INNOVATIONS IN AMERICAN GOVERNMENT

B e s t M a n u f a c t u r i n g P r a c t i c e s

REPORT OF SURVEY CONDUCTED AT

UNIVERSITY OF NEW ORLEANSCOLLEGE OF ENGINEERING

NEW ORLEANS, LA

BEST MANUFACTURING PRACTICES CENTER OF EXCELLENCECollege Park, Maryland

www.bmpcoe.org

1998 Award Winner

APRIL 2007

This report was produced by the Office of Naval Research’s Best ManufacturingPractices (BMP) Program, a unique industry and government cooperativetechnology transfer effort that improves the competitiveness of America’sindustrial base both here and abroad. Our main goal at BMP is to increase thequality, reliability, and maintainability of goods produced by American firms.The primary objective toward this goal is simple—to identify best practices,document them, and then encourage industry and government to shareinformation about them.

The BMP Program set out in 1985 to help businesses by identifying, researching,and promoting exceptional manufacturing practices, methods, and procedures in design, test, production,facilities, logistics, and management – all areas that are highlighted in the Department of Defense’s4245.7-M, Transition from Development to Production manual. By fostering the sharing of informationacross industry lines, BMP has become a resource in helping companies identify their weak areas andexamine how other companies have improved similar situations. This sharing of ideas allows companiesto learn from others’ attempts and to avoid costly and time-consuming duplication.

BMP identifies and documents best practices by conducting in-depth, voluntary surveys such as this atthe University of New Orleans, College of Engineering. Teams of BMP experts work hand-in-hand on-site with the company to examine existing practices, uncover best practices, and identify areas for evenbetter practices.

The final survey report, which details the findings, is distributed electronically and in hard copy tothousands of representatives from industry, government, and academia throughout the U.S. andCanada so the knowledge can be shared. BMP also distributes this information through severalinteractive services that include CD-ROMs and a World Wide Web Home Page located on the Internetat http://www.bmpcoe.org. The actual exchange of detailed data is between companies at their discretion.

The University of New Orleans, College of Engineering (UNO COE) has formed impressivepartnerships with the U.S. Navy, the Department of Defense, the National Aeronautics and SpaceAdministration, the state of Louisiana, the maritime industry, and other countries and universities.Through these partnerships, the UNO COE has developed innovative technologies that are unique to theBest Manufacturing Practices (BMP) Program and national shipbuilding. The BMP resurvey of the UNOCOE was conducted during the week of April 23, 2007.

The BMP Program is committed to strengthening the U.S. industrial base. Survey findings in reportssuch as this at the UNO COE expand BMP’s contribution toward its goal of a stronger, more competitive,globally minded and environmentally conscious American industrial program.

I encourage your participation and use of this unique resource.

Rebecca ClaytonDirectorBest Manufacturing Practices Program andCenter of Excellence

F o r e w o r d

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University of New Orleans, College of Engineering

1. Report SummaryBackground......................................................................................................... 1Point of Contact ................................................................................................. 2

2. Best Practices

DesignDecision Support System Through Modeling and Simulation ............................ 3Environmental Engineering ................................................................................ 3Expert System for Shipyard Environmental Management ................................ 4Load and Resistance Factor Design Rules ........................................................... 5

ProductionAdvanced Composites Manufacturing Technology ............................................. 6Automatic Generation for Robotic Welding ......................................................... 6Corrosion Inhibitors ............................................................................................. 8Fiber Optic Technology ......................................................................................... 9Life Cycle Costing and Assessment.................................................................... 10Plasma Cleaning Process ................................................................................... 10Shipboard Application of Lightweight Steel Structures.................................... 11Solid-State Friction Stir Welding ....................................................................... 12Use of Light Detection and Ranging for Ship Production ................................. 13

FacilitiesClean Technologies Evaluation and Emissions Test Facility ............................ 13ShipWorks Robotics Laboratory ......................................................................... 14

ManagementTechnology Transfer ........................................................................................... 16

C o n t e n t s

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University of New Orleans, College of Engineering

3. Information

DesignDigital Planning for Shipyards .......................................................................... 19Modeling Residual Stress in Steel Plate Making .............................................. 20The Wave™ Strategic Asset Management Software System ............................ 21World Standard Hierarchy of Equipment Boundaries ...................................... 21

TestEvaluation of Hex-Chrome Exposure Levels in the Shipbuilding Industry ........... 22Measurement of Residual Stress in Steel Plates ............................................... 23

ProductionIntegrated Environmental Management Plan ................................................. 24OSHA Compliance Management System .......................................................... 24Socket Welding of Titanium Grades ................................................................... 24

C o n t e n t s (continued)

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University of New Orleans, College of EngineeringC o n t e n t s (continued)

APPENDIX A - Table of Acronyms ........................................................................ A-1APPENDIX B - BMP Survey Team ......................................................................... B-1APPENDIX C - Critical Path Templates and BMP Templates ......................... C-1APPENDIX D - Program Manager’s WorkStation .............................................. D-1APPENDIX E - Best Manufacturing Practices Satellite Centers .................... E-1APPENDIX F - Navy Manufacturing Technology Centers of Excellence.........F-1APPENDIX G - Completed Surveys ........................................................................ G-1

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University of New Orleans, College of Engineering

Figures

Figure 2-1. Ingersoll Fiber Placement Machine ............................................................. 6Figure 2-2. CAP Foam Process Chamber ...................................................................... 10Figure 2-3. Clean Technologies Evaluation and Emissions Test Facility..................... 14Figure 2-4. ShipWorks Robotics Laboratory.................................................................. 15Figure 3-1. System Concept ........................................................................................... 20

F i g u r e s

S e c t i o n 1

Report Summary

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Background

The University of New Orleans, College of En-gineering (UNO COE) has formed impressive part-nerships with the U.S. Navy, the Department ofDefense, the National Aeronautics and Space Ad-ministration, the state of Louisiana, the maritimeindustry, and other countries and universities.Through these partnerships, the UNO COE hasdeveloped innovative technologies that are uniqueto the Best Manufacturing Practices (BMP) Pro-gram and national shipbuilding. The BMP resur-vey of the UNO COE was conducted during theweek of April 23, 2007.

Since 1978, the UNO COE has continually im-proved its quality of instruction and is makingsteady progress in all its research endeavors. Thetallest building at the UNO Lakefront Campusproudly belongs to the COE, offering Accredita-tion Board for Engineering and Technology un-dergraduate programs in civil and environmentalengineering, mechanical engineering, electricalengineering, and naval architecture and marineengineering (NAME). The UNO COE also pro-vides graduate programs in civil engineering,mechanical engineering, electrical engineering,NAME, and engineering management. A doctor-ate program in engineering and applied sciencesis also offered. The UNO COE’s success through-out the years has made it the largest undergradu-ate NAME program in the nation.

The UNO COE staffs 45 full-time faculty andhas enrolled 1,134 undergraduate and 238 gradu-ate students. The UNO COE is among the topten universities for research dollars for faculty inthe United States. The college focuses on manyopportunities for students to improve their edu-cation and advance their career skills as well as13 professional societies and five honor societiesfor students that include the Society for AdvancedGraduate Engineering Studies, the National So-ciety of Black Engineers, the Society of WomenEngineers, and Tau Beta Pi. With 85% of theUNO students working their way through school,the COE developed an exceptional cooperativeeducation program that includes a plan that en-

ables students to alternate periods of school at-tendance with study-related work experience anda Parallel Plan, which allows students to workpart-time each semester while being enrolled ina degree-granting program as a full-time student.The Engineering Placement Officer makes everyattempt to place students in local or regional in-dustries related to the student’s designated areaof specialization. Along with focusing on programsfor students, the UNO COE continues to expandits industry partnerships and increase the scopeof funding of its sponsored research programs.

The UNO COE operates four Research Centersof Excellence that collectively generate well overhalf the sponsored research of the university onan annual basis. These include the Schlieder Ur-ban Environmental Systems Center (SUESC) thatsupports scientific and technical research activi-ties in the management of solid waste, water andwastewater, water resources, and air quality; theGulf Coast Region Maritime Technology Center(GCRMTC), whose mission is to help the U.S. mari-time industry become more competitive on an in-ternational scale through sponsored researchwhile striving for recognition as the best sourcefor technology by the maritime community; theEnergy Conversion and Conservation Center thatconducts clean-energy research and development,catalyzes interaction among government, indus-try, and academia, and provides services to advo-cate clean energy and energy conservation; andthe National Center for Advanced Manufacturing(NCAM) that promotes advanced manufacturingtechnologies in both aerospace and commercialmarkets through research, design, manufactur-ing, and testing activities. The researchers in allof these facilities are working to solve problemsthat promise to have a significant impact on re-gional and national industries.

Through its primary focus on research and de-velopment efforts, the UNO COE has developedmany technological practices to meet the chal-lenges and demands of today’s changing world.The BMP survey team considers the practicesin this report to be among the best in industryand government.

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Point of Contact:

For further information on items in this report,please contact:

Gregory T. Dobson, Ph.D.Site Director, Simulation Based Design CenterUniversity of New Orleans, College of EngineeringGulf Coast Region Maritime Technology Centerc/o NGSS-Avondale OperationsStation 721-1-15100 River RoadAvondale, LA 70094-2706Phone: (504) 654-2773Fax: (504) 654-3880E-mail: greg.dobson@gcrmtc.orgWeb site: www.uno.edu/coe

S e c t i o n 2

Best Practices

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Design

Decision Support System Through Model-ing and Simulation

Modeling and simulation, when combined with aDecision Support System, can provide an organiza-tion the tools necessary to make good business-casedecisions. The tools enable non-specialists to moreeffectively and efficiently plan and control key re-sources by considering system-wide behavior oflower-level models, such as a representation of unitflows within a shop or work cell or high-level mod-els of the entire enterprise.

Recent shipbuilding and automotive experienceindicates that modeling and simulation technologiescan provide substantial benefits, especially whenthese tools are embedded within Decision SupportSystems (DSS). A DSS integrates models, the datathat drive the simulations, and user interfaces tothe data and models—placing engineering tools intothe hands of decision makers and providing manag-ers and planners with key information that enablesthem to make better decisions. To be effective,however, it is imperative that these models are in-corporated into a support system that provides easyand meaningful access to sophisticated models byusers who are not experts in modeling, analysis,and data management. The system must also fa-cilitate the use of a variety of models that are neededto adequately perform shipyard-wide analyses andmanage the data that drive the models and the re-sults generated by the simulation.

An example of how the University of New Orleans(UNO) Gulf Coast Region Maritime Technology Cen-ter (GCRMTC) has been able to apply modeling andsimulation into a DSS lies in the work that was doneat the Northrop Grumman Ship Systems (NGSS) fa-cilities in Pascagoula, Mississippi and in New Orleansin the aftermath of Hurricane Katrina in 2005. Thiseffort originally began as a project to effectively sup-port shipyard improvement efforts. After Katrinathe project became one in which the UNO, Collegeof Engineering (COE) was asked to support the speci-fication and procurement processes of the shipyard

recovery efforts. Prior to Hurricane Katrina, NGSSfacilities in the Gulf Coast region consisted of threedistinct machine shops, each manufacturing discretecomponents and assemblies for the shipbuilding in-dustry. The new task for the COE’s Simulation BasedDesign Center (SBDC) was to determine the sector-wide capacity of the NGSS machine shops, determinewhich product groups for the current ship construc-tion forecasts could be produced by which shop, andspecify the required equipment to be purchased forPascagoula to meet planned production capacity.

The COE’s SBDC modeling team worked veryclosely with NGSS personnel to gather and validatethe data drivers for the simulations and to developpreliminary models of the existing equipment. Dueto variances in the level of detail and quantity of dataprovided for each machine shop, independent mod-els were created for each shop. The output fromeach model was then combined to give an overallprediction of sector capacity and verification of howmany pieces of equipment in each fabrication groupwere required. Further refinements were made tothe models and simulations to create a combinedmodel of the three shops, allowing for a more de-tailed analysis of machining capacity.

The modeling and simulation effort tied into theDSS has given NGSS the tools needed to makeenterprisewide decisions that optimize cost and thetype of equipment necessary for establishing a re-gional facility. Through the modeling and simula-tion efforts, redundancy and overcapacity issues wereavoided. To date, three other shops (pipe, blast andpaint, and panel line) have been modeled and simu-lations of alternatives for best business-case analy-sis have been performed.

Environmental Engineering

The Schlieder Urban Environmental Systems Cen-ter (formerly the Urban Waste Management and Re-search Center), in connection with the University ofNew Orleans, College of Engineering, performed manystudies related to wastewater treatment, which extendsto urban run-off. Many new design processes for deal-ing with pollution content in an efficient and cost-sav-ing manner have emerged from these studies.

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The Schlieder Urban Environmental Systems Cen-ter (SUESC), formerly the Urban Waste Managementand Research Center at the University of New Or-leans, College of Engineering (UNO COE), supportsresearch on solid-waste management, water andwastewater quality control, water resources, and airquality research. The SUESC also promotes activi-ties dealing with environmental policy and transfersthe technology obtained in the research to industry.The University’s Urban Waste Management ResourceCenter was established in May 1990 and obtained acooperative agreement with the Environmental Pro-tection Agency (EPA) in July of that same year, whichwas extended to 1995. This agreement contains re-search, education, and outreach programs with anintegrated waste management/pollution preventionemphasis. Financial support for the Center extendsfrom the EPA, government, private industry, and theinternational community. A sewerage system designwas performed for the country of Ecuador from 1993to 1995, which continued to aid that country in addi-tional city planning by providing a digital’ map of thecity used for sewerage design.

In one study, SUESC evaluated wastewater treat-ment at three different treatment plants. Results ofthis study led to modifications at one of the plants toimprove treatment performance. Plant operatorswere trained to maintain the improvements. Fac-tors affecting process performance were identifiedand are being retained for future studies. New fac-tors affecting process design were developed for thetrickling-filter solids contact process (a wastewatertreatment process). These studies have led to gradu-ate-level training programs and publications in jour-nals. SUESC developed a better understanding ofthe role of biological flocculation in the activatedsludge process. The kinetics of biological floccula-tion of particulate organics was included in activatedsludge modeling, and a new activated sludge modelwas prepared linking the aerator and the settlingtank. This model was tested at the pilot-plant leveland the results of that testing have been published.The new design criteria have emerged and are iden-tified as best design practices for process optimiza-tion. With new technology being developed bySUESC, anaerobic/aerobic wastewater treatmentshould realize a substantial reduction in sludge gen-eration, eliminating the need for a separate anaero-bic sludge digestion.

The UNO COE’s SUESC is on the leading edge oftechnology for environmental engineering in deal-ing with wastewater treatment. It has performed

many studies that have resulted in new design pro-cesses for treating wastewater. It has also studiedmany other aspects of dealing with wastewater, fromsewer design optimization for solid flows to charac-terization of moisture content within landfills. Therecycling of leachate from landfills has been found tobe advantageous in SUESC’s preliminary studies.Urban run-off is another study that is being conducteddue to the increasing pollution caused by city drain-ing of rainwater running into local lakes. Stochasticmodels for managing urban run-off are being devel-oped to deal with managing the pollutants draininginto Lake Pontchartrain.

Expert System for Shipyard Environmen-tal Management

The University of New Orleans, College of Engi-neering has developed an expert system for shipyardenvironmental management that helps shipyards eas-ily manage their use of materials and the associatedenvironmental impacts. Reports, trends, and analy-ses can be performed with minimal effort and pro-vided to the necessary authorities.

Most shipyards maintain records for managementof its processes in the form of spreadsheets, charts,data sheets, and various other documentation. Thereis rarely one source that contains all the necessaryinformation for managing the processes needed tobuild, refurbish, and overhaul a ship. Once a ship’sneeds are established, the shipyard determines whathas to be performed. This requires the managementto review the processes needed to perform the re-quired task. Based on this, shipyard processes, envi-ronmental engineering and science, and environmen-tal regulations must be determined and madeaccountable. Presently, this is performed by review-ing hardcopy documentation, Material Safety DataSheets (MSDS), environmental regulations, and per-mit requirements.

The University of New Orleans, College of Engi-neering (UNO COE) has developed an expert envi-ronmental management system for shipyards—asoftware application that combines shipyard pro-cesses, environmental engineering and science prin-ciples, environmental regulations, and informationtechnology skills. The application can be used tohelp shipyards prevent noncompliance and fines,minimize waste, reduce public health risks, providecost savings, improve public image, and increase

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productivity. This is accomplished by the shipyardpopulating the database with information about thefacility, sources, stacks, national pollution dischargeelimination system permit limits, air permit lim-its, outfalls and watershed, air pollution controldevices, and wastewater treatment facility data.With this data incorporated into the software pro-gram, material usage, MSDS information, abra-sives, paints, solvents, filler/weld rods, rainfalldata, ambient air quality data, and fuel are in-cluded to manage the shipyard’s processes andenvironmental impact. This software can alsobe uniquely configured to a shipyard’s specifica-tions. As a result, routine reports can easily beproduced, such as discharge monitoring reports(storm and process water), hazardous waste, TierII, emission inventories, and toxic release inven-tory. Analyses and decisions can also be per-formed using data already contained in the data-base. Some of this data may include historicaltrends, planning and pollution prevention imple-mentation, troubleshooting, emission calcula-tions, and comparisons (e.g., year-to- year,source-to-source, material-to-material, job-to-job, and limits versus actual).

The UNO COE’s customizable expert system forshipyard environmental management allows ashipyard to easily manage its usage of materialsand environmental impacts. Reports to environ-mental authorities are easily produced and madeavailable, and changes in regulations and limitscan be easily incorporated and updated with littleor no effort.

Efforts are being made to secure private andgovernment funds so that the application can beimproved with additional features that will addresschanges in regulatory requirements and the en-vironmental management practices.

Load and Resistance Factor Design Rules

The University of New Orleans, College of Engi-neering teamed with the University of Maryland,College Park to develop new design rules utilizingprobabilistic methods to reduce weight in future com-mercial and naval vessel structures.

The University of New Orleans, College of En-gineering (UNO COE) saw a need for weight re-duction in today’s shipbuilding market. The U.S.Navy is now requiring the use of light-gage platein nonstructural and structural bulkheads on their

LPD-17 and DDG-21 next-generation warships.Ongoing committee studies were considered bythe team in the development of these new proce-dures for the design of ship structures. The Loadand Resistance Factor Design (LRFD) criteria wereinitially envisioned to be used in parallel with cur-rently used procedures. The applications and limi-tations of this procedure are currently limited tothe design of fine-bow, bow-with-flare, or flat-bot-tomed vessels and conventional displacement-typemonohull surface vessels made of metallic mate-rials, and those with a length of 300' to1000' be-tween perpendiculars.

The old process to design vessels followed therules of the Navy or the American Bureau of Ship-ping. New designs do not have historical informa-tion to use as a basis. The team’s objective in thefirst year was to develop LRFD criteria for hullgirder bending of surface ship structures for bothcommercial and naval vessels. In the second year,the team developed LRFD criteria for unstiffenedpanels of surface ship structures; in the third yearof the project, the team developed LRFD criteriafor fatigue of surface ship structures.

The development of this new method for thestructural design of conventional displacement-typesurface monohull ships is based on a structural re-liability theory in an LRFD format. The LRFDrules can be used for early design of ship struc-tures to check adequacy in the detailed design stage.For marine applications, LRFD development isbased on special and extreme analysis of wave loadswith a combination of partially correlated loads.Nominal strength and load values, along withachieving target reliability levels, are also consid-ered. The LRFD method builds on conventionalmarine and structural codes. The design philoso-phy must provide for ship structural designs thathave adequate safety and allow for the proper func-tioning of each component. The Allowable StressDesign (ASD) and the LRFD design philosophiesfor designing structures are currently in use. TheLRFD philosophy utilizes probabilistic methodsversus the pure-static and dynamic formulas usedin the ASD philosophy.

Advantages of the LRFD philosophy include amore rational approach for new designs and con-figurations, consistency in reliability with the po-tential for a more economical use of material, cali-bration of building codes that allows for futurechanges from information acquired from predictedmodels, and material and load characterization.

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Production

Advanced Composites ManufacturingTechnology

The University of New Orleans, College of Engineer-ing participates in the development of a highly capablefiber composite system and contributes to a collabora-tive manufacturing environment that provides consid-erable economic and educational opportunities.

The University of New Orleans, College of Engi-neering (UNO COE), in partnership with the stateof Louisiana, the National Aeronautics and SpaceAdministration (NASA), and Lockheed Martin Cor-poration at the Michoud Assembly Facility in NewOrleans, is directly involved in the provision of re-search, development, and education for manufac-turing the next-generation launch vehicle systems.State funding and NASA facilities have been com-bined to provide the UNO COE with an opportu-nity to participate directly to effect an intelligentcollaborative manufacturing environment,strengthen national competitiveness in aerospace/commercial markets, develop and manufacturecomposite materials, and expand regional economicdevelopment and advanced manufacturing technol-ogy education opportunities.

Operating under the auspices of the National Cen-ter for Advanced Manufacturing (NCAM), the UNOCOE established significant cooperation with fed-eral agencies, universities, the state, and industry.

NCAM currently possesses and operates a highlycapable fiber composites installation and is in theprocess of developing and obtaining a state-of-the-art system to advance this manufacturing technol-ogy. With the capability for seven axes and 24 tow-fiber placements, the current composite fabricationequipment has successfully supported a number ofNASA and aircraft applications. The current NCAMfiber placement machine has a working area thatmeasures 5 x 12 meters (Figure 2-1). NCAM per-sonnel have participated in research and technol-ogy development while effecting a collaborativemanufacturing environment. The facility also pro-vides both economic and educational opportunitiesfrom the added technical capabilities and workbrought to the region, increased use of the UNOCOE educational offerings by NASA and NCAMmembers and employees, and expanded researchopportunities for graduate students and faculty. Ofequal importance are the improved product offer-ings and quality that have been delivered to NASAand aircraft applications. Considerable expansionof all these opportunities is anticipated when theadditional state-of-the-art system is added.

Automatic Generation for Robotic Welding

AutoGen is a software tool that automates theplanning and execution of control programs for ro-botic welding of ship structures. This capability willdramatically improve the ability of welding robotsto play a major role in ship construction, improvingquality and productivity.

One of the challenges facing the U.S.Navy is achieving desired fleet size andreadiness, which is partially due to thehigh cost of manufacturing warships re-quired for today’s complex designs. Themost common process in shipbuilding iswelding. Stiffeners are welded to platesteel to form panels. Panels are as-sembled into subunits; and subunits arecombined into larger units to form a com-plete ship. Welding is important at ev-ery step. Mechanized systems play a rolein the panel phase, but robots are re-quired beyond that. Few robots are usedin U.S. shipbuilding because of accuracyrequirements, installation cost, and per-sonnel training. The major obstacle,Figure 2-1. Ingersoll Fiber Placement Machine

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however, is robotic programming. Almost every sub-unit is different and must be programmed individu-ally; therefore, programming time is a key factorfor the success of welding robots in shipbuilding.

In the automotive industry, the amount of timeto program a robot is about twenty times theamount of time to perform the weld; however, theprogramming cost is spread over millions of iden-tical welds using the same program. In militaryshipbuilding where every unit is different, program-ming cost is not afforded the large duplicate vol-umes but must be spread over one unit or onlyseveral at most. Therefore, the human time toprogram must be less than the human time to weldfor the robot to be cost-effective. One of the majorinitiatives by the National Shipbuilding ResearchProgram and the Office of Naval Research Manu-facturing Technology Centers of Excellence is toutilize robotics to reduce the cost and improve thereliability of welding. Since 2000 the Universityof New Orleans, College of Engineering (UNO COE)has participated in the Automatic Generation(AutoGen) project. AutoGen is a software tool thatautomates the planning and execution of controlprograms for robotic welding of ship structures.The software works by a process-centered evalua-tion of the geometric context of computer repre-sentations of ship designs, including componentpart juxtapositions and manufacturing plans for thework piece. AutoGen identifies each weld and ap-propriately characterizes it, assigning suitable pro-cedures using the same decision processes asskilled craft and welding engineers. It constructsthe robot motions necessary to accomplish weldsand determines the correct process control valuesfor each path.

When provided with valid data, AutoGen gener-ates robot control programs completely withoutmanual intervention or edits. Foundational con-cepts defining AutoGen provide for a general solu-tion not limited by product scale or geometric com-plexity and bounded only by the accuracy and thedexterity of the combined robot and torch.AutoGen can handle compound curved surfaces andcompute collision-free and singularity-free trajec-tories for the torch manipulator. AutoGen under-stands the geometry of the part and can plan weldson work pieces presented before the robot in dif-ferent orientations. Weld planning proceeds ac-cording to local process conditions and require-ments computed by direct reasoning from thegeometric contents of the work piece design infor-

mation and the context defined by the manufac-turing plan. AutoGen completes construction ofrobot control programs by applying computed lo-cal conditions to weld process response surfacesand the kinematics and control language specifica-tions of the available robot. The solution is a di-rect consequence of the requirement. AutoGencasts all of its entities as computational geometries.All of the core issues of joint design, torch motion,and weld process and placement are expressly anddirectly coupled to each other through the methodof geometric reasoning.

The logical object design of AutoGen provides forready expansion and affordable modification, in-cluding incorporation of equipment from differentmanufacturers and possibly different kinds or typesthan in the original. The input data required canbe electronically extracted from currently avail-able shipyard sources, although some internal con-sistency of information representation and com-pleteness issues may emerge with testing. Thearchitecture of the software is intentionally opento modification of most of the performance rules.The software has open, well-defined hardware andsoftware interfaces. These are readily adapted andconfigured for implementation by individual ship-yards and to robots from different manufacturers.The AutoGen planning capability can be applied toa wide range of process problems. This providesopportunity for a large domain of potential appli-cations in a variety of industries.

Initial work from 2000 through 2003 achievedmuch of the anticipated AutoGen functionality asrunning code. In November 2003 an AutoGen dem-onstration was carried out for several shipbuild-ing personnel at the UNO ShipWorks RoboticsLaboratory (SWRL) located within the NorthropGrumman Ship Systems Avondale Operations fa-cilities. AutoGen automatically generated controlprograms and welding operation on shipyard workpieces appropriately scaled for the available ABB/IRB/1400 robot.

Work in 2005 ported AutoGen to automaticallycompute control programs for the SWRL ISU/Motoman UP6 gantry robot. Work under this fund-ing also ported AutoGen to produce control pro-grams coupled with the PAWS offline system forthe General Dynamics Electric Boat gantrymounted with a semi-independent pair of Staublimanipulators. This work encompassed careful cali-bration of the coupled motions of two significantlydiffering machines and addressed the particulars

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of the separate controllers. A preliminary versionof combined robot and gantry motion (i.e., greaterthan six degrees of freedom) was demonstrated atElectric Boat.

AutoGen development introduced computation ofdirectives for multi-degree-of-freedom coordinatedmotion, enhancements in algorithms for selectingmanipulator-base placement, torch motions, andweave functions. AutoGen development realizednew functionalities using electrical ground-seek-ing touch sensing for measurement with the robotto determine the actual lay down of work piecesand the positions of components within the assem-blages. The UNO demonstrated welds through athree-plane corner, joints with continuously vary-ing welding positions around a ring onto a cantedplate, and reflexive presentation connections on acollard Tee-section standing on plate and intersect-ing coped transverse structure. At Sandia NationalLaboratories (SNL), the free-space motion plannerwas recast for parallel computation.

Through these developments, UNO and its part-ners identified further work necessary to the ap-proaching commercialization of the software andits production implementation in ship manufac-ture. Experience operating AutoGen defined theneed for extensions in robot motion design andplanning. Robot welding through continuouslyvarying torch positions showed the necessity forrefinement, including subordinate process do-mains and handed-weave patterns. The currentsoftware must be restructured from a laboratoryexperiment to industrial architectural standards.Finally, the UNO experience showed the need formemory management to handle larger work-piecemodels for a graphical user interface and utilitiesto handle common tasks.

The goal of 2007 research is to commercializeAutoGen for shipyard robotic welding applications.The automatic planning capabilities of AutoGen arerequired because manual robotic planning of thethousands of subassemblies is not feasible. Thiscapability will dramatically improve the ability ofwelding robots to play a major role in ship construc-tion, improving quality and productivity. The focusof the research is in two major areas:

• Continue to enhance the current level of func-tionality of the code to assure robust perfor-mance with nonexpert operators

• Restructure the code to meet industrial archi-tectural standards in such areas as user inter-face, error handling, and modularization

While past research emphasized extensive devel-opment followed by a major demonstration, thisyear’s work will be a more continuous “develop-and-test” program, with successive releases undergoinga validation program. A quarterly formal test pro-gram and report are planned. The functionalityenhancement will increase the length of welds thatcan be completed by improving the existing capa-bilities beyond the six degrees associated with a sta-tionary robot. The UNO will also improve the ca-pability on short welds, assuring the welded lengthmatches the design. The restructuring will allowmore use of AutoGen by nonexperts. This is re-quired to attract world-case candidates for the on-going commercial application of AutoGen in ship-yards. Automated planning applied tothree-dimensional models has value in a wide rangeof applications, with shipyard welding being the first.Others in the manufacturing areas include paint-ing, blasting, sanding, shaping, and forming.Through automated planning, the design model pro-grams the CNC machine or robot. Beyond manu-facturing, this technology may have applications inmedicine of pharmaceuticals. SNL reserves allrights to the AutoGen program. Spatial Corpora-tion reserves all rights to the ACIS, HOOPS andInterOp programs. This capability will dramaticallyimprove the ability of welding robots to play a ma-jor role in ship construction, improving quality andproductivity.

Corrosion Inhibitors

The University of New Orleans, College of Engi-neering has obtained patents on the use of lithiumas a corrosion inhibitor. It developed aluminum-lithium alloys that have improved corrosion resis-tance without the use of a coating or chemical treat-ment. The University of New Orleans, College ofEngineering also developed a paintable chemical filmtreatment for aluminum alloys and is researchingthe use of scandium as a corrosion-resistant alloy(with aluminum) with exceptional weight andstrength advantages.

Corrosion affects a metal’s strength, conductiv-ity, durability, and resistance to external influences.Several different technologies have been used tocombat this problem. Chromium, copper, lead, cad-mium, and zinc metals are among the materialsused as corrosion inhibitors. However, each of

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these has health issues associated with them. Fora corrosion inhibitor to be effective, the surface ofthe metal being protected may have galvanic andpassivity properties. Lithium can provide both ofthese properties.

The University of New Orleans, College of Engi-neering (UNO COE) developed the use of lithiumwith aluminum for a corrosion inhibitor. The UNOCOE’s patented coating proved to make an alumi-num alloy less reactive, less prone to corrosion,and with improved electrical conductivity. Also,using an aluminum-lithium (Al-Li) alloy allows fora lighter-weight aluminum alloy to provide thesame structural properties as that of heavier alu-minum alloys. With lithium alloyed into the alu-minum creating an Al-Li alloy, it is determined thatthis alloy has all the properties of having the Al-Licoating provided on top of the metal. Heating thisalloy also provides other properties due to thelithium migrating to the surface. Heating the Al-Li alloy to 350oC provides the best results; how-ever, heating it over 600oC will vaporize the lithiumand reduce corrosion advantages. In acceleratedtesting, a two-mil (thousandths of an inch) coatingof Al-Li pigmented paint provided corrosion resis-tance that lasted up to 10 years. A chemical film-treated surface of aluminum is not as corrosion-resistant as a painted surface; however, it can bepainted later to improve on the intermediate sur-face protection. Since aluminum is especially sus-ceptible to saltwater corrosion, the Al-Li may pro-vide substantial protection for aircraft. The UNOCOE is studying this now.

The UNO COE is also studying methods that willprevent the effects a copper or copper-oxide-coatedship has on plants and wildlife. Copper-hull shipskill the surrounding plant life, causing the wildlifethat feed on plants either die or leave. Interna-tional researchers have developed Seal Coat™, anepoxy with embedded Teflon fibers. This method ofantifouling and several others show promise. TheUNO COE is studying whether this epoxy can beused in place of copper on ships to prevent the dam-age these ships have on their surrounding environ-ment. The UNO COE is also studying the use ofscandium, which acts as a natural corrosion-inhibi-tor for aluminum. This would mean aluminum-scan-dium-based alloys generally will not need paint orchemical film to resist corrosion. The alloy is strong,lightweight, and corrosion-resistant, making it idealfor maritime and aerospace applications.

Fiber Optic Technology

The University of New Orleans, College of Engi-neering developed a strong and cooperative partner-ship with the private sector whose function was todemonstrate, refine, prototype, and implement fiberoptic components and systems in Navy ships andother government and industry operations.

Most application of fiber optics research supportedby the University of New Orleans, College of Engi-neering (UNO COE) is handled by a small businesscontractor. Funds awarded through small businesstechnology transfer research and small business in-novation research programs have been instrumen-tal in starting the process of transferring sensing andillumination technology to the Navy.

The UNO COE and the contractor demonstratedcapabilities in packaging a variety of complex sensingcomponents and illumination systems for prototypeapplication on Navy ships. Extensive work in tem-perature, flame, and level-sensing devices were de-signed into damage control prototype systems installedon the USS Ross DDG-71. This installation demon-strated its effectiveness and value over competitivedevices and systems. The UNO COE developed a fi-ber optics based torque and thrust measurement de-vice for propulsion monitoring. UNO COE also spon-sored Bragg temperature sensor development wherebythe physics of a single fiber demonstrated the capac-ity to detect stresses and translate these into a simpleand inexpensive temperature detector. Applicationpossibilities are present in sensing and monitoringcritical processing parameters required for high- qualitycomposite material fabrication. The UNO COE con-tinues to sponsor remote-source lighting developmentas an alternate lighting source for ships and commer-cial use. Remote-source lighting uses high-energy fi-ber bundles to illuminate areas where electrical light-ing systems pose a safety threat and require coollighting and color sequencing. The UNO COE alsodeveloped machine vision systems based on uniquefiber optic bundle technology that was employed inexperimental robotic welding systems.

Fiber optic sensing and illumination technology gobeyond Navy ships. Homeland Security can benefitthrough optical spectroscopy of chemical and biologicaldangers. Condition-based maintenance of enterpriseoperations can be greatly improved through employmentof fiber optic sensor and systems technology. Commer-cial manufacturers can also benefit from this research.

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Life Cycle Costing and Assessment

The University of New Orleans, College of Engi-neering developed a computer model for life cyclecosting and assessment of shipyard blasting andpainting. The model will reduce total life cycle costsand increase environmental compliance.

The University of New Orleans, College ofEngineering’s (UNO COE’s) Gulf Coast Region Mari-time Technology Center (GCRMTC) developed a com-puter model for life cycle costing and assessment ofshipyard blasting and painting. The model will re-sult in minimizing wastes and natural resource uti-lization, reducing production and societal costs, andincreasing compliance with the Environmental Pro-tection Agency and Occupational Safety and HealthAdministration.

The computer model has a graphical interface thatallows the user to select costs and parts of equip-ment, and entry of materials and process param-eters. Total life cycle costs (e.g., direct, indirect,and societal) for all levels of painting and blastingoperations will be calculated based on the user’sinput. By changing process parameters (e.g., nozzle,pressure, abrasive type, paint application equipment,type of paint, etc.), new models can be generatedfor comparison to optimize the process for both costand environmental compliance.

Alternate blasting materials and paint applica-tion methods will be identified that minimizecosts to the shipyard and society. The computermodel can be used with about 80% of the ship-building industry.

As a followup to this project, the UNO com-pleted a project titled “Environmentally FriendlyAbrasives” that provided information on vari-ous mathematical models, namely emission fac-tors for particulates, abrasive consumption, andsolid-waste generation. Efforts are being madeto secure funding so the new knowledge can beincorporated into the UNO’s life cycle costingand assessment model.

Plasma Cleaning Process

The University of New Orleans, College of Engi-neering evaluated Cathodic Atmospheric Plasma us-ing foam plasma processes for cleaning rust, scale,hydrocarbon, and other forms of contaminants fromconductive metal surfaces, allowing them to acceptpaint or coatings. The technology is ready for com-mercialization, with its first full-scale application inthe cleaning and preparing of wire, rods, and tubing.

The University of New Orleans, College of Engi-neering (UNO COE) is developing and evaluatingelectro-plasma technology as a source for cleaningand coating metal surfaces for maritime applications.The scope of its work involves the study and com-parison of flow-through electro-plasma processes withCathodic Atmospheric Plasma (CAP) using foamplasma processes for cleaning rust, scale, hydrocar-bon, and other forms of contaminants from conduc-tive metal surfaces, allowing them to accept paint orcoatings. The technology is ready for transfer to in-dustry, with its first full-scale application in the clean-ing and preparation of wire, rods, and tubing. The

development and evalua-tion work was accom-plished in partnershipwith CAP Technologies,LLC. Commercializationof the technology is beingpursued to meet theneeds of shipbuilding andother industrial markets.

Existing processes forremoving rust and scalesfrom steel and other con-ductive metals includegrit or shot blasting, acidpickling, electrolyticcleaning, electroplating,and plasma processing inFigure 2-2. CAP Foam Process Chamber

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a high vacuum. The UNO COE’s original studyevaluated the cost effectiveness, long-term perfor-mance, and environmental considerations of eachprocess compared to the flow-through electro-plasmaprocess. This first-generation technology was soonsuperceded by the CAP foam process, which hasfewer critical parameters and achieves more reli-able results without the use of a vacuum system.The CAP foam process consists of a foam-aqueouselectrolyte comprised of at least 30% gas/vapor. Theworkpiece is then positioned in a sealed chamberand filled with foam (Figure 2-2). A pad of discretehydrogen bubbles form within the liquid layer onthe surface of the workpiece. The conductive pathbecomes the walls of the foam bubble. The key tothis process is that the distance between the anodeand the workpiece is less critical than the flow-through process. Tap water and baking soda can beused to create a denser foam material to removestubborn materials from surfaces.

The UNO COE and its partner CAP Technologies,LLC, built prototype equipment and evaluated thecleaning of carbon, stainless, duplex, silicon steels,copper, titanium, and aluminum. Zinc, copper, lead,nickel, copper/nickel, copper/zinc, and zinc/alumi-num were deposited using the process. Evaluationsof cleanliness, corrosion resistance, and adhesionproperties were based on data accumulated frompolarization resistance tests, ultraviolet weather-ing tests, surface profiling, and others. Analysisshows that CAP plasma cleaning provides superiorcleaning and corrosion resistance and offers goodadhesion properties at a fraction of the cost of tradi-tional cleaning and coating methods. As a result,the CAP plasma cleaning system is being repack-aged for use on a production scale to clean metalpipes, rods, and tubes for sale to shipyards and com-mercial markets. Future plans call for broader com-mercial applications on metal surfaces and conduc-tive metal coatings.

Shipboard Application of LightweightSteel Structures

The University of New Orleans, College of Engi-neering, in conjunction with Northrop GrummanShip Systems, the Edison Welding Institute, and theBattelle Memorial Institute, has developed a processthat mitigates buckling and distortion issues asso-ciated with thin steel panel fabrication. The processhas identified new cutting patterns, improved han-

dling, and modified construction sequencing for fab-ricating thin steel structures used in low-weight shipstructures. When implemented, the new manufac-turing plan produced thin conventional panels withno buckling distortion and complex panels with somebuckling near manually welded inserts. The suc-cessful implementation of the process techniquesrecommended from this program will lead to higher-quality ships for the U.S. Navy while realizing sav-ings from reduced rework.

Reduction of topside weight is imperative for ship-builders, providing improved ship stability by increas-ing both metacentric height and ship range. In ad-dition to topside weight reduction, both commercialand military ship acquisition officials have increasedstrength and stiffness requirements for these sametopside structures to improve performance. Buck-ling distortion of complex lightweight panels hashistorically had a significant negative effect onmanufacturing cost and production throughput. Thismultiyear project was a collaboration between theUniversity of New Orleans, College of Engineering(UNO COE), the Northrop Grumman Ship Systems(NGSS) Avondale Shipyard, the Edison Welding In-stitute, and the Battelle Memorial Institute. NGSShas increased the use of thin steel structures fromless than 10% to more than 90% per vessel duringthe past two decades. With the increased use ofthin steel, it has become evident that current infra-structure, design methodologies, and constructiontechniques are inadequate. Radar cross-sectionminimizing hull designs cannot accept distortion ordeformation that often results. Structural distor-tion of thin- steel superstructure assemblies and itsassociated rework costs have emerged as a signifi-cant problem in ship construction. In response tothis issue, a series of initiatives has been accom-plished to understand the engineering issues andcontrol production in thin-steel structural construc-tion, with a goal to reduce overall cost. The objec-tives focus on detailed solutions for numerical fi-nite element modeling, preferred cutting, weldingand fabrication processes, and optimal assemblymethods for distortion control.

The use of Light Detection and Ranging (LIDAR)mapping was developed as a technique to producethree-dimensional scans of shipboard assemblies forthe purpose of quantifying the distortion phenom-enon. The UNO COE investigated this problem byexploring all potential sources, from mill processesto assembly and rework. Sources of distortion in-

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clude residual stress and condition of the incomingmaterial, material-handling damage, cutting accu-racy, intrinsic deflection in tool and foundations, fit-up accuracy, overwelding, assembly sequence, paneldesign complexity, and excessive rework.

An experiment was designed and carried out toinvestigate fabrication issues for lightweight testpanel designs. Each panel was unique and incorpo-rated different characteristics of this type of struc-ture and used different techniques and processesduring its fabrication. Out-of-plane dimensionalvariations were tracked during fabrication usingLIDAR techniques previously developed in this pro-gram. Panel buckling, distortions, and anomaliesdiscovered during this experiment were analyzedand characterized.

The work of the UNO COE resulted in the devel-opment of a preferred manufacturing plan for thinplate steel. The recommendations developed by theUNO COE were designed to mitigate the forces thatcause the distortions and buckling inherent in thinsteel fabrications. Recommendations of the pre-ferred manufacturing plan include:

• Modify incoming material-handling and stor-age processes to prevent permanent deforma-tion

• Precision mill or laser cut panel pieces to con-trol accuracy and distortion before assembly

• Design and deploy an effective panel-handlingand processing system

• Build a hard deck foundation and provide amaterial-clamping capability for panel fabrica-tion

• Develop narrow-grove SAW or hybrid seam-welding procedures for panel blanket assem-bly

• Prefit and tack all stiffeners before panel filletwelding to improve restraint and fit-up

• Optimize tack weld size or grind to ensureblending into stiffener fillet welds

• Deploy precision high-speed fillet-welding pa-rameters and procedures with through-the-arcor laser seam tracking

• Develop and deploy Transient ThermalTensioning (TTT) distortion-prediction com-puter-aided engineering tools and productionhardware for panel-welding systems

• Develop best practices for manual welding ofinserts and transverse stiffeners to minimizeoverwelding

Work is in progress to deploy this technology onfull-size production panels. When implemented, the

new manufacturing plan produced thin conventionalpanels with no buckling distortion and complex pan-els with some buckling near manually welded in-serts. New panel manufacturing lines are beingprocured to replace the current production lines atNGSS. Downstream operations receiving flattermaterial should see a reduction in the number ofhours needed for fitting and welding assembly ofpanel structures. Ship-fitting costs for unit assem-bly should also see a significant improvement.

Solid-State Friction Stir Welding

Solid-State Friction Stir Welding produces a stron-ger and more reliable weld than other types of weld-ing operations. This welding operation also reducesand eliminates the need for consumable weldingmaterials and reduces hazardous fumes.

The National Center for Advanced Manufactur-ing, in a joint venture with the state of Louisiana,the National Aeronautics and Space Administra-tion, the University of New Orleans, and LockheedMartin Space Systems Company - Michoud Opera-tions, researched the application of the UniversalFriction Stir Welding System (UFSWS). The sys-tem eliminates the need for consumable weldingproducts and increases the strength of the weldedsurfaces. Present technology allows only the weld-ing of one side of two metal items at a time. Forboth sides to be welded, two passes must be per-formed. An external material must also be usedto join the two items (i.e., welding rods). Whenjoining two metal surfaces, gases are expended.

UFSWS is performed by the use of a pin-tool thatrotates at a speed causing the metal to plasticize.Two types of pin-tools are used. First, a retract-able pin-tool that is the approximate thickness ofthe material being welded rotates at a speed thatallows the pin-tool to penetrate the two units to bewelded. The tool is pressed down into the two unitsuntil the pin-tool’s shoulder impacts the two sur-faces. Once the shoulder contacts the surfaces,the rotating pin-tool will generate enough frictionalheat to plasticize the metal edges. When this oc-curs, the pin-tool traverses along the weld seamand plasticizes the metal, generating a combina-tion of extrusion and forging. After the tool movesaway from the plasticized metal, it solidifies tobecome solidly welded, yielding a ductile, high-strength, solid-state weld. The second pin-tool is

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self-reacting where a hole is drilled between thetwo items to be welded. The self-reacting pin-toolhas two shoulders that impact the front and backof the items being welded and a pin that goesthrough them. In a similar process, as is per-formed with the retractable pin-tool, the metaledges are plasticine, mixed together, and resolidi-fied. This operation allows the pin-tool to weldthe full thickness of the metal being welded, whichensures welding on both faces at the same time.At the end of this process, only a hole is left toplug. A special plug has been manufactured thatallows the plug material and previously weldedmaterials to fuse together. With this process, noexternal materials are used.

UFSWS also allows welding of diverse material,increases fatigue resistance by up to 30%, improvesductility, prevents fumes, ensures safe operation,reduces weld defects, welds tapered thicknessjoints, and reduces and eliminates the need forexternal materials. UFSWS also eliminates po-rosity and solidification cracking.

Use of Light Detection and Ranging forShip Production

The University of New Orleans, College of Engi-neering has been conducting research on the use ofLight Detection and Ranging for ship production.

The University of New Orleans, College ofEngineering’s (UNO COE’s) Gulf Coast Region Mari-time Technology Center (GCRMTC) conducted re-search on the use of Light Detection and Ranging(LIDAR) for ship production. The LIDAR systemis a unique technology that can take a three-di-mensional (3-D) scan of an object through multiplescans. This system can be used to determine theaccuracy and quality of as-built modules and com-plete vessels to greatly speed and improve themanufacturing process. It can also be used to ob-tain as-built drawings and perform reverse engi-neering on as-built subsystems.

The GCRMTC determined the Riegl LPM-25HA-C LIDAR as one system that is suitable to the ship-yard production environment based on range, datacollection rate, accuracy, and eye safety. Acquir-ing multiple scans of an object from different viewsis needed because LIDAR scanners can only cap-ture data from one perspective. PolyWorks andMENSI 3Dipsos 2.4c software is being used to com-

bine scans to form one-point cloud and produce 3-D models and conventional 2-D drawings. The ac-curacy of two mating assemblies that are to befitted can be determined using PolyWorks IMAlignsoftware. The alignment error as a function ofposition is graphically represented, and the align-ment error can then be corrected.

Interior and exterior measurements of a ship orbuilding and numerous other shipyard applicationscan be easily acquired through LIDAR. TheGCRMTC plans to introduce and train the ship-building industry on the use of LIDAR.

Facilities

Clean Technologies Evaluation andEmissions Test Facility

A clean technologies evaluation and emissions test-ing facility was erected and is available on the Uni-versity of New Orleans campus for use by the mari-time industry. Abrasive blasting, painting, welding,and metal-cutting processes can be studied with re-gard to their impact on emissions, waste minimiza-tion, regulatory compliance, and cost optimization.

The University of New Orleans, College of Engi-neering (UNO COE) designed and installed a cleantechnologies evaluation and emissions testing fa-cility. This facility aids in the research of the opti-mization of maritime industrial processes (e.g.,abrasive blasting, welding, painting, and metalcutting) and in the study of its impact on the envi-ronment, which is important to productivity andemission potential for airborne pollutants. Emis-sion factors that include mass of pollutant/unitamount of work done or unit amount of productproduced, are not readily available for all the pro-cesses—at least to the extent that it includes lifecycle costing and life cycle assessment. Therefore,with the help of the maritime industry, regulatoryagencies, equipment vendors, and materials sup-pliers, the facility and research provide a test andevaluation capability to promote the developmentof emission factors.

The clean technologies evaluation and emissionstesting facility is located on the UNO campus, withpartial funding received through a research projectfunded by the Environmental Protection Agency(EPA) Region IV. The 12' x 10' x 8' test facility isequipped with a fume extraction system and a two-

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stage particle-collection system (Figure 2-3).Fumes from the emissions test facility are extractedwith a variable ventilation rate up to 5400 cubic feetper minute, allowing capture of the various size par-ticles generated during blasting, welding, metalcutting, etc. The two-stage particle-collection sys-tem includes an inertial separator for coarse par-ticles followed by a bag house for fine particles. Thefacility is equipped with a long, 12-inch-diameter ductto allow the measurement of particles underisokinetic conditions as recommended by the EPAfor particle collection from stationary sources.

Research projects are underway to establish re-lationships among process conditions/materials andthe cost/environmental parameters by measuringproductivity and waste quantities (solids/hazardouswastes and air emissions) in conjunction with pro-cess parameters to develop necessary mathemati-cal relationships and models to minimize costs andwaste quantities. Process parameters and typesof abrasives being evaluated include abrasive feedrates (lb/hr), blast pressures (psi), types of abra-sives (coal slag, copper slag, steel shot, garnet,sand, and specular hematite), and gradations ofabrasives (course, medium, and fine). Environmen-tal/cost parameters include solid-waste generationpotential (lb/square ft), atmospheric emissions (lb/1000 square ft), and productivity (square ft/hr).With this capability, the UNO COE expects to im-prove maritime industry productivity, environmen-tal performance, and worker health as well as re-duce abrasive consumption, energy, labor,atmospheric emissions, and overall costs.

Hurricane Katrina damaged this facility in Au-gust 2005. The facility will be repaired and/or re-furbished after securing insurance and FEMA pro-ceeds, both of which are still being processed.

ShipWorks Robotics Laboratory

Although automation has been the norm in theautomotive industry for many years, it is not ad-equate for the U.S. shipbuilding industry. Typicalautomation requires high volume and high preci-sion, neither of which is characteristic of shipbuild-ing. The ShipWorks Robotic Laboratory was devel-oped by the Gulf Coast Region Maritime TechnologyCenter to demonstrate to shipbuilders how roboticsand process simulation can be incorporated intoshipbuilding processes.

The Gulf Coast Region Maritime Technology Cen-ter (GCRMTC) at the University of New Orleans,College of Engineering (UNO COE) undertook aresearch program that greatly assists the shipbuild-ing industry to incorporate robotics in its processes.The GCRMTC has developed the ShipWorks Robot-ics Laboratory (SWRL) with a goal to develop meth-odologies that provide rapid robotic programming,increase the tolerance of the robot to handle ship-yard accuracy levels (which may require some typeof vision system), provide a baseline for shipyardsto estimate return on investment, seek other pro-cess applications beyond welding, and establish atraining program to support shipyard applications.

Figure 2-3. Clean Technologies Evaluation and Emissions Test Facility

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This research and demonstration project is a jointeffort among GCRMTC, ManTech, the Naval Sur-face Warfare Center - Carderock, and the Navy Join-ing Center. Industrial collaborators includeNorthrop Grumman Ship Systems, Atlantic Marine,Bender Shipyards, Bollinger Shipyards, ElectricBoat, Jeffboat, NASSCO, and the NorthropGrumman Newport News shipyard.

The GCRMTC-built SWRL (Figure 2-4) has twoindustrial welding robots with simulation softwaresuch as Delmia or vendor-proprietary tools incor-porated. The facility provides the capability to modelvarious robots, positioning devices such as gantries,and welding guns. During the planning phase, SWRLallows the designer to investigate various robots andpositioners and to consider the range of parts to bewelded. Part models can be loaded directly fromcomputer-aided design models. After the weldingsystem has been chosen, SWRL technologies canbe used to simulate the specific welding process andprepare the off-line program (OLP) to actually welda part. The OLP is loaded into the robot, and thewelding is then carried out.

One industrial collaborator performed a completestudy of the application of robotic welding to its pro-cesses and conducted a system study of alternativelayouts and work flow. The simulation was provided

to company executives, allow-ing them to see robotics intheir facility. Following thesimulation review, actual prod-uct testing was performed.The shipyard provided mate-rial cut with its standard pro-cesses, welding tack in the ro-botic cell; the robotic weldingwas then carried out by ship-yard personnel. The resultsshowed that one robot was ad-equate to meet the shipyard’sproduction needs.

Another study consideredthe application of robotics tothe end cuts of structuralmembers. The ends of a struc-tural member must often becut in a complex shape to fitup with other parts. The sys-tem study considered theworkflow and throughput todetermine the equipmentneeded to automate the pro-

cess. Various cutting devices including oxy-gas,plasma, and laser were considered to attach to therobot arm. A simulation of the system allowed theshipbuilders to see how the new system would fitand to compare costs.

A key area where existing technology is not ad-equate to support robotic welding in shipyards isvision systems for welding. These systems allowthe robot to locate the part and confirm its size.During welding the seam track for in-processchanges can be modified and torch movement canbe slowed to accommodate gaps. Unfortunately, fewwelding vision systems exist, while those that areavailable are bulky and designed for straight welds.

The GCRMTC engineers designed, built, andtested a welding vision system designed for ship-building with key detection and agility capabilitiesthat include:

• Detection: Seam position, end of material, beadconnection, root gap, molten pool, and beadappearance

• Agility: Does not obstruct the torch, worksaround corners

The system consists of four small lenses mountedaround the welding torch. Images are fed to a com-mon screen via fiber optics. The image is capturedby a high-performance camera that can accommo-

Figure 2-4. ShipWorks Robotics Laboratory

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date a range of brightness from arc welding to natu-ral light. Image processing is conducted real timeto locate the seam and calculate the root gap. Thesystem has been patented, and commercializationdiscussions are ongoing.

Another key area where current robotic weldingtechnology is not adequate for shipbuilding is in thepreparation of OLPs. In the automotive industry,the same weld is carried out thousands of times.As a result, workers will spend many hours devel-oping the best OLP for welding. Shipbuilding, con-versely, requires the welding of thousands of partsthat are, for the most part, all different. Therefore,the time to program the part should be less thanthe time to weld the part.

GCRMTC engineers have developed technologybased on Delmia UltraArc software, which substan-tially shortens the time to develop an OLP. Theunderlying concept is a “path macro” in which fre-quently recurring seam sequences (e.g., a water-tight clip) are saved and reused on various subas-semblies. The macro contains not only the pathmotion but all the process parameters, which arethen combined with air moves to build the completewelding program.

GCRMTC engineers are also working with SandiaNational Laboratories to enhance an automatedpath planning called AutoGen. The tool, originallydeveloped under the National Shipbuilding ResearchProgram, automatically prepares the complete OLPusing the three-dimensional product model and rel-evant weld procedures.

Management

Technology Transfer

The University of New Orleans, College of Engi-neering created proven processes and methodologiesto transfer technology developed from researchprojects to private entities and industries.

The University of New Orleans, College of En-gineering (UNO COE) and its centers, such as theGulf Coast Region Maritime Technology Center(GCRMTC), are not manufacturing facilities. Thecenters educate, research, and develop productsand processes to be used in manufacturing facili-ties. The UNO COE, like most universities, isengaged in many research projects. Theseprojects lead to the development of innovative and

cutting-edge technologies and processes, whichmust be transferred to industry in the form oftechnology transfer to become effective tools thatindustry can use. The UNO COE developed meth-odologies and processes to effect the transfer ofthese research findings to the U.S. industrial base.The research conducted at the UNO COE and theGCRMTC is applied research, which from its in-cipience has an intended application, market, andcustomer base.

The GCRMTC was recently involved with threemajor technology transfer projects. The first wasthe Innovative Quotient (IQ) project. This projectinvolved getting the U.S. shipbuilding industry toconduct a self-assessment of how it compared totruly innovative companies with regard to its abil-ity to change. The IQ self-assessment tool wasbased on parameters known to be important to in-novation. A meta analysis of existing literatureon technology transfer and innovation developedthe IQ model. This model was used to determinespecific areas that needed to be assessed to mea-sure the innovative abilities of an organization. IQwas linked to GCRMTC-developed software that wasuser-friendly and produced easily understandableoutputs. After the group being evaluated answeredthe questions in the software package on innova-tion, the results were produced in a radar plot andused as a point of discussion with the group. TheUNO COE found this dialogue to be the most in-formative step in the use of the IQ project. Thesoftware is now licensed to Managing Change As-sociates in Houston, Texas, and the UNO COE isin discussion with Top Tier, Inc., a gas and oil con-sulting company in Slidell, Louisiana.

The second successful technology transfer projectcompleted by the GCRMTC was a productivityproject that identified areas of improvement in theshipyard. The main result of the project was thedevelopment of a template for introducing newtechnologies into the shipyard through actualcases. This template consists of the three phasesof adoption of new technology that include initiat-ing, implementing, and institutionalizing. Withinthis context, the concept of the importance of know-ing the difference between major and minor changewas introduced. Handy worksheets were devel-oped for each phase of adoption, and training wasgiven to shipbuilders on the use of the worksheets.Through the understanding of how to implementtechnology and handle the related change, the re-luctance to learning from others has decreased.

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The third recent technology transfer project com-pleted by the GCRMTC was the successful commer-cialization of the UNO COE-developed software.The significance of this project is that after all ofthe research, product development, beta testing andfinal development, the GCRMTC was able to find aviable commercial entity to take over the market-ing, installation, upgrading, and support of the soft-ware. By having someone independent of the Uni-versity market, install, and maintain the software,

ship owners and operators have accepted the newtechnology that enables them to operate in a moreefficient and cost-effective manner.

These examples show how the UNO COE under-takes research projects with the goal of transfer-ring the technology to industry upon completion ofthe research and development of the product. Bydoing this, the UNO COE assists industry to be-come more competitive by incorporating state-of-the-art processes, materials, and technologies.

S e c t i o n 3

Information

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Design

Digital Planning for Shipyards

The University of New Orleans, College of Engi-neering draws upon its strong modeling and simula-tion expertise to design and develop a modeling andsimulation capability for the shipbuilding industry.Working at the Gulf Coast Region Maritime Technol-ogy Center at the Northrop Grumman Ship SystemsAvondale Operation shipyards, this project specified,designed, and demonstrated a digital planning sys-tem that will revolutionize the way shipyards are ableto plan and evaluate a design for manufacturing.

The University of New Orleans, College of Engi-neering (UNO COE), under the auspices of the GulfCoast Region Maritime Technology Center(GCRMTC), has led research and development ofmodeling and simulation (M&S) tools to benefit ship-building planning for manufacturing. Current ship-yard practice for production planning is a labor-in-tensive, manual, and textual-based process usuallyrequiring redundant work to implement change.Compounding the problem is that production plann-ing usually occurs when the design is nearly com-plete; this does not readily allow for design changesto accommodate unforeseen production problems.M&S techniques have been applied to interrogateprocess plans and assembly sequences. However,these efforts are limited by the time and expense ofcollecting the appropriate data required for themodel and the expense of creating the usually stand-alone models.

The objective of the Manufacturing Process Mod-eling Technology project was to develop a systemthat would store pertinent manufacturing processand planning knowledge, associate specific productdata with the process information, and make bothreadily available to analysis tools. There were threedistinct phases to this project:

• Phase I formulated a detailed modeling planand requirements for the Manufacturing Pro-cess Planning System (MPPS) and selected apotential commercial solution to the system(Figure 3-1).

• The Phase II portion of the project performed aproof-of-concept study of Delmia Process Engi-neer, the selected commercial package. Thegoal of the Phase II effort was to determine theapplicability of the selected software to the re-quirements specified in Phase I. Phase II de-termined the impact of the system to current-state business practices, areas for improvementin future-state business practices, organiza-tional impacts, legacy system areas of impact,and capability gaps and limitations.

• The Phase III effort investigated the systemin more detail in preparation for the antici-pated implementation of the MPPS with theDD(X) program.

Testing was performed at two shipyards, Bath IronWorks (BIW) and North Grumman Ship Systems(NGSS). The division of research paralleled theassociated efforts of each shipyard with respect tothe DD(X) Destroyer Program. NGSS tested thecapabilities of the tool within a new program, spe-cifically the DD(X) program. NGSS utilized the toolsfor planning tasks associated with the conceptualdesign. BIW addressed the tail end of the produc-tion process, focusing on a Build Plan Review (BPR)process within a mature program (the DDG pro-gram). The goal was to determine if the tools couldhandle the quantity and type of information neededfor detailed planning.

The results of the Phase II investigation demon-strated that the Delmia toolset (and the MPPS) pro-vide rich functionality that will enable the shipyardsto initiate process planning improvements duringthe development of a new ship program. The in-vestigation at BIW has shown how an integrated,electronically based and three-dimensional supportsystem can dramatically improve certain processplanning tasks by as much as 90% for certain taskswithin the BPR process, even under an existing in-frastructure. NGSS results indicate that the ben-efits of implementing within a new shipbuilding pro-gram greatly outweigh the expense since thesupporting infrastructure can be tailored to accom-modate and support such a planning system. Usingthe planning test results, the shipyards propose apotential $12.8M savings on the first hull of a de-monstrative destroyer program.

20

By the end of the project, the team members wereable to secure budgeting within the respective ship-yard budgets for implementation of the MPPS. Sincethen, both shipyards have implemented some ver-sion of the system using commercial off-the-shelfcomponents for best-of-class utilization.

Modeling Residual Stress in Steel Plate Making

Eliminating residual stress or a means to identifyand predict the effects of the stress will enable ship-builders to improve their usage of automated partnesting and cutting of steel plates while minimizingmaterial usage. A team of researchers, includingresearchers from the University of New Orleans,College of Engineering, Bender Shipyards, Battelle,and Caterpillar, have undertaken a research projectthat will assist the shipbuilders and others.

The shipbuilding industry found that nesting sev-eral different parts within the same sheet of mate-rial and then cutting the parts to near net shape

had some unexpected downfalls. Typically, cutterpath movement is optimized to minimize cutter (la-ser or plasma) movement and maximize torch-ontime. This process also ensures maximum utiliza-tion of material. Residual Stress (RS) is createdwithin the plates of steel during the steel makingprocess. This stress is relieved during the cuttingoperation, resulting in movement of the plates (e.g.,walking, growth, shrinkage, and warping). Thismovement negates the accuracy of the cut parts asprogrammed and creates undue waste and scrap.

The University of New Orleans, College of Engi-neering (UNO COE) was asked to investigate thisphenomenon and develop ways of mitigating theunwanted problems. The research began with theinvestigation of typical steel-making processes inmajor steel mills. Three steel-making processeswere investigated: the reverse mill process, thesteckle mill process, and the hot strip mill process.Possible sources of residual stress were thoroughlyinvestigated, researched, and analyzed in each ofthese processes. Mill temperature data for eachstep of the steel-making process was collected, and

Figure 3-1. System Concept

21

three-dimensional models were generated to analyzethe different rolling, leveling, and cooling processes—all possible sources of RS.

Since there are numerous thermal and mechanicalparameters involved in steel-plate making, many ofthem contribute to thermal stress/strain developmentonly at high temperatures and are washed out by sub-sequent process steps at lower temperatures. Level-ing and cooling operational non-uniformity dominatethe short-range RS distribution and do not affect long-range stress factors. Consequently, it was determinedthat primary leveling does not contribute to the stressdevelopment in plates. Below 1500°F, cooling mecha-nisms dominate the long-range RS distributions; forshipyard cutting dimensional accuracy, it is the long-range RS’s that are of concern.

The research team is now conducting a systematicparametric study on long-range RS and will be devel-oping a means to identify RS types (e.g., distributioncharacteristics and magnitude) for cutting optimiza-tions. This information will assist the shipbuildersin attaining their goals of high accuracy, high- mate-rial utilization, optimized cutter-path utilization, andlow material scrap. Final results and technical pa-pers on this research project are now available.

The Wave™ Strategic Asset ManagementSoftware System

The University of New Orleans, College of Engi-neering collaborated with industry to transfer soft-ware technology development initially designed fornaval applications. The Wave™ Strategic Asset Man-agement software system enables industry to takeadvantage of research and development efforts per-formed for the Navy.

The University of New Orleans, College of Engineer-ing (UNO COE) developed software that was designedto store, monitor, and investigate failures experiencedfrom initial factory testing through ship delivery. Thissoftware was developed for Northrop Grumman ShipSystems (NGSS) in its construction of the LPD-17 (USSSan Antonio class ship) for the U.S. Navy. The UNOCOE saw a need in industry for this software to be usedoutside the military environment. The commercial-ized version of the software is the Wave™ StrategicAsset Management System (SAMS). Wave™ SAMS’sunique features enable equipment operators to lowermaintenance and repair costs, increase equipment avail-ability, and reduce procurement costs.

Resurgence Software, headquartered in New Or-leans, delivers innovative software solutions and ser-vices that help improve the bottom line for equipmentowners and operators. One of their products, theWave™ SAM, is a fully functional maintenance man-agement and equipment and reliability analysis sys-tem that enables equipment owners and operators toimprove their maintenance practices and optimize thereliability and financial performance of their organiza-tions by maximizing equipment uptime, minimizingmaintenance costs, and reducing the risk of equipmentfailure. Wave™ SAMS implementation by NGSS atfour of its Gulf Coast shipyards (Pascagoula, Missis-sippi; Gulfport, Mississippi; Avondale, Louisiana; andTallulah, Louisiana) has significantly improved main-tenance management performance at each facility.

The Wave™ SAME software system (Version 4.0) of-fers the following enhancements:

• The ability to share aggregate data betweenplants and across the organization

• The addition of both predicted and required cus-tomer-defined parameters for mean time be-tween failure and mean time to repair that al-low the user to analyze actual performanceversus expectations

• The creation of a failure review board moduledesigned to formalize procedures for addressingcritical failures

• The addition of “tree views” throughout the pro-gram, which allow users to easily navigate wher-ever there are hierarchical structures

• The ability to track equipment and failure dur-ing the construction phase, which makesWave™ SAME a true-asset life cycle cost man-agement package

• A management feature that enables users tokeep track of warranty and asset information,even as a piece of equipment moves to differentlocations within an organization

World Standard Hierarchy of EquipmentBoundaries

Standardization of reliability, availability, andmaintainability performance data is a key elementto obtain useful shareable information for use in theimprovements of ship design and operation. TheUniversity of New Orleans, College of Engineeringis currently attempting to establish a standard thatwill help plan and design teams handling reliability,availability, and maintainability objectives.

22

In an attempt to identify standard equipmentboundaries within the maritime industry, the Uni-versity of New Orleans, College of Engineering(UNO COE) investigated and performed researchof existing standards and its applicability to this ef-fort. Capturing high-quality reliability, availability,and maintainability (RAM) performance data re-quires careful and consistent collection of equipmentfailure and repair data, operating hours, and repairtime. One important link that is currently lackingin the universal analysis and application of RAMequipment performance data is a well-defined stan-dard of equipment nomenclature, boundary defini-tion, taxonomy, and systems hierarchical data struc-ture. Establishing this standard is the next step inensuring that the reliability and maintainability datacollected will be consistent across both commercialand military applications. Without agreed-uponboundaries and equipment identifiers, it becomesdifficult—if not impossible—to share equipment dataamong organizations, benchmark equipment per-formance, perform modeling and simulation of cur-rent and proposed systems, or use performance datato improve operations of commercial and naval ves-sels. Creating consistency on the largest possiblescale will produce accurate information for the im-provement of shipbuilding and ship operations.

The objective of this effort is to propose and agreeon standard equipment boundaries with the mari-time industry, the U.S. Navy, and any other mari-time organizations willing to participate and estab-lish a worldwide set of standards for use bygovernment and industry in operational data col-lection and reporting. Applications for this data in-clude modeling and simulation of complex systemsfor new ship design, tracking of commercial andnaval equipment performance, bench markingequipment performance across commercial andmilitary applications, condition-based monitoring,overhaul planning, and preplanned product improve-ment using commercial-off-the-shelf and mission-specific equipment.

The following current equipment identificationsystems were reviewed:

• Norwegian SFI Group system• Expanded Ship Work Breakdown Structure

System of the U.S. Navy• North Atlantic Treaty Organization codifica-

tion system• Draft Marine Safety Evaluation Program Sys-

tem of the U.S. Coast Guard• ISO/Final Draft International Standard 14224 -

petroleum and natural gas industries guidelines• Draft ISO Standard for the Exchange Product

(STEP) Model Data/Application Protocol (AP)226 - Ship Breakdown Structure

The advantages and disadvantages of each sys-tem were identified. Requirements for potentialcompliance with ISO 13584 were also investigated.An object-oriented approach was selected since itoffers higher efficiency as well as the best potentialfor compliance with existing standards. It was de-cided to use the draft ISO STEP AP 226 as the basisfor the development of a generic list of objects.

A draft ship breakdown structure was developedfor mechanical products. The proposed breakdownuses an object-oriented approach similar to the ap-proach recommended by ISO 10303. Four levels ofindenture from the ship to the maintenance partare proposed. A definition is provided for each ob-ject along with a list of properties for identificationand RAM data exchange. The draft breakdown struc-ture is currently being reviewed by the project ad-visory board.

The immediate objective is to turn the proposeddraft into an official draft with the American Soci-ety for Testing and Materials. A further objectivewould be to expand the scope of the standard. Inparticular, advisory board members expressed theneed to include software applications, which arebecoming a critical element in modern ship designwith respect to RAM assessment. This project issponsored by the Office of Naval Research’s NavyManufacturing Technology Program through theGulf Coast Region Maritime Technology Center atthe UNO COE.

Test

Evaluation of Hex-Chrome ExposureLevels in the Shipbuilding Industry

The University of New Orleans, College of Engi-neering measured hex-chrome exposure levels un-der actual field conditions for arc welding in theshipbuilding industry.

When the Occupational Safety and Health Admin-istration (OSHA) proposed a 200-fold reduction inpermissible exposure levels for hex-chrome (Cr)(VI)among industrial workers, considerable problemswere posed for the nation’s Navy and shipbuildingfacilities. The University of New Orleans, College

23

of Engineering (UNO COE), under the direction ofthe Navy/Industry Task Group, set out to measureCr(VI) exposure levels under actual field conditions.Measurements were collected for actual Navy workperformed by Avondale. Processes evaluated included:

• Flux-Cored Arc Welding on AH36 Base Metal• Shielded Metal Arc Welding on AH36 and Stain-

less Steel• Gas Metal Arc Welding on Stainless Steel• Gas Tungsten Arc Welding on Stainless Steel

and Nickel CopperThe data also provided the opportunity to evalu-

ate Nederman Filterbox and Binzel Gun controlequipment under actual field conditions. Data wascollected for both open areas (e.g., open shop ar-eas and outdoor locations) and confined/semienclosed areas (e.g., tanks, modular units, andexhaust stacks). While the actual data providedlimited samples and confidence in open areas,model equations were developed to replicate theconcentrations of total fumes (Cr(VI) and Cr) mea-sured against arc time.

Effectiveness of the Nederman Filterbox and theBinzel Gun was also documented for these areas.As a consequence of these efforts, the Navy, theshipbuilding industry, and the Occupational Safetyand Health Administration (OSHA) have a muchbetter basis for proceeding to establish rationalpermissible levels for Cr(VI) exposures among in-dustrial workers.

There is a continued interest among shipbuild-ers to reduce weld fume exposures to workers aswell as the public due to recent and/or proposedregulations of OSHA and the Environmental Pro-tection Agency. The report continues to be usefulin many ways.

Measurement of Residual Stress in SteelPlates

Laser Holographic Hole Drilling research con-ducted at the University of New Orleans, College ofEngineering has the potential of making residualstress analysis measurements an inexpensive, quick,and highly accurate process for industry.

The shipbuilding industry is beginning to imple-ment new technologies such as automated welding,cutting, and material movement in shipbuilding pro-cesses. In order for these technologies to work asenvisioned, the shipyards will have tighter dimen-

sional control of parts and must develop increasedcontrol of distortion of parts. The distortion of steelplates is almost always due to the residual stress(RS) that is caused by manufacturing processes.Some of those processes are milling, drilling, cut-ting, grinding, and welding—all necessary steps inthe manufacturing of ships. Since the eliminationof RS is not possible using today’s manufacturingprocess, an inexpensive and quick method of mea-suring the stress is necessary. Once the degree ofstress can be identified and measured inexpensivelyand corrective actions can be taken to reduce thestress, distortion can be reduced before other manu-facturing processes are impacted.

Traditional methods of measuring stress areStrain Gage Hole Drilling (SGHD) and X-ray Dif-fraction (XRD). Other methods are available, in-cluding Synchrotron and Neutron Diffraction, butneither is considered to have a high degree of reli-ability. The University of New Orleans, College ofEngineering (UNO COE) has recently undertakena project to assess the capabilities of a new technol-ogy for measuring residual stress in materials. Thistechnology is called Laser Holographic Hole Drill-ing (LHHD). In the mid-1980s, research found thatholographic hole drilling caused an interferencefringe pattern related to the displacements that oc-curred as a result of the hole drilling to the subsur-face residual stress. In-plane sensitive electronicspeckle pattern interferometry with automatedfringe analysis was developed in 2000 for rapid stressanalysis. The attainment of real-time or near-real-time results of the tests are now available. One RSmeasurement typically takes only five minutes.

The research team at the UNO COE measuredRS in test specimens using several techniques, in-cluding SGHD, XRD, and LHHD. SGHD and XRDwere selected because they are the industry stan-dards. Each of the three methods for measuringRS has advantages and disadvantages. LHHD maybecome the preferred method of measuring RS inthe shipbuilding industry. The advantages of LHHDover other methods include portability and quick-ness, no surface preparation, no costly strain gages,automated drilling and data analysis, and only twomaterial properties required (Young’s Modulus andPoisson’s Ratio). LHHD is also semidestructive anddoes require hole drilling. A comparison of the re-sults of the three technologies using identical basematerial conditions indicated that LHHD can be-come the most effective test method for determina-tion of RS. However, the vibrations always present

24

in a production atmosphere make LHHD measuresproblematic. This issue must be resolved beforeLHHD replaces SGHD or XRD as the preferredmethod of residual stress measurement in an in-dustrial setting.

Production

Integrated Environmental ManagementPlan

The Environmental Management Plan developedby University of New Orleans, College of Engineer-ing researchers is an effective tool that can be usedby U.S. industry for managing environmental pro-cesses, concerns, and regulatory compliance.

The University of New Orleans, College of Engi-neering (UNO COE) developed a comprehensiveenvironmental management tool that is applicableto not only the shipbuilding industry, but also othermanufacturing enterprises. In order to develop aneffective Environmental Management Plan (EMP)for any industry, a clear understanding of severalfactors is required. Some of those factors includeprocesses; materials used in products; multimediawastes generated; emissions pathways (land, air, andwater); impact on the environment and health; en-vironmental regulations; best management prac-tices and controls; control over compliance, costs,image, and feedback; and continuous improvement.

In developing the EMP for the shipyards, all typi-cal major shipyard processes were identified (e.g.,surface preparation, surface finishing, painting, coat-ing, welding, cutting, etc.) and then flowcharted toidentify the possible sources of environmental con-cerns and the environmental outfall flow. After theprocesses were identified and flowcharted, the pro-cess flow verified, and environmental concerns iden-tified, the UNO COE researchers developed a com-prehensive series of reports and resource booksdetailing the process followed for the developmentof an effective program. These reports and resourcebooks also provide guidance on regulatory require-ments, waste minimization equipment, waste sam-pling and analytical methods, employee training, bestmanagement practices, and focus areas to reducemultimedia emissions.

This approach continues to benefit shipyards andNavy yards and is scalable to other industrial sec-tors with some modifications.

OSHA Compliance Management System

The University of New Orleans, College of Engi-neering began development of a personal computer-based system to track and monitor OccupationalSafety and Health Administration worker exposureand hazards in the shipbuilding industry.

Facilities faced with monitoring and reporting com-pliance with Occupational Safety and Health Adminis-tration (OSHA) exposure and hazards may discover thatthe collection, analysis, and reporting effort are quiteconsiderable. The University of New Orleans, Collegeof Engineering (UNO COE) began the development ofa personal computer-based system to track and man-age that effort from one point. The compliance man-agement system will contain data on worker exposure,health, safety, training, and related activities. It will bedeveloped to calculate occupational safety and healthparameters to support decisions on regulatory analysisand compliance. Four tasks have been identified, withthe first two completed. These include established typeof work versus risks, exposures, safety and health haz-ards, and established OSHA compliance procedures,calculations, and requirements.

Much of the data was collected separately to mea-sure exposure levels in the shipbuilding industry andwas used to complete the first task. Similarly, com-pliance models developed to assess worker healthand safety information were derived from data col-lected under actual field conditions. The NedermanFilterbox is typical of measures used to control expo-sure in the shipbuilding industry.

Two remaining tasks are underway, including es-tablished shipyard responsibilities to achieve OSHAcompliance and established performance-trackingprocedures and methods. The third task will addressmonitoring, prevention efforts, data analysis, and re-porting. The final task will consider historical trendsand desired tracking metrics. The UNO COE is con-ducting the collection, analysis, and reporting effortin cooperation with OSHA and members of the ship-building industry.

Socket Welding of Titanium Grades

Research presently underway at the University ofNew Orleans, College of Engineering on improvedwelding methods for titanium pipes shows promisefor improving quality and reducing welding costsfor the shipbuilding and petrochemical industry.

25

In cooperation with the École Centrale deNantes, the University of New Orleans, Collegeof Engineering (UNO COE) is investigating a newwelding technique for welding the P-80 socket jointon titanium pipe. Fusion welding of titanium isparticularly difficult due to its low thermal con-ductivity coupled with the intrinsic spreading na-ture of titanium melt. Atmospheric conditions sur-rounding the welded joint also contribute to thewelding difficulty. The P-80 Socket joint, which isvery common in shipbuilding and petrochemicaloperations, typically takes two passes to meetspecification. Reducing the number of passes whileattaining proper joint geometry and strength re-duces time spent achieving the welding and re-duces opportunities for nonconformance. Param-eters being investigated by the UNO COE and the

École Centrale de Nantes researchers are elec-trode shape, assist gas, electrode-to-work distance,weld current (steady and pulsating), travel speed,flux composition, and flux thickness. The first stepof this research will be conducted on flat titaniumplates. This will allow for the various parametersto be investigated while eliminating the orbitaleffects of pipe welding. Based on the results ofthis research, fabrication of socket joints on pipeswill be accomplished.

To date, flat-plate welding research has resultedin significant findings. Weld depth has increasedfrom approximately 3 mm to approximately 6 mmwhile significantly reducing weld bead width. Be-cause the shielding medium of chloride flux pro-duces the desired results, it is more effective touse than chlorides.

A p p e n d i x A

Table of Acronyms

ACRONYM DEFINITION

Al-Li Aluminum-LithiumASD Allowable Stress DesignAutoGen Automatic Generation

BIW Bath Iron WorksBMP Best Manufacturing PracticesBPR Build Plan Review

CAP Cathodic Atmospheric PlasmaCOE College of EngineeringCR-VI Hex-Chrome

DSS Decision Support System

EMP Environmental Management PlanEPA Environmental Protection Agency

GCRMTC Gulf Coast Region Maritime Technology Center

IQ Innovative Quotient

LHHD Laser Holographic Hole DrillingLIDAR Light Detection and RangingLRFD Load and Resistance Factor Design

M&S Modeling and SimulationMPPS Manufacturing Process Planning SystemMSDS Material Safety Data Sheets

NAME Naval Architecture and Marine EngineeringNASA National Aeronautics and Space AdministrationNCAM National Center for Advanced ManufacturingNGSS Northrop Grumman Ship Systems

OLP Off-line ProgramOSHA Occupational Safety and Health Administration

RAM Reliability, Availability, and MaintainabilityRS Residual Stress

SAMS Strategic Asset Management SystemSBDC Simulation Based Design CenterSGHD Strain Gage Hole DrillingSNL Sandia National LaboratoriesSUESC Schlieder Urban Environmental Systems CenterSWRL ShipWorks Robotics Laboratory

TTT Transient Thermal Tensioning

A-1

A-2

UFSWS Universal Friction Stir Welding SystemUNO University of New Orleans

XRD X-ray Diffraction

A p p e n d i x B

BMP Survey Team

B-1

Team Member Activity Function

Al Lang BMP Field Office - Charleston Team Chairman843-818-9498 Charleston, SC

Gail Lavrusky BMP Center of Excellence Technical Writer301-405-9990 College Park, MD

Don Hill BMP Field Office - Indianapolis317-849-3202 Indianapolis, IN

Larry Halbig BMP Field Office - Indianapolis317-891-9901 Indianapolis, IN

Mike Delaney BMP Field Office - Charleston843-572-1028 Charleston, SC

PRODUCT

FUNDINGMONEY

PHASING

TQM

COST

ASSESMENT

DESIGN TEST PRODUCTION FACILITIES LOGISTICS MANAGEMENT

DESIGN

REFERENCE

MISSION PROFILE

TRADE

STUDIES

DESIGN

PROCESS

PARTS &

MATERIALS

SELECTION

COMPUTER-

AIDED

DESIGN

BUILT-IIN

TEST

DESIGN

REVIEWS

BREAD BOARD

DEVELOPMENT

BRASS BOARD

DEVELOPMENT

PROTOTYPE

DEVELOPMENT &

REVIEW

DESIGN

REQUIRREMENTS

DESIGN

POLICY

DESIGN

ANALYSIS

SOFTWARE

DESIGN FOR

TESTING

CONFIGURATION

CONTROL

DESIGN

RELEASE

CONCEPT

STUDIES &

ANALYSIS

SPECIFICATION

DEV/ALLOCATION

VALIDATION

DESIGN FOR

ASSEMBLY

INTEGRATED

TEST

FAILURE

REPORTING

SYSTEM

UNIFORM

TEST

REPORT

SOFTWARE

TEST

DESIGN

LIMIT

LIFE

TEST, ANYLIZE &

FIX (TAAF)

FIELD

FEEDBACK

TEMP

DEVELOPMENT/

EXECUTION

SOFTWARE

SIMULATOR

MANUFACTURING

PLAN

QUALIFY

MANUFACTURING

PROCESS

PIECE PART

CONTROL

SUBCONTRACTOR

CONTROL

DEFECT

CONTROL

TOOL

PLANNING

SPECIAL TEST

EQUIPMENT (STE)

COMPUTER-AIDED

MANUFACTURING

(CAM)

MANUFACTURING

SCREENING

PRODUCTION

FABRICATION

ENVIRONMENTAL

ISSUES

MODERNIZATION

FACTORY

IMPROVEMENTS

PRODUCTIVITY

CENTER

FIELD VISITS/

SITE SURVEYS

SUPPORTABILITY

ANALYSIS

MANPOWER &

PERSONNEL

SUPPORT &

TEST

EQUIPMENT

TRAINING

MATERIALS &

EQUIPMENT

SPARES

TECHNICAL

MANUALS

LOGISTICS

ANALYSIS

DOCUMENTATION

MANUFACTURING

STRATEGY

DATA

REQUIREMENTS

PRODUCTION

BREAKS

PREPARE

REQUIREMENT

DOCUMENTS

DESIGN/

MILESTONE

REVIEW PLANNING

TECHNOLOGY

BASE

ANALYSIS

DIM. MANUF.

SOURCES & MAT.

SHORTAGE (DMSMS)

PERSONNEL

REQUIREMENTS

TECHNICAL

RISK

ASSESSMENT

DETERMINING

DEFINING NEED

FOR SYSTEM

QUALITY

ASSURANCE

MAKE OR BUY

DECISIONS

SCHEDULE

& PLANNING

TRANSITION PLAN

NEW PMWS

TEMPLATES

A p p e n d i x C

Critical Path Templates and BMP Templates

This survey was structured around and concentrated on the functional areas of design, test, production,facilities, logistics, and management as presented in the Department of Defense 4245.7-M, “Transition fromDevelopment to Production” document. This publication defines the proper tools-or templates-that consti-tute the critical path for a successful material acquisition program. It describes techniques for improvingthe acquisition process by addressing it as an industrial process that focuses on the product’s design, test,and production phases which are interrelated and interdependent disciplines.

The BMP program has continued to build on this knowledge base by developing 17 new templates thatcomplement the existing DOD 4245.7-M templates. These BMP templates address new or emerging tech-nologies and processes.

“CRITICAL PATH TEMPLATES

TRANSITION FROM DEVELOPMENT TO PRODUCTION”

C-1

FOR

A p p e n d i x D

The Program Manager’s WorkStation

The Program Manager’s WorkStation (PMWS)is an electronic suite of tools designed to providetimely acquisition and engineering information tothe user. The main components of PMWS areKnowHow, the Technical Risk Identification andMitigation System (TRIMS), and the BMP Data-base. These tools complement one another andprovide users with theknowledge, insight, andexperience to make in-formed decisions throughand beyond all phases ofproduct developmentand production.

KnowHow providesknowledge as an elec-tronic library of technicalreference handbooks,guidelines, and acquisitionpublications that cover avariety of engineering top-ics including the DoD 5000series. The electronic col-lection consists of expertsystems and simple digitalbooks. In expert systems,KnowHow prompts theuser to answer a seriesof questions to deter-mine where the user iswithin a program’s de-velopment. Recommendations are providedbased on the book being used. In simple digitalbooks, KnowHow leads the user through theprocess via an electronic table of contents to de-termine which books in the library will be themost helpful. The program also features a fuzzylogic text search capability so users can locatespecific information by typing in keywords.KnowHow can reduce document search timesby up to 95%.

TRIMS provides insight as a knowledge-basedtool that manages technical risk rather than costand schedule. Cost and schedule overruns aredownstream indicators of technical problems. Pro-grams generally have had process problems long

before the technical problem is identified. To avoidthis progression, TRIMS operates as a process-ori-ented tool based on a solid systems engineeringapproach. Process analysis and monitoring pro-vide the earliest possible indication of potentialproblems. Early identification provides the timenecessary to apply corrective actions, thereby pre-

venting problems andmitigating their impact.TRIMS is extremely user-friendly and tailorable.This tool identifies areasof risk, tracks programgoals and responsibili-ties, and can generate avariety of reports to meetthe user’s needs.

The BMP Databaseprovides experience as aunique, one-of-a-kind re-source with more than4,000 best practices thathave been verified anddocumented by an inde-pendent team of expertsduring BMP surveys.BMP publishes its findingsin survey reports and pro-vides the user with basicbackground, process de-scriptions, metrics and

lessons learned, and a point of contact for furtherinformation. The BMP Database features a search-ing capability so users can locate specific topics bytyping in keywords. Users can either view the re-sults on screen or print them as individual abstracts,a single report, or a series of reports. The databasecan also be downloaded, run on-line, or purchasedon CD-ROM from the BMP Center of Excellence.The BMP Database continues to grow as new sur-veys are completed. Additionally, the database isreviewed every other year by a BMP core team ofexperts to ensure the information remains current.

For additional information on PMWS, please con-tact the Help Desk at (301) 403-8179, or visit theBMP Web site at http://www.bmpcoe.org.

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A p p e n d i x E

Best Manufacturing Practices Satellite Centers

There are currently ten Best Manufacturing Practices (BMP) satellite centers that provide representationfor and awareness of the BMP Program to regional industry, government and academic institutions. Thecenters also promote the use of BMP with regional Manufacturing Technology Centers. Regional manufac-turers can take advantage of the BMP satellite centers to help resolve problems, with the centers hostinginformative, one-day regional workshops that focus on specific technical issues.

Center representatives also conduct BMP lectures at regional colleges and universities; maintain lists ofexperts who are potential survey team members; provide team member training; and train regional person-nel in the use of BMP resources.

The nine BMP satellite centers include:

California

Izlay (Izzy) MercankayaBMP Satellite Center ManagerNaval Surface Warfare Center, Corona DivisionCode QA-21, P.O. Box 5000Corona, CA 92878-5000(951) 273-5440FAX: (951) 273-5315izlay.mercankaya@navy.mil

District of Columbia

Brad BotwinBMP Satellite Center ManagerU.S. Department of CommerceBureau of Industry & Security14th Street & Constitution Avenue, N.W.H3876Washington, DC 20230(202) 482-4060FAX: (202) 482-5650bbotwin@bis.doc.gov

Illinois

Robert LindstromBMP Satellite Center ManagerRock Valley College3301 North Mulford RoadRockford, IL 61114-5699(815) 921-2073FAX: (815) 654-4343r.lindstrom@rvc.cc.il.us

Iowa

Ron CoxBMP Satellite Center ManagerIowa Procurement Outreach Center2273 Howe Hall, Suite 2617Ames, IA 50011(515) 289-0280 or (515) 294-5240FAX: (515) 294-4925rcox@iastate.edu

Louisiana

Gregory T. Dobson, Ph.D.BMP Satellite Center ManagerSite Director, Simulation Based Design CenterUniversity of New Orleans, College of EngineeringGulf Coast Region Maritime Technology Centerc/o NGSS-Avondale OperationsStation 721-1-15100 River RoadNew Orleans, LA 70094-2706(504) 654-2773FAX: (504) 654-3880greg.dobson@gcrmtc.org

Ohio

Larry BrownBMP Satellite Center ManagerEdison Welding Institiute1250 Arthur E. Adams DriveColumbus, OH 43221-3585(614) 688-5080FAX: (614) 688-5001larry_brown@ewi.org

E-1

Pennsylvania

John W. LloydBMP Satellite Center ManagerMANTEC, Inc.P.O. Box 5046York, PA 17405(717) 843-5054FAX: (717) 843-0087lloydjw@mantec.org

South Carolina

Henry E. WatsonBMP Satellite Center ManagerSouth Carolina Research Authority - AppliedResearch and Development Institute100 Fluor DanielClemson, SC 29634(864) 656-6566FAX: (843) 767-3367watson@scra.org

Tennessee

Duane BiasBMP Satellite Center ManagerY-12 National Security ComplexBWXT Y-12, L.L.C.P.O. Box 2009Bear Creek RoadOak Ridge, TN 37831-8091(865) 241-9288FAX: (865) 574-4614biasdl@y12.doe.gov

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A p p e n d i x F

Navy Manufacturing Technology Centers of Excellence

The Navy Manufacturing Technology Program has established Centers of Excellence (COEs) to providefocal points for the development and technology transfer of new manufacturing processes and equipment ina cooperative environment with industry, academia, and the Navy industrial facilities and laboratories.These consortium-structured COEs serve as corporate residences of expertise in particular technologicalareas. The following list provides a description and point of contact for each COE.

Best Manufacturing Practices Center ofExcellence

The Best Manufacturing Practices Center of Excel-lence (BMPCOE) provides a national resource toidentify and share best manufacturing and businesspractices being used throughout government, in-dustry, and academia. The BMPCOE was establishedby the Office of Naval Research’s BMP Program,the Department of Commerce, and the Universityof Maryland at College Park. By improving theuse of existing technology, promoting the introduc-tion of improved technologies, and providing non-competitive means to address common problems,the BMPCOE has become a significant factor incountering foreign competition.

Point of Contact:Rebecca ClaytonBest Manufacturing Practices Center of Excellence4321 Hartwick RoadSuite 400College Park, MD 20740Phone: (301) 405-9990FAX: (301) 403-8180E-mail: rebecca@bmpcoe.org

Institute for Manufacturing and SustainmentTechnologies

The Institute for Manufacturing and SustainmentTechnologies (iMAST) is located at the Pennsylva-nia State University’s Applied Research Laboratory.iMAST’s primary objective is to address challengesrelative to Navy and Marine Corps weapon systemplatforms in the areas of mechanical drive trans-mission technologies, materials processing technolo-gies, laser processing technologies, advanced com-posites technologies, and repair technologies.

Point of Contact:Mr. Robert CookInstitute for Manufacturing and SustainmentTechnologiesARL Penn State UniversityP.O. Box 30State College, PA 16804-0030Phone: (814) 863-3880FAX: (814) 863-1183E-mail: rbc5@psu.edu

Composites Manufacturing TechnologyCenter (operated by the South CarolinaResearch Authority)

The Composites Manufacturing Technology Cen-ter (CMTC) is a Center of Excellence for the Navy’sComposites Manufacturing Technology Program.The South Carolina Research Authority (SCRA) op-erates the CMTC and the Composites Consortium(TCC) serves as the technology resource. The TCChas strong, in-depth knowledge and experience incomposites manufacturing technology. The SCRA/CMTC provides a national resource for the devel-opment and dissemination of composites manufac-turing technology to defense contractors and sub-contractors.

Point of Contact:Mr. Henry WatsonApplied Research and Development InstituteComposites Manufacturing Technology Center934-D Old Clemson HighwayEagles Landing Professional ParkSeneca, SC 29672Phone: (864) 656-6566FAX: (864) 653-7434E-mail: watson@scra.org

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Electronics Manufacturing ProductivityFacility (operated by American Competi-tiveness Institute)

The Electronics Manufacturing Productivity Facil-ity (EMPF) identifies, develops, and transfers inno-vative electronics manufacturing processes to do-mestic firms in support of the manufacture ofaffordable military systems. The EMPF operates asa consortium comprised of government, industry,and academic participants led by the American Com-petitiveness Institute under a cooperative agree-ment with the Navy.

Point of Contact:Mr. Michael FredericksonElectronics Manufacturing Productivity FacilityOne International Plaza, Suite 600Philadelphia, PA 19113Phone: (610) 362-1200, ext. 215FAX: (610) 362-1288E-mail: mfrederickson@aciusa.org

Electro-Optics Center (operated by thePennsylvania State University’s AppliedResearch Laboratory)

The Electro-Optics Center (EOC) is a national con-sortium of electro-optics industrial companies, uni-versities, and government research centers thatshare their electro-optics expertise and capabilitiesthrough project teams focused on Navy require-ments. Through its capability for national electroniccommunication and rapid reaction and response, theEOC can address issues of immediate concern tothe Navy Systems Commands. The EOC is man-aged by the Pennsylvania State University’s AppliedResearch Laboratory.

Point of Contact:Dr. Karl HarrisElectro-Optics CenterWest Hills Industrial Park77 Glade DriveKittanning, PA 16201Phone: (724) 545-9700FAX: (724) 545-9797E-mail: kharris@psu.edu

Navy Joining Center (operated byEdison Welding Institute)

The Navy Joining Center (NJC) provides a nationalresource for the development of materials joining ex-pertise and the deployment of emerging manufactur-ing technologies to Navy contractors, subcontractors,and other activities. The NJC works with the Navy todetermine and evaluate joining technology require-ments and conduct technology development and de-ployment projects to address these issues. The NJCis operated by the Edison Welding Institute.

Point of Contact:Mr. Harvey R. CastnerEWI/Navy Joining Center1250 Arthur E. Adams DriveColumbus, OH 43221-3585Phone: (614) 688-5063FAX: (614) 688-5001E-mail: harvey_castner@ewi.org

Navy Metalworking Center (operated byConcurrent Technologies Corporation)

The Navy Metalworking Center provides a nationalcenter for the development, dissemination, and imple-mentation of advanced technologies for metalwork-ing products and processes. Operated by the Concur-rent Technologies Corporation, the NavyMetalworking Center helps the Navy and defense con-tractors improve manufacturing productivity and partreliability through development, deployment, train-ing, and education for advanced metalworking tech-nologies.

Point of Contact:Dr. Daniel WinterscheidtNavy Metalworking Centerc/o Concurrent Technologies Corporation100 CTC DriveJohnstown, PA 15904-1935Phone: (814) 269-6840FAX: (814) 269-2501E-mail: winter@ctcgsc.com

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Energetics Manufacturing TechnologyCenter

The Energetics Manufacturing Technology Center(EMTC) addresses unique manufacturing processesand problems of the energetics industrial base toensure the availability of affordable, quality, and safeenergetics. The EMTC’s focus is on technologies toreduce manufacturing costs, improve product qual-ity and reliability, and develop environmentally be-nign manufacturing processes. The EMTC is lo-cated at the Indian Head Division of the NavalSurface Warfare Center.

Point of Contact:Mr. John BroughNaval Surface Warfare CenterIndian Head Division101 Strauss AvenueBuilding D326, Room 227Indian Head, MD 20640-5035Phone: (301) 744-4417DSN: 354-4417FAX: (301) 744-4187E-mail: broughja@ih.navy.mil

Center for Naval Shipbuilding Technology

The Center for Naval Shipbuilding Technology(CNST) supports the Navy’s ongoing effort to iden-tify, develop and deploy in U.S. shipyards, advancedmanufacturing technologies that will reduce the costand time to build and repair Navy ships. CNSTprovides a focal point for developing and transfer-ring new manufacturing processes and technologiy;benefits that will accrue not only to the Navy but to

industry. CNST is operated and managed by ATI inCharleston, South Carolina.

Point of Contact:Mr. Ron GloverCenter for Naval Shipbuilding Technology5300 International BoulevardCharleston, SC 29418Phone: (843) 760-4606FAX: (843) 760-4098E-mail: glover@aticorp.org

Gulf Coast Region Maritime TechnologyCenter (operated by the University ofNew Orleans College of Engineering)

The Gulf Coast Region Maritime Technology Center(GCRMTC) fosters competition in shipbuilding tech-nology through cooperation with the U.S. Navy, rep-resentatives of the maritime industries, and variousacademic and private research centers throughoutthe country. Located at the University of New Or-leans, the GCRMTC focuses on improving design andproduction technologies for shipbuilding, reducingmaterial and total ownership costs, providing educa-tion and training, and improving environmental en-gineering and management.

Point of Contact:Mr. Frank Bordelon, New Orleans Site DirectorGulf Coast Region Maritime Technology CenterResearch and Technology ParkCERM Building, Room 409University of New OrleansNew Orleans, LA 70148-2200Phone: (504) 280-5609FAX: (504) 280-3898E-mail: fbordelo@uno.edu

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A p p e n d i x G

Completed Surveys

As of this publication, 152 surveys have been conducted and published by BMP at the companies listedbelow. Copies of older survey reports may be obtained through DTIC or by accessing the BMP Web site.Requests for copies of recent survey reports or inquiries regarding BMP may be directed to:

Best Manufacturing Practices Program4321 Hartwick Road, Suite 400

College Park, MD 20740Attn: Rebecca Clayton, Director

Phone: 1-800-789-4267FAX: (301) 403-8180rebecca@bmpcoe.org

Litton Guidance & Control Systems Division - Woodland Hills, CA (now Northrop Grumman Navigation Systems)

Honeywell, Incorporated Undersea Systems Division - Hopkins, MN (now Alliant TechSystems, Inc.)Texas Instruments Defense Systems & Electronics Group - Lewisville, TXGeneral Dynamics Pomona Division - Pomona, CAHarris Corporation Government Support Systems Division - Syosset, NYIBM Corporation Federal Systems Division - Owego, NYControl Data Corporation Government Systems Division - Minneapolis, MN

Hughes Aircraft Company Radar Systems Group - Los Angeles, CAITT Avionics Division - Clifton, NJRockwell International Corporation Collins Defense Communications - Cedar Rapids, IA (now Rockwell Collins)UNISYS Computer Systems Division - St. Paul, MN

Motorola Government Electronics Group - Scottsdale, AZGeneral Dynamics Fort Worth Division - Fort Worth, TXTexas Instruments Defense Systems & Electronics Group - Dallas, TXHughes Aircraft Company Missile Systems Group - Tucson, AZBell Helicopter Textron, Inc. - Fort Worth, TXLitton Data Systems Division - Van Nuys, CAGTE C3 Systems Sector - Needham Heights, MA

McDonnell Douglas Corporation McDonnell Aircraft Company - St. Louis, MONorthrop Corporation Aircraft Division - Hawthorne, CALitton Applied Technology Division - San Jose, CALitton Amecom Division - College Park, MD (now Northrop Grumman Electronic Systems Division)Standard Industries - LaMirada, CA (now SI Manufacturing)Engineered Circuit Research, Incorporated - Milpitas, CATeledyne Industries Incorporated Electronics Division - Newbury Park, CALockheed Aeronautical Systems Company - Marietta, GALockheed Missile Systems Division - Sunnyvale, CA (now Lockheed Martin Missiles and Space)Westinghouse Electronic Systems Group - Baltimore, MD (now Northrop Grumman Corporation)General Electric Naval & Drive Turbine Systems - Fitchburg, MARockwell Autonetics Electronics Systems - Anaheim, CA (now Boeing North American A&MSD)TRICOR Systems, Incorporated - Elgin, IL

Hughes Aircraft Company Ground Systems Group - Fullerton, CATRW Military Electronics and Avionics Division - San Diego, CAMechTronics of Arizona, Inc. - Phoenix, AZBoeing Aerospace & Electronics - Corinth, TXTechnology Matrix Consortium - Traverse City, MITextron Lycoming - Stratford, CT

1985

1986

1987

1988

1989

1990

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Resurvey of Litton Guidance & Control Systems Division - Woodland Hills, CANorden Systems, Inc. - Norwalk, CT (now Northrop Grumman Norden Systems)Naval Avionics Center - Indianapolis, INUnited Electric Controls - Watertown, MAKurt Manufacturing Company - Minneapolis, MNMagneTek Defense Systems - Anaheim, CA (now Power Paragon, Inc.)Raytheon Missile Systems Division - Andover, MA (now Raytheon Integrated Air Defense Center)AT&T Federal Systems Advanced Technologies and AT&T Bell Laboratories - Greensboro, NC and Whippany, NJResurvey of Texas Instruments Defense Systems & Electronics Group - Lewisville, TX

Tandem Computers - Cupertino, CACharleston Naval Shipyard - Charleston, SCConax Florida Corporation - St. Petersburg, FLTexas Instruments Semiconductor Group Military Products - Midland, TXHewlett-Packard Palo Alto Fabrication Center - Palo Alto, CAWatervliet U.S. Army Arsenal - Watervliet, NYDigital Equipment Company Enclosures Business - Westfield, MA and Maynard, MAComputing Devices International - Minneapolis, MN (now General Dynamics Information Systems)

(Resurvey of Control Data Corporation Government Systems Division)Naval Aviation Depot Naval Air Station - Pensacola, FL

NASA Marshall Space Flight Center - Huntsville, ALNaval Aviation Depot Naval Air Station - Jacksonville, FLDepartment of Energy Oak Ridge Facilities (Operated by Martin Marietta Energy Systems, Inc.) - Oak Ridge, TN

(now National Nuclear Security Administration)McDonnell Douglas Aerospace - Huntington Beach, CA (now Boeing Space Systems)Naval Surface Warfare Center Crane Division - Crane, IN and Louisville, KYPhiladelphia Naval Shipyard - Philadelphia, PAR. J. Reynolds Tobacco Company - Winston-Salem, NCCrystal Gateway Marriott Hotel - Arlington, VAHamilton Standard Electronic Manufacturing Facility - Farmington, CT (now Hamilton Sundstrand)Alpha Industries, Inc. - Methuen, MA

Harris Semiconductor - Palm Bay, FL (now Intersil Corporation)United Defense, L.P. Ground Systems Division - San Jose, CANaval Undersea Warfare Center Division Keyport - Keyport, WAMason & Hanger - Silas Mason Co., Inc. - Middletown, IA (now American Ordnance LLC)Kaiser Electronics - San Jose, CAU.S. Army Combat Systems Test Activity - Aberdeen, MD (now Aberdeen Test Center)Stafford County Public Schools - Stafford County, VA

Sandia National Laboratories - Albuquerque, NMRockwell Collins Avionics & Communications Division - Cedar Rapids, IA (now Rockwell Collins, Inc.)

(Resurvey of Rockwell International Corporation Collins Defense Communications)Lockheed Martin Electronics & Missiles - Orlando, FLMcDonnell Douglas Aerospace (St. Louis) - St. Louis, MO (now Boeing Integrated Defense Systems)

(Resurvey of McDonnell Douglas Corporation - McDonnell Aircraft Company)Dayton Parts, Inc. - Harrisburg, PAWainwright Industries - St. Peters, MOLockheed Martin Tactical Aircraft Systems - Fort Worth, TX (now Lockheed Martin Aeronautics Company)

(Resurvey of General Dynamics Fort Worth Division)Lockheed Martin Government Electronic Systems - Moorestown, NJSacramento Manufacturing and Services Division - Sacramento, CAJLG Industries, Inc. - McConnellsburg, PA

City of Chattanooga - Chattanooga, TNMason & Hanger Corporation - Pantex Plant - Amarillo, TXNascote Industries, Inc. - Nashville, ILWeirton Steel Corporation - Weirton, WVNASA Kennedy Space Center - Cape Canaveral, FLResurvey of Department of Energy, Oak Ridge Operations - Oak Ridge, TN (now National Nuclear Security Administration)

1991

1992

1993

1994

1995

1996

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Headquarters, U.S. Army Industrial Operations Command - Rock Island, IL (now Operational Support Command)SAE International and Performance Review Institute - Warrendale, PAPolaroid Corporation - Waltham, MACincinnati Milacron, Inc. - Cincinnati, OH (now Cincinnati Machine, LLC)Lawrence Livermore National Laboratory - Livermore, CASharretts Plating Company, Inc. - Emigsville, PAThermacore, Inc. - Lancaster, PARock Island Arsenal - Rock Island, ILNorthrop Grumman Corporation - El Segundo, CA

(Resurvey of Northrop Corporation Aircraft Division)Letterkenny Army Depot - Chambersburg, PAElizabethtown College - Elizabethtown, PATooele Army Depot - Tooele, UT

United Electric Controls - Watertown, MAStrite Industries Limited - Cambridge, Ontario, CanadaNorthrop Grumman Corporation - El Segundo, CACorpus Christi Army Depot - Corpus Christi, TXAnniston Army Depot - Anniston, ALNaval Air Warfare Center, Lakehurst - Lakehurst, NJSierra Army Depot - Herlong, CAITT Industries Aerospace/Communications Division - Fort Wayne, INRaytheon Missile Systems Company - Tucson, AZNaval Aviation Depot North Island - San Diego, CAU.S.S. Carl Vinson (CVN-70) - Commander Naval Air Force, U.S. Pacific FleetTobyhanna Army Depot - Tobyhanna, PA

Wilton Armetale - Mount Joy, PAApplied Research Laboratory, Pennsylvania State University - State College, PAElectric Boat Corporation, Quonset Point Facility - North Kingstown, RIResurvey of NASA Marshall Space Flight Center - Huntsville, ALOrenda Turbines, Division of Magellan Aerospace Corporation - Mississauga, Ontario, Canada (now Orenda

Turbines, Repair, Overhaul and Industrial - Division of Magellan Aerospace Corporation)

Northrop Grumman, Defensive Systems Division - Rolling Meadows, ILCrane Army Ammunition Activity - Crane, INNaval Sea Logistics Center, Detachment Portsmouth - Portsmouth, NHStryker Howmedica Osteonics - Allendale, NJ (now Stryker Orthopaedics)

The Tri-Cities Tennessee/Virginia Region - Johnson City, TNGeneral Dynamics Armament Systems - Burlington, VT (now General Dynamics Armament and Technical Products)Lockheed Martin Naval Electronics & Surveillance Systems-Surface Systems - Moorestown, NJ (now

Lockheed Martin MS-2)Frontier Electronic Systems - Stillwater, OK

U.S. Coast Guard, Maintenance and Logistics Command-Atlantic - Norfolk, VAU.S. Coast Guard, Maintenance and Logistics Command-Pacific - Alameda, CADirectorate for Missiles and Surface Launchers (PEO TSC-M/L) - Arlington, VA (now Surface Ship Weapons

& Launchers - PEO IWS 3.0)General Tool Company - Cincinnati, OH

University of New Orleans, College of Engineering - New Orleans, LABender Shipbuilding and Repair Company, Inc. - Mobile, ALIn Tolerance - Cedar Rapids, IAABC Virtual Communications, Inc. - West Des Moines, IAResurvey of Electric Boat Corporation, Quonset Point Facility - North Kingstown, RIUnited Defense, L.P. Ground Systems Division - Aiken, SCAuto-Valve, Inc. - Dayton, OH

1997

1998

1999

2000

2001

2002

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2003

G-4

2005

2006

United Defense, L.P. Armament Systems Division - Aberdeen, SDTOMAK Precision - Lebanon, OHRB Tool & Manufacturing Company - Cincinnati, OHForest City Gear - Roscoe, ILCALCE Electronic Products and Systems Center - College Park, MD (now Center for Advanced Life Cycle

Engineering - CALCE)U.S. Army Aviation & Missile Command, Automation Division-Integrated Materiel Management Center -

Redstone Arsenal, AL

Northrop Grumman Electronic Systems - Baltimore, MDRaytheon Integrated Air Defense Center - Andover, MA

Raytheon-Louisville - Louisville, KYMidwest Metal Products - Cedar Rapids, IARockwell Collins - Cedar Rapids, IAResurvey of Tobyhanna Army Depot - Tobyhanna, PA

Raytheon Network Centric Systems Manufacturing Center - Largo, FLResurvey of University of New Orleans, College of Engineering - New Orleans, LA

2004

2007