Archetroceedings T.Ab

2 1DEC. 1984 ARcHETROCEEDINGS t.ab. v.Scheepsbouwkunde FOURTitchnischeliogeschoQi SHIP CONTROL SYSTEM§ SYMPOSIUM P1975-7 Suppl. October 27-31,1975

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ROYAL NETHERLANDS NAVAL COLLEGE DEN HELDER

SUPPLEMENT

ROYAL NETHERLANDS NAVAL COLLEGEDEN HELDER THE NETHERLANDS THE SYMPOSIUM WILL BE HELD IN THE NETHERLANDS, THE HAGUE - CONGRESS CENTRE - 27-31 OCTOBER 1975

Statements and opinions expressed in the papersare those of the authors, and do not necessarily represent the views of the Royal Netherlands Navy. The papers have been reproduced exactly as theywere received from the authors.

Published by the Royal Netherlands Naval College SUPPLEMENT

CONTENTS

SESSION DI: The plight of the operator J. Stark and J. Forrest PAPER NOT RECEIVED

SESSION NI: Naval Ships control reliability: a hardwaresoftware issue. P.P. Dogan

SESSION P2 An experiment to determine theeffectiveness of the collision avoidance features of a surface shipbridge control console. A.D. Beary Jr. and W.J.Weingartner PAPER NOT RECEIVED

members CURRICULUM VITAEof authors, chairmen, symposium committee

CHANGES OF CHAIRMEN

ERRATA NAVAL SHIPS CONTROL RELIABILITY: A HARDWARE-SOFTWARE ISSUE

Pierre P. Dogan The Charles Stark Draper Laboratory, Inc. Cambridge, Massachusetts (USA)

This paper looks at conceptual approaches to boosting the reliability of ship control systems, based on current and predicted trends incomponents, and system architectural technologies. References are made from space and other programs.An intimate mix of hardware and software issues needto be addressed; as hardware component technologiesprogress, often driven by advances from commercial,not military developments, a need emerges fornew hardware and software architectures dedicated to the militarymission, which the author feels, the market place of commercial developmentsis not likely to spontaneously create.

1. TRADITIONAL APPROACHES IN NAVAL SHIP CONTROL DESIGN

Manual controls, systematic reliance on several levels of manualbackup, as well as the availability of onboard repairs, have beentraditional assumptions of the control system design philosophy for navalships and submarines. The traditional approach in naval ship machineryand motion control can be ascribed to the perception by the militaryusers of a basic lack of high reliability in available control technology. This perception is now being gradually modified by the adoption of digitaltechnology, usually in the form of substitution of analog equipment by programmabledigital controllers such as the standard U.S. Navy AN-UYK-20 minicomputer. (1)

In contrast, numerous naval combat systems haverecently been, or are being acquired today, where sophisticatedreal-time integration of sensors, effectors, and displays do not fit the traditionalmanual control approach at all; in these, increased reliance is madeon large central computer complexes (CCC): central computer complexeson surface ships and submarines are typically made of varying combinations of severalNavy standard AN-UYK-7 main- frames, and constitute the centralnervous system of military payloads distributed along the length of the vehicle.

In the last decade of naval combatantplatform design, there was thus, at least for a while, a trend to marry complexmilitary payloads controlled by sophisticated central complexes,to surface or subsurface platforms that relied mostly on manual or only semiautomaticmachinery and motion control, or which only recently were slated touse decentralized minicomputers. Why this contrast? What are the reliability virtues ofan "octopus" central computer complex wired to many parts ofthe ship? Alternatively, for how long will legitimate conservatism in shipcontrol design (i.e., maintain safety, reliability) necessarily imply therejection of automation? Can naval automation be reconciled with safety/reliabilityand low life-cycle cost? aeliable answers to these questions cannot, of course, becompletely given. The thesis of this paper is that the centralcomputer complex trend in combat systems, and the decentralized minicomputer trend in ship control will eventually merge, as the fundamental reliabilityproblem still faced by each trend

-1- is gradually resolved. This resolution and merging will result from steady advances in three technology areas:

Microelectronics (large-scale integration and very large-scale integration packaging), and optional transmission components.

Local and distributed fault tolerance.

Ultra-reliable large-scale real-time software made possible by an software reliability approach such as Higher OrderSoftware(HOS).(2,3)

These advances are expected to increase by an order of maenitude or morethe confidence level in naval computer control over the next decade.

The contrast in automation and centralization levels between combatand ship control systems can be explained. The complexity and speed requirement of modern combat systems demanded computerization from the onset; systemsin- tegration was perceived to be best done through software. From these givens, the combat system designers could leapfrog an intermediate designapproach that would have used local dedicated computers, and that would havebeen prone to equipment proliferation and high logistics cost; acentral computer complex approach appeared to offer economies of scale (including, itseemed then, cost reduction), and an increased ability to shift computer loads betweentasks, an apparent advantage for casualty control. Reliability, was not the over- whelming consideration. Specific attempts to achieve adequate reliability are usually made by complex redundant designsusing the replication of whole accel- computers. The very decision to standardize on the AN-UYK 7 computer erated this trend.

In ship and submarine machinery and motion control,however, safety and reliability have always been the prime consideration. "Don't lose the ship." Allowance for automation is made sparingly and usually inthe context of safety issues involving phenomena occurring at toohigh a speed for humans to handle (e.g., gas turbine overspeed). In spite of the gradual introduc- tion of automatic control, a much higher level ofreliability in control equipment needs to be demonstrated and conveyed to the userscommunity before machinery and motion control of ship and submarines areturned over to through re- "black boxes". While the need for reduction in life-cycle costs duced manning is indeed drastic in these days of economichardship, it has not yet met a sufficiently low-risk levelof automation technology to materi- ally impact ship control design.

2. NEW EMERGING NAVAL SHIP CONTROL REQUIREMENTS

Future naval combatant vehicles will need morethan maximization of ship availability, a simpler commercial objective.Stringent requirements for reliable equipment and systems operation stemfrom several facts central to will continue the military mission. However, automation of naval ship control Four proceeding at a slower pace than in similarlysized commercial ships. factors summarized below explain why. impossible to reduce (1) The Military Mission is More Complex--It is the function of a naval ship crew to mostly orexclusively maintaining ship systems. The crew has the vital function of manning the military payloads for strategic ortactical engagements, a requirement commercial shipsdo not have. The scenarios of en- gagement, and the control of these payloadsrequire a high ship control reliability.

-2- Automation of Steady-State Conditions Is Easy; Automation of Tran- sients Is Difficult--The essence of the military mission of a mobile platform such as a surface ship or submarine lies within complex sequences of mission-phase "transients" involving changes in the control of vehicle motion, motion rates, and the activation of payloads. While automatic control can be tailored to steady- state conditions with relative ease (as speed and course-keeping for a commercial ship), the naval ship or submarine requires a control system to optimize the scenario transients within safety limits. For a submarine they are typically: rapid propulsion maneuvering; boat trimming as a function of sometimes rapidly changing speed; quick diving; rapid but covert approach to the surface, especially in agitated seaways; missile launch in a seaway; variable ballast control; combined trimming and steering etc. I believe that the "bottleneck" that specifies the complexity of the ship or submarine control system, and eventually its systems level relaibility, lies in the safe transition between these transient mission phases. "Absolute" or ultra-high reliability should be expected of the motion control equipment during these transitions, since the penalty to be incurred for an equipment fault far outweighs the simpler economic penalties that would be incurred by a commercial platform of similar size (i.e., submarine below collapse depth, or broaching through the surface in wartime.

The Human Factor: Ingrained, and Often Justified Risk Aversion The human factor in accepting automation of naval ship control functions remains dominant. Methods of officer's performance evaluation in peace and wartime probably create a special aversion to having to depend on "black boxes", especially ones that are known to fail more than occasionally.

Wartime Logistics Constraints--From a Logistic point of view, it is not reasonable to exaggerate the "short-time-to-repair"design approach, since it implies the availability ofspares and relatively high crew skills, both of which can be in short supply,or cannot be made available quickly enough in a war theater; incontrast, spares can be flown to stricken commercial ships anywhere.

A variety of other factors will influence future ship controlrequire- ments in addition to the automation of classical platforms. These include: reliable control of new kinds of payloads; high-performanceships critically dependent on automatic controls such as combatant hydrofoilsand surface effect ships; new manned and unmanned submersibles,including encapsulated subsystems and payloads.

The tradeoff in these future designs is similarto the control configured vehicle (CCV) tradeoffs facing today's aeronauticaldesigners; basic advances in control technologies will permit substantialvehicle weight savings and improve maneuvering characteristics in amountsotherwise unattainable. In both cases of the CCV airplane design, and ofthe automated naval high- performance ship or submarine, "an act-of-faith" in thecontrol system reliability must be made by the designer. To justify this act-of-faith, airplane designers are devoting greatenergy in the area of "fly-by-wire", re- sorting to digital technology and redundant control configurations.(4) It is reasonable to assert that a similar type of activityought to take place in the ship and submarine design community, startingwith conceptual ship control designs especially tailored to advanced naval vehiclesand the oft mentioned smaller size "miniattack", or specialpurpose, modularized low-manning submarines, or possibly as retrofits to existing platforms.

-3- Historically, the act-of-faith of the naval architect and marine designer in a reliable ship control system has eventually been adoptedwhenever no design alternative was available, or when the design alternative waseventually perceived to be unattractive. Unattended nuclear compartments have, of course, been automated since radiation exposure demands it. Fully-submerged-foil sea- worthy hydrofoil crafts now totally depend on automatic controls, but the lesson was learned only after lengthy R&D insurface-piercing hydrofoils which allegedly did not require a reliable control system, but had poorerseakeeping and maneuvering capability. Finally, when the time constants of the system to be controlled are very short compared with humanreaction time, there is no alternative but at least partialautomation (gas turbines).

From the above, it appears that a general requirement of futurenaval combatant platforms is the availability of lightweight, flexible, adaptive, self-maintaining ultrareliable controls.

3. QUANTIFYING FUTURE NAVAL CONTROL SYSTEM RELIABILITY REQUIREMENTS

The inadequacy of specifying ultra-high reliability requirements bythe sole use of the mean-time-between-failures (MBTF) parameterhas been indi- should be cated.(5) This method of specification is not sufficient, and broadened to include the "mission success probability over a finiteperiod of time". From this, one can calculate the "prorated, hourlyreliability". The period of time over which the probability of systemnonfailure is guaran- teed should be commensurate with the ship or submarine missionduration, or the time elapsing between two successive maintenances; forinaccessible parts, periods could typically extend over a few days (search, rescuemissions), to a few weeks (ASW missions), or several months(strategic deployment or other covert missions).

A key step in obtaining equipment-level reliabilitygoals is the apportionment of the overall system success probability tothe various functions and corresponding equipment which contribute to the system. Two general rules seem applicable to the reliabilityallocation process within a system; first the parts have to be more reliable than the whole, i.e.,it seems necessary to allocate to the components and subsystems areliability factor better by an order of magnitude than the overall systemreliability goal. Second, there must be balance in the way the nonfailure probabilityis apportioned to the subsystems that are connected together, i.e., one mustavoid "design over- kill", or "gold plating" in isolated areas.

In particular, the reliability of electronic, electrical,and sensing portions of the control system must be matched withthe reliability of the mechanical actuations.(6)Three examples from a nonship environment might help to illustrate quantitative apportionmentof reliability. period of (1) The Apollo ComputerAn Apollo mission extended over a one month in the worst case. Nonfailure probabilities ranked as follows. Overall mission success .99 Apportionment of mission .998 success probability to Apollo computer

It does not quite make sense to talk about a100,000-hour MTBF computer, especially when redundant internal structures areused. Instead, one should typically talk about a ".99999-nonfailure-probability"computer that has to operate over some much shorter period oftime. This is explained in Refer- ence 5. -4- The Apollo crew safety goal was .999, and was made purposely independent of the computer. The prorated hourly Apollo computer reliability requirement is of the order of .99999, or a failure rate of 10-5 per hour was deemed permissible. It is interesting to note that the retrospective reliability of .998 for the Apollo computer was calculated on the basis of the following experimental data, covering five different regimes.

Aging time 292,000 hours

Vibration tests 6,500 hours

Thermal cycling 4,200 hours

Normal operations 70,000 hours

(0 Actual flight time 2,000 hours

No computer failure ever occurred during actual flight.

Air Force Digital Avionics Information Systems (DAIS)(6)--A failure- rate goal of 10-7 failures per hour has been set up, corresponding to a reliability of .9999997 for a 3-hour mission, for a whole fleet aircrafts. This reliability apportionment is, of course, in the context of relatively short mission durations, with no inflight manual repairs. In the first versions of DAIS, reliability enhancement through redundancy is needed only in the autopilot function.

Commercial Avionics Requirements--NASA has issued target reliability requirements for automated motion control and landing of passenger transports; the reliability goal is among others, moti- vated by insurability considerations.A reliability requirement for the aircraft motion and landing control system has been proposed, corresponding to a maximum allowable failure rate of 10-10 failures per hour in the digital control system, or a reliability of .999999999 for a 10-hour flight. It appears that these demanding requirements can only be met by fault-tolerent architecture approach (see below Section 6).

3.1 A tentative estimate of naval control system reliability requirements

The control system reliability problem for the low-manning naval ship or submarine of the next two decades is, of course, quite different from the three examples above. The ship or submarine mission is repetitive, usually of much longer duration than the examples above, and some partial repair during the mission is allowable. However, the principle of deriving prorated equipment reliability requirements to meet an overall mission success probability over a finite period of time is applicable.This approach should be the central focus to define new ship control system requirements andto initiate new development, rather than, for instance, fragmented effortsat- tempting to reduce computer memory requirements or developing complicated algorithms. One can venture to suggest that a typical prorated reliability goal for ship or submarine control should be quantitively similar to the Apollo one, but at a cost substantially lower than the one incurred by the Lunar mission.

Considering the number of hours in a 4-week ship or submarine mission, and a high premium placed on mission success (maybe of the order of.999), the prorated apportioned hourly reliability of the ship or submarine control system could be of the order of .99999 or more.

Experience shows that a large number of nines in the stated system reliability goal stresses all parts of a system and calls for new advanced technologies, both in components and in the architecture that binds the components. These technologies envisioned for the automated ship or submarine would be quite different from the ones existing in the usual minicomputers (even in militarized versions), or the current vintage standard naval computers.

4. CATEGORIZING SOURCES OF SHIP CONTROL UNRELIABILITYSOME REMEDIES

To systematically address the ship control reliability problem, it is useful to identify the different kinds of failure sources to which ship control systems are vulnerable. Two kinds of failure sources seem to exist:

Random physical failures WITHIN the equipments.

Failures AT THE INTERFACES.

The first type of failure is self-explanatory. The second or "interface" type failure can be either functional, or physical. Physical interfaces often leading to system failures are the usual connectors, cables, buffer amplifiers, power supplies, data transmitters, displays and manual controls, and ultimately, the human operator. Functional interfaces that may lead to a system failure (this should include failures to sucessfully complete a mission such as near-surface hovering by a submarine without broaching) are "mismatches" present in the system from its very inception due to erroneous design assumptions. In the case of the near-surface submarine e,ample,these could be: control surface torquing and lifting requirements; required data processor throughout; processor size and I/O capacity; signal-to-noise ratio assumptions for sensing and transmitting, etc. In some of these "interface type" failure cases, no physical equipment may really "fail", the system is just designed wronp. The only way to prevent failures of this kind is to rely during design on truthful models of the process being controlled (e.g., accurate hydrodynamic and hydraulic models, etc.). This permits one to quantify safely the design margins; "padding" of designs is, of course, often the result of uncertainties In models (e.g., hydrodynamic modelling of a near surface submarine cruising In agitated seaways), or results from a lack of understanding of the operating conditions (e.g., what will the computer load be under partial casualty conditions? Will the partial casualty domino into worse casualties due to insufficient thruput?) Exaggerations of design margin are often justified by "safety".

Finally, a special kind of "functional interface" failures are the system faults caused by software, since software can be conceived of as the glue that cements all the functional requirements of any computer-based control system.

Leaving aside the important question of reliable hydraulics and control servoactuation (not addressed in this paper), let us consider the remainder of the naval ship and submarine control system, and let us assume that it will heavily use digital technology for signal sensing, processing, transmission, display, storage, etc. In order to combat the occurrence of both kinds of system failures (i.e., random physical failure within the equipment, and interface types failures), a focused R&D program aiming at upgrading ship control reliability should address the following triad:

(1) New hardware components enhancing reliability.

-6- Software reliability.

New system architectures, both local and global, which enhance reliability.

R&D efforts in all three areas seem to be intimately interwined: e.g., it would be a serious mistake to assume "pure software" approaches to reliability enhancement; the availability of certain new key components may dictate new architectures, etc. Let us briefly examine each area.

4.1 R&D in new components enhancing reliability

Component standardization was probably, in retrospect, the single most important step towards reaching high inherent reliability levels in the Apollo computer (exclusive use of TTL logic).(7) Today new components are gradually becoming available that would fit the entire Apollo computer capacity on a single microelectronic chip. It is believed that the key to future reliability of digital control systems is the repetitive use of identical basic components in generous allocations, and not necessarily the minimization of the number of such components in ad hoc architectures. It is expected that such devices (e.g., LSI microelectronics, high speed non-volatile memories, etc.) will be gradually introduced and standardized; mass production is the most important factor for cost reduction; special quality control measures are needed for the military applications. It may take 5 to 6 years to reliably obtain the devices, and probably as long to produce them at low cost.

5. SOFTWARE RELIABILITY: A HIGHER ORDER SOFTWARE APPROACH

Software reliability may well be the Achilles heel of any ultra-high reliability control system. No known technique will absolutely guarantee software reliabilitybut techniques are now known to greatly increase con fidence levels(8,2,3,-and of course there is a need to drastically reduce cost. Of some 2,000 man-years that went into the acquisition of Apollo flight software, more than 1,000 man years went into software verification.(11) The prodigious difficulties encountered in software verification may have been the most important lesson learned in that development, a lesson now painfully diffusing into Naval development of weapons and ships systems. Software verifiability demands both hardware and software features that must be built into the early conceptual system designs, and requires special facilities.

5.1 Hardware features enhancing software reliability

The following hardware features have been found to reduce software costs, and to enhance software reliability.

Provision of generous computer resources (memory, speed, word length, instruction repertoire).

Simplicity of addressing structure.

Availability of microprogramming (firmware).

Availability of floating point hardware.

Hardware fault-tolerance which is transparent to software (see below).

Eliminate or restrict interrupts.

Test-cooperative hardware: marker bits, branch protection, historical data storage, event counters.

-7- 5.2 Higher-order software

Higher-order software (HOS) (2,3.9) is a post-Apollo technique aiming at boosting software reliability by a special focus on interface correctness. The basic premise of HOS is an intelligent partitioning of software into modules, and a special emphasis on managing the data and timing interfaces between these software modules. The focus on interface correctness comes from a conviction that no amount of dynamic simulation of a givensoftware package, on either its final computer(s) or on a host computer, will ever absolutely guarantee nonfailure for the myriads of possible combinations of external and internal events that can happen in a system. Furthermore, a careful analysis of Apollo software anomalies has shown that 73% of all re- corder anomalies were due to software-to-softwareinterfaces.0-2) It is estimated that a corresponding fraction of the overall effort of software verification could have been saved if a safe method had existed then to preempt these interface problens. HOS now provides that method: a set of six axioms to resolve the inherent conflicts between theunavoidable top-down and bottom-up processes taking place during software design andacquisitions.(13) The axioms legislate(2 ) invocations between modules (axiom1), data access rights (axioms 3,4), rejection of bad input and output data(axioms 2,5), and the ordering of execution of sibbling modules controlled by the same controller (axiom 6). The result of axiom 1 is the existence of a linear control tree, where each module is the controller of the"function-modules" immediately beneath it, or the function of the single "controller-module"immediately above it. A module thus can be a controller or a function depending on the point of view. Also, all modules of a Higher Order Software tree are control modules, except for the extremities of the tree who are purefunctions, i.e. execute arithmetic and algebraic functions withoutdecision logic. In contrast to conventional structured programming, ofwhich it has all the advantages, HOS explicitely addresses the data and controlintegrity problems for real-time, single or multicomputer systems.

The consequences of an axiomatic approach to software interface management appear extremely attractive: all software interfaces can be verified statically without program execution, i.e. without complex andexpensive simulations; the scanning of interfaces for axiom violations canbe made manually, semiautomatically, or automatically; it can bedone off-line, or in real-time (structuring executiveconcept(3)). From the few axioms, many theorems can be derived, describing permissible andnon-permissible data access and timing relationships betweenmodules in a multiprogramming, multi- computing (federated), or multiprocessingenvironment.(10) Since pseudo- modules that exactly exercise the data and timing interfaces canbe substi- tuded for real application modules, a software breadboardapproach is possible if HOS structuring techniques are used. A software breadboard approach can be specifically geared to allocated and manage the useof scarce system resources (core memory, CPU time, etc.),thereby reducing major development risk just as breadboards are used to reduce hardwaredevelopment risk. Interface correctness can be achieved early at therequirements level, and a "safe" mech- anism is in place for iterative redesigns. A real potential exists for automation, since only six axioms need to be checked forviolation. Structuring following the HOS format can be automatically documentedfrom source code Neglecting the in- (this technique is presently used by SpaceShuttle(14)). terface correctness problems at early or middle stagesof software development, so often the conventional approach, isalready alleviated now by the use of manual HOS techniques. A software specification language based on HOS- axions is now in development,(15) which promises to give aproactive tool for enhancing reliability; the constructs of thisspecification language will naturally follow the HOS axioms; the use of this newtool will free the system designer to concentrate on performance verification, systemstradeoffs, and -8- optimization, without the present risky and expensive manual burden of assur- ing interface correctness.

5.3 On-line restructuring

It is not enough for reliable system software to be error-free in the application and operating system portions.It must also be able to detect, isolate, and recover from errors in the computing hardware, in the transmission channels (data busses, data links), in the subsystems connected to the computer(s) (including a human operator), and from drastic stimulation from the environment (e.g., complete power outage).All these system requirements are related to software control issues which HOS makes explicit and specifically manages. An asynchronous approach to the executive program, which proved invaluable for Apollo (as the Apollo 11 moon landing incident showed), appears mandatory for shipboard use. A combination of HOS and an asynchronous executive permits handling temporary overloads by the ability to drop less important tasks and increasing the execution rate of the critical ones.System recon- figuration for servicing changing real-time mission phases (using mass memory for instance), or for casualty control, is safely and inexpensively afforded by HOS. An HOS-structured program automatically provides restartability and reentrancy for all modules, provides restarts from random complete power outages, handles slow restarts, and permanent partial failures of a system.

Real-time axiom violation check (structuring exectives) is deemed feasible, and is presently researched( ). The case of multiprogramming, i.e., the use of commonly addressable memory by several CPU's, is potentially of great importance for shipboard use, and appears covered by HOS.

5.4 Interchangeability of hardware and software

The HOS control tree does not distinguish between hardware and software implementation of its modules; neither does it demand that all modules be resident inside one computer. Asshipboard system requirements may dictate, certain portions of the HOS tree may be implemented in microcode instead of software, which could save on CPU timing and erasable core. The HOS methodo- gology is of course applicable to the verification of firmware. A fundamental overall system design approach of the Higher Order Software methodology is to draw a single, but complete, although preliminary, control tree for the entire shipboard control problem at hand. The tree should encompass all the sources and sinks of information (sensors, displays.. .etc.) and all the control modules and their relationships. A partitioning of the control tree into subtrees is then made, based on system criteria such as the rate of traffic between modules and certain core memory blocks etc.This approach preserves data and timing integrity, and can lead for instance to the implementation of a federated multicomputer system. Simple, low overhead operating systems have been designed following the HOS methodology.A pseudomodule implementation of the HOS tree permits verifying interface correctness and scarce resource budgeting at the requirements level.

5.5 Software verification facilities

Software in a ship control system will probably undergonumerous changes during the early phases of a system test, and during early operationaluses (learning curve phenomenon) and during operation and maintenance. But every software change introduced in the system is another potential source of unrelia- bility. With HOS there is no need anymore to go through agonizing software reverification after every change (the unavoidable predicament in the Apollo days). HOS, and its automated tools, make it reasonable to guarantee thateven numerous and fundamental changes to isolated modules of an existing system originally designed under HOS rules will not decrease the reliability of the assembly because of integrity issues. A statement level simulation(16) offers as a crucial part of any facility dedicated to the verification of software.The complex issue of computer language selection, and the ability of writing software independent of the eventual computer that will use it, is a continuous struggle. Language standardization, in particular, is a prerequisite for reliability in the cases where large systems are assembled from portions procured through different contractors. The major issue, however, is not the use of a specific high order language, but the fundamental structuring of software. An HOS approach would permitautomatic verification of interfaces. A dedicated facility for the point of view of overall functional integration of the ship control system; but software verification is an ADDITIONAL, AND DISTINCT STEP requiring its own separate facility.

6. SYSTEMS ARCHITECTURE:A DISTRIBUTED, FAULT-TOLERANT HIERARCHICAL APPROACH

A primary concern for high reliability in ship control dictates special architectures, both in hardware and software. Currently used architectures for naval ship control systems are often the result of historical incremental additions to primary configurations that were conceived from previous technology constraints that gradually became obsolete (e.g.. central computer complexes originated from bulky, expensive, second and third generation computers requiring special environmental conditioning).

6.1 Distributed or centralized digital control systems

An issue confronting the Naval systems designers is whether the digital control system ought to be centralized, or distributed.This question has to be resolved on the basis of each application which may have quite different requirements. For example the Apollo centralized computer approach was the result of a historical development where computer capacity requirements grew from modest initial sizes to an eventual 38,000 word size, without the availability of swapping in and out of bulk memory, which had been eliminated mostly for reliability reasons; the decision to centralize the Apollo computer was based on early1960stechnology. Similarly a recommendation for post-Apollo, Space Shuttle avionics systems made in1969strongly endorsed a distributed approach, (17) although the concept finally adopted by NASA was a central computer facility made of bit-by-bit redundant units.Problems of thruput underestimation are now being addressed.

The sheer size of a Naval ship or submarine, where ship control elements are naturally distributed along the length of the vehicle, would militate against a central control computer approach. Ironically, severe software problems are caused in central computer complexes because the operating systems attempts to make it look as if the central computer is actually solely dedicated to each task being multiprogrammed.Data and timing conflicts flourish in a hostile software environment. Testing, verification, maintenance and causalty control are difficult. Higher Order Software can help solving the integrity issues, but cannot much reduce the overhead problem. Furthermore, the one central processor acts as a system reliability bottleneck, which is usually alleviated by expensive duplication of whole mainframe equipment.

In contrast the distributed approach permits tailoring the digital control system to naturally existing shipboard partitioning and local conditions (i.e., location of sensors, hull penetrations, control stations, backup stations, individual propulsion units, auxiliaries, power plants, CIC room, bridge, etc.). Even in very small submarines (Deep Submergence Rescue Vehicle. DSRV) reliability considerations called for partitioning the control functions

-10- between separate, dedicated computers. (DSRV has three separate computers: one for navigation, one for autopilot functions, and a central supervisory computer.)(18,19) A study(29) comparing the relative advantages of a central computer complex versus the use of local computer(s) dedicated to the ship control function of an attack submarine, indicates that, at equal costs, the latter approach is far superior, mostly from the point of view of software reliability.

6.2 Hierarchical control systems

In addition to having a natural partitioning of ship control elements, Naval ships and submarines also exhibit natural hierarchies, i.e., there exists a command structure allocating the control authority for the activation and actuation of each ship control element, either prime or backup, whether human operators are involved or not. A distributed digital control system permits tailoring to these naturally existing or desired partitioning and hierarchies. This implies numerous levels and sites of autonomy, often with different requirements in processing, bandwidth, environments, size, and reliability. Each autonomous site (or "node") must have some capability of processing information and/or exercising control over some part of the overall system; each site will be capable in principle of communicating with a "superior" site, and one or several "parallel" or "inferior" site(s). Such a control system approach is called hierarchical. (21) The parallel with Higher Order Software trees (see above) is striking.

At the bottom of the ship control hierarchy of the future automated submarine or ship, one expects to find local processors operating at relatively high data rate, with a fast response time, and dedicated to a single major sensor, effector, or display. Examples could be:

Very high throughout signal processors operating on raw sonar data.

A string of bit-by-bit redundant microprocessors servicing a pressure- depth gauge near the hull penetration.

A string of microprocessors monitoring and controlling hydraulic plant behavior. Monitoring of pressures, temperatures, etc. will provide trend analysis.

A unit refreshing a CRT, and formulating displays.

At an intermediate level, another small computer might monitor these trends in an Engineering Operating Station (EOS) and compare them with alarm levels of arbitrary severity, with on-line switching commands; the alarm threshold could be set by the central computer at the top of the hierarchy. The central processor of a hierarchical system need to be very reliable and is expected to work at low data rates, to respond relatively slowly, but perform rather sophisticated calculations (as for instance, optimal control commands, on display synthesis to the human operation). The central computer might take the chore of flagging incipient failures (on the basis of trend analysiscon- ducted lower in the hierarchy), or spew out orders for nonscheduled maintenance of accessible parts of the system. One can conceive that every major, and even not-so-major shipboard piece of equipment would be "wired" to a controller which will probe the equipment, report on its health, possibly automatically substitute a standbyincase of failure, call for maintenance, etc.

The objective in designing the hierarchical controlsystem is again to attain extreme reliability, and this implies node standardization.The usual growth and local changes to the control system performed during the life of the system will be implemented WITHOUT LOSS OF RELIABILITY, by either the classical addition of local capacity to an existing node ifit can be done, or by "offloading" the node through creation of another node inferior to it. (Different nodes need not necessarily be separated by large physical distances.' Node standardization will accrue substantial reliability advantages, including software reliability, since a format, a language and a structuring approach applicable to all nodes will be used. Software verification is simplified by the hardware partitioning, and, of course, Higher Order Software, which should be used, is fundamentally based on the premise of hierarchy.

6.3 Fault-tolerant communication between ship control elements

A possible reliability drawback of a distributed hierarchical data management system for ship control is the need for data transfers between the nodes. This problem falls under the general need for reliable shipboard information transfer systems, an area already addressed by current Naval R&D in multiplexing. There is a need for a transfer system that survives local link failures, or even failures or destructions of ship control nodes being linked thru the net. Of at least four available design alternatives(22,23) (i.e.,(1) dedicated connections,(2) data bussing, (3) passive or lossy net- works, and (4) active data network), the active network approach is recommended. The ability to reconfigure ship control to at least a de2raded mode, should be presented by a sufficiently rich topology of the active network. The "active Nodes" provide damage and fault-tolerance. The "elements of ship control are tied with efficient interconnections at low power. The use of electro-optical components is not incompatible with the concept. Self diag- nosis and self-repair have been demonstrated. Strategies of network management involve a small amount of hardware at each node, and software resident in the control processor managing the net.Additional advantages perceived to exist include all the good features of classical data transfer by multiplexing, a lesser vulnerability to common mode failures, and adequate signal-to-noise behavior. The hierarchical design of the local processors would prevent sending signals of unnecessarily high bandwidth through the active network. Local processors thus act as bandwith transformers. The hierarchy of the network is software controlled. Casualties from failure or damage at any part of the hierarchy could be handled by reconfiguring the hierarchy; any node with sufficient computing power available has the potential of assuming network control, thereby preserving ship control. A Higher Order Software approach appears to be essential for structuring the control software.

6.4 Fault-tolerant computers

One cost-effective approach to meeting ultra-high ship control reliability goals, either for local or central digital processors, would be the use of fault-tolerant computerrwhen they become available. A fault-tolerant computer permits internal random component failures to occur within itself without loss of computational continuity(24,25,26),. self-repair occurs within certain limits thanks to internal redundancy.Fault-tolerance computation research is now moving away from the stage of laboratory curiosity, but the use of redundancy per se is full of pitfalls.Vital systems questions are: How to detect a failure? How to switch a spare? How to test the integrity of standbys?Whether to operate synchronously or not? How to manage the internal data busses?, etc. A recommended concept of a fault-tolerant computer uses the following: (26,27)

Separate replication of elements (CPUs, memories, I/Os, busses, power supplies)

-12- Bit-by-bit comparisons of strings of such elements, with majority voting.

Unassigned standby spares, switched on by software.

Fault-tolerant clocking.

Complete transparency to the application programmer (i.e., the programmer does not have to be aware that the computer he is using is internally distributed, or that bit-by-bit comparisons are going on).

The strings of devices (CPUs, memories, etc.) comprise N>3 elements, N being defined by the reliability goal to be achieved in the hierarchical system.(6,28) This concept of fault-tolerance has evolved over the years since 1966

The software implications of a fault-tolerant multiprocessor computer constitute an important area of R&D in itself,(29,30) and preliminary results exist.(31) The methodology of HOS appears applicable to both the operating system and the transparent application software resident in a fault-tolerant computer.

6.5 Capacity allocation and reliability

It is felt that the kind of fault-tolerant philosophy that must be pur- sued, should be based on the premise of generous hardware allocationsper- mitting the use of many identical devices; this will permit maximum benefits from the learning curve phenomenon, an absolute prerequisite for achieving reliability. This is in contrast to philosophies that attempt to minimize the number of devices, and which lead to awkward architectures, more difficult standardization and isoteric components and subassemblies.This is a crucial issue, since a miser's attitude in early hardware capacity allocations (memory, I/O's, etc.) can be identified as the major factor for cost escalation of numerous DOD systems. (32) Insufficient initial hardware allocation has led to extreme packing and connectivity, which causedvery high software costs and sometimes the need for later hardware additions. (Software costs are now, of course, higher than computer hardware costs.)The overall cost escalation, unfortunately, is not necessarily, and usually is not accompanied by better reliability, since hardware additions createmore interfaces to manage, and very dense software coding is not easily amenable to convenient verification or reverification.

The advent of "fourth generation" hardware should completely relaxthe need for "saving" on computer devices, but only if resonablearchitectures are adopted; both are needed to allow high reliability at low overall life cycle cost.

7. CONCLUSIONS AND RECOMMENDATIONS

Ship control systems of the future will heavily dependon digital technology for ultimately attaining very high reliability. It is believed that the concepts covered above will help meeting at lowestcost the complexity and high reliability requirements of future Naval ships, bothin the control of classical areas such as propulsion, primemovers, auxiliaries, ship maneuvering, active seakeeping control by autopilots, etc., but alsoof extremely sophisticated new mission payloads. These future requirements naturally lead to a distributed, hierarchical network of standard high reliabilitynodes exhibiting local fault-tolerance, tied by communications paths ofequally high reliability also exhibiting damage-and-fault-tolerance. For new applications

-13- the concept should be planned from the outset of ship design, but a good potential for retrofits exists thanks to the flexibility of the distributed- hierarchical approach, and of presently existing Higher Order Software tools.

It is believed that the present widespread use by the U.S. Navy of Cen- tral Computer Complexes is only a transitory stage, and that Naval ship control and weapon systems of the future will attain higher reliability at lower cost by using the distributed/hierarchical control approach. Fault-tolerance will be mandatory, but it cannot be implemented as an afterthought by fitting existing pieces together.

Software is believed to remain a grave problem. Proliferation of pro- prietary approaches will not help. Higher Order Software and its potential, and the current Navy plans to standardize languages, and methodologies are steps in the right direction. Ultimate software verification requires early attention in design, and special facilities. It is not yet feasible to factor quantitatively this software contributions to overall ship control system un- reliability.

Finally, the decision to force uses of standard AN/UYK 7 and AN/UYK 20 computers for Naval tactical applications is believed to have been a very useful stopgap measure; however, indefinete exclusive commitments in the future to these computers in inventory might prevent one from satisfactorily solving the long term high reliability problem, since these two computers cannot be all things to all users, and the fault-tolerance problems requires special planning.

The needed focused R&D must attack simultaneously three intimately intertwined areas: components and control devices, software, and new architectures, three areas fraught with uncertainties. Some technology transfer from commercial advances will help meeting the military objective, but probably only in the hardware component areas (i.e. microelectronic, filter optic links, etc.); the software and architectural issues are very specific to military needs.

The need for very reliable control systems as a prerequisite to ship and submarine automation is a foregone conclusion. Although the automation need is already almost universal for the current new designs of the U.S. surface fleet (1975) and is felt by the new submarine acquisitions the need will be even more exacerbated for the new designs of U.S. Naval vessels and retrofits of the 1980s and 1990s. Ship design and acquisition managers of future years must be given certified, low risk components and proven systems concepts "on the shelf" to meet the tough demands of their new vessels. The time horizon up to engineering development implied by the concepts described here, is at least 10 years or more.

-14- REFERENCES

Some of the arguments on the advantages of digital technology havebeen summarized in "A Digital Autopilot for a Hydrofoil Craft"; E. A.Nord- strom, F. S. Gamber, P. G. Dogan; C.S. Draper Laboratory Report R-722; June 1972.

Fraser, D. Felleman, P., "Digital Fly-By-Wire:Computers Lead the Way"; Astronautics and Aeronautics AIAA; July/August 1974.

Bouricious, Carter, W.C., Schneider, P. R., "Reliability ModelingTech- niques for a Self-Repairing Computer System"; Proceedings for the 24th National Conference of the Association of Computing Machines; 1963.

Hamilton, M., Zeldin, S., "Principles on Higher Order SoftwareIllustrated by application to a Space Shuttle Prototype Program", C.S. Draper Laboratory Report R-790, February 1974.

Hamilton, M., Zeldin, S., "Higher-Order Software-Methodology forDefining Software", C. S. Draper Laboratory Report R-862, March 1975.

Yin Allen; "Digital Avionics Information Systems (DAIS)", FinalReport, Flight Control System Reliability Task"; C. S. Draper LaboratoryReport R-816, September 1974.

Hall, E.; "MIT's Role in Project Apollo", Final report ofcontracts NAS 9-135 and NAS 9-4065, Volume III, Computer Subsystems,C. S. Draper Laboratory Report R-700, August 1972.

SIGPLAN Notices, Vol. 10, June 1975, Proceedingson the International Conference in Reliable Software, 2-23 April 1975, LosAngeles, Calif.

McCoy, B., "DAIS Avionic Software Development Techniques,"C. S. Draper Laboratory AIAA Paper.

Boetje, G., "Managing Software Development: A New Approach," C. S. Draper Laboratory.

Hamilton, M., "Management of Apollo Programming andits Application to the Shuttle," C. S. Draper Laboratory Software Dhuttle MemoNo. 29, May 1971.

Hamilton, M., "Design of the Guidance, Navigationand Control Flight Software Specrification," C. S. Draper LaboratoryReport C-3899, February 1973.

Hamilton, M., Zeldin, S., "Top-down, Bottom-upStructured Programming and Program Structuring," Rev. 1, C. S.Draper Laboratory Report E-2728, December 1972.

Daley, W., "Automatic flowcharts", C. S. DraperLaboratory, Mercury Memo No. 53, March 1974.

System Specification and Design, PreliminaryReport on System Specifica- tion and Cataloguing, 8 August 1975 (Tentativeunpunished) Naval Electronics Laboratory Center, San Diego, TechnicalNote TN-3031, NELC 0229.

-15- Boucher, R., et el., "Users Guide to the C. S. Draper Laboratory Statement Level Simulator," C. S. Draper Laboratory Report R-799, July 1975 (Rev. 1).

"STS Data Management System Design, Task 2"; C. S. Draper Laboratory Report E-2529, June 1972, (several authors).

Decanio, F., Dogan, P., "Analysis and Design of the DSRV Ship Control System", C. S. Draper Laboratory Report R-710, April 1972.

Dogan, P., et al.; see Chapter 2 of C. S. Draper Laboratory Report R-671, "Simulation of the Deep Submergence Rescue Vehicle"; June 1972.

Lawson, R., Dogan, P., Saul Bojarski, "A Ship Control Computer Trade- off Study for the Cruise Missile Submarine, C. S. Draper Laboratory Report R-743, May 1973.

Hopkins, A. L., "Hierarchical Autonomy in Spaceborne Information Processing", C. S. Draper Laboratory Report P-150, Cambridge, Mass., February 1975, Presented at the IFAC/75 Sixth Triennial World Congress, Boston/Cambridge, Massachusetts, August 24-30, 1975.

Smith, T.B., "Damage Control Mechanisms in Digital Communications Net- work for Distributed Real-Time Control Systems", presented at the 1975 IEEE International Convention & Exposition, April 8-10, 1975, New York, 1975 IEEE Intercon Conf. Record session 11, p.1.

Smith, T. B., "A Damage-and-Fault-Tolerant Input-Output Network", in Dig. 4th International Symp. on Fault-Tolerant Computing, IEEE Computer Society, June 1974.

Hecht, H., Editor, "A Fault-Tolerant Multiprocessor", Collected Papers on Fault-Tolerant Spacecraft Computer Technology, The Aerospace Corp., Aerospace Report #TR-0172(2315)-2, Los Angeles, Calif., March 1972, pp. 183-210.

"A Fault-Tolerant Information Processing System for Advanced Control, Guidance, and Navigation", C. S. Draper Laboratory Report R-659, May 1970.

Smith, T.B., "A Highly Modular Fault-Tolerant Computer System", Ph.D dissertation, Aeronautics & Astronautics Dept., MIT, Cambridge, Mass, November 1973.

Hopkins, A.L., Smith, T.B., "The Architectural Elements of a Symmetric Fault-Tolerant Multiprocessor", in Dig., IEEE 4th International Symp. on Fault-Tolerant Computing, Univ. of Illinois, Urbana, June1974.

Lala, J.H., "A Cost and Reliability Model of Partitioned Digital Systems", C. S. Draper Laboratory Report R-573, Cambridge, Mass., February 1973.

Rosenburg, S.C., "An Executive Program for an Aerospace Multiprocessor", C. S. Draper Laboratory Report T-552, Cambridge, Mass., September 1971.

Weinstein, W.W., "Correlated Malfunctions in Redundant Systems", C. S. Draper Laboratory Report T-581, Cambridge, Mass., September 1972.

Weinstein, W.W., "Software Supplemented Error Detection and Recovery Tech- nique for an Avionics Control System"; (CSDL Report R-781), December 1973.

Boehm, B., "Some Information Processing Implications of Air Force Space Missions: 1970-1980"; Memo RM-6213-PR, Rand Corp., January 1970. -16- CURRICULUM VITAE

OF AUTHORS, CHAIRMEN, SYMPOSIUM COMMITTEE MEMBERS

J. VAN AMERONGEN Was born in Veenendaal, The Netherlands in 1946. In 1971 he graduated in Electrical Engineering at Delft University of Technology, Delft, The Netherlands. During his military service in the Royal Netherlands Navy he worked at mathematical modelling of ships and at the development of an adaptive autopilot. At present he worls on the staff of the control laboratory of the Electrical Engineering Department, Delft University of Technology. His current interests are ship control systems and electric power systems.

A.D. APPLETON Born in Surrey in 1928, educated at Grammar schools in Manchester and Essex; Queen Mary College, University of London gaining B.Sc. (Hans) degree in electrical engineering. Awarded State Scholarship. With the General Electric Co. Ltd. from 1953 to 1964 on power equipment and nuclear reactors; attached to AEREHarwell for 5 years on control of heavy water reactors and the engineeringassocia- ted with thermonuclear research. Joined IRD in 1964 and became responsible for superconducting machine project in 1965; made Head of Elec- trical Engineering Department in 1968. Present responsibilities include superconducting a.c. generators, superconducting d.c. motors and generators, superconducting magnets, current collection, special purpose motors, e.g. for propulsion of small submersibles, fusionactivities, MHD, and a wide range of sponsored research topics. Serves on a number of committees for Ministry of Defence, Science Research Council, British Cryogenics Council (Vice Chairman).

E.G. ARNOLD

Training Mechanical engineering apprenticeship with the Imperial. Chemical Industries. Cadet student training with the British Ministry of Defen- ce (navy). Qualification: BSc (Mechanical engineering) first class honours. Professional

Experience : He is working at the Ministry of defence (procurement executive), Ship department and is responsible for the interpretation of naval requirements into main propulsion and auxiliary machinery designs for future warships and the examiniation of alternative MCY systems for ships contained in the ship programme. Other responsibilities include the examination of the effects of energy shortages on warship design, and the monitoring of warship designs of foreign navies.

W.J. ARRIENS

W.J. Arriens, born in 1947, entered the Royal Netherlands NavalCollege (branch: supply) after completing Highschool in 1967. He obtained his officers diploma iii 1970. At the present he is the secretary of the; Flagofficer of the Royal Netherlands Naval College. G. ASTORQUIZA VIVAR

Gustavo V. Astorquiza was born in ConcepciOn, Chile, on June 20, 1944. He graduated from Chilean Naval Academy in 1963. In 1968 he specialised in Gunnery and Fire Control in the Ordnance School of the Chilean Navy. He received the BS and MS in Electrical Engineering from Naval Postgra- duate School, Monterey, Ca., USA, in 1973 and 1975, respectively. He did most of his research in Ship Control.

At present Mr. Astorquiza is working at the Engineering Department of the Bureau of Weapons of the Chilean Navy and acting as Faculty Member of Universidad Tecnica Federico Santa Maria, Valparaiso, Chile. Mr. Astorquiza is IEEE Member since 1973.

T.C. BARTRAM

Born in Yorkshire in 1946, Mr. Bartram is a graduate of Bradford University gaining the degree of B.Tech.Hons in electrical and electronic engineering. Mr. Bartram was a student apprentice with the Yorkshire Electricity Board before doing post graduate research in power system stability. On joining IRD in 1969 as a design engineer in the Electrical Engineering Department, Mr. Bartram worked on the control and Electrical support systems for the prototype superconducting ship propulsion machinery. Mr. Bartram rose to the appointment of Group Leader in 1972, and is now responsible for electrical design, control and instrumentation in connection with the superconducting d.c. machines and systems in addition to other topics not related to superconductivity.

A.D. BEARY, Jr.

He is working in the Automation and Control Division of the David W. Taylor Naval Ship Research and Development Center, Annapolis.

H.A.R. BEESON

Joined Royal Navy in 1953 as Artificer Apprentice.

Served as Engine Room Artificer in HM Ships: ADAMANT, BLACKWOOD, SOLEBAY, PUMA, GREATFORD and EASTBOURNE.

Promoted Chief Engine Room Artificer in 1968, subsequently serving in Ship Maintenance Authority and HMS GLAMORGAN from which he was promoted commissioned rank in November 1970.

Served in HMS FEARLESS until joining HMS SULTAN in May 1973.

Until recently, he was Pre-Joining Training Course Officer for the AMAZON/SHEFFIELD Classes. Currently preparing Pre-Joining Training Courses for the TYPE 22 Frigate and the A/S Cruiser. F.J. VAN DEN BERG

The author was born on 21 July 1946 at Nijkerk, Netherlands. In 1963 he started at the Technological University of Delft to study mechanical engineering. During the course he specialized in 1966 in measurement and control systems. In June 1970 he received the ir-degree equivalent to Master of Science. After that he had spent 2 years in military service as a projectcoOr- dinator in military development work. In April 1972 he became employed at "Koninklijke Maatschappij De Schelde" a member of the Rhine-Schelde-Verolme Group as applicator engineer dealing with ship propulsion systems especially in the measurement and control field.

W.B. VAN BERLEKOM

Education : Graduated from the Royal Institute of Technology (at Stockholm) Department of Naval Architecture in 1959.

Employments From 1959 to 1963 at a consulting engineering firm working on hydrodynamic problems in connection with a submarine project.

One year (1964) at the Research Institute of National Defence (in Stockholm) working on hydrodynamic problems.

From 1965 employed at the Swedish State Shipbuilding Experimental Tank (SSFA) at Gothenburg and engaged in research and development work in ship hydrodynamics as boundary layer problems, hydroacoustics (boundary layer noise, cavitation noise), manoeuvring and control of ships etc.

R.K. BERNOTAT

Professor Bernotat is director of the Research Institute forAnthropo- technic (FAT), which currently is the largest research institutionin the field of Human Engineering in the Federal Republic ofGermany. He received his diploma in electronics in 1959 from the TechnicalUniver- sity of West Berlin where he subsequently helda position of research assistant at the Institute for "Aircraft Guidance and Control".After receiving his Dr. eng. in 1963 he became a member of the teachingstaff, giving lectures in flight instrumentation and Human Engineering(anthropotechnic). Since 1967 he is responsible for the buildup of the research institute (a non profit organization, financed by the German government) and is now teaching Human Engineering at the TechnicalUniversity of Aachen.

He is member of the German Society for Aeronautics and Astronautics, was 6 years chairman of the working group for Anthropotechnic in this society, is member of the German Society for Ergonomics and ofthe Human Factors Society (USA). R.E.D. BISHOP

Professor R.E.D. Bishop became a student at University College London after service in the Royal Naval Volunteer Reserve during the war. After periods in industry, in de U.S.A. and in Cambridge University he returned to University College as the Kennedy Professor of Mechani- cal Engineering in 1957. He has remained there ever since.

W.J. BLUMBERG WALTER J. BLUMBERG received his BSEE degree in 1950 and his MSEE degree in 1955, both from the University of Maryland and has taken additional graduate courses from the American University, plus special courses in computers, control theory, and engineering management. Heis currently Staff Assistant to the Automation and Control Division of theDavid W. Taylor Naval Ship Research and Development Center, Annapolis Labo- ratory. Since 1964, he has held research and developmentpositions at the Annapolis Laboratory as Senior Project Engineer, ProgramManager, and most recently, Head of the Control and Simulation Branch.During this period, he continuously promoted programs in surface ship advanced bridge control systems and displays, ship control systems automation and computer applications, and the use of analog, digital, andhybrid real-time computer simulation as a research tool. From 1950 to1964, Mr. Blumberg worked in private industry in variousresponsible research and development positions from Computer Designer of Engineering(ACF Electronics, Melpar, American Electronic Laboratory). He designed aircraft operational flight simulators, motion and visualeffects simulation, weapon systems and electronic test equipment; didresearch on aircraft control systems; and managedmajor simulator and recon- naisance programs from design to deliverable equipment. He hasmade presentations to technical societies, and written numerous reportsand papers on simulation and control. He is a memberof the Society of Naval Architects and Marine Engineers (SHAME), theAmerican Society of Naval Engineers (ASNE), the internationalAssociation for Analog Com- putation (AICA), the Association for ComputingMachinery (ACM), Society for Computers Simulation (SCS), theInstitute of Electrical and Elec- tronics Engineers (IEEE) and its Societies. He waschairman of the First and Second Ship Control Systems Symposia, and U.S. Coordinator Systems Symposia. He has been a of the Third and Fourth Ship Control member of numerous government andgovernment/industry committees and workshops on ship machinery and controls. Heis a member of the Phi Eta Sigma Honorary Fraternity.

R.G. BOITEN R.G. Holten graduated from DelftUniversity of Technology in 1945 and obtained his ir.-diploma. Institute T.N.O. firstly as research- Until 1959 he was employed by the engineer and at last as Director of theInstitute T.N.O. Mechanical constructions. University Since 1959 he is full professorin Control Engineering at Delft of Technology. T.B. BOOTH

Scholar and graduate of Trinity College, Cambridge.

Post graduate studies at the College of Aeronautics, Cranfield(now the Cranfield Institute of Technology)

Industrial experience at Bristol Aircraft Limited and Rolls Royce Limited.

Service in the Royal Navy.

Joined the Royal Navy Scientific Service (now part of the Ministry of Defence) in 1956, serving in the Admiralty Gunnery Establishment, the Admiralty Surface Weapons Establishment and the Admiralty Experiment Works.

At present carrying out the duties of Chief Scientist, Admiralty Experiment Works.

C.J. BOYD

Captain Carl J. Boyd was commissioned as ensign on June 9, 1945, after completing Midshipman School at the University of Notre Dame.

He was ordered to the destroyer USS JOHN W. WEEKS, and remained in destroyer assignments until 1950. At this time, he enrolled in the U.S. Navy Postgraduate School, Monterey, California. He graduated in June 1953 with a Master's Degree in Engineering Electronics.

After tours on an aircraft carrier and the guided missile cruiser, USS BOSTON, Captain Boyd returned to destroyer duty as Executive Officer of the USS HANSON. Following a tour as Executive Officer of the guided missile frigate, USS COONTZ, he reported to the U.S. Naval War College at Newport, Rhode Island. He subsequently served with the Development Program Division of the Office of the Chief of Naval Operations and commanded the guided missile destroyer, USS WADDELL. In February 1966, Captain Boyd reported as Commander, Destroyer Division Twelve. He served in the Naval Ordnance Systems Command, Washington, D.C., as the Project Manager of the Mk-46 torpedo prior to assuming command of USS SPRINGFIELD.

Captain Boyd assumed his present duties as Project Manager of the Surface Effect Ship Project inDecemberof 1971.

F. BOUTHELIER

Emprese Nac. "Elcano" de la Marina Mercante. J. BRINK

The author was born on 6 December 1938 at Vaikenswaard, Netherlands. He became a Marine Engineering Officer in September 1960 after a three years course at the Royal Naval Academy at Den Helder. The next six years were spent at sea in Her Majesties Destroyers, followed by three years service at the Royal Naval Academy. In 1969 he started at the Technological University of Delft, from which he received a degree equivalent to Master of Science, in February 1973. After one and a half year at sea, he is now attached to the office of the Director of Naval Mechanical Engineering at the MOD (N) in the Hague, as an assistant project engineer dealing with automation and controls.

J.C. BRINKMAN

Mr. Brinkman graduated in 1967 from Delft University of Technology in electrical engineering. Currently he is lecturer in electronics at the Royal Netherlands Naval College.

G.D. BUELL

B.S., Aeronautical Engineering, Texas A&M University, 1956 M.S., Mechanical Engineering, University of So. California 1965. Ph.D., Electrical Engineering, University of California at Los Angeles, 1969.

20 years of experience in Aerospace and Marine Systems engineering including 5; years as a pilot in the USAF. Presently Manager of the Washington Engineering Operations Depart- ment, Marine Systems Division, Rockwell International.

W.H.P. CANNER Professional Qualifications

C. ENG Chartered Engineer. M.I.E.R.E. Member of Institute of Electronic and RadioEngineers. M.R.I.N. Member of Royal Institute of Navigation. Fl.'Nav. Qualified Flight Navigator.

Present Position

Lectures on Ship Control Systems in the Departmentof Maritime Studies at the University of Wales Instituteof Science and Technology.

Career to Date volunteered 1944 - 1956 Trained as electrical engineer in the R.A.F., for flying training, and served as aflight navigator with Bomber Command.

into civil aviation as 1956 - 1960 On retiring form the R.A.F., moved a lecturer with British Airwaysteaching aircraft control systems. devices for air- 1960 - 1961 Spent a period in industry on auto-land craft with Smiths Instruments Ltd.

in electronics 1961 - 1975 Spent the last fourteen years as a lecturer with a particular application on shipcontrol systems in the Department of Maritime Studies atthe University of Wales. H.J.S. CANHAM

Mr. Canham is working at the Admiralty Experiment Works, Haslar, U.K.

J. CARLEY Dr. J.B. Carley joined the Ministry of Defence (Army Dept) as a student apprentice and gained an Honours degree in mechanical engineering at the City University London. He was awarded an MOD scholarship to read for a higher degree at the University of Birmingham in Fluidics for which he received his Ph.D. He joined the Admiralty Engineering Labo- ratory in 1970 as a Senior Scientific Officer to work on simulation and control of ship machinery systems. He is now a Principal Scientific Officer and currently engaged in the application of Identification Tech- niques and Control System Design to ship motion control and ship propulsion and auxiliary machinery systems.

P. CHADWICK

Function : Responsible for the control and co-ordination of trials with particular reference to the system performance aspect. Educated at Bolton School Lancashire. Joined de Havilland Propellers as an Engineering Apprentice in 1959. Employed in the performance section of Hawker Siddeley Dynamics working on preliminary design studies of a wide variety of control systems including marine steam boilers, gas turbines for aircraft and automatic gear boxes for heavy road vehicles. Transferred to the Marine controls department of Hawker Siddeley Dynamics Engineering and was involved with the development of the Ma- rine propulsion control system. Appointed leader of the Trials and Per- formance section with direct responsibility for Sea Trials.

Obtained an Honours Degree in Mathematics at Hatfield Polytechnic.

A. CHAIKIN

He is appointed Research and Development Program Manager of the Naval Sea Systems Command, Washington.

J.P. CLELAND

Born 2nd November 1942. BSc (Electronics) 1967. PhD (Multivariable Con- trol Systems) 1971 - both at University of Strathclyde. Student/Graduate Apprentice with British Steel Corporation 1960-1967. Joined Y-ARD in November 1970. Now employed as Consultant - Simulation and Systems Ana- lysis Studies. J.E. COOLING

J.E. Cooling: born in Dublin, Eire, in 1942. He joined theRoyal Air Force from school and served both in the U.K. and the Middle East.The final two years of service was as an electrical instructorat an R.A.F. School of Technical Training. From this he entered Loughborough Univer- sity of Technology and subsequently graduated with a Batchelor of Science degree (honours) in electrical and electronic engineering.He then worked for the British Aircraft Corporationon the electrical design of flight control systems. He is currently employed in thecontrol systems dept of Marconi Radar Systems Limited (Leicester),spe- cialising in the design and development of naval electronic control systems.

R.J.L. CORSER LT CDR CORSER did his engineering training at the Royal Naval Engi- neering College Plymouth, gaining an external London University degree in Mechanical Engineering, and on the Advanced Course at the Royal Naval College, Greenwhich. He saw service in Her Majesty's ships NUBIAN, EAGLE and MINERVA before joining the ships staff stan- ding by HMS AMAZON whilst building from 1972-73 as the Marine En- gineering Trials Officer. He then undertook the first of class evaluation trials during the first years service of HMS AMAZON up to February 1975. He is now a member of the Section responsible for machinery control and surveillance systems within the Ship Depart- ment of the MOD Procurement Executive, Bath.

G.B. COVENTRY Educated at Glasgow Academy and The University of Strathclyde,graduating B.Sc. Honours in Electrical Engineering in 1967 After graduating, joined Rolls Royce (1971) Ltd., Bristol EngineDi- vision to work on the development and testing of digital control schemes for gas turbine engines. Joined Y-ARD in 1969 and is involved in simulation, trialsand data processing activities related to ship propulsion machinery; now responsible for the trials data collection andanalysis activities.

W.E. COWLEY Dr. Cowley has worked in the Department of Mechanical Engineering, University College London. W.E. CUMMINS

Webb Institute B.S.in Naval Architecture, 1940 Glen Cove, L.I., New York

American University Doctorate in Mathematics, 1956 Washington D.C.

Head, Ship Performance Department, 1963 to Present.

J. DACHOS Cdr. John Dachos, USN, graduated from the U.S. Naval Academy in 1959 and was assigned to the USS McGowan (DD-678) where he served as Dama- ge Control Assistant. This was followed by a tour as Engineer Officer in the USS Stribling (DD- 867) until 1963 when he went to the Naval Postgraduate School, Monterey, Calif., where he received his MS degree in Physics.

He then spent the summer of 1965 conducting research in plasma physics at the Naval Research Laboratory, followed by an additional year at graduate school before attending the U.S. Army Intelligence School at Fort Holabird, Md. Upon completion of this course of instruction, he was assigned to the Staff, Commander Naval Forces Vietnam as Chief of Collection for Intelligence, subsequently returning to sea as Engineer Officer of the USS Leahy (DLG-I6) commissioning crew and lateras Executive Officer of the commissioning crew for the USS Vreeland (DE-1068). After this, he attended the Command and Staff Course at the Naval War College, Newport, R.I., graduating with distinction.

He is presently serving as Program Manager for the Shipboard Manning and Automation Project at NSRDC.

He is a member of the Society of Sigma XI. Includedamong his military decorations are the Navy Commendation Medal with Combat V, the Navy Achievement Medal, the Navy Expeditionary Medal, the Armed Forces Ex- peditionary Medal, and the Vietnam Service Medal with twostars. P.G. DAVISON

Educated at Doncaster Technical Grammar School andlater at University College. Graduated in 1968 with an Honours Degreein Mechanical En- gineering.

Joined English Electric Co. Ltd., Gas and SmallSteam Turbine Division (later to become G.E.C. Gas Turbines Ltd.) and worked inthe Engine Development and Commissioning Department on variousprojects ultimately becoming responsible for Heavy Duty Gas TurbineCombusion Development.

Joined the Ministry of Defence (ProcurementExecutive) in 1973 to work as an Assistant Mechanical Engineer in the Royal NavalEngineering Service.

B.F. DESSING

Mr. Dessing is working at the Harbour Entrence Division Hook of Holland of the "Rijkswaterstaat".

P.P. DOGAN

Pierre P. Dogan has been a lecturer in theMassachusetts Institute of Technology Ocean Engineering Department, aconsultant to industry and U.S. Government, and a staff memberof the C.S. Draper Laboratory, Inc., where he now holds the title of CorporateDevelopment manager.

Since 1965 he has conducted research anddevelopment in many fields related to various vehicles and control systems,including wave hydrodynamics and the control of surface ships,hydrofoils, air cushion technical interest lies in fault- vehicles, and submarines. His current tolerant computer control and softwarereliability. He is a graduate of University of Louvain, Belgium (Ing.Civ. in Electrical and Mecha- nical Engineering 1963), of MIT (Ph.D.,Mechanical Engineering, 1967), and of Harvard University (M.B.A.,1973). He lives in Wellesley, Massachusetts, USA.

J.W. DONELLY

He is working as senior Project Engineer atthe Naval Ship Engineering Center, Philadelphia Division., U.S.A. A.M. DORRIAN

Educated at Crookston Castle Senior Secondary School. Served apprenticeship with G & J Weirs Ltd., pump manufacturers.

Obtained Higher National Certificate in Mechanical Engineering in 1968 and an Honours Degree in Mechanical Engineering from Strathclyde Uni- versity in 1970.

Joined Y-ARD Ltd. in 1970 to work on a variety of problems associated with ship propulsion machinery. Currently responsible for simulation activities, mainly for control systems development for surface warships and submarines. Became a member of the Institution of Mechanical Engi- neers in 1973.

H. EDA

Haruzo Eda is a Senior Research Engineer at Davidson Laboratory, Ste- vens Institute of Technology; he holds Bachelor and Doctoral Degrees from Osaka University in Japan and a Master's Degree from Stevens In- stitute of Technology.

Employed at Davidson Laboratory since 1961, Dr. Eda is actively engaged in research on stability and control of ships and underwater bodies. Numerous papers and reports have been published by him in these fields. Dr. Eda also is a Research Associate Professor for the Department of Ocean Engineering, Stevens Institute of Technology, in charge of a graduate course, "Stability and Control of Marine Craft." In addition, Dr. Eda serves as a member of the Panel H-10 (Ship Controllability) of the Society of Naval Architects and Marine En- gineers; a member of the Maneuvering Committee of International Towing Tank Conference and American Towing Tank Conference, and a member of SNAME, Society of Sigma Xi.

F. ESTEVE

Federico Esteve Jaquotot is Professor de PlanificaciOn Comercial at the Empress Nacional "Elcano" de la Marina Mercante, Madrid. He is Doctor Ingeniero Naval.

J.A. FEIN

Mr. Fein graduated in 1969 from the University of Michigan with a B.S.E. in Engineering Mechanics. He has been employed at the Naval Ship Re- search and Development Center from 1969 to the present. At this time he is a naval architect in the Ship Performance Department concerned with the dynamics of high performance vehicles. He received an M.S. degree in Mechanical Engineering in 1972 from the University of Maryland where he is currently pursuing a PhD in the same field. He is a member of American Institute of Aeronautics and Astronautics and the Society of Naval Architects and Marine Engineers. J.O. FLOWER

Dr. Flower is Reader at the School of Applied Sciences, University of Sussex, Brighton. Currently he is visiting Professor at University of Witwatersrand, South Africa.

J. FORREST

Mr. Forrest is working at Y-ARD Consultants Limited, Glasgow.

W.D. GAMBREL William David Gambrel, Jr. is a 1971 graduate of the University of Houston, from whence he received his Bachelor of Science degree in In- dustrial Engineering. Additionally, he has received certificates from the Naval Fleet Work Study School and the Navy School of Design Work Study. Prior to graduation from college, Mr. Gambrel worked for NASA at the Manned Spacecraft Center (MSC) in Houston, Texas. Participating in both the Apollo and Skylab programs, he received a Letter of Com- mendation for his work on the Apollo XI mission. In 1971, he accepted a position at the U.S. Naval Ship Engineering Center as an Industrial Engineer in the Design Work Study/Shipboard Manning/Human Engineering Section. In 1972, he was detailed to the Navy Manpower and Material Analysis Center, Atlantic (NAVMMACLANT), where he served as Team Leader of a Work Study Team studying shipboard facilities maintenance. Mr. Gambrel is a member of the Association of Senior Engineers (ASE), Texas Society of Professional Engineers (TSPE) and National Society of Pro- fessional Engineers (NSPE).

G. GARDINER Studied as a Ford Scholarship Student from 1952-1955, followed by three years as a test engineer in the tractor field test department of the Ford Motor Co. Ltd. From 1958-60 I served two years in the Royal Elec- trical and Mechanical Engineers where I was involved in the servicing of tank gun control equipment. On completion of National Service I joined the machine tool numerical control division of Ferranti Ltd. where I worked in the test department for five years.

In 1966 I joined the fluid power section of the Special Projects Group at the National Engineering Laboratory where I have principally been involved in the development and application of the NEL multi-lobe ball piston motor. J.S. GARDENIER

Born 1937, Portland, Maine, U.S.A.

B.A., Philosophy, Yale University, 1959

Naval Officer, 1960 - 1968

M.S. in Business Administration, specialty Operations Research, George Washington University, 1968

Worked in automated management information system design, Computer Sciences Corporation, 1968 - 1969

Worked on ship life cycle cost analysis, CONSULTEC, 1969 - 1971

Since 1971, Operations Research Analyst, specializing in development of commercial vessel safety analysis methods, U.S. Coast Guard Office of Research and Development

D.B.A. (Doctor of Business Administration), George Washington University, 1973

Member, Society for General Systems Research (American Association for the Advancement of Science)

M.A. GAWITT

He is working at the Automation and Control Divisionof the David W. Taylor Naval Ship Research and Development Center,Annapolis.

E.T. St. GERMAIN

United States Department of Commerce. Office of Advanced Ship Operations Maritime Administration.

J. GERRITSMA

J. Gerritsma was born in 1924 in Rotterdam. He is a graduate of the Delft University of Technology and since 1961 Professor in the Department of Naval Architecture, in charge of the

Ship Hydrodynamic Laboratory. . He is a member of the Royal Institute of Engineers in the Netherlands (KIVI), the Society of Naval Architects of Japan and the Royal Insti- tution of Naval Architects. J.S. GIBSON

Qualification Grade Date Place of Study Subject obtained

O.N.C. Credits Dec. '63 Huddersfield Mechanical College of Engineering Technology H.N.C. Distinc- June '66 If tions . B.Sc. Hons June '69 Newcastle

Class 1 University Ph.D. Dec. '72

Professional qualifications: Graduate member of Institution of Mechanical Engineers. Experience: 1962/69 Technician Apprenticeship with David Brown Gear Industries, Huddersfield. 1969/73 Ducted Propeller Research in the Dept. of Mech. Eng., Newcastle University. Currently he is working at Lips-Drunen.

C.C. GLANSDORP C.C. Glansdorp, born in 1941, started his technical education in Naval Architecture in 1958 in the Technological College in Dordrecht. After finishing his studies he started an University Course in Naval Archi- tecture in 1961 at Delft University. He finished in 1966 with a M.Sc. degree. From 1967-1968 he was a Navy Officer detached to the Naval Architecture Department of the Navy. On the 1.t September 1968 he commenced working in the Shipbuilding Laboratory of the University of Technology Delft on manoeuvring and steering of surface ships with special emphasis on manoeuvring trials and simulation. On the 1st June 1974 he became also a member of the chair of navigation in the same department.

B.J.M. GOWANS LT CDR GOWANS did his engineering training at the Royal Naval Engi- neering College and on the Advanced Course at Royal Naval College Greenwich. He saw Service in Her Majesty's Ships ALBION, TIGER and VICTORIOUS before becoming the Deputy Head of the Gearing and Trans- mission Section of the Ship Department, MOD Bath, he was the Senior Officer of HMS AMAZON during the building phase from 1970 to 1973 and then Marine Engineer Officer until he left in September 1974 to take up his present appointment as Senior Marine Engineer at the Royal Naval Engineering College Plymouth.

A.W.J. GRIFFIN

Born 25th July 1938. BSc University of St. Andrews. 1960. PhDUniversity of Wales 1971. Graduate Apprentice, Smith's Industries Ltd. (Aviation Division), 1960-62. Lecturer, Department of Electrical Engineering, University College Swansea, 1962-71. Consultant, Senior Consultant, Y-ARD Ltd., 1971-75. Currently Consultant with Simulation Systems. J.C. HAARMAN J. Chris Haarman was born in Amsterdam, The Netherlands, in 1947. He graduated in Electrical Engineering in 1973 at Delft University of Technology. From 1973 to 1975 he served in the Royal Netherlands Navy. In this period he was detached as a scientific staff member at the Control Laboratory of the Electrical Engineering Department of Delft University of Technology. At present he is employed as a system automation engineer at Brown Boveri Nederland B.V.

A.P. MAYES The author was educated at the Royal Salford College of Advanced Technology and served an apprenticeship at Messrs. Mather & Platt Ltd. with ensuing work on the development of magnetic amplifier based control systems and the design of the electrical rotating machines.

For the last nine years he has been involved firstly in commisioning and later in the design of machinery control and instrumentation for both Merchant and Naval Vessels.

J.MC. HALE

Educated at St. David's, Dalkeith Midlothian, and at Napier College of Science and Technology, Edinburgh. In 1967 obtained H.N.C. with distinction in Electronic Engineering with endorsements in Control Engineering and Applied Electronics.

Joined Ferranti, Numerical Control Division (later to become Plessey Numerical Controls Ltd.) and was engaged on the design of numerical control systems; subsequently responsible for development of a continuous-path, multi-axis control system. During this time became a Member of the Institution of Electronic and Radio Engineers.

Joined Y-ARD in 1972. Now responsible for advanced studieson machinery control and surveillance system configuration design.

M.R. HAUSCHILDT

Technical Director Machinery Systems Division. Naval Ship Engineering Center. P.A. HAZELL Dr. P.A. Hazell Born 1944.

Joined MOD(PE) as Student Apprentice 1961.

Received first class Bons B Sc (Eng) external degree from London University 1968, and D Phil from University of Sussex 1972.

Joined MOD(PE), Director General Ships in 1971, has worked on machinery controls ship projects and general ship control research.

C.J. HENRY Present Position

Senior Research Engineer, Davidson Laboratory Research Associate Professor, Ocean Engineering Department Stevens In- stitute of Technology.

Education

Bachelor of Science M.I.T. 1955 Master of Science M.I.T. 1957 Naval Architect M.I.T. 1958 Doctor of Science Stevens 1965

Experience

1958 - present Research engineer at Davidson Laboratory, Stevens, working in experimental and theoretical research in marine vehicle dynamics.

R.W. VAN HOOFF Education:

Graduated with degree of M.S. in 1968, Department of Naval Archi- tecture, University of Technology, Delft, The Netherlands.

Graduated with degree of M.S. in 1973, Department of Mathematics, Long Island University, Brookville, New York, USA. August 1974: Adjunct Associate Professor, Department of Mathematics, Long Island University.

August 1973: Adjunct Associate Professor, Department of Marine Science, Long Island University.

July 1972 to Research Associate, Webb Institute of Naval Architec-

Present : ture.

1968 - 1972: Research Assistant, Webb Institute of Naval Architec- ture. Works and publications of a theoretical nature in the field of hydrodynamics, controls, probability theory, statistics, extreme value theory, vibrations, wave theory, etc.

ri -1968: Experimental and theoretical work in the field of planing hulls; part of graduate thesis, University of Technology, Delft, The Netherlands. A.G. HOZOS

I entered the Greek Naval Academy in 1958. I graduated as an Engineer Officer (Ensign) in 1962.Since then I have been placed on different types of ships asan Engineer Officer until 1972. At that time I was sent to the Naval PostgraduateSchool in Monterey, Calif., USA, to study Electrical Engineering. In March 1974 it was awardedon me the B.S. in Electrical Engineering. I graduated from the Naval Postgraduate School inDecember 1974, where I received the M.S. degree in Electrical Engineering.

L.G. HOLTBY

Head of the machinery control systems and interior communications. National Defence Headquarters.

S.K. HSU Stephen K. Hsu was born in Canton, China. He received a B.S. degree from National Tsing Hua University, Peking; M. Aero. E. degree from Cornell University, Ithaca, New York; M.S.E. and Ph.D. from the Uni- versity of Michigan, Ann Arbor, Michigan.

Mr. Hsu worked as an engineer at Research Laboratories Division of Bendix Corporation doing applied research on pneumatic control and electro-mechanical servos; at Applied Dynamics Computer Systems Divi- sion of Reliance Electric Company on hybrid computation; and at McDonnel Aircraft Company on dynamic simulations. Currently, he is withthe Naval Ship Research and Development Center, Bethesda, Maryland, USA.

C. HUBER

Conrad Huber received his degree from the TechnologicalUniversity in Aachen, Germany, in 1953. He had studied electricalengineering and specialized in electro-acoustics. In the years following his graduation, he heldvarious jobs with Philips in Eindhoven, Netherlands, working inelectro-acoustics and in the related field of vibration techniques. In 1967 he changed over to Eindhoven Universityof Technology to become a research staff member of the Department of ElectricalEngineering. He joined the group Measurement and Control, anddue to his interest in electro-mechanical problems, took chargeof the activities centering around inertial sensors and systems. H.O. ISTANCE

Born 1952. Graduated in ergonomics from Loughborough University of Technology, England, 1974. Employed at Ergolab from summer 1974. Has mainly worked with aspects of reliability in ship handling systems. Has also worked in the area of man/computer interaction, particular- ly with man/computer dialogues.

N.J. JOB?

Graduated in Mechanical Engineering at University College, London 1962. Has since specialised in Vontrol Systems ranging from powered artifi- cial limbs to supersonic engines. Has worked for Lucas Aerospace since 1966. Current job Performance Manager (Electronics)

T.B.K. IVERGARD

Born 1940. Studied industrial hygiene and industrial psychology at the Royal Technical Righschool, Stockholm. Postgraduate ergonomics education, Loughborough University of Technology, England. Ph.D 1972. Chief of the Swedish Co-operative and Wholesale Society's Ergonomics Laboratory 1961 - 1972. Managing director of Ergolab from 1972. University lecturer in Ergonomics 1973 - 1974.

Special interests: industrial ventiliation and air pollution, research into accidents, planning and product development methods and development of man/computer system.

P. KAPLAN

Education: B.S. in Physics, City College of New York, M.S. in Fluid Dynamics, Stevens Institute of Technology, 1951 D.Sc. in Applied Mechanics, Stevens Institute of Techno- logy.

Professional experience: 1959 to 1961 - TRG, Inc., Syosset, New York, working in the capacity of Chief Hydrodynamics. 1951 to 1959 - Davidson Laboratory of Stevens Institute of Technology, Hoboken, New Jersey, working in the capacity of Physicist, Staff Scientist, Head of Mathematical Studies Division, Head of Fluid Dynamics Division, and also Research Assistant Professor in Graduate School. Dr. Kaplan has acted as consultant on hydrodynamic problems for Edo Corp., Vitro Laboratories, Westinghouse Electric Corp., Electric Boat Division of General Dynamics Corp., Gibbs & Cox, etc. Now he is President of Gibbs & Cox, etc. Now he is President of Oceanics. Dr. Kaplan is presently chairman of Comm.1.2 of Int. Ship Structure Cong. (ISSC), which is concerned with "Loads due to Wind, Wave and Motions" for ships and marine structures of all types. He has also been visiting professor at Webb Inst. of Naval Arch. in 1963 and 1966, teaching specialized courses for their graduate program.

R. KENDELL R. Kendell was born in London, England, on 2nd September, 1935. He received the B.Sc. degree from Birmingham University in 1956. Post- graduate research on Sonar Systems at Birmingham led to the M.Sc. degree in 1958.

From 1958 to 1961 he was with the Computer division of E.M.I. Elec- tronics Ltd. In 1961 he joined Ultra Electronics Ltd. and has worked primarily on the design of electronic control systems for gas turbines. Mr. Kendell is a member of the Institution of Electrical Engineers.

D.R. KEYSER

Education Bachelor of Science in Mechanical Engineering Swarthmore College, 1963. Master of Science in Mechanical Engineering University of Pennsylvania, 1965. Experience He is Senior Project Engineer at the Naval Ship Engineering Center, Philadelphia Division. He is responsible for impro- ving the systems design and engineering of automatedshipboard equipment. He is supervising the testing of the electronic automatic propulsion plant control system for the new,gas turbine powered DD-963 class.

Y. KIMURA

University of Tokyo.

R.H. KING

Educated at Paisley Grammar School. Trainedas a Student Apprentice with Babcock and Wilcox Ltd., Boilermakers. ObtainedHonours Degree in Mechanical Engineering from the Universityof London. T. KOYAMA

Born in 1938 Education: Graduated from the University ofTokyo,March 1962. Admitted to the Graduate School of the University ofTokyo,April 1962; finished the doctor course, March 1967. Granted Doctor of Engineering, March 1967.

Experience: Lecturer of the University ofTokyo,April 1967. Associate Professor of the same from April 1968. Affiliation: The Society of Naval Architects of Japen. The Society of Instrument and Control Engineers of Japan. Nautical Society of Japan.

J. KURAN JACEK M. KURAN received his BEng in Mechanical Engineering from McGill University in 1967. He then joined Bailey Meter Company Limited as a field service engineer where he was responsible for the start up and testing of various marine, power, and process control systems. In1971 he joined the Department of National Defence where he currently holds the position of propulsion control systems engineer in theDirectorate of Maritime Equipment Engineering.

T.H. LAMBERT Name Thomas Howard Lambert Date of Birth 28th February, 1926. 1946. Qualifications B.Sc. (Eng,) Hons., University of London, Ph.D. University of London, 1958. M.I. Mech. E., Hon. R.C.N.C. Appointments held:Department of Mechanical Engineering. University College London: 1951 - 1963 Lecturer 1963 - 1965 Senior Lecturer 1965 - 1967 Reader 1967 to date Professor of MechanicalEngineering Professional and 1946 - 1948 Postgraduate apprenticeship, Works experience D. Napier and Son Ltd., (Aero-engine manufacturers) 1948 - 1951 Senior Technical Assistant, D. Napier and Son Ltd. Publications Author of approximately forty published papers of which two-thirds are in the fieldof Automatic Control. A.J.W. LAP

A.J.W. Lap, born in 1922, 1950 Graduated in Ship Hydrodynamics at Delft Technical University. 1947 - 1952 Delft Technical University. 1947 - 1950 Junior scientific Officer with prof. L. Troost. 1950 - 1952 Scientific officer. 1952 - 1967 Netherlands Ship Model Basin 1952 - 1957 Scientific Officer 1957 - 1962 Senior scientific officer. Head of shallowwater laboratory 1962 - 1967 Head of shallow water laboratory Head of wave and current laboratory. 1967 - 1969 Guest professor post-graduatecourse at University of Rio de Janeiro. 1960 - 1972 Member of Resistance Committee of InternationalTowing Tank Conference. 1967 - 1968 Consult to Inter-Governmental Maritime ConsultativeOrgani- sation (United Nations). Until 1969 Associate professor Royal Netherlands NavalCollege.

A. LAZET

A. Lazet, born in 1920 in the Hague. After his studyat the Academy of Art he studies engineering. In 1954 he startedas scientific co-worker at the Institute for Perception TNO, and since 1958 he isHead of the Human engineering branch.

C.M. LEE

Function: SWATH Motion ProjectManager

B.S. in Naval Architecture from Seoul NationalUniversity, Seoul, Korea in 1958.

M.S. and Ph.D. in Naval Architecture from Universityof California, Berkeley, U.S.A. in 1963 and 1966.

Research Staff at Naval Ship Research and DevelopmentCenter (formerly David Taylor Model Basin), Washington, U.S.A.since 1966. E.V. LEWIS

Education:

B.A. in Mathematics, Nebraska Wesleyan University (with highest distinction), 1935. M.S. in Naval Architecture, Webb Institute of Naval Architecture, 1954, and Stevens Institute of Technology, 1955.

Professional Experience:

1961 to date: Research Professor and Director of Research; Director, Center for Maritime Studies, 1968 to date, Webb Institute of Naval Architecture. Various consulting experience for J.J. McMullen Associates, J.J. Henry, Inc., and George G. Sharp Company. Since 1970 Technical Adviser to American Bureau of Shipping.

1951-1961: Davidson Laboratory, Stevens Institute of Technology, Head of Ship Research Division and later of the Transportation Research Group. Research Professor, Stevens Institute of Technology.

1936-1951: George G. Sharp, Naval Architect, N.Y.C. Advanced from Junior Naval Architect to Assistant Head of Basic Design Dept., supervising the work of a group of naval architects and draftsmen. K. LINDEMANN

Kaare Lindemann holds a B.Sc. (1967) and M.Sc. (1970) in Mechanical and Aerospace Engineering from the Illinois Institute of Technology. He was majoring in Fluid Mechanics with additional courses in the field of Control Systems. He worked on instrumentational problems in Fluid Mechanics on research contracts with NASA (the National Aeronautic and Space Administration) and The US Air Force at the Illinois Institute of Technology 1967-70. He joined Det norske Veritas in 1970 and has since then been working in the field of wave-statistics and wave-loads.

C.G. LIMA

He is a lieutenant Commander of the Brasilian Navy. He obtained his M.Sc. degree at the Naval Postgraduate School, Monterey, USA, in Electrical Engineering.

J.G.C. VAN DE LINDE J.G.C. van de Linde, commodore RNLN

born: april 19th,1925

commissioned: officer RNLN January 1st, 1948

specialisations: torpedos, weapontechnology, reactor physics.

studied at: Naval College, Den Helder Naval Staff College, The Hague Technical University, Delft Joint Establishment for Nuclear Energy Research, Kjeller, Norway Pennsylvania state university, USA Argonne National laboratories, USA

Sailed: in several submarines, destroyers, fast replenishmentship now: in charge of R.NL. Naval College, Den Helder sinceJuly 14th, 1972 Flagofficer in charge officerstraining and education.

N.P. LINES Senior Systems Engineer, Rolls Royce (1971) Limited, Industrial and Marine Division.

Joined Bristol Siddeley Engines Ltd. in 1959as an engineering apprentice. After two years was sponsoredon an engineering degree course at Lanchester Polytechnic, Coventiy. Joined thefuel systems group in 1965, employed on a variety of projects involvingthe analogue simulation of closed loop control problems. F.R. LIVINGSTONE

FORREST, R. LIVINGSTONE served a student apprenticeship with Rolls-Royce Ltd. graduating in 1960 with an honours BSc in Mechanical Engineering from the University of Strathclyde, Schotland. After spending three years in Kenya with East African Airways he returned to Scotland in 1964 and joined Y-ARD Consultants Ltd. as a design engineer. Mr. Livingstone emigrated to Canada in 1969 and worked on contract to the Department of National Defence on propulsion systems analysis. In 1971 he formed F.R. LIVINGSTONE LIMITED offering services in simulation and systems analysis. He is registered as a professional engineer in Ontario and is a member of the Institution of Mechanical Engineers in Great Britain.

A.R.J.M. LLOYD

Dr. Lloyd graduated from Bristol University with a degree in Aeronau- tical Engineering in 1962. The following year was spent at the Von Karman Institute for Fluid Dynamics at Rhode-Saint-Genese, Belgium studying Experimental Aerodynamics. He then returned to Bristol Univer- sity to read for a Ph D in Aeronautical Engineering which was confer- red in 1967. This was awarded for research into atmospheric diffusion problems.

In that year he joined the Admiralty Experiment Works and worked initially on problems of submarine control. In 1969 he became head of a newly formed Seakeeping Research Group; main interests areroll stabilisation, speed and motions in rough weather and broaching to.

M. MACKAY Born in London, England, in 1945, Mr. M. Mackayreceived his B.Sc. degree in Physics at the University of Ottawa in 1972. Hereceived his M.A.Sc. degree in Aerospace Studies at the University ofToronto in 1974. Mr. Mackay joined DREA in 1974 as a DefenceScientific Service Officer in the Hydronautics Section. He has been involvedin analytical studies of the dynamics of conventional and hydrofoil ships. W.L. MALONE

Mr. Malone graduated from the University of Illinois in 1959 with degree in Engineering Physics a and in 1965 received a Master'sDegree in Physics from New YorkUniversity. He has worked for approximately 20 years in the applicationand development of infrared, optical, and electromagnetic sensors. Since joining PMS304 in 1972, hehas been responsible for SES nology in the areas of related tech- sensors, controls, and human factors.

J.D. VAN MANEN

Jan Dirk van Manen was born in 1923. After completing Highschool in 1942 he started his study as a Naval Ar- chitect at Delft University of Technology. In 1949 he graduated and obtained his ir.-diploma. He obtained his Doctors degree in 1952. In 1952 he received the "President's Award of the Society of Naval Ar- chitects and Marine Engineers". Since 1948 he is working at the Netherlands Ship Model Basin. In 1966 he was appointed Director of the Netherlands Ship Model Basin. In 1966 he was appointed professor in Naval Architecture at Delft University of Technology.

L.F. MARCOUS

Mr. Marcous is Head of the Propulsion and Auxiliary Systems Department of the David W. Taylor Naval Ship Research and Development Center, Annapolis USA.

C.G.W. MARSH

joined the Royal Navy in 1947 as a Cadet (Electrical) and graduatedat Cambridge University in Mechanical Sciences. He has also completed post-graduate courses at the Royal Military College of Science, Shriven- ham and the Joint Services Staff College at Latimer. His sea-going appointments have included HMS INDEFATIGIBLE, HMS CARRON, HMS GIRDLE NESS, HMS VICTORIOUS and HMS NORFOLK. Hismost recent appointment was to the Ship Department, Bath, as Head of the Propulsion Machinery Control Section in the Engineering Division.

M. MARTIN

Naval Ship Research and DevelopmentCenter P. MASON

Educated at St. Mary's College, BlackburnLancashire, and Manchester University, graduating B.Sc. Honours in ElectricalEngineering in 1960.

After graduating worked for a period at BrucePeebles Edinburgh on the design of marine data-acquisition equipment beforereturning to Manches- ter for post-graduate studies.

Ph.D awarded in 1967 for a thesis on thesimulation of liquid-sodium- heated once-through steam generators.

Joined Y-ARD in 1969; now responsible for thecomputing facilities.

C.M. MAST

Cecil B. Mast is associate professor of mathematics at the University of Notre Dame. He obtained his BS at DePaul University and his PhD at Notre Dame. He did post doctoral work at the Institutefor Advan- ced Studies in Dublin, Ireland. His current interests arein applied mathematics, diffential geometry and the foundations of physics.

H. MATSUNOBU

Mitsubishi Heavy Industries.

0.H. MEIRI

1963 Graduation from the technical high-school Technion, Israel Institute of Technology. 1969 A.M. Sc-degree at Chalmers University of Technology, Gothenburg, Sweden. During 1965-69 worked in the maritime industry.

Since 1973 worked as an assistant/research engineer at the department of Marine Engineering at Chalmers University of Technology. J.F. MEIJER

Jacobus Fredericus Meijer was born in 1917. After finishing highschool he studied at Delft University of Technology. In 1940 he received his degree in naval architecture. In 1946 he joined the navy as a civilian. For one year he served as a technical advisor in the United Nation Techni- cal Assistance Administration. From 1958 until 1968 he worked at the Ministry of Defence, where his main assignments were: the conversion of the cruiser into guided missile cruiser and the preparation for the constructions of the "Van Speijk" class frigats. In 1968 the navy appointed him "Chief Naval Constructions" and in 1972 "Chief Director of the Naval Materiel Section". Since 1974 he is General Advisor of the flagofficer of naval materiel.

R.F. MESSALLE Mr. Messalle graduated in 1964 from St. Vincent College with a Bachelor of Arts degree in mathematics and in 1969 from the University of Mary- land with an M.S. in mathematics. He is currently enrolled at George Washington University in Operations Research. He was employed at the Naval Ship Research and Development Center from 1966 to 1970 working in numerical analysis and differential equations. From 1970 to 1973 he worked at Operations Research, Inc. in Silver Spring, Maryland Simulating the Navy Pilot Training System. From 1973 to the present he has been concerned with the dynamics of high performance vehicles. He isa member of the Mathematical Association of America and the Washing- ton Operations Research Council.

T. MILOH

Born on 12 June 1943 in Tel-Aviv, Israel.

B.Sc. (Mechanical Engineering) from Technion, Israel, in 1965. M.Sc. (Civil Engineering) from Technion, Israel, in 1969. Ph.D. (Mechanics and Hydraulics) from University if Iowa, Iowa City, U.S.A. in 1971.

Current Position: Senior Lecturer, Department of Fluid Mechanics and Thermal Sciences, School of Engineering, Tel-Aviv University, Tel-Aviv, Israel. T. MOZAI

1914 The author was born on 10 Feb. at Ibaraki, Japan.

1938 : Graduated the Navigation Course of the Tokyo Nautical College (now Tokyo University of Mercantile Marine), immediately was employed in NYK-Lines Shipping Co. as a navigator. 1940 Changed to a teacher of Toba Nautical School. 1945 Professor of the Tokyo University of Mercantile Marine, and made a speciality of the nautical instruments. 1961 Received the Dr. of Engineering degree from the University of Tokyo, in electronics field. Present Prof. of the Tokyo University of Mercantile Marine. Director of the Nautical Society of Japan (Institute of Navigation).

R.D. MULHOLLAND

Served a mechanical engineering apprenticeship at a HM Dockyard. Worked for two years as a design draughtsman on weapon system design. Joined the Royal Naval Scientific Service, worked on the development of hydraulic components and systems for Naval weapons. In 1970 joined the staff of Scientific Adviser to Ship Department and at present emr ployed as a Senior Scientific Officer for Director of Research Ships, studying the design of high power hydraulic transmission systems for marine applications.

S. NAGATA

Mitsubishi Heavy Industries

J.G. NANNINGA

Jacobus Gerrit Nanninga was born in 1942. Afterfinishing Highschool in 1960 he joined the navy as a midshipman at theRoyal Netherlands Naval College. In 1963 he received his commission as anofficer in the Royal Netherlands Navy and specialised in gunnery in1967. In 1974 he received his degree in control engineering at DelftUniversity of Technology. Now he is serving as lecturer in weapon systemengineering at the RNNC.

H.R. VAN NAUTA ',LAKE

Name Hans R. van Nauta Lemke

Born : Palembang (Sumatra), 22 November 1924.

Graduated : Delft University of Technology, 1950.

1950-1959 Research Engineer Van der Heem, The Hague (now Philips) Fields: sonar, servo systems and computers, semi-conductors.

Since 1959 Professor at Delft University of Technology, Department of Electrical Engineering, Control Engineering Laboratory. J. NEUMANN

J. Neumann obtained a degree in Mechanical Engineering at London Univer- sity in 1943. He served as a Flight Engineer in the R.A.F. and after the war completed his training at the English Electric Company, Rugby. In 1947 Mr. Neumann joined the team which later grew into Y-ARD Limited. He has been involved with the design and testing of machinery schemes for ships, including propulsion by steam, diesel engines, gas turbines, nuclear power and various combined plants. Mr. Neumann is currently the Deputy Managing Director of Y-ARD.

N.H. NORRBIN

Born in Nykbping, Sweden 1926.

Graduated as CivilingenjOr (Naval Architecture andMarine Engineering) from Chalmers University of Technology in GOteborg1949; subsequently Tekn. Lic. (Ship Hydrodynamics) from the saneUniversity and Tekn. Dr. from the Royal Institute of Technology in Stockholm.

Staff member of the Submarine Design and the ShipPreliminary Design Offices of the Swedish Naval Administration in Stockholm1950-1954, of the Research Department of the Swedish StateShipbuilding Experimen- tal Tank (SSPA) in GOteborg since 1955; Head of Ship DynamicsDivision in 1962, of the Manoeuvreability and Control Division from 1968.

Professor of Naval Architecture (Visiting) at Massachusetts Institute of Technology in Cambridge, Mass. 1971-1972.

Member of the Manoeuvrability Committee of the International Towing Tank Conference 1960-1975; Chairman 1972-1975.

N. NORDENSTROM

Dr. NILS NORDENSTROM was born in Stockholm, Sweden, in 1935. Graduated from the Royal Institute of Technology in Stockholm in 1960 (Civ. ing. (B.Sc.) Ship Design). Post graduate studies and research at Chalmers University of Technology (CTH) in 1960-1964 (Tekn.lic. (M.Sc.) Ship Design and Statistics). Joined the Research Department of Det norske Veritas in Oslo, Norway in 1964. Principal Surveyor and Deputy Head of Research Department 1969-1971 responsible for research and consulting on waves, sea loads and strength of ships and other off-shore structures. Tekn. dr.(Ph.d.) at CTH in 1973. Assistant professor in Ship Design at CTH from 1974. About 40 publications on waves, sea loads and strength of marine structures. Member of the International Ship Structures Congress (ISSC) from 1967. Chairman of ISSC Committee 3 "Sea Loads, Full-Scale Measurements and Predictions" in 1970-1973. Chairman of ISSC Committee 4 "Design Loads" from 1973. Member of Advisory Committee for Research on Ship Management and Operation of the Royal Norwegian Council for Scientific and Indus- trial Research (NTNF) from 1972. Member of Committee on Multidiscipli- nary Research appointed by the Central Committee for Norwegian Research 1973-1974. Etc. General manager of the SDS-project (System for Management and Operation in Shipping) affiliated with the NTNF in 1971-1975. S. OKANO

Mitsubishi Heavy Industries Ltd.

1. OLDENKAMP

Name : Oldenkamp

Prenames : Ingo Birth date :1945 - 04 - 21 Education : Mechanical engineering at Delft University of Technology The Netherlands.

Master of science degree : 1970 Professional experience Since 1969 working at the N.S.M.B. Since 1971 committed to the simulator department, and mainly concerned with the execution, the analysis and the reporting of research projects.

Professional affiliations : Royal Institute of Engineers (KIVI) the Netherlands.

J. OLDENBURG

Technical director of AB Aero-Telaw Atew, Flen, Sweden. Born in Stockholm 1931, graduated (M.Sc.) in technical physics at the Royal Institute of Technology in Stockholm. First employment two years at the Research Institute ofNational Defence developing radiac Instrumentation. From 1957 to 1961 associate professor in classical mechanics at the RIT. The four years of nuclear propulsion research for ship applications with responsibility for control and instrumentation. From 1965 to 1970 responsible for development and design of automation systems and hardware at Kockums Shipyard in MalmB. Since 1970 at AN Aero-Telaw Atew, a company with a major production of marine electronics and fine mechanics.

A.G. PARKINSON Dr. A.G. Parkinson has been a Lecturer in MechanicalEngineering at University College London since 1962, with interests primarilyin Mechanics, Vibration and Ship Dynamics. His early research wasin the field of rotor dynamics but since 1967 he has been activelyconcerned with the directional stability and control of marine vehicles. He is a Member of the Royal Institution of NavalArchitects and Joint Orga- nising Secretary for the 11th Symposium on Naval Hydrodynamics to be held in London in March 1976. P.J. PAYMANS

Name Paymans Prenames Paulus Johannes

Birth date : 1944-07-08 Education Study in experimental and perception psychology at the University of Amsterdam.

He is also an active member of the U.S. Army Reserve and at the present time is completing the U.S. Army Command and General Staff College. He is a member of the Society of American Military Engineers, Association of Senior Engineers, U.S. Naval Institute, and Civil Af- fairs Association. He has published several articles and has also presented technical papers.

L.M. PEARSON

Lloyd M. Pearson joined Iotron Corporation in January 1970 and is Ma- nager, Operational and Technical Marketing. Before joining Iotron he was with Itek Corporation for 12 years and was involved in a number of major electro/optical development projects.

Mr. Pearson served in the United States Navy from 1943 to i958, trans- ferring to the U.S. Naval Reserve in 1958 and retiring in 1962. His Naval assignments included teaching electronics theory and operation ot shipboard electronic equipment, destroyer squadron operations officer, executive officer and commanding officer.

Mr. Pearson has a Bachelor of Science degree in Business Administration from Northeastern University and has completed studies in Naval Science and Naval Electronics at the University of Colorado and the Massachusetts Institute of Technology.

S.G. PERRING

Gained Honours Degree in Mathematics at Newcastle-upon-TyneUniversity in 1966. Subsequently worked predominantly on the performanceand reliability of aero engine fuel systems. Currentlyresponsible in the Per- formance area for Marine and Industrial Gas Turbine fuelsystems. Job Title: Senior Performance Engineer. A.I. PLATO

Artis I. Plato is the Head of the U.S. Naval Ship Engineering Center's Shipboard Manning/Design Work Study/Human Factors Section. In this capacity, he is responsible for total ship manpower requirement deter- mination and for the application of Design Work Study techniques for all new construction naval ships. He has developed a computer program which permits accurate crew predictions for feasibility studies. Pre- viously, he was employed as a mechanical engineer by the New York Naval Shipyard and as an industrial engineer by the U.S. Naval Supply Research and Development Facility. Mr. Plato received his BME degree in1956 from the City College of New York and his MSTM degree in 1972from the American University.

W.G. PRICE

Dr. W.G. Price graduated and obtained hisdoctorate in Mathematics at University College, Cardiff. He joined the Departmentof Mechanical Engineering, University College London, as a ResearchAssistant in 1969 to work in ship dynamics. He became a Lecturerin the Department in 1972. He is a member of the Royal Institution ofNaval Architects and Joint Organising Secretary of the 11thSymposium on Naval Hydro- dynamics to be held in London in March 1976.

A.C. PIJCKE

Commander (E) Anton Charles Pijcke, bornin 1926 entered the Royal Netherlands Naval College (branch:marineengineering) in 1949 after he had served in the Royal NetherlandsMarines and after completing Highschool. He obtained his officers diploma in1952. During his seaduty he served mostly on board of destroyers andfrigates. He is currently Head of the Naval Eggineering Branch and lecturerin marine engineering at the Royal Netherlands Naval College. He obtained a Bachelor of Science degree at LondonUniversity and has followed a post-graduate course in Operational Research atthe Mathema- tical Centre Amsterdam. He is a Fellow of theInstitute of Marine Engineers London

B.C. RICHARDSON

Vosper ThornycroftLtd.

A. RODS

A. Roos, born in 1946, joined Rijkswaterstaat in 1962. Heobtained his degree in civil engineering at the Delft University of Technologyin 1972. At the moment he is employed at Rijkswaterstaat as aresearch engineer. W.W. ROSENBERRY

W. WARD ROSENBERRY, Head, Automation and Control Division,Propulsion and Auxiliary Systems Department, David W. Taylor Naval ShipResearch and Development Center at Annapolis, holds a BS in Electrical Enginee- ring from Bucknell University with graduate work at the Universityof Maryland. During 6 years at the U.S. Naval Research Laboratoryhe directed a research effort on dielectric surface leakagephenomena. In 1949 Mr. Rosenberry joined the present Naval Ship Researchand Develop- ment Center where he has been progressively Head of the Shipboard Systems Branch, the Control Systems Branch, and since1968 has been Head of the Automation and Control Division. He has beenresponsible for the development of major system capabilityat the Center as well as originating the Ship Control Systems Symposia. He is a memberof Sigma Pi Sigma, American Society of Naval Engineers,and a senior member of the Institute of Electrical and ElectronicEngineers, a registered professional engineer and is listed in AmericanMen of Science.

J. RYBAKOWSKI

Joachim Rybakowski born in 1937, entered the German Naval Collegein 1957 after he completed the Humanistic Grammar School, heobtained his officers diploma in 1961. During his seaduty he served mostly on board minehunters and destroyers. In 1966 he started the study in electrotechnical engineering atthe University of Technology. He obtained his diploma ing.-gree in 1972. He was promotedcommander in 1973.

H. SAVILLE

Responsible for Control System Development for Industrial and Marine Gas Turbines.

After graduation at Manchester University in 1940 in Mechanical Engi- neering, entered aero engine industry with Armstrong Siddeley Motors Ltd. as Development Engineer. This was followed by 4 years in the Royal Navy (Fleet Air Arm) as Air Engineer Officer.

After the war, returned to aero engine development with first experience of gas turbines with metropolitan Vickers Ltd. and laterre- turned to Armstrong Siddeley Motors Ltd. Transferred to Industrial and Marine Gas Turbine work with particular interest in Control Systems in early 1960. J. SCHNEIDER

EDUCATION:

B.S. in Aerospace Engineering Polytechnic Institute of Brooklyn, 19 M.S. in Aeronautics Polytechnic Institute of Brooklyn, 1967.

PREVIOUS PROFESSIONAL EXPERIENCE:

1958 to 1962 - Academy of Aeronautics, Flushing, New York, working in the capacity of instructor in de Basic Science Depart- ment and later as Head of the School's Physics Laboratory.

1962 to 1972 - General Applied Science Laboratories, Westbury, N.Y., working in the capacity of Senior Scientist and then as Supervisor of the Flight Mechanics Group.

Mr. Schneider's work has included studies of the flowfields about aircraft and missile configurations and the study of flows in inletsand nozzles. His work in dynamics has included the analysis anddesign of a missile roll control system and thedevelopment of a digital computer simulation of engine-inlet transient behavior.

Mr. Schneider's work in vehicleperformance, stability and control include studies of airbreathing propulsion systemsin the supersonic and hypersonic speed range and thedevelopment of an analysis and digital computer program to determine theregenerative cooling require- contributions to stability and trim and the ments, propulsion system flight performance of large airbreathingvehicles throughout the range of subsonic through hypersonic speeds.

Since joining Oceanics in 1972, he hasbeen engaged in a number of projects associated with different typesof surface effect vehicles. These include studies of the dynamicsof Arctic surface effect vehicles and the development of a number ofsimulation models for various types of vehicles skirt configurations anddesigns. development of a means His work on surface effect ships has included of analyzing and simulating engine-fandynamics and incorporating this procedure into an existance surfaceeffect ship loads and motion computer program. His currentefforts are in designing and modelling vertical plane motions of surface systems for active control of the effect ships using both axial andcentrifugal types of lift fans. R.T. SCHMITKE

Born in Russell, Manitoba, Canada, in 1943, Mr. R.T. Schmitke joined the Royal Canadian Navy as an officer cadet in 1961 and subsequently attended the Royal Military College of Canada, where in 1965 he received his commission and bachelor's degree in mathematics and physics. In 1966 he obtained a master's degree in applied mathematics from the University of Toronto. He was then attached to the Fluid Mechanics Section of the Defence Research Establishment Atlantic. In 1971, he left the Forces and joined DREA as a continuing employee. He has worked largely on hydrofoil craft dynamics and was closely associated with the trials of the 200-ton hydrofoil ship, HMCS BRAS D'OR. Mr. Schmitke is currently principally engaged in ship seakeeping studies, with particular emphasis on the hullborne seakeeping of hydrofoil ships.

b. Title

Group Leader, Ship Dynamics Group.

Functions

To lead the Ship Dynamics Group, involving theoretical and experimental research on marine vehicle seakeeping, hydrodynamics, stability and control.

H.S. SCHUFFEL

Jr. H. Schuffel, born in 1942 in Hoorn, reached his degree ofnaval- architect in 1968 at the University of Technology in Delft, after military service he is a scientific coworker at the Institute voor Percep- tion TNO.

S.D. SHARMA

Born on 16 February 1937 in Lucknow,U.P., India.

B.Tech. (Naval Architecture and MarineEngineering) from Indian Insti- tore of Technology, Kharagpur, India, in1957.

Dr.-Ing.(Schiffstechnic) from Technische Hochschule, Hanover, Germany, in 1965.

Current Position: Senior Research Scientistand Project Manager, Special Research Pool (SFB 98), Institut fir Schiffbauder Universitat Hamburg, Hamburg, Germany J.A. SORENSEN

Dr. Sorensen received his B.S. degree in Aerospace Engineering in 1962 and his M.S.in Applied Mechanics in 1964 from Iowa State University. He received his Ph.D. in Aeronautics and Astronautics in 1970 from Stan- ford University. He was with G.E.'s Missile and Space Division and Flight Propulsion Division from 1962 to 1963, where he designed and tested components of spacecraft and jet engines.

From 1964 to 1966, Dr. Sorensen worked at the G.M. Delco Electronics Division designing reference trajectories and guidance software for the Titan HIC booster. He designed the software for the Gemini B test which flew in October 1966.

From 1967 to 1969, Dr. Sorensen was a research assistant in the Gui- dance and Control Laboratory of Stanford University where he developed attitude control systems for applications of the drag-free satellite and laboratory breadboard models of unsupported gyroscopes.

From 1969 to 1971, he was employed by Bell Telephone Laboratoties and was responsible for developing guidance techniques for LM lunar landing and space shuttle reentry. This work included software development, trajectory optimalixation, and stability analysis which were used on Apollo flights 13,14 and 15.

He joined Systems Control Inc. in June 1971 where he has conducted detailed analysis of various avionics and flight test instrumentation systems. Dr. Sorensen is a member of AIAA, Tau Beta Pi.and Sigma Gamma Tau. He is the author or co-author of several technical papersconcerning aircraft flight control and instrumentation, shipcontrol, air traffic control, and spacecraft attitude control.

R.H. SORENSEN Automated Marine International

J.B. SPENCER

Born in 1929. Obtained his B.Sc. (mathematics) at LeedsUniversity. He is now working at the Ministry of Defence (ProcurementExecutive) as a Member of the Scientific Advisor toDirector General Ships - Group. P. VAN STAALDUINEN

Captain (E) Peter van Staalduinen was born in Rotterdam. After completing Highschool he obtained his officers deploma in 1949 after three years of study at the Royal Netherlands Naval College. During his seaduty until 1961, he served mostly on board of submarines. 1961 - 1962 Postgraduate Course Nuclear Power at the Imperial College in London. 1963 - 1967 Lecturer in marine engineering at the Royal Netherlands Naval College. 1967 - 1968 Chief engineer of a destroyer. 1968 - 1971 He was in charge of the Marine engineering division of the New to build guided missiles frigates at the ministry of Defence.

After a one year period of seaduty as chief engineer of the supply ship H.N.M.S. "Poolster" he was appointed of the Ministry of Defence. He obtained the Diploma Imperial College (DJC) and he is Fellow of the Institute of Marine Engineers.

A.J. STAFFORD

Joined the Royal Navy in 1943 as an Artificer and waspromoted to commissioned rank in 1950. Following training at the RoyalNaval Colleges, Manadon and Greenwich he served as a marine and ordnanceengineer until 1964 when he transferred to the weapons and electricalspecialisation. His sea service has been in aircraft carriers, cruisers anddestroyers and shore appointments have included training school staffand Manage- ment in Royal Dockyards. His current appointment isin the Ship Depart- ment, Bath, as Head of the Auxiliary MachineryControl Section in the Engineering Division.

J. STARK

Mr. Stark is working at Y-ARD Consultants Limited, Glasgow. H.G. STASSEN was born in Goes, the Netherlands onSeptember 29,1935. In 1964 he received a Msc.-degree in Mechanical Engineering, with special emphasis on Control Engineering, In 1967 heterminated his study with a Dr.-thesis: Random lateral motions of railway vehicles. In that time, he became more and more interested in man-machine interaction problems.In 1968 he became an associate professor in Control Engineering at Delft University of Technology, Department of Mechanical Engineering. Since then he is leading a research group on man-machine problems. His special interests are manual and supervisory control and rehabilita- tion problems of bodily handicapped. He is teaching courses on signal theory, modelling and system identification, on automatic data reduction and on man-machine systems.

L.A. STOEHR

Mr. Stoehr completed undergraduate study at Columbia College andwon a Master of Science degree at the U.S. Naval Postgraduate School. He served in the U.S. Navy for over twenty years, primarily in submarine and anti submarine warfare bilets, and retired in 1973 as a captain. Be has been with Operations Research, Inc. since leaving the Navy, and has directed the U.S. Coast Guard-sponsored Spill Risk Management Pro- gram at ORI for the past year.

A.G. STRANDHAGEN

Adolf G. Strandhagen is professor of aerospace and mechanicalengineering at the Universityof Notre Dame. He earned his BS, MS, and PhD from the University of Michigan. His research interests arein the areas of maneuvering of ships and inthe engineering sciences.

J.B. STRUGNELL

CDR STRUGNELL joined the Royal Navy in 1952 and did hisengineering training at the Royal Naval Engineering College, Plymouth. He saw service in Her Majesty's Ships THESEUS, GLORY, CEYLON, NEWCASTLEand MAIDSTONE before a period of exchange service with the RoyalAustralian Navy. Laterly he has served in Her Majesty's Ships HERMES, PHOEBEand LLANDAFF before taking up his present appointment as the Officer-in- Charge, Machinery Controls Trials Team in 1971. R.W. STUART MITCHELL

Stuart Mitchell is a graduate of the Royal Technical College, Glasgow (now the University of Strathclyde). Since 1960 he has been Professor of Gas Turbines at the Technological University of Delft, the Nether- lands. He also lectures at the Dutch Royal Military Academy. Prior to coming to Delft he was Group Chief Engineer, Associated British Engi- neering Limited, parent company to a group of nine trading companies in the fields of petrol engines, hign and medium speed diesel engines, free piston-turbine engines, marine gear boxes, earth moving equipment and oil burners. He was a Director of several of these subsidiary companies. His earlier industrial career was with British Polar Engines Limited - design engineer; Petters Limited - engineer in charge of development; the English Electric Company Limited - chief development engineer, engine division. He has also lectured in Thermodynamics at the Royal Technical College and the University of Birmingham. He has published many technical papers and lectured extensively in the United Kingdom, United States of America, and Western Europe.

A.M. STuURMAN

Born in The Hague, 1940.

1952 - 1957 Huygens-Lyceum, Voorburg 1957 - 1958 Nautical College, "Kweekschoolvoor de Zeevaart" Amsterdam. 1958 - 1961 Various functions as deck-officerwith the Royal Netherlands Steamship Company. 1961 - 1962 Royal Netherlands Naval College,Den Helder 1962 - 1969 Delft University, NavalArchitecture. 1969-present Ministry of Defence, MaterialsDepartment, Bureau of Naval Construction, Scientific Section. Present work consists of naval hydrodynamicsand control.

B.D. TABER

BSME Tufts University 1967 MSME University of Michigan 1968 MS (Engineering) Northeastern University 1971

Employed with General Electric since 1968 G.J. THALER

Professor in Electrical Engineering at the Naval Postgraduate School Monterey, U.S.A.

I. TANAKA

I. Tanaka was born in Tokyo, Japan, on April 28, 1918. He graduated from Tokyo Electrical College in 1936. From 1937 to1952, he was engaged in radio wave propagation and radiocommunication research with the Electrical Laboratory of Ministry of postand the international tele-communication Co., Ltd. In 1952 he joined the koden Electronics Co., Ltd. and heengaged in development of the marine electronics, in 1972 Mr. Tanaka wasawarded the purple prize from emperor for his invention of theradio direction finding system.

A. TAPLIN Mr. Taplin is Head of the Ship Control Systemsand Equipment Branch in the U.S. Naval Ship Engineering Center (NAVSEC). Hereceived a Master of Science (Civil Engineering) degreein 1937 from the City Col- lege of New York. Since then he has workedfor the Navy Department in various headquarters and field offices, and hastaken specialized graduate courses in Naval architecture andmechanical engineering. He is a registered ProfessionalEngineer, a member of the American Society of Naval Architects and Marine Engineers, andis currently chairman of the NAVSEC Ship Control Systems Committee.

P. THARRATT Educated at Goole Grammar School and HullCollege of Technology, obtaining an HNC in aeronautical engineering,in conjunction with an engineering apprenticeship with Hawker SiddeleyAviation Ltd.

Joined the British Aircraft Corporation in 1969 towork on the flight test data reduction area of theConcorde project.

Joined Y-ARD Ltd. in 1974 as a design engineerwhere involvement has been in ship control and surveillance systems. L.R.THOMPSON

Having graduated with a London Honours degree in Physics in 1950, spent two years in the Department of Atomic Energy dealing with fuel preparation and reactor instrumentation. Joined deHavilland in 1952 and remained with the company after Hawker Siddeley Dynamics was formed. Has been responsible for missile systems projects as an electronics engineer. Initiated and built up the company's automatic test equipment capability.

Has been involved in the development of vehicular and railway control equipment, aero space and marine systems. Obtained a Diploma in Space Power Systems at the George Washington University. Is presently Head of Design and Future Projects of Hawker Siddeley Dyanmics Engineering Ltd., Chairman of the Transport Group of the UK Measurement, Control and Automation Conference. UK Correspondent for Industry on the Council of EUROMICRO.

R.V. THOMPSON

Dr. Thompson's career covers a broad spectrum of involvement in both theory and application. He has been responsible for original research in the Marine, Aerospace, and associated industries. Dr. Thompson served his apprenticeship at Chatnam Naval Base where he completed the four years Upper School of the Royal College.

He was employed by British Airways Corporation, Guided Weapons Division, as a Missile Engineer for several years, obtained a Masters Degree for research on Naval gun aiming computers and subsequently led the controls Department of Y.A.R.D., Scotstoun, Scotland. For three years he lectured at Strathclyde University in Dynamics and Control and obtained his Ph.D., for original research in Supersonic Fluidics.

Dr. Thompson was Head of Research & Development in the Controls Divi- sion of Chandler Evans Inc., Connecticut, U.S.A., andwas responsible for the development of new missile control concepts with both theU.S. Navy and Air Force. During his stay in the United States heundertook the duties of Visiting Professor at Rensselaer PolytechnicInstitute.

He has published many papers and has been awarded the SimmsGold Medal for technical achievement and original research and holdsseveral pa- tents. He is presently Director of the Marine Industries Centreat the University of Newcastle upon Tyne. B.V. TIBLIN

Mr. Bert V. Tiblin graduated from Pratt Institute in 1949 with a BSME. He has taken graduate courses in applied mathematics at Adelphi University.

Mr. Tiblin has had over 25 years of experience in design and development of components, equipments, and systems used in the control of ships and aircraft. He has extensive experience in the design of automatic pilots for commercial and military aircraft such as the DC-8, the Boeing 727, The Grumman A6, and the B-47 and 5-52. As a production engineer he was responsible for components of flight instruments. Mr. Tiblin's experience includes design and development of ship simulators for operations research and training, NR-1 submarine system design studies, and studies of submarine tanker integrated navigation and display systems.

As an Engineering Section Head, he was responsible for the design and development of the SYP-800 all-attitude and heading reference and for systems engineering and design of the Doppler-Intertial Reference Unit for the B-58 bomber. For the past year, Mr. Tiblin has been a Senior Research Section Head responsible for the design of ship and harbor systems. These projects encompass the design and development of bridge systems including: the Collision Avoidance Systems for surface effect ships, hydrofoils and merchant ships; cargomonitoring and

A. TODD

Mr. Todd served a technical apprenticeshipwith A. Reyrolle & Company, switchgear manufacturers, during which periodhe took a B.Sc. degree in Electrical Engineering. On graduating heworked for a short time as a Protection GearApplications Engineer with Reyrolle, at first on contract applications andsubsequently on development projects.

He was awarded a Research Scholarshipin 1965 from Sunderland Poly- technic to undertake research in ControlEngineering on the synthesis of non-linear control systems. After twoand a half year's research he was appointed to the teachingstaff of the Department of Control En- gineering and spent some five years teachingboth undergraduate and post-graduate students, as well as continuinghis research work.

In 1973 Mr. Todd took up hisappointment with the Marine Industries Centre at the University of Newcastle uponTyne as a Senior Engineer in Dynamics and Control. He has beeninvolved in shore test facility design from the initial conceptual stagesand is currently Section Head with responsibilities for allcontrol orientated activities. G. VAN DER TOORN

C. van der loom n was born in Haarlem, the Netherlands, in1940. He studied electronic engineering and received hisingenieurs-degree (M.E.) from the Technical University of Delft in1967 on a study in control engineering. From 1967 to 1969 he served in the Royal Netherlands Navy(R.N1.N.) as a reserve-officer at the Ministry of Defence. In 1969 he joined the staff of the electronics laboratory of the Fokker- V.F.W. aircraft company, where he worked on the development ofthe attitude control of the first Dutch satellite "ANS". Since 1970he became involved in the project for remote propulsioncontrol of the G.M. frigates for the R.N1.N. as project leader andsystem engineer.

R.A. TOYNE

Age 30 - Married with two children. Started work inengineering in 1961 serving a 5 year apprenticeship with GlobePneumatic Engineering Co. Ltd.. Joined Regulateurs Europa Limited in 1966as a design engineer working on pneumatic and hydraulic controlsystems. In 1973 assumed responsibility for engineeringof naval contracts.

F.S. UNDERWOOD

B.S., U.S. Naval Academy 1955 M.S., Engineering Electronics U.S. Naval Postgraduate School, 1963. Project Managers Course Defense Systems Management School, 1971.

Registered Professional ElectricalEngineer

Served at sea in three destroyertype ships (Gunnery Officer U.S.S. Heermann (DD 532), Gunnery Officer U.S.S.Mullinix (DD 944), and Operations Officer U.S.S. Luce (DLG 7)and as Executive Officer, U.S.S. Pinnacle (MSO 462).

Served ashore as follows; U.S. NavalPostgraduate School, Monterey Ca- lifornia; Norfolk Naval Shipyard, PortsmouthVa.; Staff, Commander Ser- vice Force, U.S. Pacific Fleet; Officerin Charge, U.S. Naval Shore Electronics Engineering Activity, Guam,Marianas Islands; Defense Systems Management School, Fort Belvoir,Va.; and in the Combat Systems Coordination Office, U.S, Naval Ships EngineeringCenter, Hyattsville, Maryland. W. VELDHUYZEN

Ir. Veldhuyzen was born in Oegstgeest, the Netherlands, on November 16, 1946. He received a Msc.-degree in Naval Architecture from the Delft University of Technology in 1971. He is working as a staff member of the Man-Machine Systems Group of the Lab. for Measurement and Control, Department of Mechanical Engineering, Delft University of Technology, toward a Dr, degree on the subject of the control behaviour of the helmsman steering a ship.

B. VELDKAM2

Berend Veldkamp was born in 1921. In1939 he joined the navy as a midshipman at the Royal NetherlandsNaval College. His education was interrup- ted by the outbreak of the second world war.During active duty he was captured by the Germans. In 1945 he received his commission as anofficer in the Royal Netherlands Navy. From 1958 until 1960 he studiedat the "Ecole de Guerre Navale" in Paris. After he became commanding officerof a destroyer in 1963 he served as assistant naval attache. inWashington. He was the last captain of the aircraftcarrier HNLMS "Karel Doorman". In 1969 he received command of theStandard Naval Force Atlantic. In Home Command. In September 1975he 1972 he served as admiral Netherlands was appointed Commander in Chiefof the Royal Netherlands Navy.

G.V. VENTURINI

Giovanni Venturini as chief of the 2nd office ofMARICONAVARMI (MOD. NAVY) has been involved from 1968 in research anddevelopment of marine propulsion machinery. He received hisengineer's degree from Genova University in Naval and Mechanical Engineeringand from Bologna Uni- versity also in Mechanical Engineering.

Member of ASME, he has more than 15 yearsof experience in projecting of naval propulsion plants. W. VERHAGE

Lt. Ir. Willem Verhage was born in Rotterdam in 1940. After completing highschool he enrolled the school for merchant navy in Amsterdam. Later, he was employed by Shell Tankers B.V. as a mate on a tanker. He joined the Royal Dutch Navy in 1961 and served as an instructor at the Naval Communications School in Amsterdam. In 1969 he was granted his engineering degree in naval architecture from Delft University of Technology, receiving an award for his doctoral thesis. He then served as an assistant manager at the government shipyard in Den Helder. Since 1970 Ir. Verhage serves at the RNNC in Den Helder. In addition to his teaching duties in the department of naval architecture he is head of a research team which developed a nocturnal simulator.

J.M. VICKERY

Lt. Cdr. J.M. Vickery joined the Royal Navy in 1949 as an Artificer Apprentice. He qualified as a Radio Electrical Artificer (Air) in 1953 and for the next six years served in a variety of ships, ashoreand afloat, as an electronic maintenance engineer. Commissioned in 1959, his career continued to be involved with Aircraft Maintenance Engineering until 1970 when he joined the Interservice Hovercraft TrialsUnit. For the next 4 years, he was concerned with engineering developmentof Mili- tary Hovercraft. During this time he gained much practical experience in hovercraft operations and engineering which resulted in hisselection for his present exchange posting with the United States Navy'sSurface Effect Ship Project. With his background of conventionaland advanced ship experience, Lt. Cdr. Vickerywas assigned specific responsibilities in the Surface Effect Ship program to determine the effectsof SES motion on crew safety, performance, and comfort. He is special assistantto Director for Combat Systems. Lt. Cdr. J.M. Vickery joined the Royal Navy in 1949as an Artificer Apprentice. He qualified as a Radio Electrical Artificer(Air) in 1953 and for the next six years served ina variety of ships, ashore and afloat, as an electronic maintenance engineer.Commissioned in 1959, his career continued to be in involved withAircraft Maintenance En- gineering until 1970 when he joined the

Z.G. WACHNIK

Mr. Wachnik graduated from Massachusetts Institute of Technology in 1956 with a Bachelor of Science degree in Naval Architecture and Marine Engineering. He has been in the Submarine Propulsion, Seaworthiness and Ship Fluid Dynamics Branch of the David Taylor Model Basin, where he was a Senior Project Manager. His work included prediction of propulsion characteristics of the USS Skipjack class submarine, trajectorymeasu- rement of an underwater launched 1/10-scale Polaris missile, bending moment and shear force measurement pn a multi-segmented model inwaves, among others. He is a member of the Sigma Xi and a member of the Society of Naval Architectects and Marine Engineers. R. WAIIAB

Education Delft University of Technology, M.Sc. in Naval Archi- tecture

Functions 1960-1964 Scientific officer in the Shallow Water Labo- ratory and the High Speed Laboratory of the Netherlands Ship Model Basin in Wageningen. 1964-1966 Head of the High Speed Laboratory of the Netherlands Ship Model Basin in Wageningen. 1966-1968 Head of the Seakeeping Laboratory of the Netherlands Ship Model Basin in Wageningen. 1968-1971 Senior Project Manager in the Seaworthiness Branch of the Hydronamics Laboratory, Naval Ship Research and Development Center, Bethesda Maryland (U.S.A.). 1971-1974 Institute for Mechanical Constructions of the Organization for Applied Scientific Research TNO in Delft, working on ship hydronamics, marine traffic engineering and navigation of ships. 1974 to date Director of the Netherlands Maritime Insti- tute, in charge of the Research Coordination Bureauand (temporarily) of the Centre for Operations Research and Planning.

J.R. WARE received John R. Ware was born inDetroit, Michigan, USA, in 1940. He Mechanical Engineering at the Universityof Detroit a B.S. and M.S. in Engineering from the University of Michigan, and a Ph.D. in Control Ann Arbor, in 1971. and He has been employed by theDavid W. Taylor Naval Ship Research since May of 1971, specializingin the Development Center (DTNSRDC) His simulation and control of advancednaval craft and submarines. the application of optimalcontrol and estima- current interests are in control tion techniques to the controlof naval vehicles and digital in general.

R. WHALLEY

Lieutenant Commander WHALLEY took hisBachelor degree at King's College engineering in 1963 and his masters University of Durham in mechanical degree at the University of Manchesterin the Theory and Practice of Automatic Control. He joined the Royal Navyin 1964 and has served in HM Submarines, at HMS COLLINGWOOD and onHMS ALBION. His current appoint- College Manadon, where he lectures Con- ment is at The Royal Engineering trol Engineering and he has researchinterests in multivariable Systems Theory and Steam Generating PlantControl. D.J. WHEELER

Joined Hawker Siddeley Aviation Ltd. as an apprentice in1954 during which trained at Coventry Technical College then theCollege of Aero- nautics. Continued with HSA as a Development Engineeron aircraft systems until 1965, then joined Bristol Siddeley later RollsRoyce as a development engineer to work on gas turbine control systems.

G.P. WINDETT

He received his BSc in electrical engineering at Queen Mary College, University of London while a student apprentice with the United Kingdom Atomic Energy Authority. After graduation he was employedas a Shop Ma- nager Electrical Services until he returned to university to research for a postgraduate degree in control engineering.

At the University of Sussex and the University of Utah (USA) he worked on the identification of sampled data systems. During this period he joined the Royal Naval Engineering Service of the MOD. Aftergraduating from the University of Sussex in 1972 he tookup employment with the Ship Department of the MOD(UK) as an assistant electrical engineer.

W.K. WOLTERS

Born in Amsterdam, 6th July 1941. 1970 : Graduated at Delft TechnologicalUniversity in Mechanical Engineering (specialisation:measurement and control). 1971 onwards : Research on behalf of Shell Marineon collision avoidance and steering of ships.

D.A. YAKUSENKOV

Born in Smolensk (USSR) in 1928. Graduated from the HighNautical School, Leningrad, in 1951 (honours diploma). Expert in the fieldof navigation and ship control automation; has scime 50 published worksin that field. Now is Department Manager in Merchant Marine CentralResearch Institute in Leningrad. Dr.techn.Sc., Senior Scientific Adviser. J. ZALMANN

Captain Zalmann, born in 1926, obtained his officers rank as a flyer in 1948. He served several years in operational air craft squadrons. He has studied Weapon Engineering at the Royal Netherlands Naval College Delft University of Technology and Granfield Institute of Technology. In 1966 he graduated from Delft University of Technology in Mathematics, and obtained his Ir. degree. He is now Deputy Headof Research, Ministry of Defence.

J.K. ZUIDWEG

Dr. Zuidweg is reader at the Royal Netherlands Naval College. He graduated from the Delft University of Technology. CHANGES OF CHAIRMEN

SESSION D2: Chairman: L.G. Holtby Commander, Head machinery control systems and interior communications section, National Defense Headquarters, Ottawa.

SESSION C: Chairman: L.F. Marcous, Head Propulsion and Auxiliary Systems Department of the David W. Taylor Naval Ship Research and Development Center, Annapolis, USA.

SESSION LI: Chairman: P. van Staalduinen, Captain R. Neth. N. Director of the Mechanical Engineering Department, MOD (N).

SESSION P2: Chairman: J.G. Nanninga Lieutenant-Commander, lecturer in weapon system engineering, Royal Netherlands Naval College. ERRATA

SESSION D2

I. Paper: Performance of azimuthing thrusters. (J.S. Gibson)

1 Equation (12) should read

v. 2aVA ,j(VA)2 8KTp VA nD nD nD 7 nD (12)

Equation (21) should read

1 KT

nG = -47 n (21)

Section3.3,line4

'hightly' should read 'lightly'.

SESSION El

Paper: Maritime collision avoidanceas a differential game. T. Miloh, Tel Aviv University (Israel) andS.D. Sharma, Hamburg Inst. fur Schiffbau (Ger.)

SESSION NI

Paper: Evaluating the cost effectiveness of machinerycontrol and surveillance options. P.A. Hazell, G.P. Windett, E.G. ArnoldMOD(PE), J.Mc. Hale and P. Tharrett YARD (UK)