Research for Procurement

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October 1, 2006

The Department of the Navy wants to recapitalize but finds that it does not have as much buying power as it used to. Last year, CNA examined the trends in the Navy's budgets and prices to understand why the Navy could not buy as many weapons platforms as it used to: the study found that the Navy had less to spend on procurement than before and that the Navy's mix of ships and aircraft cost more on average now than before. To reverse the trend and buy more platforms, the Navy needs to devote more money for procurement and/or buy less expensive platforms. This study examined various initiatives or savings opportunities (total of 17) that would allow the Navy to allocate more money for procurement. Taken together, the total savings from these initiatives are about $7 billion to $10 billion (or 5 to 8 percent of the Navy’s annual budget). We assessed the risk associated with these initiatives and deemed most to be minimal to moderate risk in terms of cost uncertainty, effects on readiness, or other effectiveness measures. Nonetheless, tough decisions must be made and cultural and other barriers must be overcome before the Navy may reap the savings.

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August 1, 2005
This study examined the trends in the Navy’s budget and prices of its platforms (ships and aircraft) to understand why the Navy cannot buy as many platforms as it used to. We found that the Navy had less to spend on procurement than before and that the Navy’s platforms cost more now than before, leading to the erosion in the buying power. The major reasons for the Navy’s having less funding available for procurement are: the overall budget is not high by historical standards; the R&D expenditure is at a historic high; and the Military Personnel and the Operations and Maintenance appropriations, while below the historic average, have not come down as much as endstrength and force size. The major reasons for the Navy’s platforms costing more than before are: the Navy is buying a richer mix of platforms, leading to higher average cost; individual platforms are more capable than their predecessors and the additional capabilities cost more; the inflation experienced by the defense manufacturers are higher than the general inflation; the Navy is buying smaller quantities of platforms causing higher unit costs; and the defense industry consolidation may have changed the price behaviors of the remaining contractors.
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July 1, 2003
We review several innovative commercial and Navy acquisition practices introduced mainly during the 1990s. The first group of practices is associated with greater supplier involvement over the product lifecycle (such as maintenance of retail stock, third-party logistics, bundling of maintenance with equipment, leasing, and purchasing equipment services rather than the equipment). A second group of practices entails changes in the nature of the buyer-supplier relationship (such as partnering and long-term contracting, allocating intellectual property rights, and greater reliance on incentives). For each acquisition practice, we document examples of its application in both commercial and Navy contexts. We conclude that the first group of practices would be more likely to benefit the Navy if the Navy’s purchases constitute a small share of the total market for the good or service. The benefits from the second group of practices, on the other hand, can be derived even when the Navy is a large buyer relative to the total market. These latter practices could be applied more widely.
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October 1, 1996
An Integrated Product Team (IPT) is a multi-functional team formed for the specific purpose of delivering a product or developing a process or policy. IPTs are set up to foster parallel rather than sequential decisions and to guarantee that all aspects of the product, process, or policy are considered throughout the development process. To most organizations, IPTs represent a fundamental departure from past practice, one that requires changes to structures, policies, processes, and even philosophy. Consequently, IPTs need strong high-level and middle-management support and continual reinforcement to succeed. In 1995, secretary of Defense Perry directed the use of IPTs for defense acquisition. In this paper, we examine government, industry, and academia's experience with IPTs. Based on our research, we recommend ways to better implement this new management approach.
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July 1, 1995
The rapid decline of the defense budget since the fall of the Soviet Union has led to severely reduced procurement accounts for all the Military Services, and these declining budgets are likely to continue well into the next decade. For the Department of the Navy, with its many competing procurement demands, the declining budgets mean that (a) future shipbuilding must be scaled back, and (b) the question of quantity versus capability will become the paramount question as the Navy develops requirements for all new ships. In this paper, which was prepared prior to the start of the Cost and Operational Analysis of the next-generation surface combatant (SC21), I propose that one alternative that should be considered for the SC21 requirement is a set of two ships: a fully capable ship and a moderately capable ship, with the moderately capable design potentially having Coast Guard and foreign military sales application. For maximum standardization and affordability, the two ship types should be designed concurrently by one design team and introduced into the fleet at the same time in a mix consistent with fleet sizing requirements. To meet expected budgetary constraints, both ship types should be developed with firm design-to-cost constraints.
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July 1, 1995
This CNA-sponsored study identifies implications of nuclear possession between 1994 and 2003 in distant Third World areas. It identifies policies and programs affecting the design, organization, location, and employment of future U.S. forces. After exploring potential paths for the acquisition of nuclear weapons, we examined how five notional political crises (North Korea, Iran, Syria/Libya, India/Pakistan, and Algeria) evolved into nuclear confrontations. Then we analyzed what U.S. interests were relevant for each case, what political and military instruments were available, and how well they worked. Also highlighted are what the successes and failures in these cases imply for policy, strategy, and force development. We analyzed the following questions: (1) Why would some state or other party want nuclear weapons, how would it acquire them, and how fast? (2) What U.S. interests were at stake in each crisis? (3) Could nuclear use or threat of use be deterred, and how? (4) Was preemption possible, and did it make sense? (5) What kind of retaliation was feasible and justifiable? (6) How, and to what extent, did third parties participate? (7) How does the prospect of nuclear use (the nuclear shadow) affect military operations? and (8) What was the relative importance of various force components in the notional crises.
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January 1, 1995
CNA was asked to help determine a cost-effective solution to the pending retirement of the KC-130F aircraft. The study was to be done in two phases. In phase I, we were to assess whether it made sense, from an economic and operational standpoint, to conduct a second Service Life Extension Program (SLEP) on the aircraft rather than procure new production KC-130s. The first SLEP, which was performed in the late 1980s and early 1990s, was done mainly to correct structural defects. The tasker asked us to use the Lockheed KC-130X as the new production model. This paper reports the results of phase I.
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November 1, 1994
In 1991, the Department of Defense revised its instructions governing defense acquisition management. The role of Cost and Operational Effectiveness Analyses (COEAs) was spelled out at length. COEAs must be completed and presented to the acquisition decision executives at key decision milestones. For major acquisition programs, the analyses undergo extensive review within the military departments and in the Office of the Secretary of Defense. Thus, COEAs are primary--although not the only--means by which the decision authorities become informed about a program's advantages and disadvantages. Since 1991, CNA has provided leadership and staffing for a number of COEAs for the Navy and Marine Corps. Moreover, CNA has conducted COEA-like studies for various components of the Department of the Navy for many years. This paper, which draws from the collective experience of that work as well as from longer-standing principles of defense systems analysis, identifies and discusses certain issues that appear to be common to all COEAs. Each issue relates in some way to the use or misuse of cost information in the analysis. We begin with an overview of the role of COEAs in the acquisition process and a general discussion of the objectives of these studies and how they are put together. We then focus on the following issues: system versus decision alternatives; integrating cost and effectiveness results; wartime costs; discounting; risk and uncertainty analysis; and affordability.
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July 1, 1994
This paper identifies and discusses certain issues that appear to be common to all Cost and Operational Effectiveness Analyses (COEAs). It draws from CNA's collective experience in conducting COEA-like studies as well as from longer standing principles of defense systems analysis. Each issue relates in some way to the role of cost information in the analysis. Yet at the same time, each is considerably broader than what is typically thought of as cost estimating or cost analysis. We begin with the role of COEAs in the acquisition process and a general discussion of the objectives of COEA studies and how they are put together. We then focus on the following issues: system versus decision alternatives; integrating cost and effectiveness results; wartime costs; discounting; risk and uncertainty analysis; and affordability.
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October 1, 1992
This research memorandum presents three appendixes that support, and expand on, material in CNA Research Memorandum 92-91, dated July 1992. Appendix A summarizes available information on alternative fuel-vehicle emissions. Appendix B describes several hypothetical strategies that the Department of Navy might use in distributing alternative fuel-vehicles among its facilities. Finally, Appendix C describes the calculation of the cost estimates presented in CNA Research Memorandum 92-91 and includes additional tables and figures comparing the cost of vehicles powered by compressed natural gas, liquefied petroleum gas, and a blend of 85 percent methanol and 15 percent gasoline (M-85).
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