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PRODUCTIVITY - HOW TO ORGANIZE THE MANAGEMENT AND HOW TO MANAGE THE ORGANIZATION

NAVAL ENGINEERS JOURNAL 1990年第6期102卷 26-34页

作者： CHIRILLO, LD USN (RET.) is known for teaching modern management science applied for shipyard operations. His clients include firms and government agencies in the United States Canada the Peoples Republic of China the United Kingdom Australia New Zealand and Spain. His unique insight comes from sixteen years as a manager for the United States government/industry National Shipbuilding Research Program (NSRP). In that capacity he specialized in identifying the logic and principles of the flexible manufacturing approach applied by the world's foremost manager of shipyards Ishikawajima-Harima Heavy Industries Co. Ltd. (IHI) of Japan. The author's previous experiences include management of: engineering and inspection activities for a naval supervisor of shipbuilding ship maintenance as a member of a naval operating staff production planning engineering and material matters in both public and private shipyards research projects for the U.S. Navy's Bureau of Ships (currently Naval Sea Systems Command) and engineering plants in both merchant and naval ships.

Without acceptance of a product work breakdown structure for the construction, modernization and overhaul of ships, a shipyard will not enter what is now being called the information age. With too few exceptions, top managers have yet to demonstrate the knowledge, courage, and leadership required to reorganize and remold entrenched middle managers who are functional specialists, each concerned with a parochial interest. The information age requires generalists who are dedicated to constantly improving entire manufacturing systems. As means to encourage adoption of a product work breakdown structure, this paper discusses: a basic product organization, its benefits, and its unique ability to generate data, without which a manager is not in full charge of a shipyard, public or private.

关键词： Shipyards

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THE SURFACE SHIP MAINTENANCE CHALLENGE

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NAVAL ENGINEERS JOURNAL 1989年第3期101卷 73-81页

作者： JACOBS, KS SMITH, BD Kenneth S. Jacobs:is the acting director of the Naval Sea Systems Command's Surface Ship Maintenance Office. Originally trained as a data systems technician he attended Old Dominion University in Norfolk Virginia graduating with a B.S. degree in mechanical engineering in 1975. Over the course of the last 13 years Mr. Jacobs has served in NavSea as a project engineer for boats and service craft the type desk for AFS AOR AO and AOG ship types and as manager of the Amphibious and Auxiliary Ship Maintenance Strategy Program where he was instrumental in the development and implementation of the Phased Maintenance Program. He is a member of Tau Beta Pi. Bertram D. Smith Jr.:is a vice president of American Management Systems Inc. and engineering technical director of its defense business unit. He received his B.S. in engineering from the U.S. Naval Academy in 1957 and his M.S. and naval engineer degrees from the Massachusetts Institute of Technology in 1963. His experience includes shipboard operational engineering shipyard production planning and conversion project management carrier type commander maintenance engineering NavSea program management and private sector engineering management consulting. A member of ASNE since 1961 he is also a member of ASME and SNAME.

Current and projected future reductions in fleet maintenance funding are compelling the issue of ship maintenance requirements to be rethought on many different levels within the Navy. The Surface Ship Maintenance Office (SSMO) in the Naval Sea systems Command has been involved with many different aspects of the problem. Recognizing the two different aspects of the challenge — doing the right things and doing things right — SSMO has been involved with improvements to front-end maintenance planning: doing the right things. These improvements are being formulated for action on three different levels. The first level involves changes to maintenance management philosophy, dealing with maintenance as a technology subject to systematic processes. The second level involves specific NavSea initiatives to strengthen the technical basis for maintenance requirements. The third level involves actions available to the fleet itself to provide relief. Today's surface ship maintenance funding environment provides both a challenge and an opportunity for improvement. The challenge is to adapt successfully to constrained maintenance resources; the opportunity is to pioneer new approaches to make this possible and establish the precedent for years to come. The groundwork necessary has been laid and work to meet the challenge has begun.

关键词： Naval Vessels

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COST MINIMIZATION DURING 2ND SOURCING

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NAVAL ENGINEERS JOURNAL 1988年第1期100卷 36-44页

作者： GWOZDZ, F Has over 17 years of experience working in defense and non-defense industries. He is presently a project manager with INFOrmed TECHnology an engineering consulting firm located in Lanham Maryland. His responsibilities include cost analysis and modeling economic and financial studies of weapons systems and special projects. Previously Mr. Gwozdz held a corporate position with Kennametal Defense Products where he developed and implemented a turn-key manufacturing plant improved and modified manufacturing processes analyzed production operations and resolved cost and productivity problems. As the plant engineer for a Union Carbide facility he personally developed a cost savings program generating $500000 per year. With Booz-Allen & Hamilton he developed government positions on labor cost for two shipyard claims totaling over $2 billion. Mr. Gwozdz has a B.S. in aeronautical engineering and management engineering from Rensselaer Polytechnic Institute and an M.B.A. from the University of New Haven.

This study attempts to develop strategies to minimize the negative cost impacts associated with selecting and awarding second source contracts. A number of factors are presented that may impact costs when second sources are used. Eight methods for determining sizes of prime and second source competitive award splits are reviewed. The analysis also includes an historical and economic overview. Economic market conditions are reviewed and applied to second sourcing. Finally, conclusions are formulated about minimizing costs, countering economic market conditions, and contractor gaming.

关键词： MILITARY engineering

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NTDS - A PAGE IN NAVAL HISTORY

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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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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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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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LIGHTWEIGHT BROAD-BAND HF COMMUNICATIONS ANTENNA (LWCA)

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 279-286页

作者： BIONDI, RJ PRIDE, RW MURRAY, HD WHEELER, PK Roy J. Biondi:received his B.S.E.E. degree from the University of Illinois and has since taken additional graduate studies at the George Washington University. Currently he is head of the Communication Systems Application Branch code PDE 110–14 within the NAVELEXSYSCOM. Prior to his present appointment he served in the Combat Systems Division Naval Sea Systems Command and served as radar branch head in the former Naval Ship Engineering Center (NAVSEC). He was responsible for development and production of shipboard radars such as the AN/SPS-48 AN/SPS-49 AN/SPS-52 and AN/SPS-55. His primary Navy radar and combat system experience was attained during his earlier career in the Navy's Bureau of Ships where he was the AN/SPS-48 radar project engineer. In addition to ASNE which he joined in 1977 he is a member of IEEE and ASE and has had several technical papers published on radar radar antennas radar processing and transmission lines. Mr. Biondi has a total of 25 years naval experience in radar combat systems and communications. Richard W. Pride:received his B.S.E.E. from the University of Maine in 1959. Currently he is head of the Combatant Ship Section code PDE 110–143 in the Communications Systems Application Branch within the NAVELEXSYSCOM. Prior to joining the Naval Electronic Systems Command in 1974 he was the head of the Communication Antenna Design Section of the former Naval Ship Engineering Center. Harold D. Murray:received his B.S.E.E. from Vanderbilt University. Currently he is an EXCOMM program manager code PDE 110–1433 in the Combatant Ship Section of NAVELEXSYSCOM. As an EXCOMM program manager Mr. Murray is responsible for the external communications system design for the CG-47 (Aegis) class cruisers. Mr. Murray's previous government service includes 14 years at the Naval Research Laboratory (NRL) and 5 years at Naval Air Systems Command. Major areas of responsibility included shipboard RF distribution systems and aircraft intercommunication systems and control. Paul K. Wheeler:is pre

External communications is a critical element in the U.S. Navy design and utilization of a ship's combat system. The communications antenna system is a key factor in attainment of reliable circuit performance and reduction of electromagnetic interference (EMI). To maintain pace with improved ship manufacturing techniques and construction materials, along with design efforts to reduce topside generated EMI/RFI effects, an improved antenna design must also evolve. With the ever increasing complexity in the integration of the topside environment, the RF aspects of the antenna designs must be augmented by detailed analysis of the operating environment and the mechanical design if the goals of reliability and quality performance are to be achieved. The Naval Electronic systems Command has developed a new “Broadband HF Communications Antenna.” This paper traces the design evolution and describes the processes in determining current design deficiencies, the design objectives to correct these deficiencies and the results obtained.

关键词： ANTENNAS

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THE MACHINERY ALTERATION program

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 138-145页

作者： CIERI, AM KENNEY, LH A.M. Cieri:is the program manager for the Machinery Alteration (MachAlt) Program at the Naval Ship Systems Engineering Station (NAVSSES). Mr. Cieri also currently serves as the head Fleet Liaison Unit Atlantic at NAVSSES. He working with Mr. E.T. Kinney Deputy Director Machinery Group Ship Design and Engineering Directorate (SEA 56B) Naval Sea Systems Command (NAVSEA) conceived and structured the policy and procedures for the MachAlt Program in FY 83 as a result of a need identified by COMNAVSEA's ShipAlt Improvement Program. Mr. Cieri has been with the NAVSSES (formerly NAVSEC Philadelphia) organization since 1971. He served in the Hull and Deck Machinery Department before moving to his current staff position in 1982. His 23 years of federal service also includes nine years with the Philadelphia Naval Shipyard in various assignments in both the planning and production departments. Mr. Cieri has been a member of ASNE since 1979. Mr. Cieri was the recipient of the Joseph Cacciola Technical Achievement Award at NAVSSES in 1984. USN CDR. L.H. Kenney USN:was commissioned out of the Naval Reserve Officers Training Corps at Massachusetts Institute of Technology where he received his bachelor of science. He holds a master's degree in electrical engineering from the Naval Postgraduate School. He has served at the Philadelphia and Boston Naval Shipyards the headquarters of the Naval Sea Systems Command and its predecessor NAVSHIPS as staff officer to Commander Service Squadron Six in the Mediterranean in the USS Essex and with the Joint Military Assistance and Advisory Group Tehran. He is currently the director of Fleet Coordination Office at the Naval Ship Systems Engineering Station in Philadelphia.

The ship alteration (ShipAlt) process does not lend itself to the rapid accomplishment of small scale design changes to improve equipment performance and reliability. It is a necessarily lengthy and complex system, designed to deal with very large and costly projects. With one document, it causes replacement or modification of major ship systems. For this reason, ShipAlts are subjected to many reviews and design changes so that the final product will materially enhance the fleet's operational capabilities. The competition for scarce resources has left the Navy with a large number of needed design changes with no programmatic means to accomplish them. Various Navy communities have developed procedures to address this problem. This paper will show how the Naval Sea systems Command-sponsored machinery alteration (MachAlt) program addresses the small design change problem for hull, mechanical and electrical (HM&E) systems. MachAlts are design changes to equipments that do not require system interface changes and may be installed outside of industrial activities. The paper will discuss how the MachAlt concept was developed and will give a status report and assessment of the program to date.

关键词： NAVAL VESSELS

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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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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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