Journal articles on the topic 'Military engineering logistics'

As a response to the National Army’s planning of all-volunteer military system and maintaining of their combat capability for national defense, the military logistics model choice is one of very important issues. In this paper, Analytic Hierarchy Process (AHP) method is conducted for selecting an optimal transportation model in the Navy logistics between Taiwan Island and Kinmen Island.

The author identifies deficiencies and suggests amendments and additions to the procedure of operational (combat) orders production (hereinafter referred to as the Procedure) as well as Field Manuals for the mechanized and tank forces of the Land Forces of the Armed Forces of Ukraine in order to improve graphic depiction of the performance of military logistics units at operational and tactical level. The elimination of the identified deficiencies suggests the following changes: use identical typical symbols to depict similar in function units and elements of military logistics within all armed services and branches of the Armed Forces of Ukraine, which requires prior coordination with various military command and control agencies; use only letters of the Ukrainian alphabet in textual modifiers of the conventional symbols, avoid duplication of conventional symbols, which stand for various types of equipment, in textual modifiers; clarify the existing symbols and add some new ones to the Procedure in order to identify the units and technical means of logistics as well as their functional performance while accomplishing their tasks, anticipate the logistics units of the prospective organizational structure as well as local industrial facilities. Taking in consideration the identified deficiencies, the following proposals for making changes and additions to specified regulatory documents are given: use identical symbols to indicate warehouses (artillery, engineering equipment, engineering weapons and ammunition storage, NBC protection equipment, topographic maps, armored vehicles, medical equipment); introduce new conventional symbols to indicate the performance of logistics units and all available means of military logistics (areas and points of transfer of material resources, points of meeting of automobile units with material means of rear services, technical means for cooking and washing clothing, patrols, supply and evacuation routes for the brigade ( regiment), local industrial facilities and economic infrastructure, mobile departments of deployed forces and service support elements); make recommendations regarding the size of letters for the footnotes on topographic maps scales 25,000 and 50,000, as well as codes of the maps used by military personnel with regard to the experience of participation of the Ukrainian Armed Forces in the antiterrorist operation (operation of the combined forces) in the Donetsk and Lugansk regions.

The dynamics of change in the contemporary world affect all areas including cross-border material flows. On the one hand, globalization has disseminated thought models and patterns of behavior based on decision patterns, thus bringing logistics to the "templates" of efficient logistics. On the other hand, has imposed and forced the need for continuous changes in the optimization of decision-making processes that are adequate to increasingly complex challenges. The main purpose of this article is to introduce the reader to decision making scenarios taken in military transport processes with particular emphasis to logistics and transport costs. This article is an attempt as well at evaluating decision scenarios in transport processes, determined mainly by the cost criterion. The whole of the considerations relates to the security of transports carried out for the purpose of military operations, that is to say, military security, understood as a safe and reliable implementation of a military operation, which must be preceded by the movement of troops into theater operations. The publication uses the experience of "lessons learned", resulting from the actions of Polish military contingents abroad. The conducted studies and analyzes show that it is possible to model transport taking into consideration the cost of specific cargo mass to areas of peacekeeping operations using services provided by carriers operating on the transport market. This kind of approach will lead in the future to changes in the logistics system without the need to spend a great deal on the purchase or hire of transport resources needed to carry out the transport function at the strategic level. As it was proved, logistics processes that take place in an international system require interpersonal cooperation and consequently appropriate relations and a high level of coordination, which change should be determined by the extent of responsibility.

In the field of coming war, integrated logistics support for military equipment is a asked high-reliability system engineering. Based on the theory of Man-Machine-Environment reliability, the paper set forth the significance and conception of the question discussed in the paper. A discussion was given to get over the present challenge of reliability engineering and To ensure the reliability and the trend of the research, the basic direction of improving reliability are introduced in detail are introduced.

Military materials delivery is new technology of logistics, and can help the army to easily and accurately deliver the military materials to every point to be guaranteed. Military materials delivery is gradually used; the optimization problem of the delivery process had been appeared. Genetic algorithm is imitate living creature environment in of a kind of orientation overall situation of the genetic, can be professional at solving complicated system or the huge problem. Thus, the paper firstly introduced the basic theory of military materials delivery, including the definition, principle, factors to set up the model of military materials delivery; then analyzed the process of genetic algorithm, using it to optimize the military materials delivery, example was given out.

The research and manufacture of the military logistics equipment systems always brings problems in quality management for its complexity and particularity. To solve these problems, a analysis on equipment quality management is conducted. A comprehensive study on reliability, fault diagnosis, and risk analysis models are also performed. The reliability analysis of the system is fulfilled using a method of combined fuzzy inference and network analysis. This method solves the limitations of the traditional network analysis method, of which the result is defined for every failure mode. The abnormality of parameters corresponds to faults in the system, which can be used to establish a knowledge database and a fault diagnosis expert system. A quantitative risk assessment model is set up using a fuzzy comprehensive evaluation method and an incident loss comprehensive evaluation theory. Finally, the above method and model are examined for new trailer mounted equipment. The results validate the proposed method

В статье рассмотрено место инноваций в цифровой экономике. Рассмотрены тенденции развития инноваций в оборонно-промышленном комплексе. Приведена аналитика инноваций в ключевых областях: робототехнике, военном машиностроении, в сенсорных системах, военной логистике. Проведено сравнение России с другими странами, в частности по робототехнике описан опыт США и Германии. В области машиностроения рассмотрен опыт России, США и Южной Кореи. Приведена статистика военных расходов 20 стран. The article considers the place of innovation in the digital economy. The trends in the development of innovations in the military-industrial complex are considered. The analytics of innovations in key areas: robotics, military engineering, in sensor systems, military logistics. Russia is compared with other countries, in particular, the experience of the USA and Germany is described in robotics. In the field of engineering, the experience of Russia, the USA and South Korea is considered. Statistics of military spending of 20 countries are given.

Evacuation is one of the main tasks of administration and its forces and resources in different types of extraordinary events, as well as natural and anthropogenic (non-military and military events) unusual/emergency situations. Evacuation at the level of normative acts and plans is precisely defined and categorized. Existing normative documents and regulations are described in detail and govern to carry out the evacuation of population. This is not the case for animal and property evacuation, which is often treated in general terms and considered to be organized in similar manner to evacuation of people. In the evacuation process of animals, the specific of this process must be taken into account, because badly prepared and performed evacuation may bring more harm than benefit. Hence, the aim of this article is to present, selected essential and specific issues relating to the evacuation of animals, based on theory provisions of the normative and practical experience of the authors.

In order to provide additional over-the-shore logistics for U.S. troops, the U.S. Army recently solicited a proposal for the design and construction of a new Lighter Amphibious-Heavy (LAMP-H) vehicle. The vehicle had to be capable of carrying 100 short tons of deck cargo at 10 knots and be fully amphibious. Kvaerner Masa Marine (KMM) was retained by Bollinger Machine Shop & Shipyard in Lockport, Louisiana, to develop a new concept in military heavy-lift, amphibious vehicles, based on earlier work on diesel-powered air cushion vehicles. Existing air cushion military transport vehicles, such as the U.S. Army LACV-30 and the U.S. Navy L-CAC, represent what may be best described as "low technology aircraft" with lightweight, aluminum structures and gas turbine prime movers. The Kvaerner/Bollinger approach has been to develop a "high technology marine craft" with combination steel/aluminum structure and diesel engines. The project evolved through concept design and model testing into a contract design package from which a shipyard bid proposal was developed. The resultant design gives an innovative solution to the over-the-shore logistics problem.

The paper presents an overview of current and expected prospects for the development of artificial intelligence algorithms, especially in military applications, and conducted research regarding applications in the area of civilian life. Attention was paid mainly to the use of AI algorithms in cybersecurity, object detection, military logistics and robotics. It discusses the problems connected with the present solutions and how artificial intelligence can help solve them. It briefly presents also mathematical structures and descriptions for ART, CNN and SVM networks as well as Expectation–Maximization and Gaussian Mixture Model algorithms that are used in solving of discussed problems. The third chapter discusses the attitude of society towards the use of neural network algorithms in military applications. The basic problems related to ethics in the application of artificial intelligence and issues of responsibility for errors made by autonomous systems are discussed.

The logistics support of any military operation demands rapid and continuous delivery of equipment, munitions, and supplies. A small portion of this cargo is delivered by air, but the majority arrives by sea. Many of the sealift vessels currently used by the military are non-self-sustaining containerships and roll-on/roll-off vessels. The use of such vessels can encounter serious obstacles when the necessary cargo-handling equipment and facilities are either damaged or not present. This problem is further compounded in sea states of three [wave height of 1.5 to 3.6 m (5 to 12 ft)] and higher. The system presented outlines a cost-sensitive solution to the problem described above. The Sealift Overhead Rapid Delivery System (SORDS) represents a viable concept worthy of further study because it uses existing technologies and approaches the problem from a systems perspective. In addition, SORDS could be incorporated into the Department of Defense’s Rapid Deployment Concept or Maritime Prepositioning Force.

The purpose of this paper is to present the results of research of tribological behavior of basic greases (of 2. NLGI class) including different mass concentration concentration (0.05%, 0.1%, 0.2%, 0.5%, 1%, 2%) of additives: graphene oxide (produced by the Institute of Electronic Materials Technology, Warsaw) and hexagonal boron nitride (produced by the Military University of Technology, Warsaw). In the first part of this publication there is elementary information about graphene and its applications, especially in tribological field. The next part of the paper contains the results of research on the mentioned above samples, which were investigated with four-ball apparatus T-02 and Universal Micro/Nano Tester UNMT (CETR, CA, USA), at the Department of Tribology and Service Fluids Logistics at the Faculty of Mechanical Engineering, Military University of Technology. The results proved a positive effect of adding graphene oxide or hexagonal boron nitride to basic grease on its tribological properties. In case of “water dispersion of graphene oxide”, its tribological properties were similar to the samples including significant concentration of GO. Keywords: graphene, grease, graphene oxide, hexagonal boron nitride

The purpose of this paper is to present an overview of novel design and integration approaches for improved performance “enhanced-cognition” UHF passive and active radio frequency identification (RFID) tags. Antenna design rules are explained for a variety of applications. A strategy that is currently under development for embedding power sources and integration of sensors and integrated circuits (ICs) on low-cost organic substrates, such as liquid crystal polymer (LCP) and paper, enabling the use of inkjet-printing capability for the UHF frequency band, is discussed in the paper. The proposed technologies could potentially revolutionize RFID tags allowing for integrated sensing capabilities for various applications such as security, military, logistics, automotion, and pharmaceutics.

SUMMARYThis paper describes the robotics facilities and associated research program of the Jet Propulsion Laboratory, lead center in telerobotics for the United States National Aeronautics and Space Administration. Emphasis is placed on evolution from teleoperation to remote System automation. Research is described in manipulator modelling and control, real-time planning and monitoring, navigation in outdoor terrain, real-time sensing and perception, human-machine interface, and overall System architectures. Applications to NASA missions emphasize robotic spacecraft for solar System exploration, satellite servicing and retrieval, assembly of structures, and surveillance. Applications to military missions include battlefield navigation, surveillance, logistics, command and control.

The aim of this publication is to present the results of studies on the SN-650 oil base with various concentrations of graphene oxide (GO), reduced graphene oxide (rGO) produced by the Institute of Electronic Materials Technology in Warsaw and hexagonal boron nitride (h-BN) produced according to the technology developed at the Military University of Technology. The first part of the publication presents basic information about graphene oxide and the possibilities of its use, in particular in the field of tribology. The second part of the publication presents the results of tests of lubricity properties of the samples with the addition of 0.05%, 0.1%, 0.5%, 1% and 2% of graphene oxide, reduced graphene oxide or hexagonal boron nitride. The measurements were carried out using the UNMT universal nano/microtester tester and the T-02 four-ball device, at the Department of Tribology, Surface Engineering and Logistics of Service Fluids, which is a part of the Institute of Mechanical Vehicles and Transport of the Mechanical Faculty of the Military University of Technology. The obtained results have demonstrated the beneficial effect of introducing additions in the form of graphene oxide or hexagonal boron nitride onto the tribological properties of the oil base. Keywords: graphene, hexagonal boron nitride, graphene oxide, oil base

The content of the paper presents the results of investigations of selected lubricants. The study led to obtaining Hersey’s-Stribeck’s curves and to comparison of the lubricating properties of lubricants belonging to different groups such as hydrocarbon oils, perfluoropolyether oils (PFPE), and ionic liquids. The following liquids were evaluated for tribological properties: PAO-6 polyalphaolefin oil base, CJ 006 ionic liquid (3-methyl-1-propylpyridinium bis(trifluoromethylsulphonyl)-imide) and Fomblin Y 04 synthetic perfluoropolyether oil. The research was carried out using the universal nano/micro tribotester (UNMT-CETR, CA, USA) at the Department of Tribology, Surface Engineering and Service Fluids Logistics, Faculty of Mechanical Engineering, Military University of Technology. The study consisted of friction of a ball bearing steel (100 Cr 6) with a round specimen of a certain roughness (ball-on-disc). Friction occurred in rotational motion of the specimen, at different rotational speeds at constant radius and at constant load (0.25 N; 5 N; 50 N). The friction node was lubricated with the tested liquid. Keywords: tribology, friction factor, Hersey’s−Stribeck’s characteristics.

Traditional vehicle routing problems implicitly assume that only one crew operates a vehicle for the entirety of its journey. However, this assumption is violated in many applications arising in humanitarian and military logistics. This paper considers a joint vehicle and crew routing and scheduling problem in which crews are able to interchange vehicles, resulting in space and time interdependencies between vehicle routes and crew routes. The problem is formulated as a mixed integer programming (MIP) model and a constraint programming (CP) model that overlay crew routing constraints over a standard vehicle routing problem. The constraint program uses a novel optimization constraint to detect infeasibility and to bound crew objectives. This paper also explores methods using large neighborhood search over the MIP and CP models. Experimental results indicate that modeling the vehicle and crew routing problems jointly and supporting vehicle interchanges for crews may bring significant benefits in cost reduction compared with a method that sequentializes these decisions.

This paper introduces architecture of African Satellite Augmentation System (ASAS) project designed by African for Africa, with coverage of entire African Continent and Middle East for maritime, land (road and rail) and aeronautical applications. The ASAS network is de facto Regional Satellite Augmentation System (RSAS) as integration component of the Global Satellite Augmentation System (GSAS) employing current and new Satellite Communication, Navigation and Surveillance (CNS) for improved traffic control and management at sea, on land and in the air. This Network also enhances safety and emergency systems, transport security and control of transportation freight, logistics and the security of the crew and passengers onboard transport systems. The current infrastructures of the first generation of Global Navigation Satellite System (GNSS-1) applications are represented by old fundamental solutions for Position, Velocity and Time (PVT) of the satellite navigation and determination systems such as the US GPS and Russian (former-USSR) GLONASS military requirements, respectively. The establishment of Local Satellite Augmentation System (LSAS) and mobile movement guidance and control are also discussed as special infrastructures in seaports, land and airports environments.

Abstract A system of systems study plan was developed and a prototype was executed to optimise a recommended military force structure. This methodology defined the optimal force structure, using constrained optimisation to reflect budget limitations and desired mission performance. The force structure included surface and air assets, a command, control, communications, computers, intelligence, surveillance and reconnaissance (C4ISR) architecture, and a recommended logistics infrastructure. A second aspect of the study plan defined the total acquisition strategy, which accounted for: retiring legacy assets, extending the service life of existing assets until new replacements became available, and acquiring new assets for deployment, within the budget allocation. This methodology combined various modeling and simulation techniques to meet three study objectives. First, a nonlinear mixed integer programming model maximised performance, subject to cost constraints, cost as an independent variable (CAIV). Second, a dynamic programming model scheduled the transition from the legacy force structure to the future force, defined by the previous modeling technique. Third, a process simulation model simulated performance, over a one-year time period, for 25 areas of responsibility and five missions. This model verified performance estimates generated by the previous models.

How might emerging High-Speed Sealift (HSS) operating in conjunction with Agile Ports (AP) enhance Department of Defense (DOD) power-projection capability? The goal is to develop a concept for how a combination of HSS ships and Agile Ports, operating in concert with complementary technologies, focused logistics, and advanced management information systems, may be applied by the DOD to accelerate the movement of high-priority cargo to crisis and conflict locations. The capability sought is rapid entry into a theater of operations in support of missions requiring the projection, employment, and sustainment of forces across the entire spectrum of military operations: deterrence, Operations Other Than War (OOTW), or war. HSS ships can perform critical delivery tasks that will allow U.S. forces to increase their operational and logistical flexibility. For example, an appropriately configured HSS ship has the potential to assist the halting and build-up phase by transporting cargo that is normally moved by air, but is prevented from doing so by aircraft shortages or in-theater airfield constraints; transporting equipment and materiel for an Airborne Battalion Task Force (BTF) to an Intermediate Staging Base (ISB), or transporting to the theater of operations the equipment and cargoes of a Light Infantry BTF or an Air Assault BTF; or transporting during surge critical resupply items with early Required Delivery Dates (RDDs), such as Class V (ammunition), Class VIII (medical), or Class IX (repair parts). The incorporation of AP technologies into the coordinated commercial and defense transportation systems provides a superb complement to the overall value of HSS. In addition, Agile Ports significantly enhance and supplement conventional sealift by providing a conduit for the incorporation of next-generation technologies supporting both DOD mobility and the general efficiency of commercial shipping.

In article analyzed the signs and consequences of the economic crisis in Japan, revealed a system of anti-crisis government measures to stimulate economic growth, the stock market and real estate market, public policy and social programs. Successful anti-crisis measures and the negative effects of regulatory policy in the fall of domestic and foreign markets were considered. We were analyzed three major economic crises: the post-war crisis, the crisis of the 90s, the 2008 financial crisis. The economic crisis of the early 90s had a very specific background; analysis and reflection of them are allowed to reduce the crisis of 2008. The first crisis was caused mainly by internal economic factors, and the second – the global financial crisis. Pre-crisis economic had certain market conditions. During export economy Japan generated industrial growth, increase a foreign production, results of direct investment. Japanese companies had pursued a policy of active promotion in Asian markets. Over the years 2002-2007 decline the consumer demand, and in 2008 there were the first signs of recession. Textile and chemical industry, general engineering, ferrous metallurgy, information and communication electronic equipment had reduced production and profits. After analyzing the current situation in the world markets, the Japanese government approved the “Complex strategic measures to overcome the crisis.” The government executed the following major steps: 1. Increase local and regional regulation; 2. Reduction of taxes; 3. Exchange and stock markets regulation; 4. Reduce military spending; 5. The increase in exports, business building in regional market centers; 6. Promote small and medium enterprises (SMEs); 7. Formation of innovative markets; 8. Development of logistics infrastructure; 9. Reduce energy dependence, changing sources of energy; 10. The reform of social policy; 11. The reform of regional policy and investment; 12. The development of tourism projects. The experience of Japan can be adapted a series of reforms: decentralization, solving demographic problems, increasing regional and international business, scientific and technological development, investment in infrastructure and trade logistics, tourism development. Successfully reforms and strategic location was allowed Japan to survive the economic crisis and achieve economic growth.

AbstractLatest technological advancement uncovered new social and entrepreneurial opportunities in fields like civil engineering and facility management. While most outdoor location challenges have been addressed in the past few years, with declassified military technologies such as Motion Imagery Standards Board and North Atlantic Treaty Organization Digital Motion Imagery Standard being integrated into solutions that enhance real-time emulation of surveillance video streams over digital maps, there is plenty of room for innovation when indoor location is considered. The market associated to indoor positioning is expected to significantly grow in the following decade since people spend more and more time indoors and promising advantages of such technologies have been identified in healthcare, retail, logistics and leisure. Yet, conventional indoor positioning systems mostly rely on costly and difficult to maintain infrastructure. Discordantly, the hereby paper is introducing an infrastructure free indoor positioning web application designed for routing people inside facilities and building evacuation scenarios. The proposed architecture is independent on external hardware or beacons, relying on a generic sensors framework that exposes the underlying capabilities of a mobile phone for data collection and internet connection for assessing current location and providing guidance in respect with an already known topography. Therefore, this design might be easily extended to various facilities, individualizing through no initial costs for sensors deployment and light resource consumption for the user, since data is not processed on a native application. Such flexibility is considered to optimize the navigation inside large public places and reduce the time required to find products, people or shops, offering the users more time for what matters.

Global navigation satellite system (GNSS) spoofing poses a significant threat to maritime logistics. Many maritime electronic devices rely on GNSS time, positioning, and speed for safe vessel operation. In this study, inertial measurement unit (IMU) and Doppler velocity log (DVL) devices, which are important in the event of GNSS spoofing or outage, are considered in conventional navigation. A velocity integration method using IMU and DVL in terms of dead-reckoning is investigated in this study. GNSS has been widely used for ship navigation, but IMU, DVL, or combined IMU and DVL navigation have received little attention. Military-grade sensors are very expensive and generally cannot be utilized in smaller vessels. Therefore, this study focuses on the use of consumer-grade sensors. First, the performance of a micro electromechanical system (MEMS)-based yaw rate angle with DVL was evaluated using 60 min of raw data for a 50 m-long ship located in Tokyo Bay. Second, the performance of an IMU-MEMS using three gyroscopes and three accelerometers with DVL was evaluated using the same dataset. A gyrocompass, which is equipped on the ship, is used as a heading reference. The results proved that both methods could achieve less than 1 km horizontal error in 60 min.

Recently, as UAVs (unmanned aerial vehicles) have become smaller and higher-performance, they play a very important role in the Internet of Things (IoT). Especially, UAVs are currently used not only in military fields but also in various private sectors such as IT, agriculture, logistics, construction, etc. The range is further expected to increase. Drone-related techniques need to evolve along with this change. In particular, there is a need for the development of an autonomous system in which a drone can determine and accomplish its mission even in the absence of remote control from a GCS (Ground Control Station). Responding to such requirements, there have been various studies and algorithms developed for autonomous flight systems. Especially, many ML-based (Machine-Learning-based) methods have been proposed for autonomous path finding. Unlike other studies, the proposed mechanism could enable autonomous drone path finding over a large target area without size limitations, one of the challenges of ML-based autonomous flight or driving in the real world. Specifically, we devised Multi-Layer HVIN (Hierarchical VIN) methods that increase the area applicable to autonomous flight by overlaying multiple layers. To further improve this, we developed Fisheye HVIN, which applied an adaptive map compression ratio according to the drone’s location. We also built an autonomous flight training and verification platform. Through the proposed simulation platform, it is possible to train ML-based path planning algorithms in a realistic environment that takes into account the physical characteristics of UAV movements.

Contaminants, in freezing ground or elsewhere in the world, are of concern not simply because of their presence but because of their potential for detrimental effects on human health, the biota, or other valued aspects of the environment. Understanding these effects is central to any attempt to manage or remediate contaminated land. The polar regions are different from other parts of the world, and it would be naïve to assume that the mass of information developed in temperate regions can be applied without modification to the polar regions. Despite their obvious environmental similarities, there are important differences between the Arctic and Antarctic. The landmass of the Arctic is much warmer than that of the Antarctic and as a result has a much greater diversity and abundance of flora. Because of its proximity to industrial areas in the Northern Hemisphere, the Arctic also experiences a higher input of contaminants via long-range aerial transport. In addition, the Arctic, with its indigenous population and generally undisputed territorial claims, has long been the subject of resource utilisation, including harvesting of living resources, mineral extraction, and the construction of military infrastructure. The history of human activity in Antarctica is relatively brief, but in this time there has been a series of quite distinct phases, culminating in the Antarctic now holding a unique position in the world. Activities in the Antarctic are governed by the Antarctic Treaty, which contains provisions dealing with environmental matters. The differences between the polar regions and the rest of the world, and between the Arctic and the Antarctic, significantly affect scientific and engineering approaches to the remediation of contamination in polar regions. This paper compares and contrasts the Arctic and Antarctic with respect to geography, configuration, habitation, logistics, environmental guidelines, regulations, and remediation protocols. Chemical contamination is also discussed in terms of its origin and major concerns and interests, particularly with reference to current remediation activities and site-restoration methodology.

In many African states, the military is one of very few technically capable large institutions. Based on interviews with pan-Africanist intellectuals and security experts, this article shows how a “Peace Engineering Corps” concept could be operationalized by putting suitably trained professional military units to good use for civil-military cooperation and domestic development work. Such PECs would harness the military’s logistical, technical, and administrative capabilities in support of the implementation of the United Nations Sustainable Development Goals (UN SDGs), providing environmental remediation, civil infrastructure expansion, and natural disaster response services. Western militaries could empower African partner forces in this regard by tailoring security assistance missions towards establishing and developing PEC capabilities, thereby supporting development, peacebuilding, and regional security efforts. We also note the potential for a pan-African civilian uniformed Peace and Development Corps, distinct from military PECs, in peace-building and economic development.

The Tactical Fire Fighting Truck (TFFT) is the U.S. Army replacement for the Military Adaptation of a Commercial Item (MACI) 2500L fire truck. The MACI 2500L is a commercial fire fighting vehicle adapted for tactical use. It lacks full cross country mobility, has a low reliability, insufficient water capacity, small crew capacity, and does not have a commonality of automotive parts with the rest of the Army's truck fleet. The TFFT is a modified Heavy Expanded Mobility Tactical Truck (HEMTT) M977 that provides improved mobility and reliability, a crew capacity of six, and has a reliable logistical support of parts because of the large number of HEMTTs in the Army inventory. The implementation of human factors engineering and system safety engineering during the acquisition process provided an improved and enhanced fire fighting system for the U.S Army.

The purpose of this work is to propose a military planning tool capable of providing logistical bases and patrol packages to most effectively support border surveillance. Presently, military patrols are employed along geographical borders to combat transnational crimes; acts such as drug trafficking, smuggling of goods and illegal natural resources exploitation. The patrols make temporary stops within specific time windows at specific places characterised by a high incidence of crime (hotspots). These hotspots have different criticalities within given time windows. To optimise the results, the proposed model allows additional stops in more critical hotspots. It achieves this using a mathematical optimisation model. Considering that there are not adequate logistical-military capacities (logistical bases and patrols) at all needed locations, developing a border surveillance plan that optimises resource use is imperative. The model was run using black hole-based optimisation and a real patrol mission’s database to ensure timely solutions. The solutions were then evaluated in terms of quality (number of bases and patrols, coverage efforts, and travel time) and computational processing time. Next, they were compared with solutions using the traditional method, thereby demonstrating the model’s robustness in providing timely surveillance schemes that ensure high coverage with minimum resources.

In November 2019, U.S. Marines, Air Force, and Army Corps of Engineers personnel demonstrated the viability and simplicity of three-dimensionally (3D)-printed construction in a controlled environment at the U.S. Army Engineer Research and Development Center—Construction Engineering Research Laboratory in Champaign, Illinois. The tri-service exercise spanned three days and culminated in the construction of three 1 m × 1 m × 1 m (3 ft × 3 ft × 3 ft) concrete dragon’s teeth (square pyramid military fortifications used to defend against tanks and armored vehicles) and several custom-designed objects. The structural components were printed using a custom-built, gantry-style printer called ACES Lite 2 and a commercially available, proprietary mortar mix. This paper examines the viability of using 3D-printed construction in remote, isolated, and expeditionary environments by considering the benefits and challenges associated with the printing materials, structural design, process efficiency, labor demands, logistical considerations, environmental impact, and project cost. Based on the results of this exercise, 3D-printed construction was found to be faster, safer, less labor-intensive, and more structurally efficient than conventional construction methods: the dragon’s teeth were printed in an average of 57 min each and required only two laborers. However, the use of commercially procured, pre-mixed materials introduced additional cost, logistical burden, and adverse environmental impact as compared to traditional, on-site concrete mixing and production. Finally, this paper suggests future applications and areas of further research for 3D-printed construction.

The idea of specifying reliability and maintainability (R&M) requirements in ways that accept the notion of random failure (i.e. MTBF) has outlived its usefulness. Design engineers do not design random failures and faults into products yet they occur and play havoc with the operational availability of military equipment. New ways must be found to deliver both mission reliability and guaranteed availability at the front line. Under the banner ‘Designing for Success’, the RAF is proposing a paradigm shift in the delivery of more certain and higher levels of R&M and these requirements are now progressively being specified for new equipments where appropriate. Equipment being procured under the philosophy of Integrated Logistic Support (ILS) will allow significant trade-offs between availability, maintainability and supportability. Yet it is the design process using the latest technology and concepts such as Systems Engineering which will give the ability to deliver guaranteed maintenance-free operating periods (MFOPs) for systems and platforms. Through parallel initiatives such as the Society of British Aerospace Companies (SBAC) Foresight Action Programme, industry has embraced the idea of a paradigm shift in reliability improvement under a programme called the Ultra Reliable Aircraft (URA). The Ministry of Defence (MoD) fully supports this initiative through specific activities as it will be a prime customer for its outputs.

Blast-induced traumatic brain injury (bTBI) has become a signature injury in recent military conflicts and terrorist attacks. However, the mechanisms and thresholds for such injury are still unknown. In this paper, effort has been made toward establishing the threshold due to primary blast based on the published injury data in the rat. Peak incident overpressure and pulse duration of the incident wave were used as predictors and the injury risk curves for the rat were derived via a linear logistic regression analysis. A scaling law based on body mass was then used to scale the tolerance curves from the rat to the pig and the human. The injury risk curve for bTBI was compared with that for the lung. The results reveal different injury mechanisms between these two organs. The developed injury curves can be used in the design of personal protective equipment against primary bTBI.

This article discusses the logistical agility of the United States armed forces that enables the nation to project its power into countries as remote as Afghanistan. The aircraft, artillery, and vehicles deployed on the battlefield are effective as long as the flow of anul1unition, fuel, and spare parts reaches them in good order. For that reason, Uncle Sam is a major sponsor of innovative technologies that rely on mechanical innovation, automation, and vision systems to improve the transport of vital equipment. These breakthroughs are often commercialized to benefit private sector transport as well, as was the case with the Direct Acquisition Rail-to-Ship spreader bar system (DARTS) designed to transfer military cargo directly from railcars to vessels, and now used in commercial shipping. The designers based the DARTS on Bromma’s standard AST -6 telescoping spreader bar, which uses a single electric motor to drive the hydraulic pump that extends or retracts the bar’s reach.

Wireless sensor network, as an integrated network which can perform information gathering, processing and delivering, can connect the real world and logistic information world. It is greatly changing the interaction between people and nature. There are wide potential applications for wireless sensor network, such as industry, agriculture, military affairs, environment monitoring, biomedicine, city managing and disaster succoring. The problem of evaluating the security of wireless sensor network route with interval-valued hesitant fuzzy information is the multiple attribute decision making. In this paper, we extend the ELECTRE method to take into account interval-valued hesitant fuzzy information and propose the ELECTRE method to solve the multiple attribute decision making problems. Finally, a practical example for evaluating the wireless sensor network route security is given to verify the developed approach and to demonstrate its practicality and effectiveness.

The evolution of undersea vehicles and the research they enable have been mutually interactive ever since the first research submersible appeared in the 1930s. As scientists gained access to deep water they made new demands of the technology—to go deeper, stay longer, and accomplish more. Succeeding generations of vehicles, which were additionally influenced by commercial and military needs, grew in complexity, diversity, and size. In concert, scientific utilization progressed from observation, to survey, to intervention. Three distinct vehicle types have evolved, with each at a different level of development. Manned submersibles have reached a critical juncture created by cost and logistical requirements. The next generation is developing as a class of smaller, more sophisticated vehicles that are less demanding of their support systems. ROVs are also a mature technology but their use for research is still ramping up. Development is proceeding toward combining the diverse capabilities of full-scale systems, with the small size of low-cost vehicles. AUVs are the most recent evolutionary line, with the greatest potential for rapid technological advancement and unique research applications.

Purpose The purpose of this paper is to present results of practical experience of cold starting a gasoline engine on low volatility fuel suitable for unmanned aerial vehicle (UAV) deployment. Design/methodology/approach Experimental research and development is carried out via dynamometer testing of systems capable of achieving cold start of a spark ignition UAV engine on kerosene JET A-1 fuel. Findings Repeatable cold starts have been satisfactorily achieved at ambient temperatures of 5°C. The approximate threshold for warm engine restart has also been established. Practical implications For safety and supply logistical reasons, the elimination of the use of gasoline fuel offers major advantages not only for UAVs but also for other internal combustion engine-powered equipment to be operated in military theatres of operation. For gasoline crankcase-scavenged two-stroke cycle engines, this presents development challenges in terms of modification of the lubrication strategy, achieving acceptable performance characteristics and the ability to successfully secure repeatable engine cold start. Originality/value The majority of UAVs still operate on gasoline-based fuels. Successful modification to allow low volatility fuel operation would address single fuel policy objectives.

BackgroundAccording to the Belgian Hospital Disaster Planning Act, all hospitals are required to have written disaster plans and to routinely conduct annual disaster drills. In 2010, three neighboring hospitals organized independently from each other an evacuation exercise of a critical care department (CCD): two university hospitals of a Dialysis Center and a One-day Surgery Clinic respectively and the military hospital of a Burn Unit.AimTo compare these CCD's evacuation plans and drills and the overall hospital emergency incident response and command system.Methods and ResultsConducting an evacuation exercise in a CCD, moving vulnerable highly dependent people towards an alternative shelter site is challenging, causing an important burden to ongoing medical specialist care, working staff and critical infrastructure. In all three CCD, it was decided to conduct a simulated evacuation exercise following an internal fire, thereby deploying fashioned simulated patients and visitors but bringing into action the regular attending medical, nursing and logistic staff. In each hospital a multidisciplinary design team was launched, consisting of the hospitals disaster preparedness coordinator, the EMS-staff, external emergency incident management and operational engineering experts. The appointed objectives for evaluation were the knowledge of the regular evacuation drills, especially the clearance of an intensive care or an operating room; access to evacuation routes; visibility of safety guidelines; need of specific evacuation equipment for the movement of patients; mission and tasks of the hospital's first response team and the medical incident manager; communication and information flow and the establishment of the hospital's coordination committee.Conclusion1. Simulated hospital evacuation exercises increased the hospital emergency preparedness, awareness and response to disasters within the hospital, in particular in a CCD, otherwise difficult to assess. 2. All three CCD experienced the same challenges and identified similar flaws. 3. A hospital disaster exercise manual might be of valuable help.

BackgroundAccording to the Belgian Hospital Disaster Planning Act, all hospitals are required to have written disaster plans and to routinely conduct annual disaster drills. In 2010, the management of the Military Hospital decided to organize an evacuation exercise of the newly built 24-bed BU.AimTo evaluate this new BU's evacuation plan and drills and the overall hospital emergency incident response and command system.Methods and ResultsIt was decided to conduct a simulated evacuation exercise following an internal fire, before the BU effectively was put into use, thereby deploying fashioned simulated patients and visitors but bringing into action the regular attending medical, nursing and logistic staff. A multidisciplinary design and organizing team was launched, consisting of the hospitals disaster preparedness coordinator, the EMS-staff, external burn care, emergency incident management and operational engineering experts. The appointed objectives for evaluation were the knowledge of the regular evacuation drills, especially the clearance of an intensive care room; access to evacuation routes; visibility of safety guidelines; mission and tasks of the hospital's first response team and the medical incident manager; communication and information flow and the establishment of the hospital's coordination committee. In the mean time and following lessons learned, a number of mitigation measures have been instituted: adequate identification of evacuated rooms, new configuration of the fire detection alarm, optimized access to stairwells and elevators, adjustment of action cards and specific fire fighting training for hospital staff. Finally the decision was made not to purchase specific evacuation equipment for the movement of patients.ConclusionTaking advantage of the BU's provisional vacancy, a simulated hospital evacuation exercise increased the hospital emergency preparedness, awareness and response to disasters within the hospital, in particular in a critical care department, otherwise difficult to assess.

AbstractThe Hawaii Undersea Military Munitions Assessment (HUMMA) was designed to develop methodologies for surveying and assessing a historic deep-water munitions sea disposal site to determine the potential impact of the ocean environment on sea-disposed munitions and of sea-disposed munitions on the ocean environment and those that use it. HUMMA is the most comprehensive deep-water investigation conducted in the United States to look at both chemical and conventional munitions. Recognizing that each sea-disposed munitions site poses unique logistical and environmental challenges, the HUMMA approach emphasizes adaptability. Here, we describe the techniques used to determine the spatial extent and distribution of munitions, evaluate the integrity of munitions casings, and sample sediments and seawater near munitions present at water depths ranging from 330 to 550 m. We discuss integration and management of the diverse and voluminous datasets that the program produced. Notable results from HUMMA include demonstrating that reconnaissance-style mapping effectively locates distinctive trails of disposed munitions in sandy environments and that visual observations, in combination with acoustic data, constrain the poorly documented historical disposal process. Based on our findings, we conclude with several suggested future avenues of research for evaluating sea-disposed munitions sites.

Constant demand for new naval and commercial vessels has created special conditions for the Government-owned Soviet shipbuilding industry, which practically has not been affected by the world shipbuilding crisis. On the other hand, such chronic diseases of the centralized economy as lack of incentive, material shortage and poor workmanship cause specific problems for ship construction. Being technically and financially unable to rapidly improve the overall technology level and performance of the entire industry, the Soviets concentrate their efforts on certain important areas and have achieved significant results, especially in welding and cutting titanium and aluminum alloys, modular production methods, standardization, etc. All productivity improvement efforts are supported by an army of highly educated engineers and scientists at shipyards, in multiple scientific, research and design institutions. Discussion Edwin J. Petersen, Todd Pacific Shipyards Three years ago I addressed the Ship Production Symposium as chairman of the Ship Production Committee and outlined some major factors which had contributed to the U.S. shipbuilding industry's remarkable achievements in building and maintaining the world's largest naval and merchant fleets during the five-year period starting just before World War II. The factors were as follows:There was a national commitment to get the job done. The shipbuilding industry was recognized as a needed national resource. There was a dependable workload. Standardization was extensively and effectively utilized. Shipbuilding work was effectively organized. Although these lessons appear to have been lost by our Government since World War II, the paper indicates that the Soviet Union has picked up these principles and has applied them very well to its current shipbuilding program. The paper also gives testimony to the observation that the Soviet Government recognizes the strategic and economic importance of a strong merchant fleet as well as a powerful naval fleet. In reviewing the paper, I found great similarity between the Soviet shipbuilding productivity improvement efforts and our own efforts or goals under the National Shipbuilding Research Program in the following areas:welding technology, flexible automation (robotics), application of group technology, standardization, facilities development, and education and training. In some areas, the Soviet Union appears to be well ahead of the United States in improving the shipbuilding process. Most noteworthy among these is the stable long-and medium-range planning that is possible by virtue of the use and adherence to the "Table of Vessel Classes." It will be obvious to most who hear and read these comments what a vast and significant improvement in shipbuilding costs and schedules could be achieved with a relatively dependable 15year master ship procurement plan for the U.S. naval and merchant fleets. Another area where the Soviet Union appears to lead the United States is in the integration of ship component suppliers into the shipbuilding process. This has been recognized as a vital step by the National Shipbuilding Research Program, but so far we have not made significant progress. A necessary prerequisite for this "supplier integration" is extensive standardization of ship components, yet another area in which the Soviets have achieved significantly greater progress than we have. Additional areas of Soviet advantage are the presence of a multilevel research and development infrastructure well supported by highly educated scientists, engineering and technical personnel; and better integration of formally educated engineering and technical personnel into the ship production process. In his conclusion, the author lists a number of problems facing the Soviet economy that adversely affect shipbuilding productivity. Perhaps behind this listing we can delve out some potential U.S. shipbuilding advantages. First, production systems in U.S. shipyards (with the possible exception of naval shipyards) are probably more flexible and adjustable to meet new circumstances as a consequence of not being constrained by a burdensome centralized bureaucracy, as is the case with Soviet shipyards. Next, such initiatives as the Ship Production Committee's "Human Resources Innovation" projects stand a better chance of achieving product-oriented "production team" relationship among labor, management, and technical personnel than the more rigid Soviet system, especially in view of the ability of U.S. shipyard management to offer meaningful financial incentives without the kind of bureaucratic constraints imposed in the Soviet system. Finally, the current U.S. Navy/shipbuilding industry cooperative effort to develop a common engineering database should lead to a highly integrated and disciplined ship design, construction, operation, and maintenance system for naval ships (and subsequently for commercial ships) that will ultimately restore the U.S. shipbuilding process to a leadership position in the world marketplace (additional references [16] and [17]).On that tentatively positive note, it seems fitting to close this discussion with a question: Is the author aware of any similar Soviet effort to develop an integrated computer-aided design, production and logistics support system? The author is to be congratulated on an excellent, comprehensive insight into the Soviet shipbuilding process and productivity improvement efforts that should give us all adequate cause not to be complacent in our own efforts. Peter M. Palermo, Naval Sea Systems Command The author presents an interesting paper that unfortunately leaves this reader with a number of unanswered questions. The paper is a paradox. It depicts a system consisting of a highly educated work force, advanced fabrication processes including the use of standardized hull modules, sophisticated materials and welding processes, and yet in the author's words they suffer from "low productivity, poor product quality, . . . and the rigid production systems which resists the introduction of new ideas." Is it possible that incentive, motivation, and morale play an equally significant role in achieving quality and producibility advances? Can the author discuss underlying reasons for quality problems in particular—or can we assume that the learning curves of Figs. 5 and Fig. 6 are representative of quality improvement curves? It has been my general impression that quality will improve with application of high-tech fabrication procedures, enclosed fabrication ways, availability of highly educated welding engineers on the building ways, and that productivity would improve with the implementation of modular or zone outfitting techniques coupled with the quality improvements. Can the author give his impressions of the impact of these innovations in the U.S. shipbuilding industry vis-a-vis the Soviet industry? Many of the welding processes cited in the paper are also familiar to the free world, with certain notable exceptions concerning application in Navy shipbuilding. For example, (1) electroslag welding is generally confined to single-pass welding of heavy plates; application to thinner plates—l1/4 in. and less when certified—would permit its use in more applications than heretofore. (2) Electron beam welding is generally restricted to high-technology machinery parts; vacuum chamber size restricts its use for larger components (thus it must be assumed that the Soviets have solved the vacuum chamber problem or have much larger chambers). (3) Likewise, laser welding has had limited use in U.S. shipbuilding. An interesting theme that runs throughout the paper, but is not explicitly addressed, is the quality of Soviet ship fitting. The use of high-tech welding processes and the mention of "remote controlled tooling for welding and X-ray testing the butt, and for following painting" imply significant ship fitting capabilities for fitting and positioning. This is particularly true if modules are built in one facility, outfitted and assembled elsewhere depending on the type of ship required. Any comments concerning Soviet ship fitting capabilities would be appreciated. The discussion on modular construction seems to indicate that the Soviets have a "standard hull module" that is used for different types of vessels, and if the use of these hull modules permit increasing hull length without changes to the fore and aft ends, it can be assumed that they are based on a standard structural design. That being the case, the midship structure will be overdesigned for many applications and optimally designed for very few. Recognizing that the initial additional cost for such a piece of hull structure is relatively minimal, it cannot be forgotten that the lifecycle costs for transporting unnecessary hull weight around can have significant fuel cost impacts. If I perceived the modular construction approach correctly, then I am truly intrigued concerning the methods for handling the distributive systems. In particular, during conversion when the ship is lengthened, how are the electrical, fluid, communications, and other distributive systems broken down, reassembled and tested? "Quick connect couplings" for these type systems at the module breaks is one particular area where economies can be achieved when zone construction methods become the order of the day in U.S. Navy ships. The author's comments in this regard would be most welcome. The design process as presented is somewhat different than U.S. Navy practice. In U.S. practice, Preliminary and Contract design are developed by the Navy. Detail design, the development of the working drawings, is conducted by the lead shipbuilder. While the detail design drawings can be used by follow shipbuilders, flexibility is permitted to facilitate unique shipbuilding or outfitting procedures. Even the contract drawings supplied by the Navy can be modified— upon Navy approval—to permit application of unique shipbuilder capabilities. The large number of college-trained personnel entering the Soviet shipbuilding and allied fields annually is mind-boggling. According to the author's estimation, a minimum of about 6500 college graduates—5000 of which have M.S. degrees—enter these fields each year. It would be most interesting to see a breakdown of these figures—in particular, how many naval architects and welding engineers are included in these figures? These are disciplines with relatively few personnel entering the Navy design and shipbuilding field today. For example, in 1985 in all U.S. colleges and universities, there were only 928 graduates (B.S., M.S. and Ph.D.) in marine, naval architecture and ocean engineering and only 1872 graduates in materials and metallurgy. The number of these graduates that entered the U.S. shipbuilding field is unknown. Again, the author is to be congratulated for providing a very thought-provoking paper. Frank J. Long, Win/Win Strategies This paper serves not only as a chronicle of some of the productivity improvement efforts in Soviet shipbuilding but also as an important reminder of the fruits of those efforts. While most Americans have an appreciation of the strengths of the Russian Navy, this paper serves to bring into clearer focus the Russians' entire maritime might in its naval, commercial, and fishing fleets. Indeed, no other nation on earth has a greater maritime capability. It is generally acknowledged that the Soviet Navy is the largest in the world. When considering the fact that the commercial and fishing fleets are, in many military respects, arms of the naval fleet, we can more fully appreciate how awesome Soviet maritime power truly is. The expansion of its maritime capabilities is simply another but highly significant aspect of Soviet worldwide ambitions. The development and updating of "Setka Typov Su dov" (Table of Vessel Classes), which the author describes is a classic example of the Soviet planning process. As the author states, "A mighty fishing and commercial fleet was built in accordance with a 'Setka' which was originally developed in the 1960's. And an even more impressive example is the rapid expansion of the Soviet Navy." In my opinion it is not mere coincidence that the Russians embarked on this course in the 1960's. That was the beginning of the coldest of cold war periods—Francis Gary Power's U-2 plane was downed by the Russians on May 1, 1960; the mid-May 1960 Four Power Geneva Summit was a bust; the Berlin Wall was erected in 1961 and, in 1962, we had the Cuban Missile Crisis. The United States maritime embargo capability in that crisis undoubtedly influenced the Soviet's planning process. It is a natural and normal function of a state-controlled economy with its state-controlled industries to act to bring about the controlled productivity improvement developments in exactly the key areas discussed in the author's paper. As the author states, "All innovations at Soviet shipyards have originated at two main sources:domestic development andadaptation of new ideas introduced by leading foreign yards, or most likely a combination of both. Soviet shipbuilders are very fast learners; moreover, their own experience is quite substantial." The Ship Production Committee of SNAME has organized its panels to conduct research in many of these same areas for productivity improvement purposes. For example, addressing the areas of technology and equipment are Panels SP-1 and 3, Shipbuilding Facilities and Environmental Effects, and Panel SP-7, Shipbuilding Welding. Shipbuilding methods are the province of SP-2; outfitting and production aids and engineering and scientific support are the province of SP-4, Design Production Integration. As I read through the descriptions of the processes that led to the productivity improvements, I was hoping to learn more about the organizational structure of Soviet shipyards, the managerial hierarchy and how work is organized by function or by craft in the shipyard. (I would assume that for all intents and purposes, all Russian yards are organized in the same way.) American shipyard management is wedded to the notion that American shipbuilding suffers immeasurably from a productivity standpoint because of limitations on management's ability to assign workers across craft lines. It is unlikely that this limitation exists in Soviet shipyards. If it does not, how is the unfettered right of assignment optimized? What are the tangible, measurable results? I believe it would have been helpful, also, for the author to have dedicated some of the paper to one of the most important factors in improvement in the labor-intensive shipbuilding industry—the shipyard worker. There are several references to worker problems—absenteeism, labor shortage, poor workmanship, and labor discipline. The reader is left with the impression that the Russians believe that either those are unsolvable problems or have a priority ranking significantly inferior to the organizational, technical, and design efforts discussed. As a case in point, the author devotes a complete section to engineering education and professional training but makes no mention of education or training programs for blue-collar workers. It would seem that a paper on productivity improvement efforts in Soviet shipbuilding would address this most important element. My guess is that the Russians have considerable such efforts underway and it would be beneficial for us to learn of them.

Abstract Semiconductor parts are most often specified for use in the “commercial” 0 to 70°C and, to a lesser extent, in the “industrial” −40 to 85°C operating temperature range. These operating temperature ratings generally satisfy the demands of the dominant semiconductor customers in the computer, telecommunications, and consumer electronic industries. There is also a demand for parts rated beyond the “industrial” temperature range, primarily from the aerospace, military, oil and gas exploration, and automotive industries (−55 to +125C, and even higher). However, the demand has not been large enough to attract or retain the interest of major semiconductor part manufacturers to make these parts. In fact, wide temperature range parts are becoming obsolete and functionally equivalent parts are not replacing them. Today, for some applications, it is difficult to procure parts that meet engineering, economic, logistical, and technical integration requirements of product manufacturers, and that are rated for an extended temperature range (typically beyond 0 to 70°C). In some applications, the product is available only in the “commercial” temperature range, with commercial packaging. If the product application environment is outside the commercial range, steps must be taken to address this apparent incompatibility. For example, oil exploration and drilling applications require small, advanced communication electronics to work underground at high temperatures where cooling is not possible. This is where uprating comes into play. Despite the fact that a part can be uprated relative to functional performance at higher than specified temperatures, the original packaging and connectivity may not be reliable with long term exposure to greater than 150C due to Kirkendall voiding and general plastic degradation. However, if the original die with gold wire and aluminum pad bond is extracted from the original plastic commercial package and reassembled into a new ceramic package body, excellent reliability at temperatures exceeding 200C can be achieved. The original gold/aluminum bond interface can be removed and replaced with an electroless nickel, electroless palladium, immersion gold (ENEPIG) process, or a much more economical, automated process can be used. This process is discussed in the accompanying paper and utilizes additive manufacturing to place an aerosol jet silver deposition over the existing gold ball, interfacing with the remaining exposed aluminum. In this manner, a high-reliability connection system can be achieved which is immune to Kirkendall voiding for the temperature range of interest.