various line and engineering capacities on board COAST GUARD Cutters in Atlantic Pacific and Alaskan waters. He served in the production department of the COAST GUARD Yard in Curtis Bay Maryland and later was Chief of the Naval Engineering Branches of the 13th COAST GUARD District in Seattle Washington and the 3rd COAST GUARD District New York New York. After retirement he held a position as Manager of the Marine Engineering Department at Atlantic Research Corporation Costa Mesa California and joined Lockheed Shipbuilding and Construction Company in 1973. He was Project Engineer for the Polar Class Icebreakers the AS-41 and the LSD-41 in various stages. He has contributed technical papers to several professional societies. He is currently a member of the Society of Naval Architects and Marine Engineers the American Society of Naval Engineers where he served as a past chairman of the Puget Sound Chapter and the National Management Association where he served as a Past President of the local chapter. He is a senior systems engineer at Lockheed. Peter M. Sias:received his B.S. degree in Marine Engineering from Maine Maritime Academy in 1950. Subsequently he completed a NAVY sponsored program in Naval Architecture at the University of California and Department of Defense courses in program management and contract administration at the Air Force Institute of Technology. He served on active duty with the United States Navy during the Korean emergency with assignments as Engineering Officer for a minesweeper and collateral staff duty assignments with the Commander Mineforce U.S. Pacific Fleet for reserve ship activation. Upon release from active duty in 1952 he joined United States Steel Corporation as an Industrial Engineer. In 1955 he accepted a position in the Eng

Early in 1979, the Commander in Chief, United States Pacific Fleet requested that alternate procedures be explored for overhaul of the USS Sacramento (AOE-1). Of particular concern was the availability of the ship to accomplish alterations and repair planning prior to the start of the overhaul and the history of AOE Class ships not being completed in the private sector within the scheduled availability time. The planning type contract concept wherein pre-overhaul tests and inspections, preparation of drawings, procurement of long lead time material and detailed overhauling planning and scheduling would be accomplished by the successful Contractor was one approach requested for major consideration. In July 1979, the decision was made to proceed with the planning contract concept for overhaul of the USS Sacramento. The Request for Proposals (RFP's) were issued to industry in November 1979 with contract award to Lockheed Ship building and Construction Company (LSCC) on 4 February 1980. In September 1980, the overhaul for USS Sacramento was classified by the Navy as “complex”, confirming specific management action and attention to be given during the planning and overhaul phases. This technical paper describes the application of the planning contract concept to the planning and overhaul of USS Sacramento. Actual experiences including issue of the negotiated Request for Proposals (RFP's), performing pre-overhaul test and inspections (POT & I) procedures, accomplishing ship check and drawing preparation, and scheduling, including proper phasing of all elements and critical path analysis, will be reviewed in detail. Comparisons to conventional procedures will be made, along with concepts for modifying the methods employed to custom fit the characteristics of future overhauls. The closure will include a summary of “lessons learned” to date with specific recommendations for application of procedures to future overhauls.

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NEW OVERHAUL TECHNIQUES FOR UNIQUE NAVAL DECK MACHINERY

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NAVAL ENGINEERS JOURNAL 1983年第2期95卷 67-74页

作者： DENISON, LL GREEN, AF Lon L. Denison:serves as the Underway Replenishment (UN-REP) Department Assistant for Restricted Availability/Regular Overhaul at the Naval Ship Weapon Systems Engineering Station (NSWSES) Port Hueneme California. He graduated from South Dakota School of Mines and Technology in 1964 with a BS in Mechanical Engineering. His association with the maintenance of UNREP machinery began in 1968 when he joined NSWSES. In his present position he serves as the NSWSES representative on the Staff of Commander Service Group ONE located at Oakland California. Arthur F. Green:has been employed by the Long Beach Naval Shipyard since 1962 and is the civilian head of the Repairables Management Office. He has a BS degree in Business Administration from Pepperdine University. He also is a Chief Warrant Officer in the Naval Reserve and is the Production Officer with SIMA (NRMF) Detachment 319 at the Naval Station Long Beach California.

“A winch is a winch is a winch” does not apply to the complex and unique deck machinery used by the U.S. NAVY today for underway replenishment (UNREP) of fuel, ammo and stores - the modern UNREP winch. It must be designed to compensate for the relative motion of the two ships while underway 150 feet apart, at 12 knots, in up to sea state 5; while transferring large, sensitive missiles between ships at a rapid rate. Late in 1977, following a senior task force review of serious problems, Naval Sea systems Command (NAVSEA) put the UNREP systems and equipment at the top of a list of equipment designated as requiring “special technical support” during overhaul.[1] This paper reviews the background that leads to equipping the modern UNREP fleet with this equipment, the problems encountered maintaining the equipment, and the workings of a special Pacific Fleet (PACFLT) UNREP winch overhaul program. After 4 years of operation, this program is providing a quality overhaul in a cost-effective manner.

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