bluuebunny/crossref_metadata_2025 huggingface dataset:
U.S. MERCHANT MARINE OPERATIONS
Authors: KYLE BURTON T. , BRYAN ROBERT A. , SPARKS CHARLES J.
Published: March 2009

In the October 1976 issue of the Journal, Kiss and Coffiman described the “Ships in the U.S. Merchant Marine.” In the December 1976 issue, Bollock and Connors discussed the “Men of the Merchant Marine.” With these papers as background, the operations of the U.S. Merchant Marine are now presented as the final paper of the series describing the U.S. Merchant Marine; its ships, men, and operations. In this paper the various transport services provided by the U.S. Merchant Marine are described. An historical overview of the development of the U.S. Merchant Marine Fleet over the last forty‐years is coupled with an analysis of the participation of U.S. flag ships in the Nation's commerce. The objective and the progress made under the Merchant Marine Act of 1970, b also examined as well as its effect on the carriage of a substantial portion of the Nation's foreign waterborne commerce. A discussion of the domestic trades is also included.
DR. HOVAGAARD AND THE NAVIES
Authors: POTTER JAMES H.
Published: March 2009

Dr. William Hovgaard is remembered affectionately as the founder of the Massachusetts Institute of Technology Postgraduate Program for the officers of the U.S. Corps of Naval Constructors. Prior to this, however, he had completed an extensive and useful career as an officer in the Royal Danish Navy.

The lasting dement in this or any man is in the contributions he makes to the permanent scientific and professional literature. Dr. Hovgaard spanned the field of applied mechanics and made many original contributions, and he was certainly the greatest authority on warship design of his generation.
TOWARD A MORE EFFECTIVE NAVY—MERCHANT MARINE RELATIONSHIP
Authors: WHEELER LAWRANCE A.
Published: March 2009

This article reviews some of the factors that have inhibited actions towards formulation of a stronger military supportive Merchant Marine. It briefly reviews our present status, discusses what our future goals should be and then offers some innovative and possibly controversial solutions to help reach those goals.
DEVELOPMENT OF AN OIL—WATER POLLUTION MONITORING SYSTEM
Authors: TYLER BRUCE , GONGAWARE WILLIAM , HOULIHAN THOMAS M.
Published: March 2009

The prototype of an automatic oil pollution monitor was built and tested. In the system developed, a “Direct Difference Method of Total Organic Carbon Determination” was utilized to ascertain oil concentrations. Using this monitor, it was possible to specify the concentration of any oil, independent of type, in a known water sample. In the final phases of the study, preliminary investigation on prototype improvements and oil concentration determinations in bilge water were initiated.
GLASS REINFORCED PLASTIC (GRP) PIPING FOR SHIPBOARD APPLICATIONS
Authors: WILHELMI GEORGE F. , SCHAB HENRY W.
Published: March 2009

The widespread acceptance of Glass Reinforced Plastic (GRP) Piping by industry has not been paralleled by Navy shipboard applications due to lack of technical information concerning performance characteristics of the material in the shipboard environment. The need for a corrosion—free, lightweight, low cost alternative to metallic piping materials aboard advanced Navy ships provided an opportunity to begin investigations with GRP Piping in the areas of fire performance, mechanical properties, cyclic fatigue characteristics, shock performance, flexible compatible couplings, erosion resistance, marine fouling control systems, and joint inspection techniques.

Results of investigations to date have provided encouragement for current applications of GRP Piping in advanced Navy ships, and for future applications throughout the entire surface—ship fleet. Several diversified GRP pipe, fitting, and joining concepts employed by various manufacturers are currently being investigated to provide the performance criteria necessary to develop a military specification ensuring required characteristics for general shipboard service.
VERTICAL ATTITUDE TAKE—OFF AND LANDING (VATOL) REMOTELY PILOTED DEMONSTRATION VEHICLE
Authors: EILERTSON WARREN H.
Published: March 2009

The paper discusses the advantages of one approach to vertical launch and recovery of Navy RPV's and future manned Navy fighter aircraft – Vertical Attitude Take—Off and Landing (VATOL). It describes the current threat imposed on the Fleet by the advent of high speed cruise missiles and the advantages of aircraft dispersal via V/STOL operations. Details of a demonstration vehicle constructed to investigate VATOL shipboard operations are presented. The status of tethered hover flight tests recently completed at DTNSRDC is discussed.
POST—TENSIONED REINFORCED CONCRETE AS APPLIED TO SHIP DESIGN AND CONSTRUCTION
Authors: ERTNER JAMES D.
Published: March 2009

Post—tensioned reinforced concrete is a material which integrates the advantages of concrete, steel, reinforced concrete, and prestressed concrete. Unlike ferro—cement (which has been limited to small boats), post—tensioned reinforced concrete has the potential for being applied to the construction of larger ships, such as Liquified Natural Gas (LNG) Tankers. An investigation of material selection, engineering properties, permissible stresses under loading, and design considerations (such as cracking, corrison, and concrete cover thickness) is followed by the application of post—tensioned reinforced concrete to a Tanker midship section. There are several key parameters in the design of such a midship section, the three with the greatest impact on section modulus being concrete area, total steel area, and modular ratio. One particularly significant conclusion is that, for a constant moment of inertia, the weight of a midship section can be reduced by increasing the modular ratio while decreasing the steel area and/or the concrete area. Furthermore, the steel stresses increase considerably, whereas the concrete tensile stress (the critical stress in post—tensioned reinforced concrete structures) is virtually unaffected.
THE MERCHANT SHIP NAVAL AUGMENTATION PROGRAM (MSNAP)
Authors: BENEN LAWRENCE
Published: March 2009

In the past two decades the U.S. Overseas Supply Base structure has greatly diminished, stretching the supply lines to deployed Navy forces. At the same time rapidly rising shipbuilding costs have caused new combatant ship construction to squeeze out new replenishment ship construction. The result is longer supply lines with fewer assets to support them. Merchant ships show great promise in augmenting Navy replenishment ships in some situations, but now have no interface capability for “at—sea” transfer of dry cargo. The aim of the Merchant Ship Naval Augmentation Program (MSNAP) is to provide adapter packages that provide a merchant ship with this capability on short notice and with inexpensive components. Some conceptual component designs have been developed, and limited feasibility testing has been conducted. However, many of the critical problems yet remain to be solved by the Naval Engineering Community.
EXPLORA TOR Y DEVELOPMENT: SHIPS, SUBMARINES, AND BOATS
Authors: VITTUCCI ROCCO V.
Published: March 2009

The Navy's Exploratory Development Program for Ships, Submarines and Boats it at the cutting edge of the new technologies needed to create advanced types of naval vehicles. It also includes efforts to overcome deficiencies and to upgrade the capabilities of existing ships and craft. Better ships do not come easily!

This paper describes some of the efforts now underway to develop the Navy's ships of the future by first developing and demonstrating the technology needed to upgrade each characteristic vital to unproved naval vehicles.

We need ships that are: more seaworthy – yet smaller; lighter – but stronger; faster – though using less fuel; more reliable – but less costly! In order to achieve dozens of such contradictory improvements, tins Exploratory Development Program looks for answers in the fields of: advanced vehicle concepts, fluid dynamics, structures, naval vehicle control, electrical energy conversion, main propulsion machinery, auxiliary shipboard machinery, personnel protection, damage control, and ship silencing. Specific examples of the work in these fields are provided together with some fed for how this interesting program operates.
A METHOD TO INCREASE EFFECTIVENESS OF PLANNING AIRCRAFT CARRIER OVERHAUL
Authors: ZIMMERMANN CLAUS E.
Published: March 2009

The successful planning and subsequent execution of complex ship overhaul repair packages b highly dependent on two basic dements – proper Identification of repair requirements and early establishment of repair responsibility for each deficiency. All other major planning evolutions – material procurement, plan development, Job order Issues, and work scheduling – are heavily influenced by the degree of accomplishment of these two key elements. Although the completeness of repair requirement identification varies widely with the project, in the case of aircraft carrier overhauls the accurate Identification of all repair requirements is further complicated by the complexity and large number of systems and equipments. This paper presents a method for countering the advene effects of these complications and discusses a procedure for integrating both repair identification and establishment of repair responsibility into the aircraft carrier complex overhaul advance planning process via the Ship Alteration and Repair Package (SARP). In addition, it is shown that the described procedure accommodates established practices in aircraft carrier overhaul planning which have already proven effective and also provides coordination to improve total overhaul performance through improvement in the advance planning process.
CHECKOUT OF COMPUTER PROGRAMS FOR SHIPBOARD USE
Authors: GALLANT WILLIAM R.
Published: March 2009

The computer b playing an increasing rale in shipboard operation. One factor limiting its usage it the problem of checking out computer programs before they are delivered to the ship. A lengthy “on—board” checkout is expensive and can tie up a valuable asset. Additional problems often occur on board when the delivered programs are upgraded. Based on 15 years experience, the Author reviews the major areas of concern in testing and evaluating computer programs and discusses approaches that can provide a reasonable confidence that schedules, costs, and performance will be met.

The key steps in the development of a computer program are outlined with emphasis on the testing stage. A review of a wide variety of computer programs shows that 40%–50% of the cost of developing a computer program occurs during the checkout and certification phases of program development. Testing is also key to a successful delivery because this is the final step before delivery.

The major objectives of testing are established along with the necessary steps to meet these objectives. Several factors affecting the degree of testing which should be accomplished are discussed along with the impact that each has on the planned testing effort. The stages Involved In testing a computer program are defined along with the types of errors which are found, and not found, at each stage. Preparations must be made for changes to the program after delivery and the potential consequences of making changes recognized. Specific steps are developed to reduce the dangers involved in making changes.
LIFE—CYCLE MAINTENANCE MANAGEMENT WILL IMPROVE AIRCRAFT CARRIER MA TERIAL CONDITION
Authors: JURGES GLEN
Published: March 2009

The Material Condition of today's aircraft carriers is declining at an alarming rate. Reversing this trend can be accomplished with a new concept called “Life—Cycle Maintenance Management” – the continuous process of managing a wide variety of maintenance activities throughout the ship's life. This paper advances the organization and key managers, material condition assessment, and methods for scheduling, allocating resources, and controlling approximately 400 maintenance activities. With “Life—Cycle Maintenance Management”, aircraft carrier maintenance is more effective, efficient, and less costly, and Material Condition will meet Fleet Standards.
THE 400HZ. MOTOR—GENERATOR POWER SYSTEMS IMPROVEMENT PROGRAM
Authors: NICKLEY ALFRED P.
Published: March 2009

The success or failnre of any equipment improvement program most be measured in terms of the ultimate benefits derived by the Fleet and whether the resultant benefits were worth the time, effort, and funds expended. In consideration of this criteria, the NAVSEC 400Hz Motor—Generator Power Systems Improvement Program most be deemed a success. Developed in mid–1971 to combat the numerous casualties and excessive downtimes occurring in U.S. Navy surface ships and by concentrating efforts over a four and one—half year period in five major areas related to the problem, the paper discusses how NAVSEC has increased effectively the “on—line” availability of the 400Hz motor—generator power systems.
THE FFG–7 GUIDED MISSLE FRIGATE PROGRAM– MODEL FOR THE FUTURE?
Authors: BEECHER JOHN D. , DiTRAPANI ANTHONY R.
Published: March 2009

Late in 1970, Admiral E. R. Zumwalt, Chief of Naval Operations, directed that study begin towards development of a new class of ocean escort, now known as the FFG 7 (Oliver Hazard Perry) Class, to take over some of the duties of the Navy's World War II destroyers as these 25 year old ships are retired from the active Fleet. At the same time, the Department of Defense was significantly revising its basic policies for the development and acquisition of major weapons systems, and the FFG became the Navy's first major ship class acquisition under these new policies. These new policies, as announced in DOD Directive 5000.1, along with the program constraints imposed by the CNO, required the development of a philosophy and approach towards design, test and evaluation and acquisition which was significantly different from previous ship procurements. This paper summarizes the overall acquisition, T&E and logistic support plans for the FFG 7 Class as they were developed and implemented to meet these needs and constraints, discusses the ship trial results, and provides a commentary regarding the effectiveness of the approach and future applicability.
THE PHM—SURFACE WARFARE SHIP TECHNOLOGY TAKES A STEP FORWARD
Authors: SHRADER JOSEPH N. , CDR. KARL M. DUFF
Published: March 2009

As the lead ship of the U. S. Navy's first Squadron of Patrol Combatant Missile Hydrofoil (PHM) Ships, USS PEGASUS (PHM–1) completed an unprecedented test and evaluation program in June 1976. PEGASUS subsequently completed very successful acceptance and final contract trials and is currently homeported in San Diego, Calif., under the operational command of COMNAVSURFPAC. Fleet introduction employment exercises and support work are continuing, with consideration being given to deploying the ship to other Fleets.

The PHM Program obtained a favorable Department of Defense production decision in January 1977, but award of the five ship production contract to Boeing Marine Systems was delayed approximately nine months for further review by the in coming administration. Difficulty has been experienced in maintaining program stability and in coordinating the objectives and schedules of the original NATO Program. The U. S. currently is the only country entering production. However, potential sales to NATO or other Defense Treaty Organizations may develop over the next several years. Cost constraints make successful Squadron procurement and Fleet introduction a formidable objective for the early 1980s. The Navy Hydrofoil RDT&E Program has been useful to PHM, but its two R&D ships are to be “mothballed.” Current major effort is being directed toward acquisition of the production PHMs within contract cost and in providing an expanded Mobile Logistic Support System using Innovative new concepts; this in time to support ship deliveries. The lessons learned from the lead ship program are being applied in both areas.
CONSIDERATIONS IN THE NAVAL ARCHITECTURE OF SALVAGE SHIPS
Authors: MILWEE W. I.
Published: March 2009

As the mission of the ship becomes more specialized, a thorough understanding of the mission becomes more necessary to successful design of the ship. Through this understanding comes an appreciation of the relative importance of design parameters. In this paper a rough preliminary design for a U. S. Navy Salvage Ship is developed as an example of how a specialized mission influences design.
FINS OF THE FUTURE — FFG 7
Authors: NELSON LOUIS W. , McCALLUM DONALD
Published: March 2009

This paper addresses the justification, design philosophy, system description, and technical evaluation of the FFG 7 fin stabilization system – the “Fins of the Future.” These fins are to be installed in the FFG 7 Class ships to provide increased mission effectiveness. Details of “lessons learned” are addressed and these are shown to be incorporated into this new fin system design. Reliability and Maintainability of the total system is stressed.
FIRE SAFETY OF NAVAL SHIPS—AN OPEN CHALLENGE
Authors: POHLER C. H. , McVOY J. L. , CARHART H. W. , LEONARD J. T. , PRIDE T. S.
Published: March 2009

Fire safety of Navy ships is a matter of continuing concern. The practice in land—based buildings and commercial ships experiencing a serious fire accident is often to abandon the building or ship. For Navy warships in combat, however, it is imperative that the ship's crew be able to control an on—board fire and retain the ship's combat effectiveness. The need for effective and rapid fire—fighting capability aboard naval ships is further dictated by the increased potential of fire hazards characteristic of a warship, such as the high density of fuel and ammunition stores aboard ship, refueling and replenishment at sea, and possible hostile enemy action.

Fire casualties aboard Navy ships are briefly reviewed, with emphasis on recent lessons learned in control of fires and fire hazards. Also reviewed are ongoing and planned actions to upgrade fire protection in the ship design process and in the Fleet. Based on these lessons learned, the Navy is initiating a “total systems approach” to shipboard fire safety, and is reorienting R&D thrusts accordingly. The scope of the Navy's ongoing research and development program is reviewed, with a description of selected hardware/software obtained to date from this program for improvements to Fleet fire—fighting and personnel—survival equipment. Finally, the future trends of research and development needs are discussed and projected research program directions indicated.
COST EFFECTIVENESS THROUGH PRODUCIBILITY DESIGN CONTROL
Authors: MANCUSO CARLO C. , LUCIE JOSEPH C.
Published: March 2009

Design Control as applied in Detail Design is a systematic effort by a team of design engineers to concurrently arrange systems, equipment, outfit, structure, accesses, and partitions within a control area; to produce an optimum arrangement of the area involved; to assure cost—effective integration of systems; to minimize physical interferences; and to reduce installation costs. Satisfactory application of this technique insures detection and correction of most interferences early in the detail design stage before they impact production costs.

This process, known as “Producibility Design Control”, has been used for the first time by NAVSEC in the Contract Design of the DDG—47. It has been applied to certain selected spaces which exhibited a potentially high density of equipment, distributive systems, high heat dissipation, and RF transmission line constraints.

It is anticipated that furnishing prospective shipyards with the Navy's Contract Design for the coordination of selected areas will result in an interference—free, feasible, and producible design, and will reduce shipyard detail design man—hours.
SHIP DESIGN FOR MAINTAINABILITY: EXPERIENCE ON FFG 7 CLASS
Authors: GUIDO ANTHONY J. , LIGHT STEPHEN P.
Published: March 2009

The maintenance philosophy for the FFG 7 Class ships was developed by the Navy as part of the Integrated Logistics Support (ELS) Program. This philosophy prescribed the use of rotatable pools of equipment for the replacement of shipboard equipment and modules during periods of planned maintenance and the “off—ship” repair of units after failure. The objective of this philosophy was to reduce the maintenance at the shipboard level while enhancing the ship's availability.

The novel aspect of the FFG 7 maintenance philosophy was the requirement to integrate maintenance planning from the outset of the ship's design. The development of the FFG 7 maintenance philosophy Design Criteria for Logistic Elements (DCLE) and maintenance accessibility effort during the Preliminary and Contract Design Phases were previously reported in the Journal. [1]. This paper provides a follow—up to that article by presenting the procedures and problems of implementing the ship maintainability requirements during Detail Design. The organizational effort and methods used to implement the program during Detail Design are described.
DDG—47 RELIABILITY ENGINEERING ANALYSIS
Authors: BUCKBERG MORTON L. , VAIL JEANNINE A.
Published: March 2009

The technical approach adopted for reliability engineering of the Guided Missile Destroyer (DDG—47) daring preliminary and contract design phases evolved from the Naval Ship Engineering Center (NAVSEC) experience with previous surface combats ship designs. This paper describes the following key steps of the approach:

Description of TIGER simulation program.

Construction of DDG‐47 ReUabfflty Model.

Preparation of a mission timeline to exercise and stress primary mission areas.

Determination of primary mission area essential equipment.

Development of equipment requirements matrices and logic diagrams.

Identification and source selection of equipment MTBF/MTTR indices.

Selection and definition of relevant performance measures.

Quantification of results.
THE SHIPBOARD FACILITIES MAINTENANCE DEMONSTRATION STUDY
Authors: SCHWARTZ MELVIN A. , CORDER JAMES L.
Published: March 2009

Facilities Maintenance (FM), as currently performed by shipboard personnel, requires a considerable expenditure of man—hours and material resources and is not performed efficiently nor effectively.

Potential solutions to underlying problems were studied on portions of an operational ship of the FF 1052 Class. The study indicated that: 1) a significant reduction in man—hour expenditure and cost to the Navy is feasible through a systematic innovation program, 2) skill and knowledge of FM Team personnel is improved, and 3) shipboard spaces are cleaner and better maintained with FM innovations.

The next phase of the project includes the total ship, and it is planned to commence in July 1978 aboard FF 1052, FFG 7, and LST 1179 Class ships.
INTEGRATED BRIDGE SYSTEM “AT—SEA” EVALUATION
Authors: PUCKETT LANNY J. , SNIFFIN ROBERT A.
Published: March 2009

The Integrated Bridge System design was derived by consolidating and integrating communications and displays into a centralized work station and automating certain piloting, navigation, collision avoidance, and logging functions. The evaluation, which commenced on USS McCANDLESS (FF—1084) in January 1977, was designed to collect data in four general areas: 1) manning, 2) operational effectiveness, 3) operational suitability of the equipment in a Navy environment, and 4) detailed design features data required for possible follow—on effortsiIn Bridge designs. The “at—sea” evaluation demonstrated that Bridge watch functions can be performed as effectively or more effectively with significantly fewer people.
LESSONS LEARNED IN DEVELOPMENTAL TESTING IN THE FLEET
Authors: EDMONDO PETER M. , McCAMMON PETER L.
Published: March 2009

Developmental tests have been conducted in the Fleet to demonstrate concepts for reducing man—hoars required to perform certain shipboard functions while maintaining or improving effectiveness. Experiences during the Preparation, Conduct, and Reporting of the tests are described including the CNO Pilot Program for Reduced Bridge Manning; Integrated Bridge System (IBS); Facilities Maintenance (housekeeping); Wireless Communications During Damage Control Evolutions; and the Ship Contrblman. Areas discussed include system design and interface requirements; elements that go into tests designed for shipboard evaluation; approval requirements to conduct such tests; how to get Fleet Support in terms of personnel and assets; logistics and training requirements; and finally, what Fleet testing buys that other means do not.
NAVAL COASTAL SYSTEMS LABORATORY' A UNIQUE IN—SITU TEST AND EVALUATION SITE
Authors: JOLLIFF JAMES V. , CALLAHAN CASVILLE M.
Published: March 2009

Test and Evaluation have become paramount in today's Department of Defense acquisition process. Therefore, the U. S. Navy requires both private and public facilities to accomplish the final goals of the “Fly before Buy” concept. Such a facility exists at the Naval Coastal Systems Laboratory (NCSL); an integral part of the Chief of Naval Material's, Director of Navy Laboratories organization. This paper briefly addresses the Laboratory, its mission, and its history. This is followed by an in—depth facilities overview in order to create an understanding of the slow but steady evolution of NCSL's unique fixed facilities. These facilities, when coupled to the local natural environment, provide a unique in situ test and evaluation capability which is unequalled in the United States for assessing seagoing coastal systems. Of prime consideration is the Range Date Acquisition Center (RADAC) and Its ancillary subsystems for tracking, environmental monitoring, communications, and post run analysis. The paper is concluded with a discussion of both past and present use of the aforementioned facilities with an emphasis on user acceptance and future potential growth.
FLIGHT DECK DESIGN GUIDELINES
Authors: VITALE DONALD J.
Published: March 2009

Aircraft carrier flight deck design ia the result of a long iterative process which involves many complex and often subjective decisions. The process is basically a trial and error effort to integrate many diverse functions into an operationally satisfactory flight deck that is compatible with below decks arrangements. This paper attempts to delineate the rationale for these decisions.

Those aspects of aircraft carrier design related to the aircraft/ship interface as they apply to the flight deck are described in detail. This paper does not offer pat solutions to problems of flight deck design, but reports the operational experience gained with past Aircraft Carrier designs and discusses problems which must be addressed in the design of new aircraft carrier flight decks.
THE FLIGHT DECK DD 963
Authors: RAINS DEAN A. , ADAMS DONALD B.
Published: March 2009

The advent of V/STOL aircraft and high performance helicopters has made possible the use of smaller deck ship platforms such as Destroyers, Merchant Ships, and smaller Aircraft Carriers. This paper describes the design of an air capable combatant based on the DD—963 hull lines and machinery, featuring a 300–foot Takeoff Deck, a 100–foot Landing Deck, and a hangar soluble for 8 to 14 V/STOL aircraft. The ship combines conventional destroyer capabilities with a much enhanced air capability to provide a valuable platform vehicle for sea control missions.
BEATING THE ENERGY SQUEEZE
Authors: MILLS ROBERT G. , DuBOIS DENIS
Published: March 2009

Energy—saving is currently receiving much public attention, but it is a life—and—deatb matter for U. S. Navy ships which must prepare in peace to fight a modem war. Designs of new ships, particularly those powered with gas turbines, can incorporate substantial energy—saving measures (e.g., COGAS). Certain ship alterations to save energy not only Increase military effectiveness, but also are quite advantageous from a strictly financial viewpoint. For ships as they exist today, measures are suggested which can be implemented by all concerned, from Flag Officer down to the Fireman on the deck plates.
NAVY REPAIR SHIP DESIGN: A FEASIBILITY DISCUSSION OF NEW REPAIR CONCEPTS AND TECHNOLOGY
Authors: WILKINS JAMES R.
Published: March 2009

Feasibility studies hate been conducted for a new surface Repair Ship for the U.S. Navy. Improvements in material handling, management information systems, maintenance facilities, production techniques, platform design, and repair methods, as discussed, will increase the operational efficiency of this new generation of Repair Ships over existing ships. The improvements discussed are suggested by industry, research, engineers, and by men currently on board Fleet Tenders and Repair Ships.
LAND BASED TEST CENTER: A TOOL FOR DESIGN AND CONSTRUCTION OF FFG 7 CLASS FRIGATES
Authors: ASHER MELVYN W.
Published: March 2009

A Land Bawd Combat System Test Center has been constructed for the Navy's new Guided Miwlle Frigate (FFG 7 Class ships) Program. Designated the Oliver Hazard Perry Claw Combat System Test Center (CSTC), it was built to provide physical compartment mock—ups of the ship's Combat System spaces to be used as aids in the ship's design and for system test and evaluation.

This paper addresses the role played by the CSTC in the design and construction of the FFG 7 Class, the types of problems uncovered during this and subsequent operation periods, and the methods employed in their resolution. It also describes the special interfaces established among the Shipbuilder, Ship Design Agent, Ship Acquisition Program Manager's representatives, and the Sperry Systems Management.
COMBAT SYSTEMS ENGINEERING—REVOLUTIONARY CHANGE; EVOLUTIONARY PROCESS
Authors: RAMSBOTHAM ALAN J.
Published: March 2009

The Combat System Engineer, while faced with a threat which necessitates a revolutionary improvement in combat system performance, is most frequently constrained by economics to accommodate that improvement within a largely fixed framework of existing weapon systems and subsystems. This paper provides a discussion of the impact of this fact upon the combat system engineering process. In 80 doing, a perspective on an often overlooked aspect of combat system design and development — that it is an evolutionary process — is provided.
STOL — THE POTENTIAL OF THE CIRCULATION CONTROL WING CONCEPT
Authors: ENGLAR ROBERT J.
Published: March 2009

In order to develop advanced aircraft for operation from smaller air‐capable ships, research and development are being conducted at the David W. Taylor Naval Ship Research and Development Center to investigate the Short Takeoff and Landing (STOL) capability of the Circulation Control Wing concept. This high lift system employs tangential blowing over the rounded wing trailing edge, and can more than double the lifting capability of conventional high performance aircraft. The resulting reduced takeoff and landing speeds and distances can produce a significant favorable impact on the design of future aircraft‐carrying ships and operations from these vessels. Based on these promising benefits, a program is underway to demonstrate the STOL capability of the concept applied to a full‐scale A‐6 flight demonstrator aircraft. The present paper addresses experimental development of this vehicle, details of the full‐scale aircraft modifications, and predicted STOL performance benefits for future sea‐based aircraft so equipped.
EFFECTIVENESS OF SUPERCONDUCTIVE ELECTRIC DRIVES
Authors: STEWART ALAN J. , SPRINGER JOSEPH H. , DOYLE TIMOTHY J.
Published: March 2009

The application of electric power transmission to modern gas turbine‐powered combat ships provides increased flexibility of operation and can substantially improve operating efficiency. The use of superconductive dc machinery permits achieving these results with significant reductions in propulsion system size, weight, and physical layout restrictions. This paper presents results of a study of the application of superconductive electric power transmission to a twin‐shaft general‐purpose Destroyer which shows that reduction in required machinery space, weight, and fuel tankage permits a 9% reduction in ship volume and a 25% reduction in installed power, with no reduction in payload, speed, range, or other mission capabilities. In addition to improvements in operational flexibility, substantial savings in fuel consumption, ship construction costs, and operational costs are projected.
THE AN/UYK‐502(V) MICROCOMPUTER
Authors: WILLIAMS PAUL F. , ANDERSON JOHN M.
Published: March 2009

The AN/UYK‐502 Microcomputer is a full‐scale, general‐purpose 16‐bit militarized computer designed to emmulate the AN/UYK‐20 and AN/AYK‐14, and to be implemented in a shipboard system employing distributed system architecture. Ship System Data Busses require microcomputers to be located near or within ship subsystems, with system interconnection being made through a common data bus. To implement this type of system architecture, a low cost, modular microcomputer capable of handling the bus “handshake” through a standard interface is required.

The AN/UYK‐502(V) uses software common to minicomputers which allows different computer configurations to be implemented with bus architecture. The resulting system can then be maintained with a single set of support software programs thus significantly lowering system life cycle costs. The computer is offered in three physical packages: the Card Kit, Chassis Assembly, and Cabinet Assembly.

Flexible options of the AN/UYK‐502(V) allow the user to tailor the system to the application needs. These options include the Central Processing Expansion Unit; main memory up to 2S6K (where K = 1024); memory parity; choice of 1 to 64 input/output (I/O) channels; parallel and/or serial I/O; and power supply selection.
THE SHINPADS STANDARD DISPLAY
Authors: THOMAS D.M.
Published: March 2009

To date, individual functions on a ship have had their own unique display. For example, Radar, ASW, TV and Engine Monitoring subsystems have performed the man/machine interface through dedicated and different display media. Digital electronic technology now enables a single multipurpose display to be configured capable of handling a wide variety of sensors and computer‐generated synthetic information. This results in considerable savings in inventory, spares, training and documentation leading to substantial reductions in life‐cycle costs.

The multipurpose display is based on Digital Scan Conversion techniques. The display medium itself is a very high resolution TV monitor (1225‐lines) refreshed from a digital memory built up from high density Random Access Memory integrated circuits. This memory is loaded from a variety of processing modules formatting wide‐band video from a number of sensors. For those rare functions where it is not cost effective to perform the processing with the display, this is done with the sensor and transmitted to the Standard Display over a standard digital video channel.

The memory also has a port addressed from a display processor through a graphics generator, to implement intelligent terminal functions such as track handling. High level control is established over the SHINPADS Bus.

A prototype of the radar scan conversion portion of this display was built in 1977 and is currently being evaluated in the field. A Pre‐production Model of the complete multi‐sensor SHINPADS Standard Display will be available mid‐1979.
THE AUTOMATIC DATA LINK PLOTTING SYSTEM (ADLIPS)
Authors: CARRUTHERS JAMES F.
Published: March 2009

The Automatic Date Link Plotting System (ADLIPS) about to enter production in Canada might be described as a “poor man's NTDS.” It has been designed to operate actively on both Link 11 and Link 14, integrate current ship sensors, control weapon designation, and to provide synthetic and raw radar pictures to the command. Displays include three‐man, 22‐inch, horizontally mounted CRTs, remote plasmas for applications such as the Bridge and EW Office, and a hard copy plotter.

One of the design objectives of ADLIPS was to avoid inventing anything. The displays, computer, bulk storage, et cetera, were all chosen from “off‐the‐shelf” equipments. The production version will incorporate standard USN equipments in the form of the AN/UYK‐20 minicomputer and AN/USH‐26 cartridge magnetic tape. The only “new” elements are some unique interface cards and the computer software.

The prototype received in excess of one year's evaluation in a land based test site followed by a year's operation at sea. Over two years of failure free operation demonstrated the viability of the concept, with the result that a program is underway to outfit all Canadian Navy surface warships. Due to its modularity, capability, and low cost ADLIPS is considered to be a prime candidate for fitment in a variety of NATO and Allied Navies.
DEVELOPMENT OF THE HIGH‐SPEED DIESEL ENGINE FOR UNITED STATES SUBMARZNES
Authors: ALDEN JOHN D.
Published: March 2009

To eliminate torsional vibration which severely restricted submarine operations, the Navy in 1932 initiated a design competition to develop a powerful high speed diesel engine for use with the all‐electric drive propulsion system. The original idea of Captain Harry Yarnell, USN, Chief of the Bureau of Engineering, was carried out by his successor, Captain Samuel M. Robinson, USN. Contracts were negotiated with five engine builders, one of which resulted in the General Motors (GM)‐Winston Engine. Two other manufactures, Fairbanks Morse and Hooven‐Owens‐Rentschler (HOR), developed models on their own. Success was due largely to parallel development of railroad engines. After many early problems, the GM and Fairbanks engines were improved to become standard submarine equipment for many years. Casualties with the HOR ultimately led to its removal from all submarines.
CRITERIA FOR OPTIMUM DISTRIBUTION OF FIRE CONTROL SYSTEM RADAR BLOCKAGE
Authors: MANGULIS VISVALDIS
Published: March 2009

During ship design one may have to decide between several fire control radar configurations in which one or more of the radars an blocked. Consequently, it is necessary to develop methods by which the blockage can be graded. Several such criteria which can be used to compare blocked angular sectors are discussed. The criteria an general enough so that they apply to all similar space coverage. problems in weapons systems.
SMALL WATERPLANE AREA TWIN HULL (SWA TH) COMBA TANT SHIP PARAMETRIC STUDY
Authors: KENNELL COLEN G.
Published: March 2009

This study defines the anticipated size and speed of SWATH Escort Ships. The study baseline assumes conventional state‐of‐the‐art materials, subsystems, design philosophy, and operational practices. Double reduction gear and planetary gear transmission systems were included with prime movers in the hulls. Conventional geared‐electric, right‐angle drive and cryogenic systems with turbines in the box or cross‐structure were also studied. Installed powers of 45,000 SHP (2 LM2500s), 70,000 SHP (2 FT9s), 90,000 SHP (2 LM5000s or 4 LM2500s), 140,000 SHP (4 FT9s), and 180,000 SHP (4 LM5000s) were studied. In addition, the sensitivity of the results to assumptions made in the study was examined.

The study results show that current technology SWATH Escort Ship will displace 5,000 to 8,000 tons. Sustained speeds of these ships will be about 25 knots. Speeds of 30 knots or better are possible by combining a right‐angle drive or cryogenic transmission system with increased installed horsepower. Increased ship sizes accompany these increased speeds. Such changes will require strong endorsement by the Operational Community.
DESIGN, CONSTRUCTION, AND MODERNIZA TION OF SHIPS WITH THE SHIPBOARD DATA MULTIPLEX SYSTEM (SDMS)
Authors: BOLD NORBERT T. , BOURETTE ARTHUR P.
Published: March 2009

Rockwell International is currently under Navy contract to fabricate the Engineering Development Model (EDM) of the Shipboard Data Multiplex System (SDMS) for general data transfer aboard surface ships and submarines. The application of SDMS significantly reduces hardware such as cables, switchboards, and Signal Data Converters (SDC), and it provides the capability to add many desired features which are currently not practicable.

In applying SDMS to a specific ship, a massive amount of signal data must be considered. The Application Design Automation Program (ADAP) is a set of computer programs that have been developed to accomplish this task. ADAP com bines signal population data, ships configuration data, and SDMS hardware characteristics to produce an SDMS configuration layout together with documentation necessary to analyze, evaluate, and implement the system. Specific outputs include hardware requirements, system layout, and interface requirements including wire list information. The Timing, Event and Load Simulation (TELS) Program simulates SDMS and provides performance data (system capacity, throughput rate, transport delays) for any system configuration.

Conventional SDCs can be elimianted from Navy shipboard systems when SDMS is used. SDMS provides the necessary data distribution, signal conversion, and computer interface. In addition, many functions of the conventional switchboards can be performed within SDMS, thus reducing the size or eliminating conventional switchboards. Very small switch‐bomb will provide the necessary control of data distribution.

With SDMS, an automatic and continuous Noise and Vibration Monitoring (NVM) capability is readily available. The automated NVM function will enhance the safety, operation, and maintenance of the ship. Problems with machinery or excessive self‐noise generation will be detected much sooner, and corrective action implemented on a timely basis.
SHIP MOTION EFFECTS ON GUN FIRE CONTROL SYSTEM DESIGN
Authors: WEISS IRA M. , CROSS ROBERT G.
Published: March 2009

The “at‐sea” environment for AAW Naval Gun System includes six‐degree‐of‐freedom ship motion (roll, pitch, yaw, heave, surge, sway). The design of ship system which are effective at high Sea States requires consideration of ship attitude and motion. The development of Gun Fin Control (GFC) System sensitivity to the motion‐induced environment aboard a ship in a seaway is a necessary design tool. A U.S. Navy Workshop Report entitled “Sea‐keeping in the Ship Design Process,” July 1975, confirmed the need for definite sensitivity information on combat system responses to ship motion effects [1]. Since the Authors wrote this paper, the Navy has commenced developing new GFC Systems which consider in more detail and partially compensate for this motion‐induced sensitivity. This paper addresses the ship motion effects on GFC Systems presently In the Fleet.

Coupled six‐degree‐of‐freedom ship motion data are required to fully characterize the AAW Gun System environment. In the absence of such data, design considerations have been investigated using a six‐degree‐of‐freedom phased sinusoidal ship motion simulation developed by Rockwell International. The sinusoidal model is only an interim procedure to be supreseded with a complete spectral model as soon as possible. The simulation uses Equations of Motion to determine velocity and position at any ship station. These data are propagated through the gun/sensor/control system simulation to determine contributions to errors in Gun Fire Control (GFC) System indications of target parameters, and to initial velocity and position of rounds. In the opinion of the Authors, uncompensated motion‐induced projectile initial velocity is a major gun fire control error. The error magnitudes are dependent on gun system component locations and radar filter algorithms.

The effects of ship motion on GFC accuracy and the effect of compensating for ship motion have been examined. High !Sea state conditions cause motion at gun system stations which propagate as significant GFC System errors. A substantial reduction of the can be achieved by measuring ship motion, filtering the mesurements [2], and compensating the fire control solution.
LUNCHEON ADDRESS: GOOD NEWS ON NAVY CONTRACTING
Authors: SULLIVAN JOHN F.
Published: March 2009

In 1968, Mr. Sullivan moved to the E.F. Houghton Company as Executive Vice President and there directed the Company's business in functional chemicals. Lubricants, rubber. and leather products in sir United States Plants and eight jointly‐owned foreign subsidiaries. Later he was elected President and Chief Operating Officer. In 1972. he became associated with Hayes‐Albion, a manufacturer of a broad range of automotive products. as Executive Vice President — Operations. In this capacity, he was responsible for thirteen operating divisions, new product development, research and development. and advanced engineering as well as sales and marketing. In June 1975, he joined the Bath Iron Works Corporation as President and Chief Executive Officer where he currently directs the construction of both commercial and naval ships and has collateral responsibilities as Vice President of the Congoleum Corporation, the Parent Company of Bath Iron Works.

Active in both business and civic endeavors, Mr. Sullivan is a member of the Board of the Shipbuilders Council of America, the American Bureau of Shipping, the Canal National Bank, the Bath Museum, the Maine Maritime Academy, the Bath Memorial Hospital, the Brunswick Chamber of Commerce, and the Executive Board of the Boy Scouts of America. At the present time he is also serving as U.S. Savings Bond Volunteer Chairman for the State of Maine and as State Chairman of the National Committee for Employer Support of the Guard and Reserve. In addition to ASNE, he also is a member of SNAME and the Navy League of the United States.
CERTIFICATION OF A PORTABLE SURFACE SUPPORTED DIVING SYSTEM
Authors: JENKINS WALLACE T.
Published: March 2009

All diving systems used by the U.S. Navy, from individual breathing apparatus to saturation chambers, am subject to the requirements of systems certification. The Naval Coastal Systems Center recently designed, fabricated, and tested a Portable Surface Supported Diving System (PSSDS) which met the necessary requirements and has been certified. The PSSDS, consisting of a compressor, control panel, and emergency flask, ia capable of supporting two divers to a maximum depth of 130‐ft of salt water with a third diver available as standby.

Certification of the surface support system was a first systems certification for equipment of this type. This paper describes the requirements, procedures, and problems in obtaining certification for a piece of intricate, sophisticated diving equipment required to support not one, but three divers at different depths.
DIRECT ENERGY CONVERSION DEVICES AND THEIR POTENTIAL NAVAL APPLICATIONS
Authors: WU CHIH , FINE J.M. , CHI L.K.
Published: March 2009

Direct energy conversion devices may be used as prime movers, refrigerating machines, et cetera and are endowed with characterlstica well suited to diverse naval applications. Despite this, not much effort has been invested in the U.S. Navy in their development. There is a real and urgent need for substantial fundamental work in this area to be initiated. Developments of thermoelectric converters, thermionic generators, photovoltaic cells, magnetohydrodynamic (MHD) systems, and fuel cells are surveyed. A comparison between conventional energy conversion and direct energy conversion in size, weight, and efficiency is made. Potential application of these direct energy conversion devices for naval use is studied.
VISUAL EFFECTIVENESS IN MODERN WARSHIP DESIGN
Authors: ROACH JOHN CHARLES , MEIER HERBERT A.
Published: March 2009

The issue discussed in this paper springs from the impression that current U.S. Navy warships are not as impressive as they could be or should be. A strong plea is made to consider the value of appearance as an aspect of deterrents and projection of national policy. Additionally, suggestions are made as to how an improved appearance may be achieved, citing for comparison specific examples of some recent U.S. and foreign warships.