bluuebunny/crossref_metadata_2025 huggingface dataset:
SEAKEEPING BY DESIGN
Authors: COMSTOCK EDWARD N. , KEANE ROBERT G.
Published: March 2009

“Seakeeping … is the ability of our ships to go to sea, and Successfully and safely execute their missions despite adverse environmental factors.”

— VAdm. R.E. Adamson. USN

In June 1975, VAdm. R.E. Adamson, USN, then Commander Naval Surface Forces, U.S. Atlantic Fleet, addressed the participants of the Seakeeping Workshop [1] and established what has come to be a most profound definition of seakeeping as it relates to the U.S. Navy. In those few words he identified the two major issues facing the operator today and provided the focus for all subsequent seakeeping efforts within the design community at the Naval Sea Systems Command (NAVSEA). For it is these two hues of mission sum and safety at sea which are addressed within NAVSEA, for each new ship design and for ships in the Fleet, in terms of: SEAKEEPING PERFORMANCE — Ability to execute mission in a sea environment, and SEAWORTHINESS — Ability to survive in an extreme sea environment.

In the past, the design of ships exhibiting superior seakeeping performance and seaworthiness and seaworthiness has been looked upon by many as an art or an academic exercise. The objective of this paper then is to demonstrate clearly that the ability of our ships to execute their missions successfully and safely in a sea environment is not by chance but by design.
COLD OIL SAL VAGE PUMPS
Authors: JOLLIFF JAMES V. , MITTZEMAN JOHN
Published: March 2009

Hydraulically powered, submersible oil transfer pumps were tested at the Naval Coastal Systems Center. The tests were performed under controlled temperature and discharge pressure conditions to simulate the cold weather and long discharge lines often encountered during emergency oil offloading in high latitudes. Five different pumps were tested. Of the five pumps, two were centrifugal, two were progressive cavity types, and one was a vertical turbine pump. The two centrifugal pumps performed better than was expected while the vertical turbine pump was determined to be unsuitable at the lower test temperatures. The progressive cavity pumps were determined to be unsuitable in their present configurations, but deserve further investigation because of their unique properties. The test effort led to the development of an empirical method for estimating pump efficiency at extremely high viscosities, and most important, to the creation of a Navy Specification for the development and procurement of a petroleum, oils, and lubricants transfer system to be used for offloading stranded Tankers in emergency situations.
COMB AT SYSTEMS ENGINEERING AND THE TOP LEVEL REQUIREMENT
Authors: TRUXALL C.W.
Published: March 2009

The Top Level Requirement (TLR) is a document that is required by the Chief of Naval Operations to be developed for new ship designs. This document describes in some detail the requirements levied on the ship designers for characteristics of the ship and its combat system. The Combat System Engineering Program has been developed in the Naval Sea Systems Command (NAVSEA) to provide a disciplined approach to the engineering of upgrades and modernizations to current surface ship complex combat systems. One of the axioms of this systemized approach is that “top down” engineering must take place. That is, the rationale for the upgrade for the new elements being included in the system, and for the way the integration of those elements takes place, must be based upon a set of operational requirements.

In order to systems engineer the developments of modernizations properly, the Author proposes that TLRs be developed for each combatant ship class without a TLR that is a candidate for a major modernization or upgrade. The primary focus would be on the combat system requirements, but also there is concern for the other ship operational characteristics as well. The TLR should be contained in a document of about twenty‐five pages. As with the current TLRs, a Working Group of representatives from the Office of the Chief of Naval Operations (OPNAV), Naval Material Command (NAVMAT)/Naval Sea Systems Command (NAVSEA), and other activities would be the developers of the new TLR. Because of the numbers of individuals with some responsibility in current Fleet ships, closer coordination between NAVMAT/NAVSEA and OPNAV is required. The process which this paper describes may well support significant cost savings in future‐year combat system upgrades, and the Combat System Engineering Community will have a basis for combat system design.
WATERFRONT CORRECTIVE ACTION PROGRAM (WCAP)/PILOT SHIPYARD PROJECT: RESOLVING EMI PROBLEMS IN CONJUNCTION WITH THE SHIP OVERHAUL PROCESS
Authors: WINTER DALE B. , CARSTENSEN RUSSELL V.
Published: March 2009

This paper begins with a discussion of activities toward institutionalization of the control of electromagnetic interference (EMI) during the ship overhaul through the Pilot Shipyard portion of WCAP. The discussion covers such practices as development of training and awareness material, development of standardized documentation to support shipyard activities, establishment of individual ship files of known problems, provision of technical assistance to other shipyards in the resolution of known EMI problems and investigation and development of new installation techniques and processes to insure an extended life span for EMI control hardware installed on board ship. This is in turn followed by a discussion of improvement in pre‐overhaul planning, improvements in existing specifications and standards, the development of model studies and improvements in ships force maintenance procedures to insure that the improvements in overhaul techniques are adopted as a routine institutionalized method.
SEAKEEPING PERFORMANCE COMPARISON OF AIR CAPABLE SHIPS
Authors: COMSTOCK EDWARD N. , BALES SUSAN L. , GENTILE DANA M.
Published: March 2009

The on‐going debate regarding the merits of large versus small aircraft carriers raises several issues concerning the ability of various ship configurations to support sea based air operations. One such issue is the question of the relative seakeeping performance of ship alternatives. In an effort to shed some light on the matter, a comparative seakeeping assessment of nine air capable ships covering a wide range of size and hull form was performed. An evaluation of the impact of aircraft and ship motion limitations on sea based air operations and a comparison of the relative ability of the ships to conduct air operations while in a seaway are presented. The specific air operations considered are launch, recovery, and support of aircraft. The ships evaluated are CVN‐71, CVA‐67 (MR), CVV, LHA‐1, VSS‐D, DDV‐2, DDV‐1D, DD‐963, and SWATH‐6. These ships have the combined capability to operate Vertical Takeoff and Landing (VTOL), Conventional Takeoff and Landing (CTOL), Short Takeoff and Arrested Landing (STOAL), and Short Takeoff and Vertical Landing (STOVL) type aircraft. Results indicate that seakeeping performance generally degrades with decreasing displacement, that SWATH‐6 performance is the least degraded, that elevator wetness can be an important degrader for ships with lower freeboards, that roll motion can be an important degrader for ships under 60,000 tons, and that percent time of operation is strongly dependent on the prevailing wave and wind environment.
THE DESIGN OF VARIABLE PAYLOAD SHIPS
Authors: BROOME GRANVILLE W. , NELSON DAVID W. , TOOTLE WILLIAM D.
Published: March 2009

This paper presents the issues involved and the approach taken in the design of Variable Payload Ships. The objectives in Variable Payload Ship design are: first, to permit concurrent design and development of the ship and its initial combat system; and second, to simplify the testing, installation, and upgrading of the combat system over a ship's life cycle. In order to accomplish these objectives, Ship Systems Engineering Standards and Design Criteria are being developed for the VPS platform and payload. Based on the Mid‐Size Combatant design conducted so far, indications are that the abovementioned objectives can be met — giving the Navy maximum flexibility to choose the latest and most appropriate combat suite for each of its surface combatants during both initial acquisition and entire life cycle.
THE CONSTRUCTION OF VARIABLE PAYLOAD SHIPS
Authors: THOMPSON DANIEL H. , THORELL LENNART M.
Published: March 2009

The decoupling of combat systems from the platform makes it possible for shipyards and combat system suppliers to work in parallel without schedule or technological conflict. Great benefit is derived from building one, standard platform able to accommodate a variety of combat systems. The capability to build and test the payload modules independently, in a well equipped shore‐based facility, means higher production efficiency and improved quality control. The standardization of payload‐platform interfaces means that the detail design and construction of foundations and distributive systems need not be delayed if some of the combat system components are being upgraded at the time when the ship is in construction.

Additionally, shipyards recognize the value of the variable payload ship concept for major combat systems and weapons upgrades. Analysis shows that combat system changes will not lie on the critical path from a scheduling point of view if the payload items are modularized and conform to the Ship Systems Engineering Standards.

The shipyards intend to participate actively in the conservation of tenth‐scale models and full‐scale mock‐ups. These mock‐ups should prove valuable in the definition of interface requirements which must be incorporated in the Ship System Engineering Standards. The module installation procedures and clearance requirements for both weapons modules and pelletized electronics can be checked in this effective way.

Variable payload ship platform construction poses no technical problems as far as new facility requirements are concerned. Shipyards interested in assembling, testing, and installing payload modules would, however, have to use appropriate buildings, equipment, and cranes. These capital requirements are significant but reasonable for those yards that are likely to be interested in building frigates, destroyers, or cruisers. Furthermore, these yards generally plan for production improvements through better facilities, many of which would support variable payload production.

However, the shipyards are concerned about weapons module designs. The weapons module alignment requirements and techniques are of particular concern. The dynamic alignment procedures, which compensate for mechanical misalignments by computer software, are not yet a reality. Therefore, an alternate alignment approach and technique is proposed in the paper for further study. The shipyards are also extremely interested in the design of the destructive system connections between the ship and these weapons modules. Useful guidelines are provided in this area to aid the interface designer.
ENERGY CONSERVATION UTILIZING WASTE HEAT BOILERS — THE CHALLENGE, PROBLEMS, AND SOLUTIONS—
Authors: MASTRONARDE THOMAS P.
Published: March 2009

Over a decade ago, a commitment was made to the concept of using boilers to recover waste heat from naval gas turbine generators to provide energy in the form of steam for fresh water production, water heating, fuel heating, galley and laundry services. In meeting the challenge to interface an auxiliary steam generating system with the ship's vital electrical supply, the following design and service problems must be addressed without compromising the ship's generators.

Gas Side Pressure Drop

Gas Side Fouling

Waterside Corrosion and Deposits

Exhaust Gas Leakage

Dry Operation

“Hot Start” from Dry Condition

Moisture in Steam

Stability of Pressure and Water Level

Access for Maintenance

Frequency and Complexity of Required Maintenance

This paper discusses specific design features of the CG‐47 Class Waste Heat Boilers and the Integration of state‐of‐the‐art steam system components into a package of equipment that meets the design and operational requirements listed above.
THE SHIPBOARD OPERATING ENVIRONMENT — A DESIGN CHALLENGE
Authors: JUDSON HARLOW M.
Published: March 2009

The 1975 Seakeeping Symposium dealt with problems associated with designing ships in relation to performance in a seaway. Substantial elements of the problems noted in the symposium report reflected the difficulty of characterizing the physical phenomena involved (seaway representation and resulting ship motions), and the need for an acceptable means of converting the basic physical phenomena into performance‐ based design decisions.

In addition to the basic rigid body motions of concern to the Seakeeping Symposium, the dynamic at‐sea environment includes several design‐controllable elements. It is these elements which this paper addresses.

As used herein, the term “environment” includes, in addition to ship motions and other aspects of operating in a seaway, structural influences and electromagnetic radiation. For each of these elements of the environment, a summary of the range of environmental effects which might be encountered by men and equipment on modern surface warships is presented, together with a synopsis of how these environmental effects can be influenced by design.

The basic conclusions of the paper are: (1) that follow‐ups to the Seakeeping Symposium are needed; and (2) that their scope should be expanded to include all aspects of the dynamic at‐sea environment.
FIRE SAFE MATERIALS FOR NAVY SHIPS
Authors: VENTRIGLIO DANUTE R.
Published: March 2009

Adequate fire protection of the Fleet is a very difficult task, demanding numerous and diverse materials options, ranging from materials of limited flammability to the high temperature “noncombustible” types. To improve shipboard fire safety, certain categories of fire susceptible materials may be upgraded through the incorporation of fire retardants. In many cases, however, new and more fire resistant elastomers, plastics, fibers, resins, composites, and ablative materials, must be developed and adapted for marine applictions. New materials embodying innovating technologies are needed for more fire tolerant structures and machinery components, fire barriers, protective insulation, nonflaming and intumescent coatings, and fire safe materials for a wide variety of internal ship uses. To achieve these goals at affordable cost to the NAVY, the materials R&D community faces considerable challenges.

In this paper, an overview is given of ongoing NAVY programs addressing shipboard fire protection. Existing fire resistant materials requirements and specifications are reviewed. Current usage of fire resistant materials on ships is high‐lighted, and new technological opportunities are discussed for future materials developments.
SAFE CHEMICAL CLEANING OF FREON‐SIDE STEEL SHELLS OF R‐11 AND R‐114 AIR CONDITIONING PLANT HEAT EXCHANGERS
Authors: MARTIN WILLIAM R. , UHR DANIEL R.
Published: March 2009

In this study, a three step chemical process was developed as a safe and effective method for removal of residues which interfere with the efficient operation of Refrigerant 11 and 114 air conditioning plants aboard U.S. Navy ships.

In the first stage of the process, an alkaline surfactant system is employed to remove oil and residues which form as a result of chemical reactions of the refrigerant with the compressor oil. The reactions of water and air, drawn into the plant through, for example, corrosion damaged tubes in the heat exchangers, result in the formation of hydrochloric or hydrofluoric acids. These acids further react with the compressor oil to form hardened polymeric residues and with metal components in the plant to form corrosion products.

The second stage of the process employs a citric acid/erythorbic acid/triethanolamine formulation to achieve rapid removal of iron and copper oxides. In addition, this formulation is designed to minimize the phenomenon of copper plating on clean steel usually observed during acid deoxidation of this and other mixed cuprous/ferrous metal systems.

The final stage of the process chemically removes copper residues which may remain in the plant and passivates the clean steel so that plant dehydration can be completed without rerusting of the steel.

The process described here is a practical means of restoring moderately corroded air conditioning plants. The flushing procedure is considered safer for in‐place chemical cleaning in areas aboard ship where mineral acids might cause corrosion damage or personal injury.
LINEAR DC MOTOR CATAPULT SYSTEM
Authors: TOFFOLO D.S.
Published: March 2009

The steam catapult currently used aboard the carrier to launch the aircraft has an acceptable suitability and reliability. The operational drawbacks which it has or may have in the future make it prudent to investigate alternative means of launching the aircraft. The proposal here describes a new type of linear d.c. motor utilizing new permanent magnet material (recently in production) enabling a lighter and more efficient motor to be designed. Four motors are used in combination with a multiple pulley arrangement. This combination reduces the motor rotor stopping problem and the mechanical sliding contact problem of the motor to design attainable levels. The calculations are not extensive, as this paper is not a design procedure, and are of the “first cut” variety.

The generators used to power the motors are rectified a.c. generators of a type currently under development. The steam turbine prime mover for the generator is the type used currently for ship service electrical power on our latest carriers. The average horsepower during launch of one catapult is 7500 hp (5.6 Mw) and the peak power at the end of the launch is 229,000 hp (170 Mw). All components are state‐of‐the‐art.

The total overall weight of the system is estimated to be 60 percent of the overall weight of the steam catapult. The steam load is estimated to be one‐half that of the present steam catapult. The installed cost should be comparable to the steam catapult. These preliminary estimates make the system attractive enough to have a detailed design analysis performed.
DESIGNING SHIPS TO THE NATURAL ENVIRONMENT
Authors: BALES SUSAN L.
Published: March 2009

Until recently, the natural environment has played a very minor role in ship design. The consideration of ship performance in the prevailing environment was focused primarily on optimization of calm water resistance and other factors related to the ship's propulsion system. During the 197os, the NAVY recognized the need to “design in” better ship performance and initiated the R&D efforts necessary to establish a technology base for doing so.

This paper outlines the state‐of‐the‐art for environmental (primarily wave) modelling in the emerging seakeeping performance oriented design procedures. The sensitivity of the ship system to the environment is briefly examined. A standard procedure for specifying wave and wind conditions for ship design is recommended. Revision of U.S. Navy applied Sea State numeral definitions is discussed. A standard for specifying Sea State occurrences is offered as a new design tool.
THE APPLICATION OF A PLANNING CONTRACT CONCEPT TO A COMPLEX NAVY SURFACE SHIP OVERHAUL
Authors: NODELL W.R. , SIAS PETER M.
Published: March 2009

Early in 1979, the Commander in Chief, United States Pacific Fleet requested that alternate procedures be explored for overhaul of the USS Sacramento (AOE‐1). Of particular concern was the availability of the ship to accomplish alterations and repair planning prior to the start of the overhaul and the history of AOE Class ships not being completed in the private sector within the scheduled availability time. The planning type contract concept wherein pre‐overhaul tests and inspections, preparation of drawings, procurement of long lead time material and detailed overhauling planning and scheduling would be accomplished by the successful Contractor was one approach requested for major consideration. In July 1979, the decision was made to proceed with the planning contract concept for overhaul of the USS Sacramento. The Request for Proposals (RFP's) were issued to industry in November 1979 with contract award to Lockheed Ship building and Construction Company (LSCC) on 4 February 1980. In September 1980, the overhaul for USS Sacramento was classified by the Navy as “complex”, confirming specific management action and attention to be given during the planning and overhaul phases.

This technical paper describes the application of the planning contract concept to the planning and overhaul of USS Sacramento. Actual experiences including issue of the negotiated Request for Proposals (RFP's), performing pre‐overhaul test and inspections (POT & I) procedures, accomplishing ship check and drawing preparation, and scheduling, including proper phasing of all elements and critical path analysis, will be reviewed in detail. Comparisons to conventional procedures will be made, along with concepts for modifying the methods employed to custom fit the characteristics of future overhauls. The closure will include a summary of “lessons learned” to date with specific recommendations for application of procedures to future overhauls.
AN OVERVIEW OF THE ROLE OF THE NAVSEA HUMAN FACTORS ENGINEERING PROGRAM IN SHIP DESIGN
Authors: STEIN NORMAN I. , BENEL RUSSELL A. , MALONE THOMAS B.
Published: March 2009

This paper provides a context within which the role of human factors engineering (HFE) for Naval ship design may be understood. HFE is defined and its history as part of engineering design teams is traced. The role of HFE in ship systems design is defined, and the HFE Technology for Ships Program, managed by SEA 061R, is described. The rationale for inclusion of HFE in the design process is presented, the methodology whereby it is incorporated into the design process is detailed, methodology to assess the application of HFE is outlined, and the benefits that will accrue as a result of inclusion of HFE considerations in the design process are documented. The counterpoint to inclusion is illustrated through instances of design‐induced human errors. A specific application of HFE in the acquisition process is illustrated through use of the Landing Craft, Air Cushion HFE program plan. The difficulties which may be encountered as the size of the target system expands are described. Potential roadblocks to the required incorporation of HFE are examined for their source and possible ameliorative steps.
DESIGN TRADEOFFS FOR DESTROYERS
Authors: RAINS DEAN A.
Published: March 2009

Selecting a destroyer design depends on understanding the influences of combat system and platform subsystem selection on ship displacement, first cost, and life cycle cost. This paper presents the results of a study of a group of combat and plat‐ form system combinations. Both current and advanced technologies are considered. Conclusions are drawn on the relative sensitivity of these destroyer characteristics to subsystem selections.
SUBMARINE SELECTED RESTRICTED AVAILABILITY MANAGEMENT
Authors: FENTON CDR. PAUL H.
Published: March 2009

The Submarine extended overhaul cycle introduced a two‐month maintenance period called a Selected Restricted Availability (SRA). Although lacking many of the complexities of a regular overhaul, the SRA is demanding of both the crew and the industrial activity. Because large numbers of direct labor man‐days are scheduled for accomplishment in a relatively short period, the SRA absorbs significant levels of management to accomplish them successfully. Each industrial activity that conducts SRAs has developed unique management concepts with which to plan and execute the availability. This paper provides an in‐depth review of the SRA Management Process used at Norfolk Naval Shipyard during the period October 1980 to March 1983, and it discusses the most significant contributors to its success.
DESIGN CONSIDERATIONS IN THE DESIGN ARCHITECTURE OF SALVAGE SHIPS
Authors: MILWEE WILLIAM I.
Published: March 2009

The successful design of specialized ships is dependent upon the designer's knowledge of the ship's service and factors particularly germane to the design. Salvage is a specialized service comprised of a number of highly specialized functions. For versatility, a ship for general purpose salvage must compromise its ability to perform any specific function. Specialization for its primary mission may affect the commercial success of a particular ship design.

Rescue towing is a specialized form of ocean towing requiring features which may be quite different from those appropriate in point‐to‐point towing. The first portion of this paper discusses the characteristics of the rescue tug and how those characteristics distinguish it from the general ocean tug.

The second part of the paper considers the features of the pulling ship, which is tailored for a very different type of salvage service and which requires particularly careful and knowledgeable design.
NEW TECHNOLOGY ANTIFOULING PAINTS: U.S. GOVERNMENT RESEARCH AND ASSESSMENT
Authors: BOHLANDER GERARD S. , PREISER HERMAN S.
Published: March 2009

Marine fouling growth on the hulls of ships results in unacceptable increases in drag and consequent increases in fuel consumption. Conventional paints cannot maintain hulls free of fouling for the extended operating cycles now being imposed. Accordingly, new antifouling paints featuring organometallic polymer (OMP) toxicants have been developed at a U.S. Government laboratory in response to these requirements. In addition, commercial paints based on the use of OMP biocides have become increasingly available in the last several years, most of which have ablative properties that enhance antifouling performance and promote retention of smooth surfaces. Screening tests that include static and dynamic panel exposure and laboratory evaluation of coating properties are being conducted to qualify candidate materials for ship trials.

This paper describes several ship trials that are now underway on various types of ships. Over twenty different commercial and U.S. Government specification paints have been applied as patches, as bands, on entire hulls, and on exposure test panels mounted on bilge keels. Periodic inspections utilizing diver‐operated still and video cameras are made. The factors of ship power, paint condition, and hull roughness are being correlated for selected test vessels.

New trends in antifouling paint technology are also discussed, as are problems associated with application and removal of toxic paint materials.
U.S NAVY SHIPBOARD HABITABILITY DESIGN STANDARDS AND TRENDS
Authors: CASTLE JOSEPH E.
Published: March 2009

In December 1980, USS Eisenhower returned home from a 251 day deployment, the longest for a Navy ship since World War II. During that deployment, the men aboard had one fiveday port visit to Singapore. That single break came after 94 days at sea and it was followed by another 152 continuous days out of port. Rear Admiral Byron Fuller, USN, the Commander of the Carrier Group, joking at the arrival Press Conference in Norfolk, said the deployment could be summed up in a single message: “WE HAD TWO PERIODS AT SEA AND THE REST OF THE TIME WE WERE IN PORT.”

In order for ship personnel to operate effectively under such strenuous conditions, it is imperative that they be provided adequate living and working conditions. Due to its effect upon ship size, there is considerable debate within the Ship Design and Acquisition Community as to what level of habitability should be provided in future warships. To help answer this question, this paper first discusses the development of shipboard habitability design standards, their impact on ship size, and the current U.S. Navy Habitability Program; it then discusses the current habitability developments and trends in naval ship design.
COMBATANT SHIP DESIGN GUIDANCE THROUGH MISSION EFFECTIVENESS ANALYSIS
Authors: RAINS DEAN A.
Published: March 2009

A combatant ship design technique is described that provides guidance for new designs and can assist in evaluating current designs and their revisions. The technique attempts to provide design evaluations by comparing competing designs in a mission performance context. For a selected mission, a number of ship alternatives are selected for study. Task groups are then selected to carry out the mission. The ship characteristics are determined to match each of the ship alternatives including size, first cost and life cycle cost. Then the task groups are put through a simulated mission including enemy attack (defense by the group) and their offensive mission. The losses resulting from enemy action and the performance of the group in carrying out their mission are computed for various enemy threats. Measures of effectiveness, both for the mission itself and the ship operating in a peacetime format are then determined. For the mission, the effectiveness is defined as the percent of mission completion divided by the total mission cost (including all ship operations and losses). For the peacetime mode, two measures of effectiveness are determined: ship capability per unit of first cost and ship capability per unit of life cycle cost. The relative merits of each design selection, whether it be combat system, survivability feature, or subsystem selection or combinations of design features can be assessed in a systematic way. Design guidance is directly forthcoming.

Several full examples are examined including a strike mission and an amphibious assault operation. The value of different ship types, armor, radar cross section reductions, task group compositions and missile allocations between defensive and offensive use are examined. Conclusions are drawn and the usefulness of the approach is analyzed.
CURRENT TRENDS IN NAVAL DATA HANDLING SYSTEMS
Authors: WAPNER MARTIN , FASTRING RICHARD
Published: March 2009

The hardwired point to point cabling that has been the mainstay of data handling on naval ships is slowly but surely giving way to more advanced techniques that include data bussing and high speed switching networks.

The U.S. Navy's AN/USQ‐82(V) Shipboard Data Multiplex System (SDMS) is now installed and operating for technical and operational evaluation purposes on USS Oldendorf, a DD 963 class destroyer. The distributed switching system “SITACS” introduced at ASNE Day 1982 has now been breadboarded. In the foreign arena, NATO standard bus and network interfaces are being implemented in Norwegian, United Kingdom and Canadian shipboard systems. These developments are reviewed, and projections are made regarding future trends in naval data handling systems.
THE NEW JERSEY — TOMAHAWK STORY: FROM RETIREMENT TO RENAISSANCE —A NEW STRIKE WARFARE CAPABILITY
Authors: BELL GERALD R.
Published: March 2009

The enormity of the task of reactivating a forty year old battleship, the USS New Jersey, for the fourth time, outfitting her with new technology surface warfare and strike capabilities, improved self defense weapons and modernized communications installations at minimal cost during a fifteen month industrial period is described in this paper. Challenges involved included the Tomahawk weapons system design modifications necessary to enhance the capabilities of the not yet operational eight missile Spruance class destroyer baseline configuration to a thirty‐two missile battleship suite. Incorporation of the Tomahawk system brings to this venerable dreadnought the capability of operating offensively with battle forces in the highest threat areas and conducting offensive operations against surface ships and targets ashore, using Tomahawk land attack and antiship missiles (ASM). The revitalized New Jersey also provides self‐defense against ASM and attacking aircraft at short range. The design of her combat system remains in consonance with the original attributes of the ship's design—sur‐vivable, dependable, and redundant.

This paper examines the adaptation of the Tomahawk weapons system for installation in New Jersey. The design modifications have been particularly critical, since the baseline system is currently under development in USS Merrill. Urgent Navy requirements dictated that the battleship‐Tomahawk effort overtake and lead the baseline development in Merrill. Emphasis in this paper is placed upon the discussion of planning, implementation, problems encountered, and the advanced capabilities surrounding New Jersey as a result of installing the Tomahawk Weapons System.

Finally, the paper concludes with a discussion of the potential operational utilization of New Jersey in the strike warfare role that was lost to the surface Navy in World War II, when aircraft carriers supplanted battleships as the Navy's main striking arm.
ORGANOTIN ANTIFOULING PAINTS AND THE ENVIRONMENT — DRYDOCK PHASE
Authors: ADEMA CARL M. , SCHATZBERG PAUL
Published: March 2009

Fuel savings of several hundred million dollars annually are expected from a pending Navy decision to use antifouling hull paints based on tributyltin compounds. Several Navy and commercial ship trials have demonstrated that these paints routinely outperform the current military specification paints based on cuprous oxide. Additional savings are expected as a result of less frequent drydocking and the elimination of underwater hull cleaning. However, because the organotin compounds are more toxic than cuprous oxide, the potential effect on the environment must be considered. Organotin discharge regulations and current drydock practices are reviewed, and the quantity of organotin generated during drydock operations is estimated. An environmental assessment of the Fleet‐wide use of organotin antifouling paint is in preparation.

Several procedures and processes to manage organotin paint wastes have been evaluated. They include landfill disposal of solid waste; incineration of solid waste; wastewater treatment plant disposal of organotin‐contaminated water; activated carbon removal of organotin from wastewater; paint application and removal within an enclosure; paint removal with cavitating water jets; and paint removal with high energy beams. It is anticipated that a proper combination of these procedures and processes will provide adequate management of organotin wastes to protect the environment.
TESTING OF A MAGNETICALLY TREATED WEST GERMAN DIESEL ENGINE
Authors: WHITE JAMES W.
Published: March 2009

Aluminum block nonmagnetic diesel engines have been less reliable in service than their cast iron counterparts. Additionally, nonferrous engines are produced in small numbers exclusively for military use and thus have no commerical base with which to enhance logistics support.

A West German engine manufacturer, Motoren‐und‐Turbinen‐Union (MTU), has developed a method for magnetically treating cast iron engines in such a way as to reduce their magnetic signatures and thus make them available for mine countermeasures applications. In order to take advantage of the improved reliability and supportabitity of ferrous but magnetically treated production engines, the U.S. Navy conducted an extensive test and evaluation program to confirm or question the suitability of the engine for a new class of mine countermeasure ships.

Testing consisted of a 1000‐hour endurance run in accordance with military specifications for high speed diesel engines and high impact shock testing. The magnetic signature of the engine was mapped before and after each test in order to verify that neither shock nor extended running could change the magnetic properties of the engine. A maintenance demonstration was also performed in which Navy mechanics carried out various tasks in an effort to identify engine details which could be altered and thus improve the engine's maintainability. Subsequent magnetic testing was intended to show‐that part interchanging and routine maintenance would not change the magnetic character of the engine.

This paper describes the unique characteristics of the MTU 6V396TB63 diesel engine and will consolidate and illustrate the results of endurance, shock, magnetic, and maintenance testing.
NAVAL SHIP DESIGN: THE SHIPBUILDERS‘ EMERGING NEW ROLE
Authors: JOHNSON ROBERT A.
Published: March 2009

As the Navy builds towards its 600‐ship goal, private shipbuilders are assuming an expanded role in the formal ship design process beyond their traditional involvement in the detail design and construction phase. Not since the total package procurement of the DD‐963 class have shipbuilders been as totally involved in the various naval ship design stages as they are now. Until recently this expanded involvement has been primarily in naval auxiliaries procurements. This paper, however, discusses shipbuilders' emerging new role in naval surface combatant design. Two recent designs are discussed in which the shipbuilders have been extensively involved in the early design stages. The two design approaches are contrasted, and their relative merits are addressed.
NEW ELECTRIC MOTOR DRIVEN VAPOR COMPRESSION DISTILLING PLANT FOR NAVY SURFACE SHIPS
Authors: ROSE CHARLES D. , HECK JAMES , PERGANDE WIL
Published: March 2009

Vapor compression distillation is described. A process flow diagram is presented and the cycle reviewed. A brief history is presented. Initial problems, advantages and disadvantages are discussed along with recent technological improvements.

The new vapor compression plant as specified for the DDG‐51 program and the specific units tested and installed aboard the DD‐964 (USS Foster) and DD‐998 (USS Thorn), are reviewed with a complete description of the major components and their function. Photographs and test data are presented. Cycle efficiency, scaling and chemical feed treatment, operating procedures and reliability features are discussed.

Preventive maintenance requirements are reviewed. Chemical treatment procedures to hold scaling to a minimum are summarized. A conclusion is made.
NAVY AIR COMPRESSORS — PAST, PRESENT AND FUTURE
Authors: KRINSKY J.L. , SKRUCH H.J. , VEDDER W.H.
Published: March 2009

As part of a program to improve shipboard air compressor reliability, the Naval Sea Systems Command (NAVSEA) and David Taylor Naval Ship Research and Development Center (DTNSRDC) are developing a new generation of rotary machines to replace ships service reciprocating piston air compressors with new, smaller, lighter, more reliable designs.

The successful development of completely water flooded 125 psi air compressor units by DTNSRDC resulted in the award of a four phase contract by NAVSEA to a compressor manufacturer to design, build, and test low and high pressure shipboard prototypes.

A review of the shipboard air compressor history which led to the current approach is presented along with details of the new compressor development philosophy, the low pressure design phase of the contract and the building and testing of the low pressure prototype. The results of a design analysis with respect to reliability and maintainability goals are also presented and compared to the current oil free reciprocating piston compressors.
PROBABILISTIC DESIGN TECHNIQUES APPLIED TO MECHANICAL ELEMENTS
Authors: WELLING MORRIS , LYNCH JOHN
Published: March 2009

A little known stress analysis technique is applied to the design of a titanium tension member of a complex mechanical coupling in a situation where space limitations preclude the application of the conventional factor of safety. The computed safety factor for the critical section in this instance is a normally unacceptable 1.42 based on the tensile yield point and only slightly higher based on the ultimate tensile strength.

The stress‐strength probability technique, applied here, is in some ways a more realistic design method in that it takes into account the potential for variability of the yield strength (or ultimate strength if desired) of the material as determined from a significant amount of test data. It also accounts for variations in the calculated stress by allowing for dimensional variations as expressed by dimensional tolerances as well as for any potential for variation of the maximum design loading.

In this instance, each of these “random variables” can be expressed as a normal or Gaussian distribution in terms of a mean value and a standard deviation; the relatively uncomplicated mathematics of random variables is applied to determine the percentage of overlap between the calculated (Gaussian) stress distribution and the known strength (yield point) distribution. This overlap gives the probability of failure.

The calculated probability of failure for the critical section of the tension member under study is less than 1 times 10‐7, or less than one failure in 107 such units that could be manufactured. The corresponding reliability for the section is 0.9999… to seven decimal places, a very safe value for this application, despite the low factor of safety.

The paper discusses the significance of the reliability value vis‐a‐vis the “factor of safety” design approach as well as the limitations involved. Guidance is offered for establishing overall reliability goals for a unit or assembly with several significantly stressed sections.

The probability design techniques are shown to be compatible with sophisticated stress analysis techniques such as finite element analysis, although a little ingenuity is required. An example is given.
AUTOMATION OF PROPELLER INSPECTION AND FINISHING
Authors: STERN HOWARD , METZGER ROBERT
Published: March 2009

Ship's propellers are currently measured by manual procedures using pitchometers, templates and gauges. This measurement process is extremely tedious, labor intensive and time consuming.

In an effort to provide increased accuracy, repeatability and cost effectiveness in propeller manufacture, an automated propeller optical measurement system (APOMS) has been built which rapidly and automatically scans an entire ship's propeller using a 3‐D vision sensor. This equipment is integrated with a propeller robotic automated templating system (PRATS) and the propeller optical finishing system (PROFS) which robotically template and grind the propeller to its final shape, using the APOMS‐derived data for control feedback. The optical scanning and the final shape are both controlled by CAD/CAM data files describing the desired propeller shape. An automated propeller balancing system is incorporated into the PROFS equipment.

The APOMS/PRATS/PROFS equipment is expected to provide lower propeller manufacturing costs.
A NEW GENERATION OF HIGH‐PERFORMANCE PLANING CRAFT
Authors: JONS OTTO P. , KOELBEL JOSEPH , SHELDON RAY
Published: March 2009

Key aspects of the design development of a capable yet affordable high performance craft are addressed. These aspects include the development of mission requirements, the rationale for major design decisions, performance capabilities, and system and subsystem selection. The superior performance of the design, as demonstrated by an extensive model test program, led to the decision to develop a family of advanced fast patrol boat concepts. Selected family members are also briefly introduced. The paper, furthermore, demonstrates the successful integration of many major computer‐aided design (CAD) programs currently in use for U.S. Navy ship design.
INNOVATION IN SHIP DESIGN: ARE WE WILLING TO RISK?
Authors: JOHNSON ROBERT A.
Published: March 2009

During the last five years the Naval Sea Systems Command (NAVSEA) has been studying, developing and revising design alternatives for a major class of mid‐mix surface combatants that will be operating in the surface fleet well into the 21st century. Early tasking directed that design alternatives be investigated to consider innovations, technology developments and cost reduction items while still basing the design on low risk technology. In order to fulfill these directives, comprehensive hull mechanical and electrical (HM & E) technology surveys were conducted. The purpose of these surveys was to identify and assess potential technology developments that could yield acquisition or operational cost reductions or provide significant performance improvements. R & D programs as well as developing technologies in the private sector were reviewed. Numerous trade‐off and design studies were conducted to evaluate concepts. Several of the concepts and developmental systems were incorporated into two different concept design baseline alternatives and presented to higher authority. After initial acceptance of one of the concept design alternatives the subsequent design evolved away from the more innovative concepts to a more conservative design. Many of the concepts initially incorporated into the concept design alternatives are reviewed. However, questions arise such as what risk (if any) is acceptable in the HM & E area for a new major class of ships? What can the designer do to ensure that technological developments affecting HM & E subsystems are exploited to the fullest, yet still minimize risk in the design? An attempt is made to address these questions through the design example presented.
RACER — A DESIGN FOR MAINTAINABILITY
Authors: DONOVAN MICHAEL R. , MATTSON WAYNE S.
Published: March 2009

There is a great deal of emphasis currently in the Navy on the issues of reliability and maintainability. If a system or component is out of commission, it obviously cannot perform its mission. Thus, systems and components must be reliable, with low failure rates, and maintainable, with short repair times when the system does become inoperable. To be effective, these attributes must be incorporated into new ship systems early in the design stage.

The Rankine cycle energy recovery (RACER) system is a heat recovery steam cycle designed to recover energy from the exhaust of an LM2500 gas turbine for augmentation of a ship's propulsion system. The RACER system provides several advantages to a gas turbine powered ship, one of which is improved fuel efficiency for significant annual fuel savings. This saving does not come free, however, since, in general, any additional system installed in the ship will have some maintenance requirements. In keeping with the Navy's current emphasis, a key philosophy in the design of the RACER system has been to minimize this maintenance burden.

After a brief description of the RACER system and its design philosophy, the techniques being used during the design phase to minimize the maintenance burden on the fleet are presented. Trade‐off studies concerning acquisition versus life‐cycle costs, including fuel and maintenance costs, are discussed. Innovations incorporated into this state‐of‐the‐art system are reviewed with an emphasis on design for affordability.
SCENARIO USE IN NAVAL SYSTEM DESIGN
Authors: PACE DALE K.
Published: March 2009

While scenarios are recognized as an important part of war gaming, their role in technical evaluations that support naval system design is not fully appreciated by everyone in the technical community. Yet scenarios have a significant impact on technical evaluations, which are used to establish system requirements, to determine system characteristics, and to evaluate system performance. This paper provides a construct for technical evaluation that provides a proper perspective about scenarios; it also presents principles for developing good scenarios.
UNDER WA Y REPLENISHMENT: KEEP IT SIMPLE BUT EFFECTIVE
Authors: MILLER MARVIN O. , HAMMETT JOHN W.
Published: March 2009

There have been three important developments in underway replenishment (UNREP) since the jury‐rigged days of World War II. These developments while simple in concept have drastically advanced the state of the art through increased operational effectiveness:

The most important development is the high‐speed, one‐stop AOE UNREP ship that sails with a battle group and increases the staying power of the battle group.

The UNREP system that transfers the cargo between ships is called STREAM. The system is safe, simple and efficient because STREAM doesn't fight to overcome the relative motion between the two ships but through the use of innovative machinery lives with ship motion.

There are not enough UNREP ships to shuttle fuel, ammo and stores to battle groups when operating at high tempo and long distances from U.S. bases. Techniques have been developed to adapt low cost merchant ships so in an emergency they can bring and transfer needed cargo at sea to UNREP ships operating with the battle group.