bluuebunny/crossref_metadata_2025 huggingface dataset:
ComSubLant Pump and Valve Repair System
Authors: MUELLER JOSEPH B.
Published: March 2009

Flexible Computer Integrated Manufacturing (FCIM) technology existing today in industry, combined with modern repair processes, can be used to address erosion and corrosion inherent in submarine and surface ship fluid systems. Commander Submarine Force Atlantic Fleet (ComSubLant) will implement in the near future a pump and valve repair system in the Trident Refit Facility (TRF), Submarine Base, Kings Bay, Ga. The system will support the repair of submarine and surface ship components such as valve bodies, valve tailpieces, and pump casings. It will replace metal lost by erosion and corrosion using repair processes such as automated welding and epoxy spray and reliably return these components to original specification with computer numeric controlled (CNC) machining.
Fuel Cell Power Plants for Surface Fleet Applications
Authors: GOUBAULT PHILIPPE , GREENBERG MARC , HEIDENREICH TODD , WOERNER JOE
Published: March 2009

This paper describes the results of a study undertaken to determine the impact of fuel cell technology on the design and effectiveness of future naval surface combatants.

The study involved the collection of data to characterize four different fuel cell technologies: proton exchange membrane, molten carbonate, phosphoric acid, and solid oxide fuel cells. This information was used to expand current computer models to develop specific fuel cell plants that met the power requirements for several applications on a nominal 5000 Lton destroyer and a nominal 2000 Lton corvette.

Each of the fuel cell technologies was incorporated into several applications aboard the destroyer and the corvette. These applications included combinations of centralized and distributed ship service power, and propulsion power. In addition, the impact of fuel cell technology was determined for a ship service power backfit option aboard a DDG‐51 class destroyer.

The results of the impact on the ship designs were analyzed and a military effectiveness assessment was conducted to address such issues as the impact of fuel cells on mobility, survivability, affordability, and on the environment.

The paper identifies which aspects of the fuel cell technologies have the greatest impact upon the ship designs and their operational costs. Recommendations are given for future technology development efforts required to make fuel cells suitable for Navy service.
The PCF, A Patrol Craft Standard
Authors: GUARINO SALVADORE J.
Published: March 2009

The Patrol Craft Fast (PCF), a 78‐foot patrol boat designed and produced by the Trinity Marine Group (TMG), is the result of the U.S. Navy's requirement to have a standard patrol craft design available for their Foreign Military Sales (FMS) program. To date, 25 vessels have been built and delivered. The contract was awarded after proposals were evaluated on both technical merit and costs. The author discusses the problems presented by the Navy's Circular of Requirements (COR) as well as the solutions and compromises TMG adopted for their successful design. The craft's characteristics and performance are presented including descriptions of the hull form, structure and propulsion.
Design Considerations Integrating ETC Gun Systems Aboard Naval Surface Combatants
Authors: GRATER GUY F. , FAGAN STEVEN
Published: March 2009

The naval surface combatant is an ideal platform for fielding emerging electric armament technologies such as Electro‐Thermal Chemical (ETC) Gun Systems. ETC Gun Systems are demonstrating the capability of meeting mission requirements in Naval Surface Fire Support, Ship Self Defense and possibly Theater Missile Defense areas. However, integration of ETC Gun Systems into a surface combatant requires coordination of many Hull, Mechanical and Electrical (HM&E) technologies in conjunction with the combat system development in order to provide a cost‐effective ship system.

This paper addresses the design considerations for integrating a 5 inch ETC gun and two 60mm ETC guns aboard a naval surface combatant. The proposed architecture for the power system utilizes a power take‐off arrangement from the main propulsion drivetrain to provide the necessary prime power. The projected mission profiles of each gun system and the resultant prime power requirements are derived. The extraction of prime power from the ship's propulsion system, power conversion, conditioning and control techniques, power transmission throughout the ship, pulse forming and energy storage requirements, system grounding and safety, and thermal management issues are then discussed. Engineering research at Naval Surface Warfare Center, Annapolis continues to confirm the feasibility of integrating ETC guns aboard naval surface combatants.
Joint Logistics Over the Shore Operations
Authors: VAUGHTERS THEODORE G.
Published: March 2009

Joint Logistics Over the Shore (JLOTS) operations are the unloading of ships without the benefit of fixed port facilities. Container ships, RO/RO ships, break bulk ships, heavy lift ships, and tankers are the most common merchant vessels utilized in JLOTS to transport military cargo. Operational requirements dictate that merchant ship unloading be conducted over unimproved shorelines in Sea State 0 through 3 conditions under adverse environmental conditions. New technology is currently being developed to improve the offshore unloading of the various types of merchant ships normally used in JLOTS operations, but to date technology has not been able to satisfy the Sea State 3 requirement Several new JLOTS subsystems were recently tested as part of a OSD sponsored joint service test and evaluation program called JLOTS III. Test operations above Sea State 2 were not possible. Lighters, cargo transfer systems, and personnel did not have the capability or training to perform in Sea State 3 as currently required by military doctrine. This paper discusses the current state of affairs of JLOTS technology developments with regard to three questions: (1) is the Sea State 3 requirement still a valid requirement; (2) can existing technology in combination with improved training solve the problem; and (3) can emerging technology provide a better, more cost effective solution in the long run? This paper addresses several emerging JLOTS technology initiatives which, if implemented, could vastly improve JLOTS and make the entire JLOTS system much more affordable.
Ship Repair Cost Model
Authors: SMITH BERTRAM D.
Published: March 2009

Performing work cost effectively is essential to long‐term survival in a competitive marketplace. That includes today's marketplace for ship repair, both public and private sector. One mechanism for determining whether work is being done cost effectively is measurement against a cost model that comprises both labor and schedule standards.

This paper describes a standard cost model for use in analyzing the effectiveness of ship maintenance planning and execution. The model establishes a baseline that provides a common point of reference for both maintenance customer and provider.

The use of a standard cost model for evaluation of shipwork effectiveness is particularly important during this period of increasing maintenance costs, decreasing Navy ship force structure, and changes to the Navy maintenance support infrastructure.
The Maintenance Requirements System: Risk‐Based Resource Programming at Work
Authors: JACOBS KENNETH S. , SODERSTROM GRANT W.
Published: March 2009

The U.S. Navy has refined its Program Objective Memorandum (POM) development process to ensure that future budgets provide adequate ship maintenance funding while maintaining the proper balance between force structure and force readiness. The Maintenance Requirements System (MRS) is now the process which allows the U.S. Navy Surface Ship community to forecast and defend its requirements by articulating the potential mission impact (risk) of funding constraints.

Risk is defined across many disciplines as the product of the severity of an outcome and the probability of an outcome. For maintenance, we define relative risk as the severity of system failure times the probability of system failure if a maintenance task is not performed.

Any limited budget carries some risk, since some maintenance tasks will not be funded. When funding for a future availability is constrained, MRS sorts the representative maintenance tasks in descending order of risk and cuts the list based on funding. MRS then identifies the mission impact of each unfunded maintenance task. This method does not predict or dictate the actual maintenance performed on each ship in the future, but through feedback it projects the types and costs of required maintenance and provides an estimate of the impact of funding constraints.

This paper outlines the basic principles of risk‐based decision making, provides a detailed discussion of an actual risk‐based decision making process (MRS), and suggests some other maintenance applications of risk‐based decision making.
THE FRANK G. LAW AWARD FOR 1993
Authors: YURSO JOSEPH F.
Published: March 2009

Joseph F. Yurso's long‐standing dedication, accomplishments and contributions to the mission of the American Society of Naval Engineers have been truly significant. His strong leadership throughout the past decade has been singularly responsible for the growth of membership, expansion and involvement of high quality technical symposia, vision and reputation enjoyed by the Tidewater Section.

He has been in the vanguard of the Total Quality Management movement in his positions as Section Councilor, member of the National Council and Vice President of the Society, always striving for significant process improvements through personal example and leadership. His technical and managerial skills acquired during a long Navy career of management, decision making, problem resolution and motivation, and applied continuously in his volunteer roles, are recognized as unique by his subordinates, peers and superiors. It is most fitting that he receive the Frank G. Law Award for 1993.
THE SOLBERG AWARD FOR 1993
Authors: BARBANO JOSEPH J.
Published: March 2009

Joseph J. Barbano's efforts have resulted in SHIPALTS for numerous classes of surface combatants, and the application of low observable technology to new surface platforms.

In the mid 1980s, he was responsible for the planning and execution of the test program for a classified technology demonstration program. The results demonstrated the feasibility of applying signature reduction technology to surface combatants. He accelerated the program by six years by establishing new technical methodologies for design, testing, development, validation, and assessment of low observable applications. He developed quality assurance standards, test procedures and specifications for the low observable materials and components.

Mr. Barbano directed the first two large‐scale applications of signature reduction technology to surface combatants. In the Persian Gulf, he led a team of one‐hundred contractor personnel to conduct rapid installations of low‐observable applications on forward deployed combatants in preparation for Operation Desert Storm.

He has significantly improved the self‐defense capability of existing surface combatants and provided new capabilities for the future surface navy. Mr. Barbano's advancement of naval engineering through far‐reaching research and development make him most worthy of selection for the ASNE Solberg Award for 1993.
Pitch Stabilization for Surface Combatants
Authors: FERREIRO LARRIE D. , SMITH TIMOTHY C. , III WILLIAM L. THOMAS , MACEDO ROBERTO
Published: March 2009

Pitching is one of the most damaging motions for a ship, and is the obvious choice after rolling for reduction to improve ship operability. Although SWATHs or bigger monohulls have greater operability, they are often costly. Therefore, some method of stabilizing pitch on existing combatant hulls should be found. Historical research has shown that devices such as transom flaps and bow fins are ineffective or undesirable, but canted rudders show some promise. Using criteria for ASW and mobility operations, a destroyer hull equipped with large canted rudders using rudder pitch stabilization (RPS) was modeled on seakeeping evaluation programs. Its motions and operability were compared with a baseline hull (no RPS) as well as a SWATH and a larger Seakeeping Monohull. RPS reduced pitch motions 30–40% and improved operability 6–11% over the baseline hull, making its seakeeping performance comparable to the SWATH and Seakeeping Monohull. The use of high‐lift devices can provide the same performance with reasonably sized rudders. We recommend a program to further develop pitch stabilization using high‐lift canted rudders, including development of high‐lift foil technology and small‐scale validation of the RPS concept.
EMI Avoidance
Authors: Valvonis Stephen , Nosek Lawrence T. , Krawchuk John M.
Published: March 2009

The electromagnetic environment of today's surface combatant is both extremely complex and dynamic in nature. The quantity, sophistication, and sensitivity of the installed communication systems have grown in concert with the technological advances of the electronics industry. The evolution of new electronic systems has yielded not only new sources of electromagnetic interference (EMI) but also an increased susceptibility to existing EMI. However, the traditional EMI abatement efforts, though productive, have failed to keep pace with emerging EMI‐induced problems.

Those facts suggest the need for a new approach to EMI. This paper describes a new concept that enables us to intelligently predict EMI impact and achieve a system configuration that maximizes circuit effectiveness while minimizing the degrading consequences of EMI. We discuss use of the enhanced data processing capabilities of today's personal computers and the new generation of automated test equipment to develop software and data collection methods to obtain, quantify and reduce the diverse radio frequency spectrum variables. Once the data are accumulated in a common database, they can be tailored to a specific end user's operational requirements. The resultant frequency information can be displayed in a simplified and informative manner suitable for use at all levels of expertise from fleet operator to radio communications system (RCS) system design engineer.
STANDARD FLEX
Authors: Hornhaver Cdr sg H.
Published: March 2009

ABSTRACT  Necessity is the mother of invention. This proverb aptly describes how the concept of STANDARD FLEX was born.

In the early 1980s, the Royal Danish Navy was facing a major replacement problem. Approximately one third of the ships, twenty‐two, comprising six fast attack craft, eight patrol craft and eight mine countermeasures vessels were to be phased out due to obsolescence and age. Realistic long term budgeting clearly indicated that an ordinary ship‐for‐ship replacement would not be feasible. As it was, the idea emerged to have a standard hull with a standard propulsion system designed in such a way that it could take a variety of containerized equipment and weapons bads to suit various roles. Standardized containers and interfaces would then allow the outfit for one role to be interchanged with that of another within a few hours. Sensors common to all roles, or not suited for containerization would be permanently fitted. In addition, a modular flexible Command, Control, Communications and Information System (C3I‐System) would be essential for control and operation of weapons and systems carried. A distributed architecture and open configuration would allow the C3I‐System itself to have hardware and software modules added or removed to meet the changing requirements of new technology.

A basic idea of the Standard Flex concept is to mount weapons and non‐permanent equipment in standardized containers to make possible a rapid exchange of weapons and equipment required for one specific role to that required for another role. The significance of the Standard Flex concept is the ability to change the role configuration rapidly to adapt to new situations. Primary roles identified by the Royal Danish Navy include Surveillance, Mine‐laying and Mine Counter Measure, Combat. Anti‐Submarine Warfare (ASW), and civilian roles.

The lead ship of the Standard Flex 300 Class, Flyvefisken. was delivered to the Royal Danish Navy by the end of 1987.
Modularity in HM&E Systems
Authors: Hane Thomas H. , Gauthier Elizabeth , Lang Scott W. , Valsi Tracy Joseph
Published: March 2009

ABSTRACT  This paper will briefly discuss the philosophy of the ATC program and describe in detail three hull, mechanical and electrical (HM&E) prototype module efforts and lessons learned. In addition, the paper will identify benefits for using common modules, challenges to the use of common modules, and future modularity efforts of the ATC program.
LPD 17: In the Midst of Reform
Authors: Fireman Howard , Fowler Jim , Mclntire John , Wilkins Cdr. Jim
Published: March 2009

ABSTRACT The LPD 17 Amphibious Transport Dock Class will be the functional replacement for the LPD 4, LST 1179. LSD 36 and LKA 113 Classes of amphibious ships scheduled to be decommissioned prior to 2010. The program is nearing completion of Contract Design with the lead ship scheduled for commissioning early next century. Like its predecessors, the LPD 17 design is focused on meeting the amphibious mission lift requirements, and does so capably: 2300 m2vehicle lift, 710 m3cargo capacity, 720 troops, 2 LCAC and 2 CH‐53 (or 4 CH‐46) spots. In contrast to the ships it replaces, LPD 17 Class ships will have superior passive survivability (e.g., reduced radar cross section, structural hardening, collective protection system, smoke ejection system) and unprecedented AAW self‐defense combat systems: 64 Evolved Sea Sparrow Missiles (ESSM) “quadpacked” in a 16‐cell MK 41 Vertical Launch System (VLS) controlled by the Ship Self‐Defense System (SSDS) and Advanced Combat Direction System (ACDS) using AN/SPS‐48E, AN/SPQ‐9B and Cooperative Engagement Capability (CEC). LPD 17 also employs the first full ship fiber optic cable plant for the backbone of its Integrated Interior Command and Control (IC)2‐ system.

In addition to its many technical “firsts,” LPD 17 is the first Acquisition Category (ACAT) ID naval warship acquired under the revised Department of Defense (DoD) 5000 series acquisition requirements. More recently, the LPD 17 program became the first lead ship new construction program to implement the June 94 Secretary of Defense specifications and standards reform policy. This procurement policy change effectively prohibits reliance on the thousands of Military Specifications and Standards (MILSPECs and MILSTDs) unless specific, individual waivers are approved. Because Contract Design was approximately two‐thirds complete at the time the policy was signed, the LPD 17 Design Team developed and executed an accelerated three‐phase review effort with five shipbuilders and the American Bureau of Shipping. This effort resulted in the elimination of over 75% of the original 1500 government references.

Inherent in the review process was the requirement to neither compromise military performance nor increase program cost. Accordingly, a critical core of MILSPECs and MILSTDs are presently considered as candidates for retention in the ship specification and waiver requests are being prepared. The waiver policy also calls for review and waiver of the entire ship specification. Broad impacts of this reform effort are presently being assessed as the LPD 17 Program continues toward lead ship construction approval.
Breaking the Ice of Acquisition Reform
Authors: Pesile Ens. Christopher , Hess Lee , USCG LCdr. John lUttle.
Published: March 2009

ABSTRACT  In the spring of 1992 the Naval Sea Systems Command was forced to cancel the solicitation for the Coast Guard Polar Icebreaker replacement due to affordability issues. Yet less than a year later a contract was awarded for detailed design and construction of a Polar Icebreaker. To accomplish this, a team was organized in April of 1992 to rethink the technical and programmatic approach for acquisition. A number of the approaches used have been included in the new Department of Defense (DoD) acquisition policy statement of June 1994.

Because of the innovative nature of the approach, the Program Office conducted a lessons learned review by revisiting program documentation and interviewing the major players. This paper examines the process through which changes were made and the rationale for them. It finishes with a summary of some of the more important lessons learned by the project team both during the redevelopment of the solicitation and the first phase of the contract.
The Gold Medd Award
Authors: Somoroff Allan R.
Published: March 2009

The Gold Medal Award, presented annually since 1958, is given to an individual who has made a significant naval engineering contribution, through personal effort or through the direction of others, in a particular area during the past five years.
The Frank G. Law Award
Authors: Russell Ms. Donna
Published: March 2009

for outstanding contributions to the advancement of the Society through dedicated service as set forth in the following

The Frank G. Law Award, presented annually since 1980, is given to an individual whose longtime dedication and service to the Society is deemed worthy of special recognition. Captain Law was secretary‐treasurer of ASNE from 1969 to 1980. In his honor, this award recognizes long‐term significant contributions of service to the Society.
The Claud A. Jones Award
Authors: Neily Commander David C.
Published: March 2009

for his significant contribution to naval engineering as set forth in the following

The recipient of the Claud A. Jones Award, presented annually since 1987, is a fleet or field engineer who has made significant contributions to improving operational engineering or material readiness of our maritime defense forces during the past three years. Admiral Jones' career spanned over forty years including his midshipman days, the first twenty‐four years largely spent on ships and with the fleet serving with distinction in engineering assignments. He was awarded the Medal of Honor for “extraordinary heroism in the line of his profession” as a result of his courageous actions in 1915, while serving as engineer on the USS Tennessee, when his ship was wrecked by a tidal wave.
Dual Use of Heavy Lift Ships as Maintenance Platforms and Transports for Mine Warfare Ships
Authors: Hepburn Richard D.
Published: March 2009

Today, the U.S. Navy is faced with world‐wide requirements for Mine Countermeasure Ships (MCMs). The size and propulsion characteristics of these ships make “heavy lifting” around the world a viable option. The heavy lift method of ship transport has been used successfully in the past for ships of this class. During the Gulf War (1990–1991), the U.S. Navy determined the fastest and most efficient way to transport Mine Warfare ships to and from the Arabian Gulf was via a Dutch heavy lift ship. This mode of transport affords a drydocking opportunity, where critical pre‐ or post‐deployment underbody maintenance can be completed. The heavy lift ship provides a potential in‐theater docking platform asset for emergent underbody work to be performed while the ship is in transit. This paper describes in detail previous heavy lift experiences, including specifics regarding capabilities, limitations, and lessons learned. It also discusses the feasibility for future heavy lifts for up to four MCMs.
Intelligent Machinery Control Integration
Authors: Fairhead Donald L. , Hall Charles C.
Published: March 2009

A growing concern about the shrinking size of the U.S. Navy budget and the pool from which selections will be made to “man” U. S. Navy shipboard systems has led to investigations on achieving improvements in affordability and operational effectiveness. One such investigation has resulted in the development of the Standard Monitoring and Control System (SMCS), a modular, open architecture control system which includes the control system components for propulsion, electric plant, auxiliaries, and damage control. The first major technology upgrade to SMCS will entail the insertion of Artificial Intelligence (AI) technologies into HM&E monitoring and control applications. The Intelligent Machinery Control Integration Task (IMCI) was established to provide a structural approach for this major technology upgrade. As part of the first phase of IMCI, an identification of intelligent control requirements, an assessment of AI technologies, and a survey of intelligent control applications were performed. This paper lists those HM&E‐related shipboard operational requirements from which intelligent machinery control requirements will be identified. Also, there is an initial assessment of AI‐related reasoning and the following AI technologies, knowledge‐based systems, fuzzy logic, neural nets, and genetic algorithms. The survey provided some insight into applying AI technologies to SMCS shipboard operational requirements.
Numerical Study of Waterjet Inlet Pressure Distribution
Authors: Latorre Robert , Kawamura T.
Published: March 2009

This paper presents the results of a numerical study of the surface pressure distribution in the waterjet intake section. The two‐dimensional Navier‐stokes equations are solved for the flow around a test boat hull with/ without the waterjet system using the Tokyo. University Modified Marker and Cell (TUMMAC V). A jet flow is imposed at the waterjet outlet to adjust the inlet flow. The calculated inlet pressure distribution Cp results are in agreement with published measurements for the case of 30 and 45 degree inlet configurations.

Calculations are then made to examine the influence of the bottom lip fairing on the inlet Cp distribution with and without trim. The calculation results show the trim by the stern reduces the value of maximum Cp and results in a small increase in the waterjet energy interaction efficiency ηEI.
Optimizing Performance and Reliability of Automated Machinery Control Systems and Instrumentation
Authors: Marshall Bruce , Egnak Shawn
Published: March 2009

ABSTRACT  Control and measurement systems can comprise complex arrangements of electro‐mechanical components which operate as sensor‐to‐readout chains. To achieve maximum automation capability of the host engineering systems, these instrumentation suites present challenges regarding alignment, calibration, and associated logistics. Accuracy of all components is also critical for use by knowledge‐based condition assessment systems to form judgments regarding plant operation and maintenance. This paper presents a successful effort which supports these requirements.

System calibration is the process that ensures that a measurement chain, consisting of inter‐related components, is accurately monitoring an engineering parameter within a specified tolerance. This entails calibration of a measurement or control system as a unified entity, from endpoint to endpoint, having first performed any prerequisite alignments. This approach enhances system availability by reducing operational problems through preventive methods that ensure correct setting of control circuitry and alarms, as well as interchangeability of components and spares, and by providing troubleshooting techniques to solve certain emergent difficulties.

System‐level calibration concepts are described, in the form of an existing Navy program, along with a summary of benefits to Fleet operators and instrumentation support engineers. Lessons learned from this application, as they pertain to design and specification considerations, are also addressed. Examples of the relationship of calibration to today's and future technology are also given.
Technology and Manning for Safe Ship Operations
Authors: Wilson Marc B. , GSR Michael E. Pollard.
Published: March 2009

ABSTRACT  Current technology‐centric U.S. maritime manning reduction trends have led both the maritime industry and government policy makers to revisit the safety issue. This paper identifies the manning processes, examines, and assesses process boundaries, and evaluates relevant safety issues.

This examination finds that ample opportunities exist for both improved ship safety and proper business process re‐engineering, but that current applications of technology will yield dangerous results unless human factors or ergonomics is included.
Undersea Technologies in the Former Soviet Union
Authors: Ph.D. Michael J. DeHaemer.
Published: March 2009

ABSTRACT  A team of experts, assembled by the World Technology Evaluation Center, visited twenty‐five locations in Russia and Ukraine to observe the state of undersea technologies. Academic sites, basic research institutes, industrial development laboratories, and oceanographic operating bases were visited. The report highlights specific technologies that support research submersibles; and critiques the strengths and weaknesses of the ocean technologies establishment.

Russia and Ukraine were found to have a number of strengths, especially in test facilities, a large fleet of surface and submersible research vessels, and highly educated and qualified engineers and scientists. Although political and economic conditions need to be overcome, there is motivation for many cooperative commercial or research ventures with both government institutes and new private companies in Russia and Ukraine.
Comparison of Fiber Optic and Conventional Sensors for Naval Applications
Authors: Albor Nancy , Herr John , Mastrogiovanni Steve , Mulderrig Francis , Nucci Larry , Price Anthony , Remner David , DiTaranto James R.
Published: March 2009

Over the past three years the Carderock Division of the Naval Surface Warfare Center (CDNSWC), under the auspices of the Naval Sea Systems Command (NAVSEA), has investigated the possibility of replacing conventional Hull, Mechanical and Electrical (HM&E) sensors with their fiber optic counterpart. The goal of the Navy in this effort is to provide the shipbuilder with specifications for fiber optic sensors that, as a minimum, meet the current performance level of conventional sensors and decrease life cycle costs. The approach of this effort has been to investigate commercially available sensors and write specifications that incorporate the Navy's needs and industry's capabilities. In order to accomplish this task, a comparison of conventional versus fiber optic sensors was conducted. This paper describes the work performed as well as the anticipated future of fiber optic technology in each of the sensing areas.
The Rational Behavior Software Architecture for Intelligent Ships
Authors: Byrnes Ronald B. , Healey Anthony J. , McGhee Robert B. , Nelson Michael L. , Kwak Se‐Hung , Brutzman Donald P.
Published: March 2009

The solutions to the power projection, transportation, and operational needs of the Navy as it faces the 21st century must account for reduced manning levels. This leads naturally to increased use of computers, automation, and intelligent systems in the concept and design of the next generation of ships. In addition to the acknowledged hardware needs, the problem of autonomic and autonomous control of shipboard systems and missions are amenable to and will, in fact, require software solutions. Despite current technology, large, reliable software systems are difficult to achieve because correctness in requirements analysis, design, implementation, testing, modification, and maintenance of software are difficult. Software is also difficult to quantize and display; hence, the effort and costs involved in its development are easily underestimated. This paper describes an approach to the problem of providing structure, in the form of a software architecture, to the software performing autonomous control of missions and their related tasks. In concert with the need to reduce complexity, the architecture must support simple, rapid reconfiguration of code should vehicle capabilities or mission requirements change. Building upon recent efforts with control of Autonomous Underwater Vehicles (AUVs), we propose a tri‐level control system architecture called the Rational Behavior Model (RBM) as an approach to autonomous and autonomic control of surface ship missions and systems.
How Much STEALTH?
Authors: Goddard Charles H. , Kirkpatrick Donald G. , Rainey Peter G. , Ball James E.
Published: March 2009

Stealth has changed the way we fight, and has become a key performance parameter of many of our premier weapon systems. This paper addresses the importance of stealth for the next generation surface combatant. Stealth is first defined and the fundamen‐ tals presented. Its effects on the enemy's lull chain are discussed. Examples are presented to show how stealth can fundamentally change ship survivability and improve mission effectiveness. Arguments against stealth are addressed including the need to radiate active sensors, cost and perishability. Assertion is made that the issue for the next surface combatant is not whether to incorporate stealth, but rather how much?
Why Can't We Get the Lead Out?
Authors: Surko Stephen W.
Published: March 2009

U.S. Navy surface ships are designed with service life allowances to accommodate growth throughout their careers without exceeding original weight and stability limits. Adopted in 1986, the current criteria provides from five to ten percent of full load departure weight margin and 0.5 to 2.5 feet of full load departure KG margin based on ship type. The previous criteria proved inadequate: only twenty percent of the surface fleet is classified in Stability Status I (no displacement or stability problems).

Ships inevitably get heavier, and become less stable, as new equipment and systems are added above the center of gravity. This trend is exacerbated by undocumented weight growth, which further eats into the service life allowances. Rather than remove topside weight or add blisters in service, lead ballast is regularly used as the “cheap fix” to maintain or restore adequate stability at the cost of added weight. As a result, the surface fleet is currently carrying a total of 27,711 tons of lead (and pig iron) ballast. But, with average installation costs exceeding $5000 per ton, lead ballast is not an inexpensive solution.

If growth is necessary for the continued modernization of the surface fleet, inadequate service life allowance can lead to premature obsolescence of otherwise good hulls. This is particularly true for surface combatants. The current criteria was first applied in the design of the notably stockier DDG‐51 Arleign Burke Class destroyers, which have been provided with a ten percent of full load departure weight margin and a 1.0 foot of full load departure KG margin. Only time will tell if this service life allowance criteria is adequate, but early growth and previous trends for surface combatants are cause for some concern.
Success Comes in Cans: Solid Waste Management for NSSN
Authors: Miles Teresa L. , Moran Thomas A. , Payne Robert E.
Published: March 2009

The objective of this paper is three‐fold. The first is to discuss the design impacts of complying with environmental laws associated with solid waste for a new submarine design from a General Arrangements standpoint. The second objective is to describe the process undertaken by the General Arrangements and Human Support Systems Integration Team of the New Attack Submarine Program (PMO450) that enabled the team to develop an option which is viable within technical, cost and schedule constraints. The third objective is to describe the option. This paper will be limited to design aspects of solid waste management for the New Attack Submarine (NSSN). However, the approach is applicable to all operating submarines and the design principles used may be applicable to surface ships.
STANDARD Missile 2 BLOCK IV Missile/Ship Integration
Authors: Frederick Jon W. , Kordich Micheal M. , Pollet Dean A.
Published: March 2009

The newest missile in the Navy's Vertical Launching System (VLS) inventory is the STANDARD Missile 2 BLOCK IV. The BLOCK IV missile employs a Thrust Vector Controlled (TVC) booster, the MK 72, which has made very high altitude, increased cross‐range, and long range engagements possible. The MK 72 exhaust mass flowrate is two to three times greater than the previous missile considered when evaluating worst‐case exhaust plume effects to topside equipment.

Tests have been performed to determine the effect of the BLOCK IV integration into the fleet. The overall intention of these tests was to provide a smooth and seamless integration of the BLOCK IV missile into fleet service. By performing integration tests prior to fleet introduction, hazards directed toward personnel or equipment associated with the launch of the BLOCK IV become known and steps can be taken to rectify those hazards. This paper discusses the various evaluations of the MK 72 rocket motor exhaust plume effects to AEGIS Vertical Launching System ship's topside equipment. The tests were conducted during static developmental rocket motor firings and live‐firings from the Vertical Launching System at White Sands Missile Range.
Comparative Analysis of Metal and Composite Materials for the Primary Structures of a Patrol Craft
Authors: Goubalt Philippe , Mayes Steve
Published: March 2009

This paper compares composite materials to steel and aluminum to be used for the primary structures of a patrol craft. The process of selecting materials and fabrication techniques is described with consideration given to performance, producibility, ease of fabrication, maintainability, cost and fire resistance. A design optimization is carried out for each structural panel to select the best compromise between cost and weight. An example of a panel, scantlings and frame spacing optimization is described in detail. After carrying out similar optimizations for all parts of the ship structure, a complete structure weight and cost estimate is made and compared for the various materials considered. Several composite material options are examined. The respective hull girder strength and rigidity of the various structures considered are compared and the impact of hull girder bending on shaft bearing loads is described. The overall impact of using different material types is addressed by using whole‐ship design synthesis models to emphasize the importance of structural weight reduction with regard to powering requirements and fuel consumption. Overall ship construction and life cycle costs is also addressed.
Navy Proactive Maintenance
Authors: Hedderich C.P.
Published: March 2009

Having a persistent operational requirement, yet faced with a dwindling budget and shrinking force structure, the Navy has no choice but to shift its approach to maintenance. The Navy must move its focus from a repair function to a high‐level mission function responsible for “putting ordnance on target.” To do this it must proactively develop the strategies, procedures, climate, skills and tools necessary to:

seek out and correct those equipments running below design specifications which have a negative impact on the mission of the ship,

solve the root cause of recurring, premature equipment failures, and

use fewer resources.

In other words, the Navy must become more productive!

An approach is offered that not only provides a process for proactive maintenance activity, but also addresses the necessary re‐engineering of individual equipment/system maintenance processes. This re‐engineering effort is required to meet the top level guidance of OpNavInst 4700.7 Series (i.e., utilization of Continuous Maintenance, Reliability‐Centered Maintenance and Condition‐Based Maintenance methodologies/ technologies) and thus increase Navy maintenance productivity.
System Engineering of Computer Integrated Manufacturing
Authors: Habayeb A.R.
Published: March 2009

Technologies to manufacture affordable systems are of very high interest to naval aviation, the Navy, other services and industry. The current environment of downsizing and continued budget reduction is causing DoD to seek effective methods to improve the affordability and availability of critical devices. Computer integrated manufacturing (CIM) and flexible manufacturing (FM) proved to be the appropriate choice for cost effective manufacturing. CIM deals with the effective utilization of computers and automation in manufacturing to improve production (quality, yield, cycle time) and reduce the unit product cost. This paper uses a system engineering approach to formulate the architecture and design of an infrared focal plane array CIM factory. A system engineering approach deals with the total issue of building systems: the determination of the requirements, establishing the architecture, performing system partitioning and integration of hardware and software, applying the evaluation measures (metrics), and doing design tradeoff analyses of options and alternatives. At a given partitioning level, system integration is the process of blending hardware and software building blocks into a unified functioning whole. Computer integrated manufacturing is considered the integration of mini‐factories (clusters of workcells) through a distributed computing environment (DCE) and the automation of manufacturing processes.
Electronic Warfare Innovations
Authors: Lemley Leo W.
Published: March 2009

Abstract  Modern technology has resulted in significant innovations in Electronic Warfare. The Microwave Monolithic Integrated Circuit (MMIC) program has resulted in Electronic Warfare RF receivers that are orders of magnitude smaller, lighter and cheaper than receivers produced only a few years ago. Computer processing technology is so small and fast that Electronic Warfare can digitize threat signals for identification precise enough that platforms can be identified by serial number in real‐time. Analog‐to‐Digital Converters have improved in speed and quality to permit the realization of a broadband (Gigahertz) digital receiver that preserves a quality reproduction of signals that might otherwise be lost by an analog receiver. Broadband RF components continue to progress such that subsystems and systems progress by orders of magnitude. Interferometer antenna systems that previously yielded 1.0 to 1.5 degrees direction of arrival accuracy over 2:1 RF range can be demonstrated now with 0.05 degrees accuracy over a 10: 1RF range.

These and many other technologies permit the demonstration of Electronic Warfare capabilities that are finding their way into Electronic Warfare systems through engineering upgrades or entirely new systems. This paper is a synopsis of the above systems and their demonstrated performance.
Polymer Current Limiters: Affordable Protection for the Navy's Electrical and Electronic Components
Authors: Singer Charles , Dougal Roger , Duggal Anil , Palmer Kathy
Published: March 2009

ABSTRACT  Electrical equipment aboard Navy ships is currently protected by current limiting fuses which provide reliable protection against high fault currents. Fuses, however, must be replaced after each fault event. While individual fuses are relatively inexpensive, the aggregate costs of replacing large numbers of them lie in the millions of dollars. Furthermore, the manpower and time required to replace blown fuses are also expensive. This has led us to investigate the use of modern current limiting elements to replace fuses.

In the past, the excessive cost, size and weight of current limiters prohibited their widespread use. New studies show that the emerging polymer current limiter (PCL) technology will effectively limit fault currents while reducing life cycle costs. This advantage arises because of the self‐resetting capability and inexpensive procurement costs characteristic of PCLs.

The protection performance and the cost advantages of polymer current limiters are described here in the context of use with distribution and load equipment. We also outline the operating mechanism of PCLs and strategies for using PCLs to improve coordination between circuit breakers. Finally, an application of PCLs as protection for solid‐state devices such as Silicon Controlled Rectifiers (SCR) and MOS Controlled Thyristors (MCT) is considered.
Pulsed Radiography for Detection of Corrosion on Shrink Wrapped Shipboard Electrical Connectors
Authors: Schmitt Harry A. , Sample David G. , Gu Yeming
Published: March 2009

ABSTRACT  Preliminary results are presented on the use of a pulsed radiography system for detecting the existence of connector corrosion occurring under a layer of opaque cold shrink. This system meets some very stringent requirements on cost, portability, safety, ease of use and measurement speed. A discussion of future work, both in progress and planned, is also included. There is an emphasis on experimental results with radiographs included for a variety of shipboard artifacts.
Situation Assessment Through Collaborative Human‐Computer Interaction
Authors: Kushnier Scott D. , Heithecker Christof H. , Ballas James A. , McFarlane Daniel C.
Published: March 2009

ABSTRACT  Data fusion has been characterized as taking place at four levels of abstraction: the unit level, the situation level, the threat level, and the resource allocation level. A unit level characterization tries to pin down the attributes of individual platform objects. At the situation level, organized groups of units, such as battle groups, are explored. At the threat level and resource allocation level, reasoning about possible enemy intentions and possible responses is undertaken. Little work, however, has been done concerning some of the higher levels of abstraction, namely the force and threat levels. This paper presents an approach toward situation assessment which includes explicit conceptualizations of forces and threats. Graphical representations of these forces and threats are designed to enhance the unit level depiction without obscuring it. This paper explores a novel style of user interface–one designed to allow collaboration between the person and the machine, enabling a tactical assessment which is superior to one in which either the person or the machine works in isolation. The paper will then describe a natural division of responsibilities between person and machine and illustrate the benefit of such a collaborative system in light of an example based on a warfare scenario.
Computer Aided Shape Design of an Underwater Hull
Authors: Hsiao Shih‐Wen
Published: March 2009

ABSTRACT  A computer‐aided design method for creating the 3D model of an underwater hull has been developed based on the use of B‐spline curves. With the constructed program, the configuration of an underwater hull can easily be generated by the designer. The form of an underwater hull can be modified by one of the following methods: (1) changing the shape of the cross section of the hull, (2) inserting a new section between two different sections, and (3) changing the distance between two adjacent sections. In addition, the nose shape of the hull can also be modified by setting a point, a cross‐section, the tangent vector, or the radius of curvature at the nose. After the form of a hull is constructed, a 2D grid mesh for the environment around the hull, which is going to affect the underwater hull when it is moving in the water, can be generated with another program built in this study based on the body‐fitted curvilinear coordinate system. The grid mesh can be used to analyze the drag coefficient of the hull, which is the next step in the development of this design environment. Some hull configurations and the grid meshes of the environment around the hulls are constructed. They are well under control and the feasibility of applying these techniques to shape design for an underwater hull is demonstrated.