bluuebunny/crossref_metadata_2025 huggingface dataset:
SHIP SYSTEM SEAKEEPING EVALUATION — A STOCHASTIC APPROACH
Authors: JOHNSON ROBERT A. , CARACOSTAS NICHOLAS P. , COMSTOCK EDWARD N.
Published: March 2009

The recent trend in Naval Forces has been a shrinking Fleet in both numbers and ship size. This dictates that our ships must have greater operational effectiveness if the Navy is to continue to carry out its mission in the future as it has done in the past.

The seakeeping performance of a ship is a major determinant of its overall operational effectiveness. The methodology presented in this paper is a comprehensive approach to the evaluation of a ship's seakeeping performance. The scope of this methodology encompasses the assessment of ship mission scenarios and the relative importance of associated mission requirements as well as the probabilistic description of the uncertainties imposed by the variable ocean environment.

The methodology is presented in a general sense so that the seakeeping performance of a ship's configuration can be evaluated as a function of mission scenario, mission area, sea state, ship heading, and speed. In order to utilize the full potential of the methodology, more refined scenario descriptions and more accurate environment specifications must be obtained. A simplified example is presented in which a comparison of the operational effectiveness of two small hull forms is made, using information now available to the designer.

It is anticipated that the methodology presented can be used not only as a powerful tool in the decision‐making process of practical ship design, but also as the basis for parametric studies of mission strategies.
FRICTION EVALUATION OF RUDDER‐STOCK BEARINGS MATERIALS
Authors: SCHWARTZ JOSEPH I.
Published: March 2009

The static and dynamic friction characteristics of seventeen materials were evaluated at conditions of loads, speeds, and lubrication conditions similar to those found in ship rudder‐stock bearings. The purpose of this study was to determine if materials with lower friction and wear characteristics could survive screening tests in a rudder‐stock bearing environment. The results were compared to the existing rudder‐stock bearing materials which is a laminated phenolic. All of the materials successfully tested exhibited lower friction values than the laminated phenolic, wet or dry, but when the laminated phenolic was grease lubricated, it too exhibited friction values as low as those of the other materials tested. Laminated phenolic, however, exhibited severe “stick‐slip” with water lubrication at 500 pounds per square inch (3.44 megapascals) and 1.2 inch per second (30.5 millimeter per second) linear velocity.

Various statistical significance tests were conducted to determine what effects load, speed, and lubricant had on the friction values of each material. It was found that none was sensitive to changes in load. The material with the lowest friction value was a high‐density polyethylene.
THE GEORGES LEYGUES
Authors: KEHOE J.W. , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This is the second in a series reports to be published in the Journal that will present SHIP CHARACTERISTICS for various type ships scheduled for introduction, now or in the future, into the Fleets of Navies throughout the world. In this second report is a discussion of the major design concepts and basic characteristics of the GEORGES LEYGUES, a new Type “C 70 CORVETTE” Class ship soon to be introduced into the French Navy's Fleet. (Figure 1)
THE BRITISH TYPE 42 SHEFFIELD CLASS FRIGATE
Authors: KEHOE J.W. , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This is the third in an informational series of reports that present SHIP CHARACTERISTICS for various type ships scheduled for introduction, now or in the future, into the Fleets of Navies throughout the world. In this third report is a discussion of the major design concepts and basic characteristics of the British TYPE 42 SHEFFIELD Class Frigate which is being introduced into the Fleets of Great Britain's Royal Navy.
THE PROSPECT OF AN UNDER WA TER NA VAL ROBOT
Authors: DIXON JOHN K. , JOHNSON HERBERT A. , SLAGLE JAMES R.
Published: March 2009

This paper explores the concept of an underwater robot manipulator mounted on an unmanned submersible for the purpose of doing some undersea tasks of interest to the U.S. Navy. The robot concept is compared with other methods of doing work underwater and its strengths and weaknesses are enumerated. Such a robot would be able to do only simple, well‐defined tasks, but it would probably be the most economical way of doing those jobs which are within its competence. The jobs which such a device might be able to do are listed and evaluated in terms of how easy or difficult they are for a robot to do.

From this analysis some conclusions are drawn about what capabilities are needed in such a robot. It is concluded that speed of operation is not critical (In contrast to robots which are intended for industrial jobs), but that the ability to cope with unexpected conditions and to recover from mistakes is very important.

Next, existing robot technology and past research***are discussed and evaluated in terms of the needs of an underwater naval robot. Gaps in the technology are identified, and, finally, me suggestions for research are given.
THE STANDARD FRIGATE OF THE ROYAL NETHERLANDS NAVY
Authors: KEHOE J.W. , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This is the fourth in an informational series of reports that present SHIP CHARACTERISTICS for various type ships scheduled for introduction, now or in the future, into the Fleets of Navies throughout the world. In this fourth report is a discussion of the major design concepts and basic characteristics of The STANDARD FRIGATE Class ships being introduced into the Royal Netherlands Navy.
COMBAT SYSTEM TEST‐FACTORY THROUGH SHIPBOARD
Authors: GALLAHUE JAMES S.
Published: March 2009

The required configuration management and the necessary control of the Surface Ship Combat System elements demand that they be considered as integrated and tested in accordance with an integrated test plan utilizing an integrated test organization. The sometimes used approach of implementing a combat system test program based upon the individual combat system elements being independent, has proven to be less than satisfactory. Then is no question that some of the early testing at the unit, subsystem, and subprogram levels can be planned and conducted independent of a specific “end‐item” combat System.

This paper addresses the planning and implementing of combat system test with the emphases being upon the integrated phase of test and primarily the lead ship of a class. Information is presented to facilitate planning and implementing a combat system test program including use of shore facilities and integrating these activities with shipboard activities; when to form the test organization and what types of expertise are required; what are the key technical management tools; the proofing of test documentation; the need for detailed “step‐by‐step” procedures and traceability of the specified requirements; how to assist Ships Force; planning and stat using the conduct of the tests; integrating computer program and special testing into the test program; and the significance of early decisions on administrative and contractual arrangements.
THE U.S. COAST GUARD MULTI‐MISSION CUTTER: COMMAND, DISPLAY, & CONTROL (COMDAC)
Authors: HALL JON W. , ANDERSON MICHAEL D.
Published: March 2009

The U.S. Coast Guard has undertaken a ship construction program to replace Cutters which are nearing 30 to 40 years of service. These replacement ships, classed as the 270‐foot Medium Endurance Cutters (MEC), are intended for multi mission roles to satisfy both Coast Guard and Navy requirements.

To achieve the multi mission posture, and to realize a minimal manning level, an automated approach to employ the principles of a command, communication, and control system was Selected.

Since the design limitations (size and weight) for the 270‐foot WMEC were stringent, the Coast Guard designed a Command, Display, and Control System (COMDAC) which incorporated the features of previous automation efforts by the U.S. Coast Guard and Navy.

COMDAC's uniqueness lies in its ability to receive data, to process and format it in accordance with predetermined doctrine (Navy and Coast Guard), and then to display it at any of several locations. The use of COMDAC provides for the reduction of Plotters and Status Board Keepers and also allows for the NTDS interface to accomplish the various Navy missions. This paper will address COMDAC's utilization as a command, communication, and control system as applied to the Coast Guard and Navy missions.
THE INVINCIBLE CLASS LIGHT AIRCRAFT CARRIER OF THE BRITISH ROYAL NAVY
Authors: KEHOE J.W. , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This is the fifth in an informational aeries of reports that present SHIP CHARACTERISTICS for various type ships scheduled for introduction, now or in the future, into the Fleets of Navies throughout the world. In this fifth report is a discussion of the major design concepts and basic characteristics of the INVINCIBLE Claw Anti‐Submarine Light Aircraft Carrier being introduced into the British Royal Navy.
C3 SYSTEMS LAND‐BASED TESTING
Authors: CAMPBELL JAMES S.
Published: March 2009

The increasingly important role of land‐based test sites (LBTSs) in military command, control, and communications (C3) is discussed, with particular reference to system integration, R&D, and testing. The LBTS at the Naval Ocean Systems Center (NOSC), San Diego, is described in detail, and lessons learned from the operation of the and other LBTSe are considered in terms of both their tactical and strategic implications.
SHIP QUALIFICATION TRIAL OF AN ANTI‐SHIP MISSILE DEFENSE SYSTEM (ASMD SQT)
Authors: STIMSON WILLIAM A.
Published: March 2009

A qualification trial of weapons system on surface ship is, at a minimum, an onboard test and analysis service. It is applied soon after new construction, or after an overhaul period involving installation of a weapon system. Following an equipment checkout, an occasion is provided to employ the weapon against target drones at sea. Thus, the trial often represents the first opportunity of the ship to use its weapons in a dynamic way.

The new man‐machine system is usually not well integrated into the ship's combat system. However, modern threat scenarios indicate that arbitrarily brief reaction times are needed to defend against anti‐ship cruise missiles.

This paper describes a qualification trial that focuses upon the Anti‐Ship Missile Defense (ASMD) capability. The program includes formal combat system training, stressing ASMD engagement doctrine. Exercises at sea are scheduled that test the depth and breadth of the Anti‐Air Warfare (AAW) suite, as well as the coordination of the ship combat team. The exercises include electronic warfare, electronic counter‐measures, and casualty mode operations. The idea of using ASMD profiles in surface‐to‐air missile firings is discussed in terms of cost, realism, and system verification. Finally, an analysis is presented of the pass/fall criteria, most of which are subjective.
CONCEPT STUDY OF MOBILIZATION TUG‐BARGE DESIGNS
Authors: WILSON WARREN B. , FOLTIS CONSTANTINE
Published: March 2009

This paper describes one facet of a continuing effort within the Maritime Administration to insure the adequacy of the United States Merchant Marine in a war or national emergency. As a result of comments on “Merchant Ships for Wartime Mobilization Prototype Design and Construction for Readiness”, given at ASNE Day 1976, a concept study was initiated within the Maritime Administration to assess the utility of integrated Tug‐Barges in a mobilization program. The results of this study are given in this paper.

In light of the restricted number of shipways available for building the multi‐purpose mobilization ship, the need is defined for another ship type which would be suitable for construction at a larger number of facilities. General design objectives are then developed for this ancillary ship which satisfy mobilization requirements. A brief analysis of the capability of integrated Tug‐Barges to meet the design objectives is conducted, followed by four Barge concept designs and a description of Tug options, which demonstrate the feasibility of utilizing Tug‐Barges in a mobilization effort. The eventual goal, after the completion of a preliminary design phase, will be the development of a set of contract plans and specifications followed by the construction of a prototype vessel.
HOW TO MAKE 3‐M SYSTEMS WORK FOR YOU
Authors: BOOTH RONALD “J”
Published: March 2009

The primary objective of the Ships' 3‐M Systems is to provide for managing maintenance and maintenance support in a manner which will ensure maximum equipment operational readiness. This paper describes a simple improvement to the 3‐M system to accomplish that objective better.

The improvement makes the system more comprehensible and useful to Work Center maintenance personnel and to ships' officers who manage the maintenance work. To a system, which utilizes Equipment Identification Codes (EIC) and Work Center (WC) codes to facilitate the summarization and analyses of maintenance information, is added the Ships' Work Breakdown Structure (SWBS) codes which are then entered on individual work requests as they are written. Two immediate benefits are realized, the first being that work is better categorized and structured in the way in which it will be performed, and secondly, ship management can check a structured list (SWBS) of ship equipment and systems to ensure all discnpancies and needed repairs ate documented. Easier submission and processing of work packaging by the ship and repair activity is another advantage.

Advantages and benefits from this improvement are not just proposed in this paper but are actually related to a two year experience in the USS KITTY HAWK (CV‐63). A proposal to make this improvement Navy‐wide is presented
LOW‐DRA G SECTION DESIGN METHOD UTILIZING INTERACTIVE GRAPHICS
Authors: CODER DAVID W. , NORTON RICHARD M.
Published: March 2009

An interactive graphics computer program was developed to implement the design of low‐drag fairings to house components of various geometrical shapes. These low‐drag fairings are useful to reduce either hydrodynamic loads on structures or the hydrodynamic resistance of vehicle appendages.

The program features four libraries: one of low‐drag airfoil section shapes; one of airfoil section fluid‐dynamic characteristics; one of various component shapes; and one of various arrangements of these components. The program operator may call up any of the library information for display on a Cathode Ray Tube (CRT), make modifications, or create and catalog new library information.

The normal fitting mode proceeds as follows: After the operator L satisfied with the internal component arrangement displayed on the CRT, Section Shapes are called up from the library, modified, or created and placed interactively around the arrangement by specifying the location of the leading edge and trailing edge. The Section Shape, arrangement, or individual components, my be modified until the user is satisfied with the overall geometry.

The design then may be evaluated for hydrodynamic characteristics by calling up information from the appropriate library or exercising an analysis program. The inputs to the analysis program ace Section Shape, Reynolds Number, and surface roughness. The outputs are lift, drag, moment coefficients, and pressure distribution. Thus, design and off‐design conditions may be evaluated easily and the user can drive the design in the desired direction.
SESSION NO. 1 KEYNOTE ADDRESS: THE CHALLENGE OF DESIGN
Authors: LISANBY REAR ADMIRAL JAMES W.
Published: March 2009

This paper provides a critical analysis of the U.S. Navy's ability to design effective warships relative to the threat we face. Influencing our ability to design are resources, organizational, and philosophical issues. The Russian Fleet is, by any standard, a formidable opponent dedicated to achieving naval superiority. In addition to the well documented differences in design philosophies, there exist fundamental dissimilarities in Russian innovation and their ability to introduce new technologies into an operational environment in comparison to our own conservative, often lengthy, process. We need to reevaluate.

In the limit, our collective deteriorating will to design and build effective naval ships is adversely affecting our ability to accomplish the goals we need to achieve. A strengthening of our design resources must be coupled with a reassertion of will and strong technical leadership to revitalize the ship design process.
SESSION NO. 1 DEVELOPMENT OF REQUIREMENTS
Authors: PARKER JOHN T.
Published: March 2009

One of the initial steps in the ship acquisition process is the development of performance and force level requirements. This paper explores the ship requirements definition process, outlining it as it has evolved to its present form. A discussion of the organizational responsibilities and functions of various offices in the Navy and the interplay with DOD, CMB, and Congressional Staffs serves to illustrate a few of the organizational obstacles that must be overcome. Concept definition, constraints imposed, costs, effects of inflation displacement, weaponry, and similar factors affecting the process are addressed. Additional observations regarding other influences which have an effect upon the process, for example, uncertainties about the future course of surface warfare which engender caution in platform design, also are discussed. Lastly, the paper identifies opportunities for changes in the process of requirements definition.
A LOGICAL INTEGRATED APPROACH TO NAVAL COMBATANT DESIGN
Authors: REED LCDR. MICHAEL R.
Published: March 2009

NAVSEA promulgated the Ship Work Breakdown Structure (SWBS) in 1973 to provide a single language to span the entire ship life cycle from early design/cost studies through disposition. This system and its predecessors have been primarily used as an accounting system for weight and cost estimates in the latter stages of ship design, i.e., contract and detail design. The position is taken that the SWBS system can be the center of the logical approach to ship design for each and every phase of the design. Using this approach, systems engineering/ship integration can be done ensuring the consideration of each functional area in early stages of design. A matrix approach is developed which tracks the design by looking at each functional area for various systems disciplines, such as cost, manning, survivability, reliability, etc. The overall approach allows for the disciplined analysis of each functional area of the ship, with decisions/selections made by using a ship system/ship impact oriented design philosophy. Properly set up and orchestrated, this logical approach should lead to a thoroughly developed and balanced ship design, which is managed by initially putting everything from R&D, weight estimating, cost, etc., into the system that becomes even more valuable as the design matures, i.e., SWBS.
A LOOK AT FUSION POWER
Authors: DANIELSON WILLIAM F.
Published: March 2009

Fusion power is produced from a controlled thermonuclear reaction inside the fusion device. The early sections of this article discuss fusion fuel, its transformation into plasma, and the required character of this working substance for power production. Next, the thermonuclear reaction is investigated and it is shown that it will become self‐sustaining with a net power output. Later sections review a typical fusion device and answer why a reaction at 100 million degrees can be adequately contained using magnetic fields. Lastly, a preferred fusion device is examined for operational restraints and a simplified operating scenario of such a device is outlined.
SHIP DESIGN ‐ PERFORMANCE THROUGH INNOVATION
Authors: BASKERVILLE JAMES E. , WHIDDON W. DAVID
Published: March 2009

Using the design of an advanced 3,500‐Metric Ton Frigate as a baseline, the impacts of various innovative and/or advanced technologies are developed. Included in the discussion are advanced concepts and design innovations related to the design of gas turbines, combat system, survivability, habitability, electrical cables, hull structures, and fabrication techniques.
A SURVEILLANCE ASPECT OF SHIP WAVE MEASUREMENTS
Authors: McCORMICK MICHAEL E. , BHATTACHARYYA RAMESWAR
Published: March 2009

It is shown that “at‐sea” measurements of the transverse waves generated by a deep‐draught ship can be used to determine the course and speed of the ship and its distance from the point of measurement. Three staff gauges in a close proximity are required along with telemetering equipment and a spectral analyzer. By continuously monitoring the wave spectra at three points, the transverse waves in the ship's wake are detected as spikes in each of the spectra. A narrow band about the transverse wave period can then be monitored to obtain the necessary information.
THE PROCESS OF NA VAL SHIP GENERAL ARRANGEMENT DESIGN AND ANALYSIS
Authors: HOPE JAN PAUL
Published: March 2009

This paper describes naval ship general arrangement design and analysis, a system engineering process that seeks the optimization of the ship as a total system. Through this system engineering process, the ship is geometrically defined by allocating scarce resources of area/volume and functional location.

The general arrangement design team synthesizes a design from subsystem requirements, system constraints, and policy‐maker influences through iteration and negotiation into the optimum general arrangement. The use of volumetric and area ratios and indices in this process are highlighted.

The paper concludes with a discussion of a new methodology now under development for analyzing and comparing general arrangement alternatives. This new general arrangement evaluation methodology links operational performance objectives to ship design philosophy and subsystem effectiveness.
NAVSEA MARINE GAS TURBINE MATERIALS DEVELOPMENT PROGRAM
Authors: SHEPARD SAM B.
Published: March 2009

The major problem encountered by gas turbines in the marine environment is hot corrosion of hot section materials, particularly first stage blades and vanes. Prior to the decision in 1969 to use LM2500s as the main propulsion engines on the DD 963 Class ships very little progress in developing hot corrosion resistant alloys and coatings had been made. Results from early field testing of the LM2500 in the GTS CALLAGHAN indicated a first stage blade life of less than 2000 hours. Changing the blade alloy to Rene 80 and the coating to CoCrAIY improved the blade life to 7000 hours for a power profile that was almost constant at near full power. The LM2500 was eventually operated to a much lower power profile and one that represented a DD cycle. At the lower power the corrosion rate greatly increased instead of decreasing as expected. This was the first time the Navy recognized what is now called low temperature (low power) hot corrosion which occurs at metal temperatures of 1200‐1400°F.

Under NAVSEA sponsorship laboratories from the Navy and industry developed a good understanding of the mechanisms of the low power attack. Also a blade coating with a life of 9,000 hours or more than two times the life of the current CoCrAlY coating was developed and will become the near term bill of material coating for the LM2500 first and second stage blades. However, increased first stage airfoil life is still needed to meet the MTBER goals for destroyer propulsion engines.

One coating and two alloy development programs have been initiated with industry. The primary objective of the coating program is to identify new coating compositions with hot corrosion resistance of four times the current CoCrAlY overlay coating used on the LM2500 first stage blades when operating to a DD 963 type profile.

The objective of the alloy development programs is to identify directionally solidified (DS) alloys with up to four times the hot corrosion resistance of LM2500 blade alloys. Strength equal to or better than that of current alloys must be maintained. Directionally solidified cast alloys have increased strength, ductility, and thermal fatigue properties when compared to conventionally cast structures. One program is using the DS columnar grain (multicrystal) process which permits the use of conventionally cast alloy systems with marginal strength but good corrosion resistance. The other program is using the DS single crystal casting process. Single crystal materials do not require grain boundary strengtheners such as carbon, zirconium, boron, and hafnium which allows a still greater flexibility in altering compositions for corrosion resistance and strength.
THEBELAND OR THE MINIMUM MANNED SHIP
Authors: KOBURGER CAPT. CHARLES W.
Published: March 2009

One of the hard facts of maritime economics is that high ship manning costs are undermining the competitiveness of Western shipping. Western ships are inexorably being driven back to the linear trades. We are also being freed to develop capital‐intensive ships, relying on extensive mechanization and automation to replace unnecessary manpower, and on careful management. One potential dividend should be greater operational safety.

In Sweden the rising costs of operation have forced Brostrom's Rederi AB – with the full cooperation of labor unions and government – to develop the Thebeland class of 16 man ships. These have, of course, only a “cockpit crew,” intended simply to drive the ships from sea buoy to sea buoy. Heavy reliance is placed on port services at either end of a voyage, and on shoreside maintenance and upkeep.

There are many implications to all this. Crew design must be placed by (1) bridge, cargo handling, and engine room design; (2) personnel restructuring; and (3) extensive education and training. Shipboard system integration also requires proper shipping infrastructure to support it. These countries which have a close working relationship between government, builders, owners, insurers, manufacturers, and labor stand a better chance than those which do not.

It seems clear that Brostrom's new ships represent a real quantum leap into the maritime future. But one can reach a point where, in the interest of economy, too many people are displaced, and the safety of the vessel is jeopardized by the technology aboard. Do we not need to begin scientifically – not emotionally – to determine today's real economic and safe limits of crew size, and to set standards?
“DESIGN BUDGETING” ‐ A BOLD NEW SHIP ACQUISITION STRATEGY… NOW A PROVEN CONCEPT
Authors: JARVIS PAUL S. , KAZAL J. DAVID , CAMPBELL DONALD B. , HAFF MAURICE W.
Published: March 2009

Traditional ship acquisition practices no longer support the requirements of today's shipbuilding programs. These practices require development of major combat and ship systems to be essentially complete prior to issuance by the government of the Request For Proposal (RFP) for ship detail design and construction. With the need for timely delivery of warships equipped with the most modern weapon systems possible, and maximum remaining years of functional effectiveness after delivery becoming increasingly important, new acquisition strategies are essential. “Design Budgeting,” an innovative new Navy acquisition and design strategy, is now a proven concept. Developed and implemented by the AEGIS Shipbuilding Project, it has been explored in depth with the Shipbuilding Industry as an alternative acquisition process that enables Combat System development and ship acquisition to proceed concurrently. Applied for the first time in the acquisition of Ticonderoga (CG‐47), its use permitted development of major portions of the AEGIS Combat System (later to be Government Furnished Equipment to the shipbuilder) to continue well into ship detail design and construction without impact on overall schedules. Hundreds of changes to the ship engineering baseline which resulted from continued development and test of Combat System, were incorporated into the shipbuilding contract with no cost increase or delay and disruption of the shipbuilding schedule. Proven, adaptable, and available now, “Design Budgeting” is an acquisition and design strategy than can satisfy the requirements of current and future shipbuilding programs.
HANDE ‐ A COMPUTER‐AIDED DESIGN APPROACH FOR HYDROFOIL SHIPS
Authors: KING JAMES H. , DEVINE MATTHEW D.
Published: March 2009

A powerful computer‐aided design tool for use in hydrofoil ship engineering, the Hydrofoil ANalysis and DEsign program (HANDE), is described. Its relevance, structure, features, and use are delineated. The value of HANDE for design verification and variation, research studies, and rapid response studies is related through case histories. Future application and development of HANDE and related design tools are forecast.
ENERGY CONSERVATION FOR PROPULSION OF NAVAL VESSELS
Authors: BRADY EUGENE F.
Published: March 2009

Energy conservation for powering of U.S. Surface Ships continues to be of prime importance in their design. Depletion by consumption of world petroleum reserves, combined with rapidly rising petroleum fuel costs, intensifies the need for improving the efficiency of current gas turbine power plants.

Present gas turbine power plants, with a capacity adequate for naval ship propulsion, have a fuel consumption rate approaching 0.42 lbs. per brake horsepower hour at full power. Using a waste heat recovery unit, system studies show this can be reduced to less than 0.32 Ibs/BHP‐HR. This 24% reduction in fuel consumption rate at full power or 35% at part power can produce either a corresponding increase in cruising range (for the same fuel loading), or a reduction in the required fuel loading and tankage (for the same cruising range).

Therefore, to evaluate the merits of COGAS systems for U.S. NAVY Surface Ship propulsion, a study was made to evaluate their benefits. Ship impact studies and “trade‐off” evaluations were completed. The results show that ultimate fuel consumption rates of 0.28 Ibs./BHP‐HR at full power may be achieved, using large, efficient gas turbine units.

This study also showed that, to obtain this fuel consumption improvement, this system required additional space and weight. Ship arrangements are also impacted. However, the effect on ship stability is slight. The net gain justifies the use of COGAS propulsion on future naval surface ships.
THE AGE OF SAIL‐IS IT OVER?
Authors: MORISSEAU KENNETH C.
Published: March 2009

This paper explores the history, current trends and recent studies, experiments, and initiatives in the area of wind propulsion. The recent history of the development of sail as a means of ship propulsion is reviewed with regard to both sail and hull type. Studies and experiments are discussed such as evaluation for the U.S. Navy in 1956 of the use of ladder type hydrofoils with Marconi sails; a surface penetrating foil design, called an aerohydrofoil, developed in the early 1960s and recently successfully built and tested by its inventor; and the German Dynaship concept which uses an updated square rig sail configuration. Potential uses of sail for naval and commercial applications are presented, involving various sail forms such as air‐foils, the Dynaship concept, the Flettner rotor, and Marconi rigs, and hull designs such as SWATH, Hydrofoil and Displacement. The paper also discusses some of the characteristics of wind over the world's oceans and their impact on the use of sail in naval and commercial service. The need for auxiliary fossil‐fuel propulsion systems also is reviewed. An economic comparison of the cost of building and operating various sized sail‐powered ships on selected routes is provided.
U.S. NAVY SHIPBOARD ENERGY R&D ‐ AN OVERVIEW
Authors: KROLICK C. F.
Published: March 2009

The U.S. Navy shipboard energy situation is presented both in terms of historical, current, and projected postures. R&D Programs to minimize the impact of diminishing fossil fuel resources while ensuring full operational readiness are described. Near term efforts are directed at the achievement of the 1985 Chief of Naval Operations goal of twenty percent reduction in fossil fuel consumption per underway steaming hour, and they are intended primarily for the conventional steam‐powered Fleet which presently comprises eighty‐four percent on an installed horsepower basis. Longer range efforts attempt to facilitate the goal of a more energy‐efficient future Fleet in terms of new construction ships. Alternate Fuels Programs are structured to provide a capability to operate on future fuels which are readily available, and they include development of guidelines for the use of a broad range of petroleum‐base fuels as well as the qualification of snythetic fuels derived from coal, oil shale, and tar sands.
SEALIFT CAPABILITIES AND SEA SHED
Authors: ROCHE JOHN J. , CORKREY RON , BENEN LAWRENCE
Published: March 2009

Projecting our power to far corners of the earth depends on a strategic mobility triad composed of: airlift, prepositioned equipment, and sealift. Airlift can move personnel effectively and limited supplies quickly over great distances. Prepositioned equipment and supplies can extend the effectiveness of those personnel if the circumstances are right, and if we have chosen our positioning sites well. Sealift will provision the lion's share of any protracted engagement, and the ships of the Merchant Marine are a key element in our sealift resources.

This paper describes various ways that the Merchant Fleet is being made more responsive to its possible role as a naval auxiliary, and it describes a new concept called SEA SHED which can quickly expand the versatility of Containerships.

Containerships have revolutionized marine transportation and they now represent a large and growing portion of the Commercial Fleet. They are limited in the types of cargo they can carry, however, excluding much of the larger equipment required by military units. SEA SHED is a cargo module which fits into the cell guides of a Containership and effectively converts it to a 'tween deck, break‐bulk ship which can carry almost all military equipment.
INNOVATIVE CONCEPTS FOR NAVAL SHIP SYSTEMS
Authors: BRADY EUGENE F. , DUBOIS JOSEPH P.
Published: March 2009

Increasing demands are being made of U.S. naval ship designers, to provide increased efficiency in both the use of space, and in the development of “highly energy‐efficient” shipboard systems. This efficient use of space will allow the placement of additional (or larger) weapons systems on combat ships. The reduction of energy consumption, using energy‐efficient ship systems, will extend a combat ship's cruising range. Therefore, the development of suitable advanced systems will enhance the military effectiveness of U.S. Naval Combat Ships.

To achieve such improvements in naval ship design, many development programs are now in progress, both in the private sector (including Ingalls Shipbuilding Division) and in the U.S. Navy Establishment. An example of a major “NAVSEA‐sponsored” program is the RACER program, in which a “highly‐efficiency” COGAS (Combined Gas and Steam) system will be developed. This propulsion plant will be suitable for use on U.S. Navy Destroyers, and on other future naval combatants.

In order to contribute to naval ship improvement, Ingalls Shipbuilding Division conducts an Independent Research and Development Program. This program includes the development of improved propulsion, ship's service power, and auxiliary systems. These include advancements in their type, efficiency (space and energy), and shipboard configuration.

This paper will describe recent advances in these ship systems. Innovations to be described included advanced power plants (COGAS and other power plant configuration), and reduction of hull and appendage drag. Innovative auxiliary systems will include water purification, and energy‐efficient auxiliaries. The emphasis will be on their viability for U.S. Navy application, and the potential for improved energy efficiency.

Not all of the concepts described will be eventually implemented on naval ships. However, if those which do not result in hardware serve to stimulate discussion, and development of other innovative systems, this paper will have served its purpose.
TO FOSTER INNOVATION IN NAVAL SHIPS
Authors: POWELL ALAN
Published: March 2009

After contrasting the R&D climate of air and sea vehicles to provide the background, several specific inhibitors to innovation in naval ships are made evident through an analysis of some of the history of roll stabilization. These and other inhibitors recur many times elsewhere, and suggestions are made as to how the underlying cause of these inhibitors might be alleviated by giving attention to various aspects of the R&D environment for innovation in naval ships.
SURFACE EFFECT SHIP (SES) AMPHIBIOUS ASSAULT SHIP (LSES) FEASIBILITY STUDY
Authors: STOIKO MICHAEL , PATAPIS ISIDOR
Published: March 2009

Amphibious warfare and the MARINE CORPS national defense role for the 1980s and beyond have been changing drastically since World War II. In the ensuing 36 years, terrorism has become commonplace on a national scale, many sophisticated weapons have been developed including rockets and other precision‐guided munitions, long‐range jet aircraft, and highly aggresssive mobile armored units, which can be applied against a beachhead. The potential for surprise, accordingly, has been severely reduced, and a large amphibious force assembled for an assault has become extremely vulnerable.

The full impact of these military technological changes cannot be determined precisely. In general, it is expected that each will tend to increase the tempo of amphibious warfare in the sense that increased mobility will vastly reduce the time between events on the beachhead and cause increased casualties and material destruction.

It was both appropriate and timely, therefore, that this study not only discuss the revolutionary LSES ship design aspects but also re‐examine the classical missions and doctrines and present innovative changes that are more compatible with the increased tempo of modern warfare and will permit the UNITED STATES NAVY and the UNITED STATES MARINE CORPS to continue to effectively fulfill their assigned roles and missions into the next century.
NAVAL SURFACE WEAPONS SYSTEMS CONTROL SYSTEM TECHNOLOGY
Authors: CORNETT PAUL C.
Published: March 2009

The Missile Launching Control System of the Guided Missile Launching System (GMLS) Mark 13 Mod 4 is being modified to improve troubleshooting and maintenance, and a training system has been developed to improve training techniques for the operation of the GMLS Mk 13 Mod 4. The improved training technique is the Launcher Maintenance Operational Training System (LMOTS) which allows the technician to get operational and troubleshooting training at the control panel without the need for an actual launcher attached to that control panel. The launcher is replaced by a Launcher Order Responder Unit (LORU) which simulates the actions of the launcher and the possible failures which may occur within the launcher system.

An improved troubleshooting technique for the GMLS Mk 13 Mod 4 is accomplished through the use of Built‐In Test Equipment (BITE). The BITE lets the technician identify and troubleshoot problem areas by means of a keyboard/display and the schematic diagrams. In the future, the On‐Line Monitor (OLM), may actually do the troubleshooting for the technician. The OLM continuously monitors the system and notifies the technican of any problems via a code on the display. Future technology may also include a redundant microcomputer‐based control system which, due to the redundancy, could require little or no unscheduled maintenance. This system, as with the previous system described, is dedicated to increasing the efficiency of troubleshooting the GMLS's control system and helping to reduce the mean time to repair the system.
CURING HIGH PERFORMANCE STRUCTURAL ADHESIVES BY ELECTRON‐BEAM RADIATION
Authors: CAMPBELL FRANCIS J. , BRENNER WALTER
Published: March 2009

Electron‐beam curing of structural adhesives offers a number of potentially attractive features as compared to currently used thermal curing techniques. Probably the most significant feature is the capability of this technique to effect cures at ambient temperatures in remarkably short periods of time using only contact pressure. Radiation curing also helps to avoid residual thermal stresses which are often induced by curing at elevated temperatures. Other benefits which are of practical value include: less energy consumption due to the elimination of autoclaves and curing ovens, simplified processing at essentially contact pressure, and avoidance of air pollution as no volatile products are evolved during the cure of the totally reactive adhesive composites. Experiments have been carried out to identify polymer systems for adhesive applications which can be cured via radiation and to optimize their performance when exposed to various environmental conditions including moisture, solvents and high temperature aging. Aluminum lap‐shear test specimens which were cured with electron beam radiation over a wide range of dosages, were employed for these studies. Data have been developed on a number of candidate structural adhesive systems such as polyesters, vinyl esters, acrylics and modified polymides. Preliminary conclusions are presented on the performance of these systems and recommendations are made for optimizing this technique for curing prototype assemblies with industrial electron beam accelerator equipment. Commercially available electron accelerators having magnetic beam‐sweeping heads can be used for assembly‐line processing, and remote‐controlled linac heads can be directed for localized processes such as spot‐bonding, weld‐bonding, applying repair patches and installing stiffeners on aircraft, missiles and high‐performance ships.
ADVANCES IN TOWED VEHICLE DESIGN TECHNIQUES
Authors: HUMPHREYS DOUGLAS E. , SUMMEY DELBERT C.
Published: March 2009

A hydrodynamic vehicle design analysis of a towed environmental sensing system was conducted. The primary thrust of the analysis was to determine the towed vehicle geometry and mass characteristics which best meet the depth‐keeping and stability requirements. The effect of the tow cable, depressor, and tow ship were also examined. The design requirements, initial vehicle geometry, the effects of geometry modifications, and the final vehicle geometry are presented. Longitudinal and lateral stability are presented as a function of geometry. Towed vehicle response is predicted for typical seaway and ship motion forcing functions, and the system tow performance is presented as a function of speed and depth.
THE PERA (SS) ROLE IN SUBMARINE LIFE‐CYCLE MAINTENANCE PLANNING
Authors: LANZILLO KENNETH F.
Published: March 2009

Submarine Life‐Cycle maintenance and modernization planning has undergone dramatic and far reaching changes in recent years contributing significantly to the readiness, availability and quality of submarines. These changes emanated through innovative thinking at NAVSEA, the Submarine Type Commanders and PERA (SS). This paper deals specifically with the role of PERA (SS) in conceiving, developing and implementing those changes.

The paper outlines a brief history of PERA (SS), discusses submarine life‐cycle maintenance and modernization methodology, and provides a glimpse of evolving innovations that will set the pace for the 1980's and beyond.

The paper describes the major programs and products provided by PERA (SS). These include technical maintenance standards for restoration of submarine components; overhaul and restricted availability work packages which consolidate, integrate and define all work authorized by the various customers; hardware and specifically applicable engineering drawings to modernize submarines; complex components for direct change‐out during overhauls; identification of maintenance and modernization material needs; and standarized test documents.
THE INTRODUCTION OF HEAT RECOVERABLE COUPLINGS TO SHIP REPAIR AND MAINTENANCE
Authors: LIBERATORE DONALD J. , BASKERVILLE JAMES E.
Published: March 2009

Although Heat Recoverable Couplings (HRCs), used to join pipe, may be labeled innovative “state‐of‐the‐art” technology for U.S. Naval Shipyards, they have been in use in foreign ships and high technology industries for over a decade.

HRCs provide a permanent leak‐proof pipe joint in specified applications without the use of high temperature and the inherent hazards of an open flame. Manufactured from NITINOL, a nickel‐titanium alloy developed by the U.S. Navy, the couplings exhibit a “shape memory” characteristic. That is, they return (shrink) to a specified shape (pipe diameter) thus forming a mechanical seal when the expanded coupling is removed from a cryogenic environment and warmed above approximately —130°C.

This paper provides background information into the development of NITINOL, technical explanation of shape memory metallurgy, and a summary of results, with specific examples, describing the trial use of HRCs at Pearl Harbor and Norfolk Naval Shipyards. Limited return cost data and recommendations for future use are presented.

Then, using the HRC Program as a basis, the Authors discuss the conservative nature of the ship repair and maintenance environment. This environment, in the Authors' opinion, couples with complex contractual constraints and requirements which serve to restrict the introduction of new ideas. An analogy is made to Russian tenacity of recent years which promotes “exploring and doing” while we in the U.S. Navy are frequently content to study.
INTERNAL BALLISTICS OF WEAPON LA UNCHING SYSTEMS
Authors: YAGLA JON J.
Published: March 2009

The management of hot rocket exhaust has been of particular concern in the development of the new canister type launching systems. Special materials have been required to protect the launchers and ships from the rocket exhaust. The design of the Vertical Launching System (VLS) for STANDARD missile has been particularly critical due to the tremendous temperatures and quantity of exhaust from the missile and the additional fact that the exhaust must be safely managed within the ship.

The analysis of the internal gas flows through the new missile launching systems has been a challenging problem in transient internal ballistics in which many complicating factors have played significant roles. For example, strong pressure waves traveling through the system govern the mechanical strength of the design. Turbulent convective heat transfer from the hot exhaust stream provides the largest thermal input to the launching system and requires the design of protective material for the interior surfaces of the canisters and launchers. Complicated and ill‐understood chemical reactions occur in the exhaust stream as it passes through the system, causing the chemical composition of the exhaust, and, therefore its material properties, to be different at every point.