bluuebunny/crossref_metadata_2025 huggingface dataset:
A SUBMARINE CONTROL SYSTEM TEST VEHICLE
Authors: SEJD JAMES J. , WATKINSON KENNETH W. , HILL WILLIAM F.
Published: March 2009

As part of the Advanced Submarine Control Program (ASCOP), the Naval Sea Systems Command has developed an open water Submarine Control System Test Vehicle (CSTV). This vehicle is a 1/12 scale model of an SSN 688 Class Submarine, with provisions for easy geometric changes. Such changes include alternate Sail size and location, the addition of parallel middle‐bodies, alternative tail sections, and alternative control configurations. A self‐contained instrumentation and control system provides the capability for “on‐board” recording of all relevant Submarine‐state variables, over the entire speed and depth range, to a degree of data accuracy exceeding any known system. With the means thus available to correlate measured vehicle hydrodynamics with selected maneuvers, conditions, and changes in hull geometry and control surface configuration, modern mathematical techniques for improving submarine equations of motion can be employed to permit dramatic design enhancements in both safety and performance.

This paper provides the rationale and history of the development of this vehicle, a description of the instrumentation and control package, and a description of the vehicle itself.
CENTML CONTROL SYSTEM TRAINING THROUGH STA TIC AND DYNAMIC SIMULATION
Authors: HALL EDWIN E. , MOSS DONALD G. , NORRIS CLIFFORD S. , PETERSON HAROLD D.
Published: March 2009

Dynamic Simulation is defined as the hardware and software required to present to the student operator visual and audible cues and responses that are the same as those encountered when operating the Control Consoles aborad ship. This type of simulation is considered essential to the development of operator skills for critical tasks. Less critical tasks can be practiced using static simulation devices.

This paper discusses the utilization of these types of training devices to train Navy crews. An overview of the Machinery Control Systems of the FFG 7 and AO 177 Class ships is discussed to provide an understanding of state‐of‐the‐art equipment development. The training programs for these two ship Classes are then reviewed to show how simulation devices are currently used by the Training Community, and this is followed by a brief discussion of the additional benefits that also are derived.
CENTRAL A TMOSPHERE MONITOR (CAMS)
Authors: DECORPO JAMES J. , WYATT JEFFREY R. , SAALFELD FRED E.
Published: March 2009

Maintaining a high quality atmosphere is one of the essential factors in effective operation and performance of a nuclear submarine. Deviations from the Bureau of Medicine & Surgery (BUMED) atmospheric contaminant limits can result in a submarine altering operations, surfacing to ventilate or even aborting missions.

Continuous shipboard monitoring of the major constitutents and contaminants of the air provides the atmosphere quality data needed to insure safe operations and assist the Medical Community in evaluating potential problems. This task is currently accomplished with the Naval Reaearch Laboratory's (NRL's) Central Atmosphere Monitoring System (CAMS) MK I. CAMS MK I is a combination mass spectrometer‐infrared atmosphere monitor that for the first time provides the Fleet with a reliable, service approved analyzer with the ability to monitor the atmosphere in various submarine locations. Concentrations of oxygen, nitrogen, carbon monoxide (CO), carbon dioxide (CO2), hydrogen, water vapor, and three refrigerants (R‐11, R‐12, R‐114) are monitored continuously and displayed in a digital format for the crew. The atmosphere throughout the submarine can be analyzed rapidly (within a few minutes) by obtaining air samples from various submarine locations through a compartment selector valve.

A second generation of the CAMS, CAMS MK II, is currently under development. CAMS MK II will significantly expand the flexibility of CAMS MK I while maintaining its high level of reliability. The expanded capability of CAMS MK II is designed to meet the future requirements of the Submarine Fleet. Using Navy approved microprocessors, CAMS MK II will automatically acquire, store, and interpret atmosphere data. Software changes to the CAMS MK ***IT'S powerful and flexible data processor will allow ready expansion of monitoring capability to meet the changing requirements of the Fleet as well as allowing CAMS MK II to control other life support equipment.

A description of CAMS MK I is presented as well as examples of operational accomplishments. A technical description of the CAMS MK II development program also is presented along with the system approach for integrating the life support equipment.
INTEGRATED SHIP MACHINERY SYSTEMS WHICH RESULT IN SMALL, EFFICIENT DESTROYERS
Authors: LEVEDAHL WILLIAM J.
Published: March 2009

The use of properly seiected integrated ship machinery systems can sharply reduce the size, installed power, and fuel consumption of future Destroyers without reducing payload, speed, range, margins, or stability. One properly chosen subsystem opens the way to using a second superior subsystem, thus a third one, et cetera, forming a sort of beneficient chain reaction. The superior subsystems themselves provide highly leveraged effects on the displacement of the ship. Synergism of this entire chain can result in ship with markedly reduced initial and operating costs. The most essential elements of this system are: aircraft derivative gas turbines; compact, lightweight electric transmissions; large battery energy storage systems; and contrarotating propellers. Adoption of these systems permit secondary high‐leverage subsystems to be used, including efficient ship service power from propulsion turbines and light‐weight maintainable propulsion pods. These changes make total ship rearrangement possible, resulting in major decreases in turbine ducting, propulsion shafting, electric power distribution, and propulsion auxiliaries.

Similar benefits in the auxiliary machinery system result from adoption of reverse‐osmosis fresh water production, heat pumps for space heating, glass‐reinforced plastic piping, controllable‐speed, high‐efficiency pump motors, et cetera.
THE 400 HERTZ DILEMMA
Authors: JOLLIFF JAMES V.
Published: March 2009

Since the advent of the modern combat system and use of sophisticated avionics test equipment, there has evolved an ever increasing problem in interfacing these loads to the normal Type I/Type II shipboard power system. This paper addresses past initiatives which led to a proliferation of motor‐generators in the fleet; the current major interface problems which have led to degraded performance of the ship service power system as well as the systems serviced, and makes recommendations to reverse the incompatibility. In order to ensure that the interface problem is understood, several specific current system problems are described and impending future potential problems assessed. The by‐product of this dialogue should be a better understanding of the interface problems which can occur in electrical and electronic systems and subsystems when early attention is not given to overall ship system design of both the power generation system and mission‐oriented payload systems and subsystems.
ENGINEERING AESTHETICS IN WARSHIP DESIGN
Authors: KELL WILLIAM
Published: March 2009

The case is made that the aesthetic considerations that make a warship appear to be an effective combatant do not conflict with the design engineering considerations that contribute to combat effectiveness. The features suggested by Roach and Meier [1, 2] for making a warship look warlike are shown to have been included in the configurations of two ships as a result primarily of engineering considerations, without stressing aesthetics.
NEW EXPEDIENT ANCHORS IN FLEET APPLICATIONS
Authors: TRUE DANIEL G. , TAYLOR ROBERT J.
Published: March 2009

Fleet mooring needs most commonly are satisfied with conventional drag‐burial anchors and chain. Conventional anchor moorings are costly and require substantial installation support. Replacement every five to 10 years of hundreds of such moorings is a significant burden to the Navy. At adverse sites, where conventional anchors do not function effectively, even more costly and burdensome means such as piles are employed to satisfy needs. Construction and salvage mooring means are similarly deficient.

A new type of anchor, embedded by being shot into the seafloor, is an attractive alternative. The capability to be installed and set rapdily from a single, dynamically‐positioned craft or ship reduces installation support needs by up to fifty percent, and the capability to resist uplift loads reduces the size and cost of mooring legs by a similar amount. The capability to function in adverse seafloors, such as coral, hardpan, and rock, permits the use of these anchors as replacements for piles. Hence, substantial savings in cost and Fleet assets may be realized.

Six propellant‐embedded anchors have been developed at the Navy's Civil Engineering Laboratory (CEL). The operating principle of these anchors is the same. However, their configurations, sizes, performance capabilities, and operational characteristics differ. This paper discusses and describes these anchors, their characteristics, and their past, planned, and projected uses by the Navy.
ADVANCED CONCEPTS IN CHEMICAL PROPULSION SYSTEMS FOR A 500‐TON SUBMERSIBLE
Authors: URBACH HERMAN B. , KNAUSS DONALD T. , QUANDT EARL R.
Published: March 2009

Alternative advanced power systems designed to operate a 500‐ton submersible have been examined with respect to overall weight and volume fractions. Two‐week and one‐month missions, with and without the conventional “at‐sea” recharge capability, were considered to evaluate the impact of advanced technologies on non‐nuclear submarine design.

Candidate air‐breathing, primary‐power systems studied included Diesel, Closed‐Brayton Cycle (CBC), and fuel cells. A number of options for underwater operation were based upon high‐energy reactants replenlshable from Base supplies. Another set of options was considered based upon using JP‐S fuel with “at‐sea” rechargeable secondary power systems, including thermal‐energy storage, advanced lithium‐sulfur batteries, or flywheels.

Replenlshable high‐energy reactant systems were, on average, lower in weight and volume than the rechargeable systems for the same submerged‐mission profile. Moreover, the replenlshable systems permitted an extended tactical encounter with a maximum duration of 8 to 17 hours at speeds of 30 knots without the need to resurface and recharge a secondary energy storage device.

The lowest‐weight rechargeable systems in the order of increasing weight were the CBC engine with advanced lithium‐sulfur battery, the CBC engine with carbon‐block (thermal energy storage), and the Diesel engine with advanced lithium‐sulfur battery. The rechargeable systems required unacceptable weight fractions in both missions.

The high‐energy (replenlshable from Base supplies) systems, with the exception of the heavy acid fuel cell using LOX, were all acceptable candidates for application in the two‐week mission. Only the CBC engine with a llthium‐sulfurhexaflaoride heat source, the lowest‐weight system in both mission groups, was acceptable for the one‐month mission.
USE OF COMMERCIAL SPECIFICATIONS IN THE SHIPBUILDING PROCESS
Authors: LISANBY REAR ADMIRAL JAMES W. , HAAS JOHN
Published: March 2009

This paper describes the method used by the Navy in the acquisition of ships, with particular reference to the some 2,500 documents referenced directly in the process. For such documents, initially mostly military, a concerted effort is underway to substitute “commercial specifications” where feasible. A comparison is made between the processing of military documents and industry standards. The paper then goes into details of available Industry Documents for materials and small items, noting the general absence for large items of machinery and equipment (and a possible solution). The use of “off‐the‐shelf” equipment also is discussed as well as advantages and disadvantages of both methods of specifying requirements. Finally, the paper summarizes the alternatives: maximum use of industry standards (either directly or indirectly); use of Commercial Item Descriptions where feasible; and retention of military documents where necessary (mission‐critical systems, where marine ruggedness is required, and for truly military applications).
LASER WELDING
Authors: METZBOWER EDWARD A.
Published: March 2009

Technological improvements in welding have proceeded at a slow pace usually brought about by incremental advances in techniques or materials. An opportunity is now being afforded the Navy to increase its welding technology by giant steps by utilizing the emerging technology of laser welding. Welding with a laser is no longer a research curiosity; it is a viable manufacturing process that is used in large industries. Laser welding is no longer confined to trimming resistors or pulsed welding of microelectronic components. Deep penetration welds have been made by utilizing and focusing high power, continuous carbon dioxide laser beams onto a wide variety of metal and alloys. These welds have been made at speeds up to 70 inches per minute in one half inch thick aluminum alloys at power levels of 8 kilowatts. High strength, low alloy steels have been welded at speeds of 40 inches per minute in one half inch plates at power levels of 12 kilowatts. Recently, it has been demonstrated that quenched and tempered steels can be welded in thicknesses up to three quarters of an inch at speeds in excess of 25 inches per minute at power levels of 14 kilowatts. Many of these improvements have taken place because of refinements in techniques, gas shielding, power stability and a decrease in spot size.

Not only does the laser weld faster but the properties of laser welds are significantly better than the normal arc welding techniques and even better than another esoteric welding technique, electron beam welding. This improvement in properties is manifested both in mechanical properties and fracture resistance values. Typically autogeneous laser welds of quenched and tempered steels have yield strengths exceeding those of the base plate. At the same time, there is no significant reduction in the ductility of these welds. On the other hand, the fracture toughness values of laser beam welds approach the values obtained for the base plate and are significantly higher than the values obtained by conventional arc welding processes.

Laser beam welding has the capability of making very narrow welds and has an unprecedented ability to lend itself to automation through numerical controlled procedures.
THERMOCHEMICAL SOLAR ENERGY AND THE NAVY
Authors: CHUBB TALBOT A.
Published: March 2009

New methods of energy transport based on reversible reactions permit heat to be delivered to a user location at high temperature. Such thermochemical energy transport permits an energy carrying fluid to be moved in low temperature lines in contrast to the case of heat transport via steam lines or hot liquid lines. The technology is especially applicable to collection of solar energy. Thermochemical transport loops can couple high temperature solar energy collectors to a user site where the delivered heat can energize the production of fuels using pyrolysis or one of the “water splitting cycles” currently under development. The direct beam sunlight resource at the Naval Weapons Center at China Lake, Calif., is of sufficient magnitude that energy orchards covering 25% of NWC could meet the full Navy energy use for fuels, heat, et cetera. If Department of Energy (DOE) cost targets for steerable mirror reflectors are met, the cost of such solar produced energy should not be much greater than the present cost of naval fuels.
SHIP DESIGN AND THE NAVY LABORATORY
Authors: ELLSWORTH WILLIAM M. , CLARK DENNIS J.
Published: March 2009

In today's environment of rapidly escalating costs, increasing technological complexity, and growing threat, we must actively seek ways to improve our effectiveness in applying limited resources to the design of Navy ships. One important aspect of this process involves the development and application of new technology to ship design. An exhaustive treatment of this subject is clearly beyond the scope of a single technical paper. It is the Authors' objective, however, to acquaint the reader with the nature and role of the Navy's Laboratory Community in general and DTNSRDC in particular; to examine some recent initiatives taken at DTNSRDC and some key issues; and, hopefully, to contribute in some small way to the building of a stronger constructive partnership between ship development and design activities. The view is that from the perspective of a Navy Laboratory and pertains to the design of the ship itself as opposed to the weapons system.
LET'S DESIGN OUT EMI!
Authors: GARRETT JAMES F. , HARDIE ROBERT L. , ROGERS PAUL A.
Published: March 2009

As technical innovations in electronics have increased, piecemeal approaches to improving Electromagnetic Compatability (EMC) have resulted in overly complex and often ineffective designs. This paper addresses the current institutionalized approach to the reduction of management, planning and control deficiencies in the area of EMC. The paper begins with a discussion of the problems caused by EMI followed by a discussion of the traditional approach to reducing EMI. Then NAVSEA 61×4's role as the Electromagnetic Environmental Effects point of contact and as Electromagnetic Programs Coordination office is identified in the context of EMI Control. The EMI/EMC Management benchmarks are also reviewed along with their appropriate management controls which ensure that all EMC planning for design, acquisition, modernization and conversion efforts are coordinated by the cognizant activities and program managers.
IS AUTOMATION THE MAGIC POTION FOR MANNING PROBLEMS?
Authors: MELLIS JAMES G. , PLATO ARTIS I. , REIN ROBERT J.
Published: March 2009

This paper examines the recent experience in the UNITED STATES NAVY where automation has been introduced into new ship designs. While other attributes are recognized in the introduction of automated shipboard systems, such as the ability to respond more quickly in combat situations, this paper focuses on the effects of automation upon ship manpower requirements. Specific examples show that expected reductions in manning were not achieved in recent ship designs where automation was incorporated for that purpose. While the use of shipboard automation is not without its critics, the U.S. Fleet appears to have accepted the concept. User feedback addresses the issues of reliability, the provisions for backup systems, the need for better qualified personnel and the concern about maintenance workload. The authors provide specific recommendations for improved guidance to ship designers to more effectively apply automation in the ship design process.
THE HISTORY AND FUTURE OF THE SURFACE EFFECT SHIP IN THE UNITED KINGDOM A PERSONAL ACCOUNT
Authors: TATTERSALL E.G.
Published: March 2009

In complete contrast to the development of the Surface Effect Ship (SES) in the USA which has been mainly developed out of Department of Defense (DOD) funded research the SES in the United Kingdom (UK) has established itself in the commercial market in spite of little financial support from government sources and after a number of pioneering setbacks.

The author has been involved in this area of marine transport since 1959 and was co‐designer for the first sidewall hovercraft/SES to be built at William Denny & Bros., on the Clyde River in Scotland. He describes the basic logic that supported his determination to push through a firm contender to the then more popular amphibious hovercraft concept. He questions whether the Research & Development funds were allocated appropriately. The initial official lack of support, however, spurred a group of enthusiasts to found the original Hovermarine company and the beginning of the successful HM2 series of craft. The latest hull to be launched in this series is No. 76. Applying up‐to‐date skills from the marine industry and specific improvements developed in‐house within Vosper Hovermarine Ltd., as the company is now called, the HM2 is a cost‐effective, reliable and long‐life vehicle in operation in many parts of the world. The emergence of the HM5 series of craft has allowed a considerable broadening of the market potential. Within a couple of years of its launch it will confidently be applied to a number of offshore applications. The future of the SES in the UK is encouraging only as a function of the commercial success of the basic concept and the development of reliable cost‐effective series of craft applied appropriately at the right size and speed, appropriate to its role and sea capacity. Naval and quasi‐military applications will be the target of a substantial export market.
BLUE‐GREEN LASERS FOR SUBMARINE COMMUNICATIONS
Authors: WRIGHT LCDR. WILLIAM E.
Published: March 2009

Blue‐green light has long been known to penetrate sea water to substantial depths. Moreover, the same light will propagate through clouds in a fairly predictable fashion. With narrow‐band laser light signals in the blue‐green and appropriately matched optical filters to block sunlight and other interfering light sources we should be able to communicate from space or aircraft to submerged objects. Three questions then arise: First, what are the characteristics of this communication channel and how do clouds, water turbidity, and their global statistics affect our ability to communicate? Second, in Navy use of any new technology there is a complex interplay between technical features and limits, employment strategies and tactics, and the value of a new technology system to Navy mission performance. How might a Submarine Laser Communications capability be useful to the Navy and what are the unique features of such a capability? Finally, what are the technical and engineering obstacles to exploiting this capability and how might it be transformed from a scientist's dream to a fleet reality? This paper examines each of these questions from the viewpoint of directing technology and engineering development. The tentative conclusion is that as the technology matures, the uniquely useful and affordable capabilities may become available to the Navy.
INTERNATIONAL REGULATIONS – WHAT PRICE COMPLIANCE
Authors: JOLLIFF JAMES V.
Published: March 2009

This paper addresses the procedures by which the United Nations Inter‐Governmental Maritime Consultative Organization (IMCO), now IMO, enacts one form of International Regulations and discusses the resultant impact in bringing U.S. Navy combatant ships into compliance with these regulations in terms of design alterations and cost.

The International Regulations for Preventing Collisions at Sea (COLREGS 72) enactment process is explained in terms of International Law and United Nations involvement. This is followed by an in‐depth discussion of the existing COLREGS 72 requirements. A summary comparison of the major differences between COLREGS 60 and COLREGS 72 is provided. New terminology is explained. Newly specified lighting requirements are discussed, and changes in light chromaticity, luminous intensity, and range of visibility are addressed. Types of exemptions are discussed, and a summary of the actions required for the U.S. Navy to bring its ships into “compliance” and “closest compliance” is provided. In order to demonstrate the impact of this type compliance in a visible and clear manner, the rules are systematically applied to the DDG 2 Class and sketches of the topside arrangements resulting from each change are depicted. A detailed discussion of required task light array specifications is provided and includes the latest results of research recently conducted by the Naval Sea Systems Command in consort with the Naval Coastal Systems Center in order to determine how COLREGS 72 specifications can be achieved for the task light array. Academic “text book” light separation distances are compared to the actual separation requirements obtained through visual acuity tests achieved on an over‐water range. Finally, the estimated cost of bringing the majority of U.S Navy combatant ships into closest compliance is provided, thus raising the question: WHAT PRICE COMPLIANCE?
ASPECTS OF CORROSION CONTROL IN SHIPS‘ TANKS
Authors: HARTLEY ROBERT ALEXANDER
Published: March 2009

Ships' tanks, particularly in crude oil or product carriers, face a wide range of corrosive environments varying from sea water to an assortment of cargoes with varying concentrations and temperatures. The corrosion mechanism is outlined, and the effect of oxygen, temperature, water velocity, salinity, and pH upon the reaction is considered. Galvanic corrosion due to cathodic heating coils can, and does, cause serious pitting in the bottom plates. Coatings and cathodic protection combine to give almost complete protection against corrosion. The effect of various cargoes upon corrosion and coatings is discussed. There are six basic classes of tank coatings which are briefly described and their performance in various cargoes is given.

Also dealt with are surface preparation and application since they affect coating performance appreciably. In addition, emphasis is given to worker health and safety during the surface preparation and application procedures.
DESIGN FOR NEW JERSEY, IOWA, AND DES MOINES MODERNIZATION
Authors: SIMS PHILIP J. , EDWARDS JAMES R. , DICKEY ROBERT L. , SHULL H. S.
Published: March 2009

In reactivating the battleship New Jersey, the Navy faced three major problems. The baseline data on the ship was not readily available or reliable, a new generation cruise missile armament was proposed, and the ship delivery schedule was very tight. After doing a feasibility study, system design engineers were taken onboard the mothballed ship to resolve the design problems. Being on the ship allowed an intensive effort and immediate reference to the actual ship configuration. The tools used to control this effort were a ship check plan, a ship check form and the master arrangement drawing. Simultaneously with the design effort, a repair scoping effort was conducted. The design evolution and solutions to the major problems are described. The results of the New Jersey effort are shown with sample documentation, the ship characteristics and the downstream design effort.

The Iowa was the next ship to be modernized. The top level requirements were the same as New Jersey's but new problems were encountered. More options were investigated which diverted attention from the basic effort. A fundamental difference was the Iowa had not had a 1968 reactivation as the New Jersey had, so items that were repair and reactivation on the New Jersey in 1968 had to be part of the Iowa modernization. A major influence on the Iowa design process was that a complete set of specifications for a private yard bid had to be developed.

The next effort was to install the same New Jersey modernization payload on a Des Moines class heavy cruiser. Heavy cruisers are large ships but significantly smaller than battleships and much closer to their naval architectural limits of weight and center of gravity. They have much less topside area than the battleships, and the new payload was very topside space consuming. The cruisers are also much more restricted in internal volume. Two feasibility studies were conducted. One resolved volume problems but approached the weight and center of gravity limits. The second lessened the weight and center of gravity problem but increased the volume tightness. The design shipcheck resulted in a compromise configuration that was within the engineering limits. The resulting layout and characteristics are described.

The design effort described is primarily useful in reactivation and modernization efforts. It requires first string personnel but results in an adequate design in a short time frame.
A COMPARISON OF NAVAL SHIP DESIGN AND ACQUISITION PROCEDURES IN THE U.S. AND CANADA
Authors: ERTNER JAMES D. , CASSEDY W. A. TYLER
Published: March 2009

A synopsis of Canada's unified (combined Army, Navy, and Air Force) defense organization and decision‐making structure is presented. This is followed by an explanation of the closely intertwined Defense Program Management and Life‐Cycle Management Systems and their relationship in the Canadian ship design and acquisition process. Next, U.S. Navy ship design and acquisition procedures, including recent changes in program initiation procedures, creation of the Ship Characteristics and Improvement Board (SCIB), and revision of the Defense Systems Acquisition Review Council (DSARC) milestones are reviewed. Finally, Canadian and U.S. Navy design and acquisition processes are compared.
EVOLUTION OF NAVY SHIP SEWAGE SYSTEMS — GRAVITY THROUGH VACUUM COLLECTION
Authors: RAUPUK MILTON W.
Published: March 2009

Most U.S. Navy ships have sewage collection, holding, and transfer systems that use conventional gravity flush fixtures and a seawater flushing medium. This type system is relatively simple but is inherently heavy and bulky, and it is totally dependent on shore support when used in port. Some recently designed Navy ships, the DD‐963 and DDG‐993 classes, employ a vacuum collection, holding, and transfer system (VCHT) that uses reduced volume flush commodes and urinals with either freshwater or seawater flushing and vacuum for waste transport. This system is light, compact, highly shore independent, and provides significant system design flexibility.

This paper traces the evolution of Navy shipboard sewage systems from the original gravity collection system through the DD‐963 class VCHT system that used vacuum pumps, to a new and promising vacuum collection system that uses a sewage‐powered eductor. Results of laboratory and shipboard evaluations of VCHT systems at their various evolutionary stages are discussed.
Retrofitting of Bulbous Bows on U.S. Navy Auxiliary and Amphibious Warships
Authors: CHUN STEPHEN K. , HOUGH JEFFREY J. , ENGLE ALLEN H. , FUNG SIU C.
Published: March 2009

To meet energy conservation goals of the U.S. Navy, its attention has been focused on ways to reduce individual ship total resistance and powering requirements. One possible method of improving ship powering characteristics is by modifying existing individual ship hulls with the addition of bulbous bows. This paper will identify the merits of retrofitting bow bulbs on selected U.S. Navy auxiliary and amphibious warfare ships. A procedure for performing a cost‐benefit analysis will be shown for candidate ship classes. An example of this technique for an amphibious warfare ship will also be provided. A brief discussion of future methods to be used for bulbous bow design such as application of systematic model test data and numerical hydrodynamic techniques will be given.
METAL COMBUSTION IN STEAM
Authors: FUHS ALLEN E. , BUCK JEROME A. , HALLENBECK AMOS E. , STROTT JOHN B.
Published: March 2009

Combustion of metals in water is important in at least three technical areas: underwater explosives, nuclear reactor safety and metal refining and processing safety. Three approaches are being taken to understand the complicated phenomenon. First, combined analytical and computer studies are being pursued. For supersonic flow in water, which is generated by a shaped charge metal jet underwater, a solution using the Busemann Apple Curve has been obtained. Rayleigh solved bubble dynamics for underwater explosions; his solution has been extended to include heat addition during expansion. Second, shaped charges were fired into water, and the resulting flow was observed using a framing camera. Also, radiation both wide band (visible spectrum) and narrow band (AlO vibration‐electronic) was measured. Third, a combustion chamber has been built in which exploding metal wires can be exposed to steam, vacuum, argon, oxygen, nitrogen, air, and other environments. A current surge of 500 amperes in 1.0mm diameter wires causes ignition and burning in air and steam atmospheres. The resulting combustion has been examined using 35 mm cameras, high speed movies, photomultiplier tubes (PMT), and voltage and current measurements. Slow heating of wires has also been investigated.
AN ANALYTICAL TREATMENT OF THE ACCURACY OF THE RESULTS OF THE INCLINING EXPERIMENT
Authors: HANSEN E. O.
Published: March 2009

The ability of the inclining experiment to accurately determine light ship displacement and vertical center of gravity (VCG) will be discussed and analyzed. Discussions will focus on practical considerations involved in conducting an inclining experiment without gross errors and with the highest practical and warranted precision relative to the criteria used to judge the results. The analysis will be carried out by combining the individual errors of the mutually independent measured or calculated parameters in the generalized displacement and VCG formulae. The errors on the parameters, assumed to be Gaussian distributed, are expressed as individual standard deviations, and these in turn are combined to obtain the standard deviations on displacement and VCG.

The paper will compare U.S. Navy inclining procedures and the inclining procedures recommended by the U.S. Coast Guard for accuracy of resultant light ship displacement and VCG values. The errors on the independent parameters will be discussed, and a numerical example of an analysis of an actual ship inclining will be presented to demonstrate how much the deviations of the individual parameters affect the accuracy of the inclining result. The paper concludes by suggesting the magnitudes of design allowances required on displacement and VCG in order to account for the probable inaccuracy in the experimentally‐derived displacement and VCG values.
HUMAN FACTORS ENGINEERING PRINCIPLES FOR MINIMIZING ADVERSE SHIP MOTION EFFECTS: THEORY AND PRACTICE
Authors: BITTNER ALVAH C. , GUIGNARD JOHN C.
Published: March 2009

As part of a wider seakeeping program conducted by the David Taylor Naval Ship Research and Development Center, two mission‐critical workstations were evaluated for the United States Coast Guard (USCG). These workstations (the communications support center and the communications center) have been specifically identified by the USCG as having exceptional seasickness problems. Five potentially applicable human factors engineering (HFE) approaches to enhance seakeeping through prevention and mitigation of adverse ship motion effects, especially seasickness, were recognized and are discussed in this report in the light of observations made aboard the ship. These are: (1) locate critical stations near ship's effective center of rotation; (2) minimize head movements; (3) align operator stations with a principal axis of the ship's hull; (4) avoid combining provocative sources; and (5) provide an external visual frame of reference at stations where seasickness may seriously impair mission effectiveness. This report relates how the application of relatively simple HFE principles (ideally at the early ship design and arrangement stage) may reduce seasickness and other adverse ship motion effects and so enhance seakeeping.
RECENT ADVANCES IN THE SEAKEEPING ASSESSMENT OF SHIPS
Authors: McCREIGHT KATHRYN K. , STAHL RALPH G.
Published: March 2009

Three factors affect the operability of a ship in a seaway: the motion characteristics of the ship, the environment, and the mission requirements. A method is presented which predicts the operability of a ship at specific geographical locations. Analysis of operability is carried out using transfer functions which represent the motion characteristics of a ship, wave data for the North Atlantic and for the North Pacific, and limiting motion criteria for a specific mission. From these three factors, operability indices are developed. Operability indices include the percent of time of operation (PTO) and the limiting significant wave height (LSWH). Contours which describe bands of constant values of the percent of time of operation for a mission are determined. In developing the indices and resultant contours, operability in the presence of each of a large number of wave spectra is weighted according to probability of occurrence of that wave spectrum. The probability of occurrence of wave spectra for the winter and for the entire year for 57 points in the North Atlantic and 21 points in the North Pacific is used for various combinations of significant wave height and spectral modal period. Composite wave data for the general North Atlantic or general North Pacific also are utilized.

The operability for mobility criteria of six hullforms ranging in displacement from approximately 3,000 to 9,000 tons is compared. Both monohull and SWATH configurations are considered. Comparison of operability as a function of significant wave height, as a function of displacement, and as a function of speed is made using winter and annual wave statistics for the general North Atlantic. Some results also are presented for the general North Pacific. Operability contours for the North Atlantic are presented for the hullforms. Tabulated limiting significant wave heights for various operating conditions are presented. The effect of systematic variations in performance criteria on performance is presented as a function of speed.
A METHODOLOGY FOR SETTING COMBAT SYSTEM REQUIREMENTS
Authors: MENSH DENNIS R.
Published: March 2009

This paper describes a methodology for setting combat system requirements for all ship classes. The requirements are determined from a battle group perspective. The methodology uses ship damage as a measure of effectiveness for setting combat system requirements. The ship damage data used was derived from the Navy tactical game (NAVTAG).

The methodology that determines ship class combat system requirements consists of a set of logical steps that are iterative by design. It provides insight and valid estimates of numerical measures of defined force requirements at several levels. This process is not trivial; the expected level of effort could be significant. The method consists of five basic stages considered necessary to achieve valid results. These stages are (1) determination of force level requirements, (2) determination of force level capability, (3) analysis of force level capability, (4) determination of class requirements by battle overviews, and (5) determination of class requirements — overall.

The methodology was used by the combat system master plan (CSMP) manager for determining top level combat system requirements for individual platforms in a battle group. In addition, once levels of combat system performance have been defined, this methodology generates a quantitative data base that becomes a useful tool in ship combat suite selection. Once alternate combat system suites have been defined, these suites can be analyzed in terms of combat system performance capability versus cost.
SHIPBOARD COGENERATION — A SECOND GENERATION DESIGN APPROACH
Authors: MASTRONARDE THOMAS P.
Published: March 2009

On the CG‐47 class, gas turbine electric generators are operating in a shipboard cogeneration system in conjunction with a successful and reliable waste heat recovery system which provides steam for auxiliary services. The current application philosophy for waste heat recovery from gas turbine auxiliary engines aboard Navy ships, however, has reached a technological plateau.

The development and implementation of a second generation waste heat recovery system (WHRS) design could produce substantial benefits for future naval shipboard applications. This paper discusses methods of optimizing the interface between the gas turbine and the waste heat boiler, relocating boiler components, utilizing natural instead of forced circulation in the boiler, and reducing the complexity of feedwater treatment subsystems.

Implementaion of integrated design features for a second generation waste heat recovery system could result in increased steam production, reduced boiler and auxiliary space requirements, reduced weight, and a lower shipboard center of gravity. In addition, a reduction in installed system cost and manhours spent on water treatment and routine shipboard maintenance could be obtained, along with significant, continued shipboard energy savings.
WATER‐LUBRICATED RUBBER BEARINGS, HISTORY AND NEW DEVELOPMENTS
Authors: ORNDORFF ROY L.
Published: March 2009

Rubber bearings are simple, robust and highly reliable devices, able to perform for long periods of time with little or no attention and often under very adverse operating conditions. They have been used as stern tube bearings in a multitude of vessels from small work boats to battleships, as well as many other types of service for over sixty years. Discussed are new developments that greatly reduce friction and wear, especially at low journal velocities, as well as weight. These improved characteristics mean that rubber bearings can be shortened from the presently used length‐to‐diameter ratios or the presently used lengths can be utilized to support much larger radial loads.

Other developments discussed are a self‐aligning mounting ring of rubber around the bearing housing and using rubber bearings with oil as the lubricant for inboard and onshore applications.

Recent developments covered include the field experience and satisfactory performance of Romor° thin rubber, plastic‐backed staves installed as stern tube bearings during the last seven years in a large number of U.S. Navy ships and other commercial water‐lubricated bearing applications. Research and development results of a continuing product improvement program are reported.
MARINE APPLICATION OF MAGNUS EFFECT DEVICES
Authors: MORISSEAU KENNETH C.
Published: March 2009

The Magnus effect is an induced, very high lift phenomenon that has been used for wind propulsion of ships as early as 1924. More recently, this unique lift principle has been used for steering towboats. Recent research has indicated that Magnus effect roll stabilizers, water propellers, and air and water generators may be both feasible and have greater efficiency than traditional designs. The paper explains the Magnus effect, reviews the history of the Magnus effect, reviews current marine applications including the work of investigators in Germany, France, Sweden and Russia, discusses in detail Magnus effect rotor design, and proposes auxiliary wind propulsion Magnus effect devices for single screw oilers.
CARGO PUMP PERFORMANCE VERSUS DESIGN CRITERIA
Authors: BERGNER RICHARD , FAY CHRISTOPHER W.
Published: March 2009

This paper examines liquid cargo systems which are used on U.S. naval auxiliary ships and provides considerations for future designs. Specifying a pump which may be larger than required or oversizing transfer piping may create unexpected operating requirements which cause the system to be operated inefficiently and in a manner detrimental to pump life. A computer model of a typical three‐hose, three‐station FAS system was used to study centrifugal pump operation, under different conditions of delivery ship loading, for three fuels; Navy special fuel oil (NSFO), naval distillate (NATO symbol F‐76), and JP‐5 (NATO symbol F‐75). It is noted that many systems currently on naval auxiliaries were designed for use with NSFO, which is a highly viscous fuel in comparison to F‐76 and JP‐5.

System curves were developed from the computer generated data and were superimposed on a graph of the appropriate pump curve for each fuel considered. This allowed predicting how the system would perform in actual operation and how the pump operates in actual use.

The paper's conclusions indicate that the older pump design criteria have resulted in specifying cargo pumps that are rarely operated near their design point. An interesting phenomenon associated with the use of the GenSpecs‐specified recirculation line, equipped with pressure regulating valve, is also examined. Two new arrangements are proposed and their operation evaluated.
THE U.S. NAVY SEA VIKING DESIGN DEVELOPMENT HIGHLIGHTS
Authors: LEE CHARLES M.
Published: March 2009

This paper presents an overview of some of the more significant highlights of the design development, design features, and construction approach related to the U.S. Navy special warfare craft, medium (SWCM), also known as the Sea Viking. Design development is discussed in terms of the rationale for key design selections relative to some of the major specified requirements. The craft design is reviewed at the principal subsystem level. Construction is briefly reviewed in terms of the construction flow diagram and the features of the construction approach.
APPLICATION OF ALTERNATE CARGO PUMPING SYSTEMS IN NAVAL AUXILIARY SHIP DESIGNS
Authors: ISAACSON ALFRED D. , KRON JOHN J.
Published: March 2009

The design of liquid cargo pumping systems for Navy auxiliary ships can benefit from application of modern commercial tanker practices which have evolved in recent years. Navy auxiliaries, which are outfitted for underway replenishment, traditionally have at least one pumproom and the designs are based upon a conventional pumproom type cargo system with horizontal or vertical centrifugal cargo pumps. Each cargo tank has a dedicated suction line leading to the cargo pumps. Latest commercial product tankers, especially lighters, which most closely resemble Navy auxiliaries in the manner in which they carry liquid cargos, have been built with in‐tank deepwell or submersible cargo pumps, thereby eliminating the pump‐room. The application of this type of pumping system reduces the size of the ship considerably, thereby resulting in reduction of required propulsive power and fuel consumption as well as a dramatic reduction in construction cost.

The three most common pumping system designs are discussed in the paper, together with variations of each. The differences in systems are presented and their effect upon the design of an auxiliary ship is illustrated.

The paper investigates the application of these alternate type cargo pumping systems (with dedicated pumps) to the design of a typical Navy auxiliary, indicating the effect upon ship size, weight, volume and power requirements as well as costs. Submersible pumps are compared to deepwell pumps with the advantages and disadvantages of each discussed. Experiences are cited.