bluuebunny/crossref_metadata_2025 huggingface dataset:
METRIC NAVIGATION ‐ A CONCEPT AHEAD OF ITS TIME?
Authors: FRASIER E. LEWIS
Published: March 2009

The closely coordinated Base—10 Navigation proposals set forth by the Anther in this paper are based upon the original definition of the meter—length; a definition which should have made Metric Navigation a logic evolution, but did not. Thus, the reader must decide for himself: b Metric Navigation a concept ahead of its time? Or – Is it a concept whose time should have come long ago?
NAVAL SHIP ACCESS DESIGN
Authors: HOPE JAN PAUL , CARLSON CRAIG M.
Published: March 2009

The paper begins with a description of access design as a key element in effectiveness of the naval ship. The process of integrating access requirements with competitive subsystem requirements is then discussed. Next follows a discussion of the design methodologies used in each aspect of shipboard access which includes analysis and evaluation of the network of passages, vertical accesses, and access openings with regard to personnel flow, equipment removal, stores “strike—down,” emergency egress, and unique requirements for specific ship types.

In addition to discussing existing methodologies, the paper concludes with a summary of potential areas of further improvement in access design.
PRODUCTION ENGINEERING IN A NAVAL SHIPYARD
Authors: WOODRUFF R. BRUCE
Published: March 2009

The purpose of the paper is primarily informative in nature as it describes in detail the functions of the Production Engineering Division at the Norfolk Naval Shipyard in the repair and overhaul of all classes of ships afloat, Including nuclear and gas turbine propelled ships.

The Production Division, the “engineering arm” of the Production Officer, provides engineering support to the Product Shops, primarily in three areas: 1) Methods and Processes, 2) Plant Equipment for the shops, 3) large facilities for waterfront support; all to improve productivity. Some of the current projects are: a) one for easier replacement of ship propellers, rudders, and shafts in drydocks, b) one to design and build tower staging modules for an SSN in drydock to reduce staging time to 1 day, and c) one to obtain a device to clean the hull of a TRIDENT submarine.
GENERALIZED SUMMARY OF THE STATE—OF—THE—ART OF UNDERWATER WELDING
Authors: BURNER WALLACE K.
Published: March 2009

The principle aims of this paper are: a) to generate additional interest within the Naval Engineering profession regarding the benefits and general potential of Underwater Welding, b) to eliminate somewhat the aura of mystery that seems to surround Underwater Welding, and c) to cite some of the private industry potential for assisting the Naval Engineering profession in this increasingly important field. The contents of the paper are primarily intended for the benefit of Naval Engineering personnel having an interest and concern in Underwater Welding and its potential.
HUB SIZE SELECTION CRITERIA FOR CONTROLLABLE PITCH PROPELLERS AS A MEANS TO ENSURE SYSTEMS INTREGRITY
Authors: WIND JAAP
Published: March 2009

In a CP propeller the size of the hub largely influences the reliability of the system in operation. Accurate choice of the hub—size provides the best means to prevent the system from structural propeller failures and is therefore the best method to ensure reliability and optimized performance.

Recent failures of high—power CP propellers, of which one Navy propeller had a serious mission failure, could have been avoided if a larger hub had been adopted.

The paper contains two tools, available also to nonspecialists. One allows clear recognition of the technical degree of difficulty of all types of propellers and the other is a scale to determine the degree of load of each CP propeller hub. Information is given concerning the influence of the hub/diameter ratio on the hydrodynamic performance.
DEFECTIVE GFI IN SHIP ACQUISITION
Authors: MAURELLI JOSEPH
Published: March 2009

Government Furnished Information (GFI) is the data the Navy contractually agrees to provide to the shipbuilder. Much of this data is to support the Government Furnished Equipment (GFE) being provided during the contract. All too often, a significant portion of this data is late or not representative of the equipment provided, which is a problem that has plagued the Navy for years and is alleged to be a major contributor in vast shipbuilding claims. This paper will trace some of the problems associated with GFI; will show some of the methods used to correct the problem in the past, with results achieved; and will show the approach in use for DDG 47 Class ships. The methods of specifying GFI in the contract and the rigors of identification, verification, and delivery of GFI will be discussed with emphasis being placed upon a structured approach to alleviate, or at least to minimize, the downstream problems of GFI inherent in most complex shipbuilding programs. Also, the interplay with Design Budgeting as an acquisition strategy will be explored.
DETERMINATION OF SHIPPBOARD REPAIR PARTS LEVEL
Authors: JUDGE SAMUEL D. , LUETJEN PALMER
Published: March 2009

This paper describes a method for evaluating a ship Coordinated Shipboard Allowance List (COSAL) with respect to ship reliability. It analyzes current supply support policy and shows that a change is needed to permit ship top level reliability requirements to be met. The methodology presented can be used for inventory level—reliability “trade‐off” analysis, and it can be applied now at minimal cost using NAVSEC'S TIGER Simulation Computer Program.

TIGER would take the spares suite selected by Fleet Logistic Support Improvement Program (FLSIP) and evaluate the Reliability and Availability (R&A) of the ship against the project timeline.

If the R&A parameters are unsatisfactory, the TIGER output list of critical equipments is examined for the possibility of adding spares. Iterative TIGER runs are made until a satisfactory spares suite is determined.

This methodology identifies areas where additional spares are required and also those where onboard spares can be reduced.
DEVELOPMENT OF THE NAVY MARK 14 UNDER WATER BREATHING APPARATUS
Authors: BENTZ RAYMOND L.
Published: March 2009

The Navy is developing the MARK 14 Underwater Breathing Apparatus, a new diver's breathing system, that will conserve helium; provide a saturation diver the capability for heavy work; and offer the diver a simple and reliable piece of equipment. Some of the design philosophy, historical development, and major problems overcome in the development are presented. Development testing has demonstrated the MARK 14 to be a reliable and practical system for saturation diving.
METHODS IMPROVEMENT — CORNERSTONE FOR FUTURE SHIPYARD PRODUCTIVITY GAINS
Authors: WOODRUFF R. BRUCE
Published: March 2009

The ship overhaul and repair business in the United States today has changed very little in most of this nation's shipyards, both public and private. This paper is devoted to U.S. Naval Shipyards. It addresses the real probabilities that, while many management techniques in recent years have helped to lower costs, unproved methods and modernized processes could greatly assist in this effort. The role of Industrial Engineers and Production Engineers is addressed in regard to past and future roles as they relate to methods improvement. The need for a NAVSEA program to modernize is addressed. Some specific examples of methods improvement are given including a Numerically Controlled Pipe and Tube Bender, an Automatic Tool Control System, Portable Boring Bars for valves, a Hydroblast Unit to clean the insides of shipboard firemain systems, and a Numerically Controlled easily programmable, Gildemeister Turning Machine.
TEST AND EVALUATION IN THE 1980s — A WISH LIST
Authors: REYNOLDS MATTHEW T.
Published: March 2009

In 1970, the Department of Defense issued new policies that revolutionized the management of weapons acquisition programs. As an integral part of the changes that ensued, the function of Test and Evaluation (T&E) came to play a critical role in the weapons acquisition process. T&E results have become a key determinant in the process of program approvals. The Navy had a very difficult challenge to meet in establishing its own policies and procedures to meet the intent of these “try before buy” requirements. It was five yean before the first programs fully structured according to these requirements achieved initial operational capability. It has been, therefore, only within the last three years that our experience base has provided sufficient feedback to allow us to refine our procedures. One lesson learned has been very clear — the new T&E policies have a significant impact on every facet of naval engineering.

It is appropriate at this time to assess the results of the new T&E policies and the effectiveness of our practices in implementing them. As could be expected, such a revolutionary change in the way we did business introduced its own inherent problems. This paper traces the T&E policies from the role it played in weapons acquisitions during the 1960s to that of the 1970s. Experience gained to date is used to identify several prime areas where improvements are needed. A “Wish List” of four candidates is presented which, in the view of the Author, offer the most potential for effecting these improvements and maximizing the value of the substantial resources being spent on T&E.
MK 92 FIRE CONTROL SYSTEM
Authors: RYAN FLOYD N. , BERLIN JACK
Published: March 2009

The MK 92 Fire Control System (FCS) & a new, integrated, highly reliable and light‐weight U.S. Navy Fire Control System for missile and gun control. This system, which is in production for the FFG, PCG, PGG and PHM Ship Classes, provides the detection and automation required for modern naval warfare. Search radar data & presented at a very high rate at the operator's console, a highly integrated man‐machine interface. Utilization of monopulse and “track‐while‐scan” techniques result in multiple target tracking capability.

The system console(s) offer a self‐contained command and control capability and, in addition, standard digital computer channels provide the versatile interface with the ship's command and control, integrating the complete engagement process. Error cancellation techniques are employed to obtain high performance accuracy even under severe environmental conditions. The low manning requirement for both operation and maintenance is a key system attribute for all applications.

Comprehensive “at‐sea” evaluations, performed by the U.S. Navy, demonstrated successful system operation in all modes of surveillance, multi‐target tracking and simultaneous missile and gun engagements.

The “at‐sea” performance record of the FCS MK 92 was cited by the Chief of Naval Operations to have established new standards for Naval Surface Weapons Systems.
THE MAESTRALE
Authors: KEHOE J.W. , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This is the first in a series of reports to be published that will present SHIP CHARACTERISTICS for various type ships scheduled for introduction, now or in the future, into the Fleets of Navies throughout the world. In the first report is a discussion of the major design concepts and basic characteristics of the MAESTRALE Class, a new Frigate type designed for the Italian Navy.
MANAGING THE SHIPYARD PROCESS — KEY TO SUCCESS
Authors: KAUNE JAMES E.
Published: March 2009

There is a basic management plan which controls the Naval Shipyard repair and modernization process. Goals, milestones, policies, and ancillary support can be properly orientated by correctly defining this system. The entire process can and must be optimized, but maximizing any particular part without regarding the total will lead to trouble. In the course of optimization, changes and modifications must be made to present ongoing operations. These required changes will remain hidden and obscured in tradition and emotionalism if not measured against goals. This paper suggests a method of developing a successful process and discusses management methods to assure its success after its development.
MAINTENANCE COSTS OF COMPLEX EQUIPMENT
Authors: SHERMAN ALLAN , HOROWITZ STANLEY A.
Published: March 2009

The increasing complexity of shipboard equipment is often cited as a cause of maintenance problems and poor material readiness. This paper focuses on the extent to which alternative personnel assignment policies might alleviate these difficulties. Regression analysis is applied to 91 Cruiser/Destroyer type ships. Their material condition, as measured by Mission Degrading (CASREP) Downtime, is examined as a function of the type of equipment on‐board and the characteristics of maintenance personnel responsible for the equipment. The analysis is performed for men in each of six ratings. It is found that more complex equipment suffers far more downtime than less complex equipment. It is also found that higher quality personnel are often better at keeping complex equipment in good material condition. Quantitative estimates of the payoff to reassigning high‐quality personnel to ships with complex equipment are derived.
U.S. SHIPBUILDING: THE SEVENTIES IN RETROSPECT —THE PROSPECTS FOR THE EIGHTIES
Authors: FISHER JAMES R. , COADY PHILIP
Published: March 2009

This paper reviews the recent turbulent history of the U.S. Shipbuilding Industry, its present status, and its prospects for the decade ahead. The Authors suggest that current maritime policy and the trend of market forces jeopardize a vital national security asset.
COMPARATIVE NAVAL ARCHITECTURE ANALYSIS OF NA TO AND SOVIET FRIGA TES —PART I
Authors: KEHOE JAMES W. , GRAHAM CLARK , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This paper is a report of a comparative naval architecture analysis of United States, Canadian, French, Netherlands, German, British, and Soviet Frigates. The investigation covered general arrangements, weapons and sensors, survivability, intact and damaged stability, manning and personnel support (all of which me discussed in PART I), and hull form, propulsion, speed range, sea keeping, ship size, and future growth capability (to be published in PART II). Weapons and sensors were only addressed in terms of their impact on the weight and volume of the ship. The actual military effectiveness of each Frigate was not assessed.
EMPASS—A MEANS FOR ASSESSING THE PERFORMANCE OF SHIPBOARD ELECTROMAGNETIC SYSTEMS
Authors: COPLEY JOHN A.
Published: March 2009

Currently the Fleet lacks a quantitative description of their electromagnetic (EM) capabilities and vulnerabilities. A ship's mission can be seriously degraded because of unsatisfactory performance of EM system due to various factors found in the operational environment. In addition, a ship can become vulnerable to a potential enemy by inadequate Emission Control (EMCON) of EM energy. The EMPASS measurement platform is capable of collecting and analyzing three‐dimensional emission data in the operational environment.

The word EMPASS is the acronym for ElectroMagnetic Performance of Aircraft and Ship Systems. EMPASS consists of a calibrated, specially equipped, measurement platform situated on an EP‐3A aircraft with complementary ground based data reduction and analysis facilities. The products of the EMPASS Program are the effectiveness evaluation of operational EM system, development of the criteria for the mat effective tactical use of EM systems, and the providing of the capability to conduct RDT&E in the operational EM environment.

This paper presents a description of the EMPASS capabilities and the results of measurements of some representative EM system used in the Fleet.
THE MANAGEMENT OF SURFACE SHIP MAINTENANCE
Authors: WOODRUFF R. BRUCE
Published: March 2009

The purpose of the paper is to address the current dilemma facing the Surface Ship Navy as it approaches the twenty‐first century. The basic underlying thesis is that the Maintenance Community has lost sight of the goal it must have: to support the Commanding Officer of a ship to get his ship from point A to point B with its weapons system ready. To do this, three basic things must occur: 1) the ship must be capable of getting underway and steaming (i.e., turn the screw); 2) the ship must have its weapons systems working and “up” in all respects (i.e., fight the ship); and 3) the Crew must be prepared (i.e., have sufficient training).

It Is submitted that we have lost sight of this fact. There remains an inordinate amount of concern over appearance (external and internal), habitability, plaques, inspections, and various human factors programs, and funds may be spent in there areas when the main machinery plant and missile systems are “down.” A recent example is the effort to remove every speck of wood from all Navy ships including picture frames.

Training is addressed also as the third key element missing, particularly in the main machinery spaces.

A brief examination is made of the ship cycle as it gas into the maintenance mode, i.e., delivery plus one to two years. A comparison is made with the basic Submarine Force approach to this problem and when the Surface Community may take a page out of the Submarine Force book. An addressed are: 1) Current Ship's Maintenance Project (CSMP); 2) Planned Maintenance System (PMS); 3) Pre‐Overhaul Test and Inspection (POT&I); 4) Long lead time SHIPALT material, 5) Intermediate Maintenance Activity (IMA) role (Tenders and SIMAS); and 6) Shipyard role and facilities.
USING COMMERCIAL TANKERS AND CONTAINERSHIPS FOR NAVY UNDERWAY REPLENISHMENT
Authors: ROBINSON Ms. KATHY I.
Published: March 2009

The Navy has been looking at alternatives to building additional support ships. Navy designed ships are very capable and very expensive. Commercial design ships could save considerable amounts of money, but the operational differences must be taken into account.

“Substituting Merchant Ships for Naval Vessels (SubMer)” was a study conducted by the Center of Analyses at the Navy's request. It considered the attractiveness of using commercial ships for Navy support missions. Two of the four analyses are reported in this paper. One examined the use of Tankers for the underway replenishment of POL. The other analyzed the use of Containerships for the underway replenishment of Ordnance.

The Tanker and Containership are not usable “as is” for Navy purposes. They lack rigs for transferring cargo while underway, the sophisticated Navy Navigation and Communication System, a large enough crew to transfer the cargo underway, special cargo pumping or handling equipment, and the electrical power for such equipment. The study considered adding this additional equipment to duplicate the capabilities of the Navy ship, but no major structural changes or new ship designs were allowed as there might affect the ship's commercial use or add considerably to the cost.

The modified commercial ships could be used in two different roles. They could be used for “wartime augmentation” of existing Navy forces when emergency needs arise. Or the modified commercial ships could be used as full “peacetime substitutions” for additional Navy support ships.

The study concluded that there were deficiencies in the commercial ships which could not be overcome within the guidelines of the study. The modified Tanker had less speed and lower cargo transfer times than the Navy Oilers (AOs), and the modified Containership had severe safety and cargo transfer problems compared with the Navy Ammunition Ships (AEs). However, there commercial ship also represented savings of at least 23 percent in 30‐year procurement and operating expenses (dollars are discounted at 10% over M years). The study did not attempt to weigh the deficiencies against the savings.
U.S. NAVY INVESTIGATION INTO DEVELOPING ROLL‐ON/ROLL‐OFF SHIP DISCHARGE FACILITIES AT SEA
Authors: RAUSCH ARTHUR B.
Published: March 2009

A decreasing supply of amphibious ships capable of offloading vehicles at an undeveloped beach prompted the U.S. Navy to begin investigating the use of commercial Roll‐On/Roll‐Off (RO/RO) ships for follow‐on support of future amphibious landings.

p>RO/RO ships are capable of carrying large numbers of vehicles and containers which makes them ideal for supporting an amphibious operation. However, most commercial RO/ROs are designed to offload only at specially prepared wharves where permanently installed ramps are available.

This paper reviews the ongoing efforts of the U.S. Navy through the Civil Engineering Laboratory to identify and design the optimum offloading concept for the major classes of RO/RO ships available. Variables which are taken into consideration include:

RO/RO ship selection.

Military vehicle characteristics (What are maximums?).

Military vehicle interface problems with vessel.

Choice of exit from vessel (Which is optimum?).

Rate of offloading (Can goals be met?).
HYDROGRAPHIC AIRBORNE LASER SOUNDER (HALS)
Authors: BRIGHT DUANE
Published: March 2009

In response to a long standing requirement for a faster and cheaper way to do hydrographic surveying in shallow near‐shore waters, the Naval Ocean R&D Activity (NORDA) is developing a system called the HALS. It will consist of a scanning laser sounder and altimeter, orientation equipment, a data processor and recorder, and electronic positioning equipment. It will be installed and used in the helicopter carried by the Naval Oceanographic Office's Hydrographic Survey Ship. It will collect and record data from which accurate water depths and their geographic positions can be resolved. Using green light pulses, the HALS will measure depths to at least 3.2 optical diffuse attenuation lengths of the ambient waters. At an altitude of 150 meters and a speed of 70 knots, it will cover 8,000 square meters per second with a density of one sounding every 20 square meters. System specifications were developed and a contract was negotiated with an industrial firm. Training, Manuals, transport cases, and software documentation will be provided. Delivery is expected by NORDA in early 1981.
FOULING RELEASE COATINGS
Authors: GRIFFITH JAMES R. , BULTMAN JOHN D.
Published: March 2009

The concept of producing coating sufficiently anti‐adhesive that marine foaling organisms attached to the surface can be removed by relatively small mechanical forces is being investigated. Central to this effort is a group of new fluorinated resins of the epoxy and polyurethane classes which provide properties in ambient‐cured coatings not previously attainable. Fluorocarbon properties and silicone properties can be imparted to coatings ranging in physical consistency from elastomers to hard plastics, and the combination of physicochemical alteration with application ease in the manner of conventional paints allows fouling‐release experiments never previously attempted. Some of these include the bonding of silicone‐filled porous Teflon to underwater surfaces, painting with Teflon pigmented epoxies and polyurethanes enhances by silicone additives, and the bonding of elastomeric sheets with flame‐fused surfaces.

Some experiments have been performed to assess the ease of fouling removal from Teflon‐filled fluorinated polyurethanes, and it has been demonstrated that all but the most tenacious organism can be removed by small‐stream water blasting at nozzle pressures between 50 and 600 psi. Some evidence has also been accumulated which suggests that turbulent regions such as steering plans in a propeller stream, may be cleaned by ships' motion.
AN EVALUATION OF ENERGY CONSERVATION APPROA CHES FOR SURFACE SHIPS
Authors: RAINS DEAN A. , STILES H. RICHARD , HO STEPHEN P.K.
Published: March 2009

Lower Fleet operating costs and independence from foreign fossil fuel resources are the goals of energy conservation efforts for Navy surface ship. This paper describes an evaluation of a wide variety of energy conservation approaches. A standard 20‐knot, 300‐hour Destroyer mission is established so that all of the approaches can be compared on a total fuel required basis. The approaches studied include use of aluminum hull construction; light weight machinery; trail‐shaft or cross‐connect operation for twin screw ships; improved performance propulsors; advanced power plant types, such as COGAS or cruise engines; use of energy storage techniques to improve ship service generator performance; electrical load reductions; improved performance ship service generators; hull drag reductions; crew size reductions; design margin reduction; reduced performance requirement (such as top speed); and habitability standard reductions. The overall results can be effected by reductions in range requirements as well. Mission duration was held constant at 45 days throughout the study.

The results of the study indicate that the combination of these various possible improvements may reduce the fuel used to be as low as one‐third of the current levels. Weight reductions are very effective for achieving significant fuel savings.
THE MEANING OF SHIP SUPPORTABILITY
Authors: JUDGE SAMUEL D.
Published: March 2009

What is supportability? Some variety of this question often arises in ship design. For example, it is sometimes asserted “we want a supportable ship.” Or, when two alternative designs are being compared, the question is asked: “Which is the more supportable?” These issues presuppose a knowledge of what supportability is. They require that one consider what constitutes supportability and how to achieve it, what values and goals to pursue, what principles and policies to adopt. This paper examines the facts of reality which give rise to this question. It examines what the concept supportability means and entails.
ADVANCES IN LONG‐RANGE, HIGH‐SPEED OPTICAL COMMUNICATION
Authors: FELDMAN SIDNEY , BARTON GEORGE G.
Published: March 2009

During periods of radio silence under Emission Control, communication depends on the slow ship‐to‐ship, manual‐visual, 8‐10 wpm Morse code signaling shutter searchlight employing the ac 1000‐watt incandescent or the ac 1000‐watt compact arc mercury‐xenon lamp. These sources can be replaced by the dc compact arc xenon lamp to provide longer daylight ranges and highspeed (100 wpm teletype, 150 wpm Morse code, voice, etc.) communication since this source has superior brightness and the facility of considerably more rapid modulation. The excessive weight and size of the ac‐dc power convertor and modulating circuitry which had prevented use of the dc xenon lamp have been overcome by developments in solid state electronics such as the rapid, high current, simmer‐flash, 100 to one light output xenon lamp pulsing using the reliable, uncomplicated, low‐cost silicon controlled rectifier shunt switch which could eliminate the mechanical signaling shutter. Laboratory and sea evaluations have proved the feasibility of and provided the long daylight high‐speed optical communication ranges that could be attained from operation of the dc 1000‐watt and 2200‐watt xenon lamps at the focus of 12‐inch, 18‐inch searchlights and in the Fresnel lens omni‐directional beacon which a command ship uses to signal all ships in a task force at once. With these advances, optical communication provides the highspeed capability of radio communication, particularly, also, with the new omnidirectional transceiver.
THE SOVREMENNYY CLASS DESTROYER
Authors: USN CAPT. J.W. KEHOE , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This is the eighth report in the series that presents SHIP CHARACTERISTICS for the various type ships being introduced, now or in the future, into the Fleet of the Navies throughout the world. In this report, the Authors discuss the major design concepts and basic characteristics of the Soviet SOVREMENNYY Class Destroyer which was observed along with the KIROV Class Cruiser while both were undergoing sea trials in the Baltic earlier this year.
ENERGY CONSIDERATIONS STUDY ON NAVAL SHIP FUEL CONSUMPTION VARIATIONS
Authors: SLAGER JOHN J. , TOMASSONI CARLOS A. , SANDBERG WILLIAM C.
Published: March 2009

Speed‐power margins are applied during the preparation of powering performance estimates for new U.S. Navy ship designs. This paper describes a study which was carried out in support of the U.S. Navy's Energy Conservation Program. The primary purpose of the study was to estimate, for new naval ships, the savings in ship fuel consumption and ship acquisition costs which might be achieved by the use of design power margin values which are smaller than those in the current NAVSEA margin policy. A second, related purpose was to determine the risks, in terms of reduced probabilities of achieving design speed, which would be associated with the use of reduced power margin values. The results of the study indicate that reductions in fuel consumption and acquisition cost can be achieved if a projected new naval ship is redesigned with a smaller value of power margin. However, the results are shown to be dependent upon ship size constraints and on the type of propulsion system. The results of the study also indicate that, for a projected new naval ship, the use of a reduced design power margin value will be accompanied by a substantial decrease in the probability of achieving the design speed.
THE SOVIET KIROV CLASS STRIKE CRUISER
Authors: KEHOE J. W. , BROWER KENNETH S. , MEIER HERBERT A.
Published: March 2009

This is the sixth report in the series that presents SHIP CHARACTERISTICS for various type ships being introduced, now or in the future, into the Fleet of Navies throughout the world. In this sixth report, the Authors discuss the major design concepts and basic characteristics of the Soviet KIROV Class ship, an impressive nuclear‐powered Strike Cruiser which recently appeared while undergoing sea trials in the Baltic Sea and the North Sea.
AN APPROACH TO AN EVOLUTIONARY IMPLEMENTATION OF SHIPBOARD DISTRIBUTED PROCESSING
Authors: FASTRING RICHARD A. , WAPNER MARTIN
Published: March 2009

Traditional thinking regarding the data transfer vehicle needed to interconnect elements of a distributed processing combat system generally envisions one or more data busses. This paper presents the somewhat unorthodox viewpoint that a distributed switching network is a better transition vehicle for moving from today's federated architectures to the distributed‐processing architectures of the future.

The structure and operation of a distributed switching network concept, called Standard Information Transfer Architecture for Combat Systems (SITACS), is briefly described. Simulation results are presented which show throughput and timing values considerably better than that achievable by data bus systems.
THEFFG 7 CLASS DESIGN IMPACT BY INSURV TRIALS
Authors: WOODRUFF R. BRUCE
Published: March 2009

This paper describes the impact made on the OLIVER HAZARD PERRY (FFG 7) Class design after numerous trials by the President, Board of Inspection and Survey and his Staff. In the early 1970s, faced with a Fleet of World War II Destroyers, the Navy embarked on a program to build large numbers of Frigates to perform an Ocean Escort role. This ship had three major design constraints placed on it by Chief of Naval Operations (CNO): fixed meaning, fixed displacement, and fixed cost or “designed to cost.” The purpose of this paper is to pass on some “lessons learned.”

The acid test of any ship design is how well it does with the Fleet in regard to performance and reliability. How well has the “design‐constrained” FFG‐7 fared with 20 plus ship trials under its belt? Very well in some areas; not so well in others. Examples of the good aspects of this ship design (LM 2500 and main propulsion train, Standard Option Equipment, et cetera) as well as those which must be considered poor will be addressed. Some examples of the latter are the “breezeway” cargo doors, ship's service diesel generators, MK 92 Combat Systems, decontamination stations, and topside corrosion control. In many cases INSURV caused design changes to be made that were sorely needed; in other cases, changes were made (or not made) over issues that had little or no impact on making this ship more ready for war.

A brief examination of the Naval Sea Systems Command (NAVSEA) surface ship design policies is made from the point of view of the Trials Officer (the Author) who rode most of the trials with PRESINSURV.

Some of the issues addressed:

•Improved NAVSEA corporate memory between ship designs.

•Longer Acceptance Trial for Lead Ship.

•Early deployment of Lead Ship without TECHREPS.

•Improved NAVSEA/INSURV/CNO communication on Trial/Technical Issues and insertion of INSURV early into the design process.

•Need for NAVSEA to stand up and say “no” to costly design changes that do little to make for a better warship.

•Need for NAVSEA to redesign Surface Combatants completely.

•Sending NAVSEA ship design engineers to sea for one to two months at least twice in their career.
AN INNOVATIVE ENERGY SAVING PROPULSION SYSTEM FOR NAVAL SHIPS
Authors: SCHLAPPI HERMAN C.
Published: March 2009

The propulsion system on most naval combatants is inherently wasteful of fuel since the propellers, shafts, and engines are sized for dash speed, but operate most of the time at low speed cruiser power. Energy consumption is particularly high on twin shaft, gas turbine driven ships which use controllable reversible pitch (CRP) propellers for reversing.

On a typical destroyer such as DD 963, the drag of the propulsion appendages is very high, 10–15% of the total ship drag. This drag is present even when operating at low cruise speed where a system with much lower drag could provide the required thrust.

This study evaluates several alternate propulsion systems which could be used on a DD 963 type ship to reduce annual fuel consumption. An innovative system, which uses a single DD 963 type propeller system for cruise and two marine jet boosters for added thrust during high speed dash, shows promise of reducing annual fuel consumption by 23 percent. This fuel saving is due to reduced propulsion appendage drag and lower specific fuel consumption during cruise.

Annual fuel saving can be further increased to 45% by replacing the two LM‐2500 turbines which drive the propeller with a single turbine equipped with Rankine Cycle Energy Recovery System (RACER) and changing the CRP propeller to a more efficient fixed pitch (FP) propeller with reverse gear for astern operation.

In addition to reduced energy consumption, the propulsion systems using marine jet boosters for dash speed show promise of significant benefits in other areas such as reduced weight and improved survivability and reliability. The marine jets, which use state‐of‐the‐art technology and have demonstrated performance, provide the same top speed as the baseline propeller system. Improved low speed maneuvering and crash stop capability is provided by reversers on the marine jets. Improved propulsion system redundancy is provided by the three shaft system. A single marine jet will provide nineteen knots speed with a non‐operating (trail shaft) cruise propeller.

While marine jet propulsors are inherently less efficient than propellers, the large drag reduction for eliminating one propeller system more than compensates for the additional fuel burned by the marine jet turbines during high speed operation. The single propeller, twin marine jet propulsion system is particularly attractive when combined with RACER since it permits elimination of one gas turbine without significant effect on top speed.
HIGH SPEED VELOCITY LOG
Authors: BARNETT NEAL J. , CHENEY SAMUEL H.
Published: March 2009

Advanced high speed ships (surface effect ships, hydrofoils and air cushioned vehicles) under development will operate at speeds which are considerably higher than conventionally hulled ships. Precise velocity sensing and measuring techniques that provide the required accuracy throughout their operating speed range do not currently exist.

This paper will discuss the Navy's development of a High Speed Velocity Log (HSVL), which will provide self contained, two‐axis velocity measurement for these advanced high speed hulls.

The system selected by the Navy for an exploratory development program uses microwave doppler radar technology. The paper will discuss reasons why an FM‐CW doppler radar technique was chosen over other candidate technologies. The doppler radar technique involves the transmission of narrow beam radar signals down toward the water surface. Frequency of backscattered energy from the water surface is compared with the frequency of transmission to determine the “doppler” frequency shift from which ship's velocity relative to the water surface is computed.

The paper will present test results of the HSVL feasibility model aboard the hydrofoil USS High Point (PCH‐1) and aboard the Amphibious Assault Landing Craft Jeff (B). In addition, a summary of an intensive analysis phase to determine HSVL critical design parameters will be described.
ON GETTING OUR EM ACT TOGETHER AND PUTTING IT ON A NAVY SHIP
Authors: McEACHEN JOHN C. P.
Published: March 2009

Design and production of a fighting ship is more complex than even we in the shipbuilding community know. Electro‐magnetic (EM) systems have become vital organs of the Navy combatant. EM communication systems provide mission guidance and coordination, EM navigational aids enable precise positioning worldwide, EM surveillance systems detect and warn of the threat, and EM tracking systems permit timely engagement.

This paper addresses the major engineering disciplines competing and trading off to produce Navy ships. U.S. Navy activity in each area is discussed, with commentary on the systems engineering relationship among them, from the EM perspective. In stressing the need for whole ship systems engineering, the paper features an advanced communications system architecture and discusses its implications in ship design and performance. Assessments are made of present priorities and effectiveness and how close we are to realizing EM combat system integration.
APPLICATION OF QUALITY CIRCLES BY A PRIVATE SHIPBUILDER
Authors: HAYES JOHN P. , SWANSON GERALD C.
Published: March 2009

One of the Nation's major private shipbuilders has used quality circles as a major component of an overall productivity and quality of work life program for a little over a year. This paper reports the results of that year's experience, describes the current program, and provides recommendations for implementation of quality circles at other organizations.
AN APPROACH TO INTRA‐CYCLE MAINTENANCE MATERIAL MANAGEMENT
Authors: PRAISSMAN FRED M. , ALLEN RAY
Published: March 2009

The Implementation of the Navy's Destroyer Engineered Operating Cycle (DDEOC) and LO‐MIX Programs involves the extension of the overhaul cycle from the standard 37 months to a minimum 54 months. To provide for the intermediate and depot level maintenance required under the extended operating cycle, Selected Restricted Availabilities (SRA's) and Intermediate Maintenance Activity Availabilities (IMAV's) were initiated. The SRA's are scheduled for six to eight weeks length between deployments, and the IMAV's for periods of approximately four weeks. The relatively short time frame for accomplishment of SRA's and IMAV's makes it essential to have a system of maintenance material management which will provide positive response to the repair parts needs of the accomplishing maintenance activity. The system must, in additions to other important elements, identify maintenance material requirements in sufficient time to be utilized in the budget cycle and to facilitate planning for long lead time buys at the inventory control point level.

This paper presents a mechanized system of material management which is designed to identify, forecast, track and control maintenance material, and to provide availability and status reporting. It has the capability of being updated for technical changes (pricing information, part numbers, etc.), and other revisions which will improve management effectiveness. The system provides a reliable means of managing maintenance material, as well as a means for review and analysis of the effectiveness of material procedures.
TOWARDS AN IMPROVED HULL FORM DESIGN METHODOLOGY
Authors: SCHAFFER ROGER L. , BYERS DAVID W. , SLAGER JOHN J.
Published: March 2009

This paper presents a surface ship hull form design methodology which makes use of a powerful, general‐purpose approach to decision making. The four steps of this approach are:

1. Development of the Problem Statement

2. Design

3. Evaluation

4. Selection

To illustrate the utilization of the methodology, the development of the hull form during the Concept Design phase of a new U.S. Navy surface combatant is described. The development of the problem statement from the given requirements, constraints, and design standards is discussed. The design of three alternative hull forms is detailed. Each hull form was optimized, within the design constraints, to a separate and distinct hydrodynamic performance goal. These goals were optimum seakeeping performance, minimum cruise speed resistance, and minimum high speed resistance. The performance of each alternate hull form was assessed, as well as that of a baseline hull form. A rigorous evaluation of the alternative hull forms is presented and the selection procedure described. Conclusions are presented regarding the methodology and the “worth” of the alternative designs.
SURFACE COMBATANT TECHNOLOGY DIRECTIONS FOR THE U.S. NA VY
Authors: RAINS DEAN A.
Published: March 2009

The Author does not attempt to give the direction to the whole naval ship technology effort but rather provides the tools so that any engineer can evaluate the payoff or relative merits of a particular new technology or design approach. The tools are trade‐off derivatives defined for Frigate, Destroyer and Cruiser size combatants that relate changes in technology, parameters such as hull structural weight, powerplant fuel rate, et cetera to ship displacement, volume, first cost or life‐cycle cost. The relative value of these trade‐off factors also provides guidance on the relative importance of one technology area to another — where effort should be concentrated for the most significant improvements. These factors should find general utility in the Ship Design Community
Naval Ship Design Implications of the Collective Protection System
Authors: BOERUM ROBERT E. , BUCK KEVIN P.
Published: March 2009

As the concern over nuclear, biological and chemical (NBC) warfare has grown, the Navy has sought ways to improve shipboard personnel NBC protection. The current Navy design for the DDG‐51 class includes a Collective Protection System (CPS) against NBC threats.

This CPS will affect the ship design, especially heating, ventilation, and air conditioning (HVAC) systems. The CPS system will change usual damage control procedures and other routine and emergency ship evolutions. The CPS will change the crew's way of living. Ship's evolutions, both routine and emergency, must be modified to take CPS into account. Design and crew training effects of CPS should be considered early in the ship's life cycle.
EVOLUTION OF THE ENGINEERING DUTY OFFICER IN THE UNITED STATES NAVY
Authors: FEE JEROME J.
Published: March 2009

The engineering duty officers (EDO) are today part of the line of the United States Navy and wear the same uniform without any distinguishing marks. The EDs of the past were not always in this close relationship to their line officer counterparts. It is necessary to trace the heritage of the current EDs back almost 200 years to show how the EDs present position has developed. For the first 160 years, the predecessors of today's EDs were split between two communities: engineers and constructors. So it is necessary to trace the development of both communities simultaneously until their merger. During the last 40 years the combat systems officer has emerged. Since this more recent development is known to most readers, it will not be dealt with in the same detail as the ED's “ancient history.”
IMPACT OF ZONE OUTFITTING ON SHIP SPACE UTILIZATION AND CONSTRUCTION COSTS
Authors: STUMBO STANLEY C.
Published: March 2009

The United States' ship‐production methods of World War II were adopted by the Japanese after the war and became the basis of Japanese success in developing highly productive shipbuilding techniques. These methods migrated to other nations and are finally returning to the United States.

The methods of zone — rather than system — oriented design and construction methods were principally developed to improve productivity through the application of group technology. However, experience in the United States is indicating that these methods are also resulting in unexpectedly high savings in material, weight, and labor costs, leading to total ship construction cost savings of up to 30 percent.

The paper describes a three‐dimensional approach to the use of enclosed volume. It highlights the remarkable improvements and options in the use of space and the reduction in construction costs that can result from using zone outfitting methods in warship design and construction instead of conventional system‐oriented methods.

The paper compares the conventional machinery space design process to the equivalent process using zone outfitting and group technology. Using an LSD‐44 auxiliary machinery room as an example, it is shown that if this space were redesigned using zone outfitting, the engineering spaces would have a higher specific machinery volume but still contain the same systems and components at the same equipment densities. The spaces would be significantly smaller and yet be no more volumetrically “tight” than the ship defined in the Navy's current design, but would be less expensive to construct.

The zone outfitting described is based on actual case histories and can be applied to most other spaces in any combatant ship. The space, weight and construction cost saved make possible a smaller, more affordable ship with no sacrifice in speed, range, seakeeping, habitability or survivability.
OPPORTUNITIES FOR PACIFIC FLEET FF‐1052 CLASS SHIPS TO SAVE ENERGY
Authors: PEHLIVAN HASAN , KENYON CLARENCE W.
Published: March 2009

The shipboard energy conservation assist team (SECAT) program was introduced to the US Pacific Surface Fleet (SURFPAC) in 1983 following one year testing in the US Atlantic Surface Fleet (SURFLANT). Experiences aboard SURFLANT ships had provided the basis for improvements which could also be applied to SURFPAC ships. Chief among these improvements were simple fuel measurement, fuel curve development methods, an energy survey checklist, and an equipment status board which identifies economic machinery alignments.

The first SURFPAC ship to receive a SECAT visit was a FF‐1052 class ship. Fuel consumption was significantly higher on this ship than the six FF‐1052/1078 class SURFLANT ships previously visited. SECAT immediately looked for reasons for this increase in fuel consumption. Three significant changes received by this ship and not received by the six SURFLANT ships were identified. They were a new design economizer, Navjet vice Wallsend burners, and removal of overload control valves on the forced draft blowers. Another SURFPAC frigate with the same three changes was visited to validate the results obtained from the first ship.

This paper discusses recent improvements to the SECAT program. It also examines the differences in fuel consumption observed between SURFLANT and SURFPAC FF‐1052/1078 class ships. The economics of potential solutions to the higher fuel consumption problem aboard SURFPAC ships is analyzed with special emphasis on alternative burner designs and forced draft blower changes. Recommendations are made to reduce fuel consumption both by equipment changes and expanded energy initiatives.
DEFINING A WARSHIP
Authors: RCNC DAVID K. BROWN
Published: March 2009

The paper discusses the preliminary design of a warship beginning with the designer's contribution to the formulation of requirements. The translation of operational requirements into technical definition is a most important aspect of warship design which includes identification of constraints, both physical and in resources, which limit the design.

The initial concept stage is a creative one which should involve divergent thinking leading to a wide range of options. The following stages will converge to a single option and to decision. The design process described cannot be represented by a functional flow chart, involving as it does intuitive leaps, step functions, and iterative loops.