bluuebunny/crossref_metadata_2025 huggingface dataset:
STREAMLINING THEN A VSEA SHIP DESIGN PROCESS
Authors: RIGGINS ROBERT J.
Published: March 2009

The objective of this paper is to examine the NAVSEA ship design process and propose changes to achieve more effective use of organic engineers. The paper summarizes the changes which have taken place in the ship design process and the ship acquisition environment over the last 15 years, and the incompatibilities which result. Findings of the “NAVSEA Engineering Resources Alternatives” (ERA) task are cited as bases for the need to modify the design process.

Causes of the changes are traced to three kinds of factors: changes in the content of design products, reduction in NAVSEA engineering manpower available for ship design, and new emphasis in ship acquisition management. These trends have resulted in an overlay of added procedures on the existing process. The result is a patchwork approach to design which does not make effective use of NAVSEA organic engineers. Thus, the evolution has reached a point which demands a basic restructuring of the design process.

ERA conclusions, DOD acquisition policy, and NAVSEA priorities are examined as primary considerations in restructuring the ship design process. This examination leads to development of a set of criteria for the new process.

The final part of the paper develops a proposal for the revised NAVSEA ship design process based on the stated criteria. Recognizing that major changes to NAVSEA design activities should not be attempted instantaneously, there is some discussion of means to transition to the new process.
THE UNIMAST CONCEPT ‐ A MAJOR DEPARTURE IN SHIPBOARD RADAR ANTENNA INSTALLATION PHILOSOPHY
Authors: BIONDI ROY J. , KRUGER BRADFORD E.
Published: March 2009

The best topside location for an antenna is on top of the highest mast on the ship, thus affording all‐around coverage and minimum interference. However, usually only one antenna can occupy that site. Modern naval combatants have numerous antennas, and the necessary compromises in mounting all of them means that even the best site is often electro‐magnetically compromised by adjacent structures and other antennas.

A contrary approach is to mount larger antennas lower, and to design the ship to minimize blockage. This is “The UNIMAST Concept,” which argues for a single mast on which are mounted all the ship's major rotating surveillance antennas. The larger antennas rotate around the lower part of the mast, while lighter antennas, e.g., surface search, are sited above.

This paper discusses the degradation of sidelobes due to present topside design and numerically relates degradation to Electronic Counter‐Countermeasures (ECCM) performance. Removal of that degradation via the UNIMAST Concept requires that a device known as an Annular Rotary Coupler (ARC) be used. The development of just such a high power, wide‐band ARC on a Navy‐sponsored R&D contract is herein described. Also described is the potential backfitting of the UNIMAST Concept to existing ships; e.g., the DDG‐993.

Battle damage vulnerability of the UNIMAST Concept with respect to a conventional two mast design is addressed. It is argued that the UNIMAST Concept affords no degradation in vulnerability due to improved potential for protecting vital antenna parts.
THE LATEST IN SHIP WEAPON LA UNCHERS ‐ THE VERTICAL LAUNCHING SYSTEM
Authors: MOORHEAD SETH B.
Published: March 2009

The primary features of the Vertical Launching System (VLS) planned for initial installation aboard the CG 47 Class (beginning with the CG‐52) and for retrofitting into the DD 963 Class Ships are described in detail. Although modular in construction, the magazine sizes planned replace, with 61 missile cells and an integral strikedown system, the 44 missile MK26 Mod 1 Guided Missile Launching System. The modular concept of the launcher design and the certified round concept, utilizing a sealed canister to protect the missile from weapon station to launch, are described. Design features and development of both the gas management system and the strikedown system are discussed.

The engineering development tests which have successfully demonstrated the ability of the launcher to withstand the ignition pressure pulse and absorb the heat of an accidental restrained firing are included as well as those tests which demonstrated performance of the radome after “flythrough” of the exhaust plume.

A major advantage of the Vertical Launching System is its ability to engage simultaneously air, surface, and underwater targets. Demonstration tests confirming this capability through vertical launches of the STANDARD, HARPOON, TOMAHAWK, and a modified ASROC missiles are discussed. Two unique test facilities built to minimize development costs are described ‐ one is used to launch and catch the missile intact, providing post test examination and re‐use, and the other duplicates the ship's deck and launcher as well as roll and pitch motion to develop the strikedown equipment and to train the crew.

Finally, performance and reliability comparisons are drawn between the Vertical Launching System and current rail‐type launchers.
SURFACE SHIP CONFORM‐DIMENSION 2000
Authors: TERRY MICHAEL R.
Published: March 2009

A description of the NAVSEA Program to develop concepts continually for SURFACE SHIPS for the NAVY OF THE YEAR 2000 and beyond is presented. The process of “Requirement Pull,” “Technology Push,” Concept Synthesis, and Concept Assessment are outlined for a unique program that joins the Technologist and the Ship Designer in a disciplined partnership for the future.
DETAIL DESIGN‐FFG 7 CLASS
Authors: STARK ROBERT E. , STEMBEL DAVID M.
Published: March 2009

The FFG Program has been widely recognized as a shipbuilding program which successfully has met its goals of performance, cost, and schedule. A discussion of this design is given in several other papers.

Several of the features which contributed to the success of the FFG 7 Class Design were the use of Standardized Equipment, Validation of Working Drawings, and a Maintenance Concept that concentrated upon safeguarding maintenance and removal procedures.

This paper describes the Detail Design Process followed in the development of the FFG 7 Class Design as well as those changes planned for FY79 ships. Emphasis is placed upon the lessons learned and a discussion of those technical and management procedures required to implement satisfactorily an effective Detail Design.
REMOTE SENSORS, CONTEMPORARY WEAPONS AND COMBATANT SHIP DESIGN
Authors: KANE HARRY P.
Published: March 2009

This paper traces the general evolution of naval warfare requirements and identifies remote sensors and high energy contemporary weapons as threats which have not been dealt with adequately in combatant ship designs. The concept of Ship Susceptibility and Signal Reduction Analysis is explained, and the interactive nature of the various threats on ship design is indicated. A table of typical ship susceptibility and signal reduction analysis area is provided. Recommendations for future intensive R&D are also included.
SHIPBOARD ENERGY SAVINGS WITH THE RACER SYSTEM
Authors: MATTSON WAYNE S.
Published: March 2009

The current NAVSEA program to design and develop a waste heat recovery gas turbine cruise propulsion plant called RACER is discussed. RACER is an acronym for RAnkine Cycle Energy Recovery which describes the steam bottoming cycle designed to recover waste exhaust heat from LM2500 gas turbines and augment the main propulsion system through a steam turbine.

Such waste heat recovery systems, when used in naval applications, have been more commonly called combined gas and steam turbine (COGAS) propulsion plans. The acronym RACER, however, will be used throughout this paper in the place of the historic COGAS term in an attempt to distinguish the proposed system, which incorporates advanced technology and some unique design concepts, from traditional practice.

The conceptual design philosophy followed by Solar as it applies to non‐nuclear surface combatants is discussed and the major system components described. Installation and operational considerations are presented. Control and monitoring philosophy is discussed briefly as it relates to the system concept. System performance is presented including its relationship to fuel savings and increased military effectiveness.
SUPERIORITY AT SEA—AN AFFORDABLE SYSTEM FOR THE 1990's
Authors: FLUK HAROLD
Published: March 2009

A weapons system has been configured specifically to counter (or preempt) the long‐range standoff missile threat. Rationale for this system starts with a discussion of cost and weight, and shows why modern multi‐mission systems have become intolerably expensive. Questions are raised regarding the advantages and disadvantages of building future naval aviation forces solely around the Aircraft Carrier Battle Group. The application of a few small modern ships, forming a future Battle Force, holds promise for large economies. Likewise, some accepted views regarding CTOL (Conventional Take Off & Laundry) and V/STOL (Vertical Short Take Off & Launding) aircraft are revisted in terms of their relative costs. A weapons system is proposed which, at one‐fourth the weight of an Aircraft Carrier Battle Group, may be produced and operated for one‐third the cost.
THE SYSTEM ENGINEERING ANALYSIS: A STRUCTURED APPROACH FOR IMPROVING SHIP MAINTENANCE
Authors: BEYERS CRAIG P.
Published: March 2009

This paper describes the System Engineering Analysis (SEA), a methodology developed to objectively define and improve ship maintenance using Navy historical maintenance data. The methodology is based on the analysis of recurring failures and maintenance actions as exhibited in the maintenance data and the use of reliability‐centered maintenance concepts for defining maintenance requirements. Failure modes and effects analyses (FMEAs) are limited to historically recurring failures; FMEAs are not conducted for all possible failure modes because of the likelihood of limited payback coupled with increased analysis cost. Results of a SEA provide (1) information for the Class Maintenance Plan, which defines the intermediate and depot‐level maintenance requirements for a ship class, and (2) supporting information for the design review process and for improvements in the integrated logistics support of the selected system or equipment. The SEA also recommends design studies, design improvements, and maintenance strategy and support improvements.
STRIKING A BALANCE BETWEEN RELIABILITY AND SUPPORTABILITY
Authors: VITALE DONALD J. , MANDEL DAVID B. , HEIZMANN JOHN R.
Published: March 2009

The purpose of this paper is to explain the relationships of reliability to supportability in simple terms which should lead to an appreciation of the value of their application during the design process, as well as to the benefits to be derived during the ownership phase.

Reliability and supportability are driven by resources; however, the former is constrained by the state‐of‐the‐art at the upper end of the performance scale and may lead to unreasonable demands on maintenance and supply at the lower end.

The first application of resources should be directed toward realization of optimum reliability. At a certain point though, the additional growth in reliability is no longer commensurate with the resources applied. It is then that the emphasis and resources should be shifted into the supportability arena, in order to maximize the operational availability of the system.

Explicit examples are used to lead the reader to the conclusion that reliability analyses and the application of supportability criteria and tradeoffs are essential ingredients of any system design.
SYNTHETIC FUEL CONSIDERATIONS FOR NAVAL SHIPBOARD USE
Authors: FAIRBANKS JOHN W. , KENYON CLARENCE W.
Published: March 2009

Synthetic fuels are assessed with respect to their potential use aboard Navy ships. The status of petroleum resources and the development of fuels from shale, coal, and biomass is summarized. A scenario of the projected availability of these fuels is presented which shows the sensitivity to funding and schedule. Diesel engine and gas turbine combustor tests with small quantities of coal derived and shale derived fuels are described and these tests results are evaluated for shipboard applications. Special shipboard modifications are discussed such as the replacement of rubber base seals, gaskets, and hoses with viton and teflon, and the use of stainless steel piping because of the fuel characteristics. Considerations for dual fuel systems using Diesel Fuel Marine for starting, stopping, and maneuvering are included based upon early test results. Consideration is given to the use of these fuels in the shipboard environment since they require special handling and adoption of personnel safety measures.
MAIN REDUCTION GEAR OVERHAUL
Authors: SOLAND JAMES G. , LILJEGREN GUSTAV
Published: March 2009

Main reduction gears are considered by many to be mystical with no preventative maintenance necessary or desirable other than oil and filter changes. This is, of course, not the case.

The intent of this article is to furnish the reader with a general description of a Main Reduction Gear Inspection and Overhaul. Although the article specifically details two major overhauls on Western Gears of U.S. Coast Guard HAMILTON Class Cutters, i.e., BOUTWELL, (WHEC‐719) and MUNRO (WHEC‐724), it contains pertinent inspection and overhaul information for many types of main reduction gears and most propeller shafting arrangements.

The article should leave the reader with a better understanding of what is really involved in a reduction gear inspection and overhaul. Some of the avoidable pitfalls will be addressed and a lot of helpful hints will be aired.
PRE‐ACQUISITION PLANNING
Authors: O'HARA FRANK , SCHMIDT ARTHUR W.
Published: March 2009

It is the aim of the authors to propose improved ship and ship subsystem acquisition by the adoption of a simple routine management system which has for its focus, the initial planning phase. The proposed management system follows the guidance of the Office of Management and Budget Circular A‐109 and the Chief of Naval Operations. A clear articulation of operational needs aids the task of prioritizing resource allocations and also promotes earlier integration of ship and subsystem design and development schedules. More precise resource allocation and earlier integration should decrease acquisition time and increase ship subsystem capabilities. The worth of the proposed concept has been demonstrated by a pilot program and can readily be implemented within the constraints of the current Planning, Programming, and Budget System.
SHIPBOARD MAIN BOILER AND FEED PUMP CONTROL SYSTEM ON‐LINE ALIGNMENT VERIFICATION
Authors: BANHAM JAMES W. , ADAM DAVID J.
Published: March 2009

One of the most serious problems encountered in Naval steam plants following World War II was the unreliable performance of boiler and main feedpump pneumatic control systems. In addition to control component and system design deficiencies, these control systems suffered from inadequate methods to measure and adjust system alignment. This paper describes the development of a set of procedures for on‐line alignment verification (OLV) of pneumatic main boiler and feedpump control systems. The procedures are designed for use by Navy control system technicians and, in addition to on‐line alignment verification, provide guidance for troubleshooting and for performing system alignment. Procedure static checks measure steady state steaming performance and OLV procedure dynamic checks measure the ability of the boiler and control systems to respond to load changes. The paper describes typical control system characteristics that influence OLV procedure content and the supporting analysis that was used to establish alignment criteria ranges that satisfy both steady state and transient performance requirements. Also described is the alignment criteria tolerance analysis along with the steps involved in a typical OLV check procedure development. Descriptions of the various OLV checks, troubleshooting procedures and alignment procedures are provided. Typical shipboard implementation requirements are described and experience to date with the procedures is provided along with a status report on OLV procedure implementations.
U.S. NAVY GAS TURBINE INLET DEVELOPMENT PROGRAM
Authors: JUNG D.J.
Published: March 2009

The marine salt aerosol has been the primary factor in gas turbine engine compressor fouling and hot section corrosion. The need to minimize the effects on engine performance through high performance air filtration systems is recognized by the U.S. Navy and resulted in the current Gas Turbine Inlet Development Program. The purpose of this paper is to present the status of the Program and to summarize the results of testing to date.
TECHNOLOGY & TAXES (A Conceptual Sketch of Reality)
Authors: FRISCH FRANZ A. P.
Published: March 2009

Technology is placed in the clusters of the industrial base and the clusters are defined. The clusters are blended with different sets of economic condition and the preservation of earning power established as the objective function for any investment. The link between the clusters, the environment and the objective function is established through taxes and the tax impact on depreciation time and replacement value is analyzed. This analysis is used to discuss the decision process for industrial‐technological investment. The observations made in the annalysis are summarized and suggestions are made on how to respond to reality.
APPLICATIONS OF HYBRID STATISTICS AND THE MEDIAN
Authors: CAMPBELL LEWIS M.
Published: March 2009

This paper considers Statistical measures of Central Tendency or Location. Following the Introduction and Historical Background, an example concerning the mean point of impact in Exterior Ballistics is presented. That example is used in a review of past practice, which is primarily Statistics based on the Normal Distribution. Hybrid Statistics is introduced, along with the Median as a measure of Central Tendency. A Table for use in determining the Confidence Limits for the Median in samples from a Normally‐distributed variable is presented. An exposition of Non‐Parametric Confidence Limits for the Median is given, accompanied by a Table of Confidence Limits for the Sample Median. Details of Computations of the Tables are shown in Appendices.
FOCAS–A NEW LOOK IN COMBAT SYSTEM SIGNAL TRANSMISSION
Authors: SLEMON CHARLES S. , ABBOTT JACK W.
Published: March 2009

This article introduces the concept of a truly Universal Signal Distribution Network. The emergence of fiberoptic technology as a viable signal transmission medium now gives the Navy the opportunity to use Fiber Optic Cabling and Switching (FOCAS) to implement a universal network. A FOCAS Network can handle all present or future shipboard signal distribution architectures such as point‐to‐point or data bus. Furthermore, compared to existing cable installations, this network offers lower cost through reduction of the number of cables, weight, and volume, freedom from interference and EMP effects, increased redundancy, and higher operational flexibility. In addition, it will easily satisfy all future expansion or changes in signal distribution by providing at least a ten fold increase in data rate capacity over existing electrical cabling. This last feature alone holds the potential for allowing upgrading and conversion of modern combat systems without need for adding new cabling in the ship.

Along with the introduction of the concept of a Universal FOCAS network and its practical benefits and capabilities, this article presents a trade‐off between the Radar Data Distribution Network on the FFG and an analogous FOCAS network. Though far from optimized, the resultant FOCAS network shows that the conversion of existing shipboard networks to FOCAS is straightforward and provides a reduction of at least 90% in cable volume and weight and lower cost in cable purchase and installation.
A METHOD FOR ESTIMATING LIFETIME LOADS AND FATIGUE LIVES FOR SWATH AND CONVENTIONAL MONOHULL SHIPS
Authors: SIKORA JEROME P. , DINSENBACHER ALFRED , BEACH JEFFREY E.
Published: March 2009

The potential they offer for enhanced seakeeping ability and increased operational effectiveness has generated an interest in Small Waterplane Area Twin Hull (SWATH) Ships. The novelty of this concept requires new design load criteria since the existing methods for conventional monohull displacement ships do not apply to the primary wave loads acting on the submerged hulls and water piercing struts of SWATH ships.

A method and associated computer program are developed for predicting primary load fatigue spectra for SWATH ships. The minimum input data required include a response amplitude operator for side load in beam seas, and operating speed and heading probabilities for the ship in question. The output data includes a listing of response (side load) magnitudes and the number of cycles exceeding each of these magnitudes.

This fatigue load prediction method was applied to response data from several SWATH prototypes and wave‐tank models, and to variations derived from an existing computer program for obtaining SWATH side loads in waves. From these studies, an algorithm was derived for predicting the single lifetime maximum primary side load for SWATH ships. This algorithm requires only a knowledge of the ship's displacement and principal dimensions.

Lifetime stress exceedance curves were developed for several nominal design stresses. The curves were used with linear cumulative damage theory to predict expected fatigue life as a function of design stress. Existing small specimen fatigue data for HTS, HY‐80, and HY‐100 were used as a basis for fatigue life calculations. Analyses indicate that design stresses of 9 tsi (140 MPa) to 18 tsi (280 MPa), depending upon material and conditions, result in acceptable expected fatigue lives.

The fatigue load prediction method developed was also applied to obtain lifetime maximum primary load and stress predictions for several conventional monohull ships. The load and stress levels obtained, together with the SWATH side load algorithm, provide a basis for designing SWATHs with static strengths equivalent to current monohull displacement ships.
REPEAT SHIP DESIGNS FACTS AND MYTHS THE AUTHORS
Authors: COVICH PHILIP , HAMMES MICHAEL
Published: March 2009

Much of the design effort for naval ships is devoted to development of repeat ship designs. The decision to repeat a design rather than develop a new one is often based on perceptions of what the repeat ship will be; that it will be less expensive or that it will be available sooner. This paper addresses these factors in depth. Repeat designs prepared in the last decade by NAVSEA (Naval Sea Systems Command) are described. The similarity and differences between the earlier design and the repeat design are noted. Examples are discussed of repeats that are exact copies to those that are significantly different. Reasons for changes between the designs are identified. The significant requirements changes that occurred over the years and forced changes to the earlier designs are presented. Costs for the various phases of ship development are provided for the original and the repeat designs. Separate costs are shown for early stage and detail design and production. Costs have all been adjusted to a common base for easy comparison. The times for design and construction and delivery of the ship are presented. The findings in regard to both costs and times are highlighted and discussed. The paper concludes with guidelines that should be used in determining whether a repeat or new design should be undertaken.
THE NAVY'S AFS PHASED MAINTENANCE PROGRAM: A MAINTENANCE MANAGEMENT SUCCESS STORY
Authors: JOEST FRED
Published: March 2009

Under fire from both Congress and the U.S. General Accounting Office to stem its spiralling ship maintenance expenditures, the U.S. Navy, in the latter 1970s, devised a comprehensive maintenance management program that has solved more problems than was ever expected. A synthesis of the most successful maintenance and administrative practices of the airline industry and private shipping firms, phased maintenance has revolutionized conventional Navy maintenance strategy while improving overall material readiness in the process. Addressing all areas of previous maintenance management difficulty, phased maintenance has been prototyped successfully in combat stores ships (AFSs) of the Atlantic Fleet and is now the wave of the future for many other ships of the U.S. Navy. This paper traces the development and success of the Atlantic Fleet's AFS Phased Maintenance Program and explains the principles upon which it is based.
PUTTING AN OIL SPILL CLEANUP COMPUTER MODEL TO WORK FOR THE NAVY
Authors: NYHART J.D. , PSARAFTIS HARILAOS N. , YAROSCHAK PAUL J.
Published: March 2009

A research group at the Massachusetts Institute of Technology has completed the first phase of the development of a computer assisted model for analyzing complex decisions and policies regarding oil spill cleanup. The model is the product of an ongoing MIT Sea Grant project, sponsored by a consortium of government and industry organizations, including the National Oceanic and Atmospheric Administration, the U.S. Coast Guard, the U.S. Navy, the Commonwealth of Massachusetts, the Spill Control Association of America, JFB Scientific Corporation, the Doherty Foundation, Petro‐Canada and Texaco.

The model can be used, among other things, in strategic planning for the long‐term oil spill response needs of a region, in assisting On Scene Coordinators in responding to a specific spill (tactical/operational setting), in evaluating the environmental and economic damages of a spill versus the cost of cleanup, in simulation and training, and in the analysis of various policy and regulatory issues such as the effects of delays, the use of dispersants and the investigation of liability and compensation issues.

The paper describes the model in detail, focuses on its potential uses and presents experience with its application in conjunction with pollution control efforts of the U.S. Navy. Specifically, we outline the application of the model in the Port of Charleston, South Carolina, an ongoing project sponsored by the Naval Facilities Engineering Command. The difficulty of gathering data for such an application is discussed.
MODELING OF WEIGHT AND VOLUME FOR ADVANCED ALTERNATING CURRENT ELECTRIC DRIVE MACHINERY
Authors: ACKER FRANK E. , GREENE DAVID L. , JOLLIFF JAMES V.
Published: March 2009

High power‐density motors and generators and reliable high power solid state motor speed controls make electric drives an attractive contender for naval propulsion systems. This paper presents several modeling techniques and scaling relationships to assist others in estimating the volumes and weights of propulsion generators and motors, solid state power conditioners, electrical switchgear, and associated electrical propulsion system components as functions of propeller shaft power. These modeling and scaling relationships are applied to a specific watercooled conceptual design propulsion plant to demonstrate the scaling method and to present the sizes and weights of “state‐of‐the‐art” components for propulsion systems in the 22 to 52 megawatt (30,000 to 70,000 horsepower) per propeller shaft range. Although the conceptual design discussed reflects watercooled technology, the provided relationships can be used for any given machine or machinery system configuration as long baseline data is available. For the purposes of this paper, some aircooled data is presented and the results compared to a specific watercooled Advanced Integrated Electric Propulsion Plant (AIEPP) design which was presented at ASNE DAY 1982 and published in the April 1982 issue of the Naval Engineers Journal. This paper permits application of the previously published AIEPP technology to a wide range of shaft horsepowers and propulsion plant configurations and thus serves as a major extension of the basic concepts set forth in the April 1982 paper for advanced alternating current electric drive machinery.
DESIGNING RELIABILITY AND MAINTAINABILITY INTO THE RACER SYSTEM
Authors: MATTSON WAYNE S.
Published: March 2009

The current Naval Sea Systems Command (NAVSEA) program to design and develop an advanced, combined gas turbine and steam turbine (COGAS) power plant called RACER is discussed. RACER is an acronym for RAnkine Cycle Energy Recovery which describes the heat recovery steam cycle designed to recover energy from the exhaust of an LM2500 gas turbine and thus augment the main propulsion system of a surface combatant through a steam turbine.

The main design objective of a COGAS power plant is to achieve fuel efficiency at both full power and part load conditions. However, even the most impressive fuel‐saving COGAS system is of little value unless system operability criteria are implemented in the design process as equal, if not more critical, design objectives.

General design philosophy to improve COGAS plant reliability and maintainability (R&M) is discussed, and the primary RACER design approach of simplicity and modularity is described. Reliabilty and maintainability design criteria and techniques are presented as they relate to improved system operability. Components which require special R&M considerations are discussed and examples are presented of how R&M criteria have affected system design.
MECHANICAL CROSS‐CONNECT GEAR TRANSMISSION FOR U.S. NAVY DESTROYERS
Authors: WILLIS JAMES A.
Published: March 2009

Cross‐connect gear transmission systems have been utilized on small‐size combatant ships (frigates, corvettes, etc.) to effect benefits of reduced space and weight while maintaining flexible propulsion capabilities from multiple engines and twin shafts. In recent years several investigations and studies have been performed, assessing the viability of the U.S. Navy using a large mechanical cross‐connect gear transmission system on its mid‐size (destroyer) combatant designs. This paper describes such a gear, including its design and characteristics, compares its performance and properties to current destroyer gear systems and recommends areas where development should be pursued to make such a gear acceptable for service use in a destroyer. Based on investigations conducted thus far, indications are that the mechanical cross‐connect geared system is feasible and that benefits of reduced space and weight are significant.
SEAKEEPING AND COMBAT SYSTEM PERFORMANCE – THE OPERATORS‘ ASSESSMENT
Authors: KEHOE JAMES W. , BROWER KENNETH S. , COMSTOCK EDWARD N.
Published: March 2009

In a recent effort to improve our assessment of the Comparative seakeeping performance of existing U.S. Navy ships, a seakeeping questionnaire was distributed to the Commanding Officers of U.S. Navy frigates, destroyers, and cruisers. The objectives were to determine, (1) the operational availability of existing weapons and sensors in relation to a ship's seakeeping performance, (2) the availability of ships to make full speed and to conduct sonar, helicopter, and replenishment‐at‐sea operations, (3) effects of a ship's seakeeping limitations on task force and convoy operation, and (4) realistic seakeeping design crteria for use in the design of new ships. The responses to the questionnaire indicated that frigates are severely limited in their availability to conduct ASW task force and convoy operations in the North Atlantic during the winter season because of seakeeping limitations on speed, hull sonar performance, and helicopter operations. The findings suggest that in the design of future ships we need to place emphasis on improving the seakeeping performance of ships in rough water, instead of just their speed and range in calm water. They indicate that the ASW capability of U.S. ships in high sea states would be enhanced by a towed acoustic sensor; an extended range ASW missile; active fin roll stabilizers; and a helicopter recovery assistance, securing and traverse (RAST) system. They also suggest that the question of the interaction of a ship's size and seakeeping characteristics with the choice of weapons and sensors requires careful attention in the design of future U.S. Navy ships.
RUDDER ROLL STABILIZATION FOR COAST GUARD CUTTERS AND FRIGATES
Authors: BAITIS ERICH , WOOLAVER DENNIS A. , BECK TOM A.
Published: March 2009

The potential use of rudders as anti‐roll devices has long been recognized. However, the possible interference of this secondary function of the rudder with its primary role as the steering mechanism has prevented, for many years, the development of practical rudder roll stabilizers. The practical feasibility of rudder roll stabilization has, however, in recent years been demonstrated by two systems designed and developed for operational evaluation aboard two different U.S. Coast Guard Cutters, i.e., Jarvis and Mellon of the 3,000‐ton, 378‐foot HAMILTON Class.

The authors describe the major components of the rudder roll stabilization (RRS) system, along with the design goals and methodology as applied to these first two prototypes. In addition, a brief history of the hardware development is provided in order to show some of the lessons learned.

The near flawless performance of the prototypes over the past four years of operational use in the North Pacific is documented. Results from various sea trials and reports of the ship operators are cited and discussed.

The paper concludes with a discussion of the costs and benefits of roll stabilization achieved using both a modern anti‐roll fin system, as well as two different performance level RRS systems. The benefits of roll stabilization are demonstrated by the relative expansion in the operational envelopes of the USS OLIVER HAZARD PERRY (FFG‐7) Class. The varying levels of roll stabilization suggest that the merits of fins and RRS systems are strongly dependent on mission requirements and the environment.

The demonstrated performance of the reliable RRS system offers the naval ship acquisition manager a good economical stabilization system.
COMMERCIAL APPLICATIONS OF ADVANCED MARINE VEHICLES FOR EXPRESS SHIPPING
Authors: LUEDEKE GEORGE , FARNHAM ROBERT B.
Published: March 2009

This paper will present the results of a marketing, engineering, and economic analysis of advanced marine vehicles done by IMA Resources, Inc. and RMI, Inc., in support of a Maritime Administration project to study “Multimode Express Shipping”. The study was conducted in 1981 and examined the economic benefits of using advanced marine vehicles as express cargo vessels in domestic and international service. Commodity characteristics, desirable express carrier rates, and potential high payoff service and route alternatives were identified. Advanced marine vehicles were surveyed and sized to meet desirable deadweight and block speed objectives. The costs of operating these craft on a variety of trade routes were calculated using an advanced marine vehicle economic analysis program. Revenues, expenses, break‐even, profit and loss, cash flow requirements, tax summary and economic indicators (i.e., cost/ton – mile, etc.) were projected over the expected life of the vehicles as was return on investment. Traffic density and market penetration considerations narrowed the field of choice to smaller sized advanced marine vehicle carriers (i.e., 50 and 250 ton deadweight) and to three international and five domestic routes.
THE SURFACE EFFECT CATAMARAN – PROGRESS IN CONCEPT ASSESSMENT
Authors: WILSON F.W. , VIARS P.R. , ADAMS J.D.
Published: March 2009

The surface effect catamaran incorporates twin high length‐to‐beam cushions to support a low length‐to‐beam platform. The performance characteristics of the resulting vehicle, i.e., the resistance and head sea motions, are equivalent to a higher length‐to‐beam surface effect ship. The high lateral stability which results from the widely spaced hulls and cushions of the surface effect catamaran provides several advantages not inherent in conventional surface effect ship configurations. These advantages are manifested by high cross‐structure height and reduced structural loads without reduction in static or dynamic roll stability. For an 800‐ton ship the widely spaced cushions provide a capability of controlling off‐head sea types of motions and the virtual elimination of green water over the deck up through Sea State 6. Model tests have validated cushionborne and hullborne resistance computer prediction programs. Head sea motions tests have justified the use of high cross‐structure height to minimize high slam types of structural loads. Preliminary design and model tests indicate the potential for the surface effect catamaran to operate as an open ocean ship in smaller sizes than heretofore thought possible. In addition, its planform and large volume provides pay‐load capabilities of much larger ships.
SHIP REPAIR USING MULTI‐SHIP COST TYPE CONTRACTING
Authors: ORTMANN LCDR. ROBERT A. , JOHNSON JOHN E. , PEASE MARTY E.
Published: March 2009

The Destroyer Engineered Operating Cycle (DDEOC) was developed to extend the overhaul cycle by doing systematic maintenance to the ships in a Class during Selected Restricted Availabilities (SRAs) and overhauls. The standardization of maintenance items and recurring Ship Alterations (SHIPALTS) presented an opportunity for innovative contracting techniques.

Four FF 1052 Class SRAs were conducted in 1980 under Supervisor of Shipbuilding, Conversion and Repair SAN DIEGO contract administration with National Steel and Shipbuilding Company (NASSCO), the prime contractor, This paper presents the experiences of both SUPSHIP and NASSCO in planning and conducting these highly successful SRAs using a “Cost Plus Fixed Fee (CPFF)” contract. As a unique aspect of this procurement, the contractor performed part of the planning and prepared the work specifications as well as performing the production work. Primary emphasis of this paper is on planning, the contract, the relationship between the Government and contractor, production experience, and the advantages and disadvantages of using this method.
U.S. AND FOREIGN HULL FORM, MACHINERY AND STRUCTURAL DESIGN PRACTICES
Authors: KEHOE JAMES W. , BROWER KENNETH S. , MEIER HERBERT A. , RUNNERSTROM CDR. ERIC
Published: March 2009

There are two principal benefits to conducting comparative engineering analyses of U.S. and foreign ship design practices and criteria: 1) they offer an opportunity to identify clever ideas from which the U.S. can benefit, and 2) they cause us to assess U.S. design practices critically that we may have been taking for granted or may have been accepting as inviolable. The results of a comparative analysis of U.S. and foreign hull form, machinery, and structural design practices are reported in this paper.

Numerous studies of U.S. and foreign warships have shown that the hull form, machinery, and structural design practices of various navies differ considerably. Although most large navies operate their ships in generally similar environments, each country has developed its own unique style of hull form. Based on an assessment of foreign hull form design practices, the U.S. Navy has recently developed a style of hull form that offers improved stability and seakeeping performance and which facilitates the arrangement of internal functions.

Foreign ships generally have a tighter machinery arrangement than comparable U.S. ships. However, this is not necessarily achieved by accepting less subsystem performance or by sacrificing redundancy. The tightness of foreign machinery plants seems to be achieved by tighter management control over the ship design and acquisition process. In addition, foreign navies appear to be more flexible in adjusting to a new technology such as that which occurred during the change from steam to gas turbine propulsion.

U.S. ships appear to be constructed to more rigorous structural detail design standards than foreign ships. The structural configuration of foreign ships, including the integration of web frames, longitudinal girders, and stanchions also differs from U.S. practice. The configuration of ship structure and the value of rigorous U.S. structural design practices are worthy of additional research. The results of the study reported in this paper highlight the value to the U.S. Navy of conducting comparative engineering analyses of U.S. and foreign ship design practices in the future.
STRIPPING SYSTEM FOR BULK FUEL STORAGE TANKS
Authors: STRANDELL PATRICIA A.
Published: March 2009

The Navy's bulk fuel storage system uses settling and stripping to eliminate waste water which reduces tank volume and waste fuel. A semi‐automatic stripping system was developed to recover the lost tank volume while maintaining clean fuel for issue. The stripping system removes contaminants by recirculating the fuel through a bank of filter/separators until issue limits of 0.01% water and sediment are reached. Development and field testing of the system at a tank farm site are described. Test results and recommendations for stripping system operating procedures are presented.
SHIP ENERGY CONSERVATION ASSIST TEAM (SECAT)
Authors: DANGEL RICHARD , BRICE A. EDWARD
Published: March 2009

The Ship Energy Conservation Assist Team (SECAT) Program was initiated in Fiscal Year (FY) 82 by the Naval Sea Systems Command (NAVSEA) to demonstrate and introduce individual Ship Commands to known energy conserving techniques without adding equipment complexity or additional maintenance burden. The principal objective is to provide each ship with an energy consumption, coupled with recommended energy conservation strategies. The technique involves both in‐port and underway monitoring and introduction of energy efficient machinery plant alignments, fuel consumption curve generation, and most efficient speed curves. The program has completed visits on six combatants and enjoys the support of both the Commander, Naval Surface Forces, U.S. Atlantic Fleet (COMNAVSURFLANT) and the Commander‐in‐Chief, U.S. Atlantic Fleet (CINCLANT). Plans are to perform SECAT on additional DDG 2 and FF 1052/1078 Class ships and initiate SECAT on additional ship types in FY 83.
AN ADVANCED METHODOLOGY FOR PRELIMINARY HULL FORM DEVELOPMENT
Authors: LIN WEN‐CHIN , DAY WILLIAM G. , HOUGH JEFFREY J. , KEANE ROBERT G. , WALDEN DAVID A. , KOH IN‐YOUNG
Published: March 2009

A ship design methodology is presented for developing hull forms that attain improved performance in both seakeeping and resistance. Contrary to traditional practice, the methodology starts with developing a seakeeping‐optimized hull form without making concessions to other performance considerations, such as resistance. The seakeeping‐optimized hull is then modified to improve other performance characteristics without degrading the seakeeping. Presented is a point‐design example produced by this methodology. Merits of the methodology and the point design are assessed on the basis of theoretical calculations and model experiments. This methodology is an integral part of the Hull Form Design System (HFDS) being developed for computer‐supported naval ship design. The modularized character of HFDS and its application to hull form development are discussed.
A NEWAPPROACH TO OVERHA UL REPAIR WORK PLANNING
Authors: SMITH BERTRAM D.
Published: March 2009

If one were to define the objectives of a proper maintenance program in simple but all‐inclusive terms, he would be hard pressed to improve upon the following extract from the Foreword to the ReliabiIity‐Centered Maintenance Handbook

“… Our goal to have a Fleet of reliable modern ships requires that we be effective in maintaining their readiness… As maintainers we must focus on not one, but two objectives ‐ do things right ‐ and do the right things.”

The historical focus on overhaul improvement efforts bas been on the fitst of these two aspects ‐ doing things “right” which involves the quality of work accomplished by the overhauling activity. The thrust of this paper will be in the direction of the second aspect of maintenance; to ensure that the right things are being done. The basis of the approach to identifying these “right things” to be done in overhaul will be the principle of Reliability‐Centered Maintenance. The objective of the new approach to repair work planning is to hit the work to be accomplished in overhaul to that justifid as applicable and effective, eliminating unnecessary or ineffective work that increases overhaul duration and compromises post‐overhaul operational reliability through maintenance‐induced failure.
FFG 7 CLASS FIN STABILIZER SYSTEM
Authors: DONAHUE JOHN C. , McMAHON EDWARD J. , NELSON LOUIS W.
Published: March 2009

This paper discusses the new fin stabilizer system developed for the FFG 7 class ships. The paper includes: a brief history of fin stabilizers, the advantages of fin stabilizers on Navy combatants, brief theory of system operation, the approaches used in system development, and an up to date program status. This paper furthers Nelson and McCallum's paper [1] which addresses the infancy of the FFG 7 fin stabilizer system development program.
TECHNICAL EVALUATION OF THE SES‐200 HIGH LENGTH‐TO‐BEAM SURFACE EFFECT SHIP
Authors: ADAMS JOHN D. , BEVERLY WALTER F.
Published: March 2009

Recent Navy surface effect ship (SES) research has been aimed at achieving efficient operation at task force speeds without compromising the SES advantage of operating at higher speeds. Results showed that this objective could be achieved by designing ships with higher length‐to‐beam ratios than the previous generation of Navy SES. These ships are typically referred to as “High Length‐to‐Beam SES”.

This paper describes an extensive program undertaken by Naval Sea Systems Command (NAVSEA) to validate this research and demonstrate high length‐to‐beam SES capabilities. Under this program a 110 ft commercial SES was procured and stretched from a length‐to‐beam of 2.65 to 4.25 by installing a 50 foot hull extension amidships. This ship is the SES‐200; it is the only large high length‐to‐beam SES in the world.

A brief history of the SES‐200 is provided, and the use of standard marine construction and systems in this ship is described.

A synopsis of the SES‐200 Technical Evaluation Program completed in the Chesapeake Bay and Atlantic Ocean is given, and results of performance, seakeeping and maneuvering tests are presented.

The effect of cushion length‐to‐beam proportions on both cushion wave making resistance and total SES resistance is explained. Performance test data are presented to show that the advantages of high length‐to‐beam design have been validated. Full power operation in heavy weather at all headings is demonstrated, and heavy weather motion responses are compared to Navy surface ship criteria to show that limits are satisfied for both high and low speed operation. Directional stability and maneuvering test results are cited for both normal operation and impaired situations.

Implications of high length‐to‐beam technology relative to multithousand ton ship design are discussed. The speed and seakeeping capabilities that SES in this size range offer are indicated by scaling SES‐200 test data.
ARCTIC TRAFFICABILITY PROGRAM—A REVIEW
Authors: VOELKER RICHARD , GLEN I. F. , SEIBOLD FREDERICK , BAYLY I.
Published: March 2009

This paper describes a multiyear program to make an operational assessment on the feasibility of a year‐round Arctic marine transportation system to serve Alaska. Specifically, the three objectives were to: collect meteorological and ice data along potential marine routes; instrument the hull and propulsion machinery to improve design critera for ice‐worthy ships; and demonstrate that ships can operate in midwinter Alaskan Arctic ice conditions. The U.S. Coast Guard's Polar class icebreakers were used to make the operational assessment by annually extending the route northward and by operating throughout the winter season. This paper reviews some of the operational and technical achievements to date, as well as plans for future Arctic deployments.