bluuebunny/crossref_metadata_2025 huggingface dataset:
SMALL PROTOTYPES OF SHIPS—THEORY AND A PRACTICAL EXAMPLE
Authors: MARBURY FENDALL
Published: March 2009

To further the development of an out‐of‐the ordinary type ship, the Small Waterplane Area Twin Hull Ship (SWATHS), a small‐scale prototype, was built and tested. The purpose of this paper is to explain what has been accomplished by the construction and operation of this particular prototype, and, more generally, the purpose to be served by such prototypes.

The question arises: Why is the conventional displacement ship so resistant to fundamental change? The hypothesis is advanced and supported that ship design relies heavily on experience, despite scientific advances which tend to give the opposite impression. When a ship is built that goes far beyond the existing experience base, something unexpected ordinarily happens, and ordinarily IT IS BAD. The small prototype provides the first direct experience with the new type of ship. This experience guides subsequent engineering development and the design of the first full‐scale ship. The prototype also can be used to acquaint the first ship's prospective crew with the unfamiliar handling qualities of the new type.

Such a prototype of the Small Waterplane Area Twin Hull Ship is described and discussed. Described is the behavior of this craft together with the lessons drawn from it and the modification that had to be made. The relations between small‐scale and full‐scale behavior also are discussed.
GENERAL CONCEPTS FOR A COMBINED HALON‐HIGH EXPANSION FOAM FIRE PROTECTION SYSTEM FOR SHIPBOARD APPLICATION
Authors: GUSTAFSON R. E. , SCHAB H. W.
Published: March 2009

Examination of the special requirements for fire protection systems and procedures in high‐performance ships constructed of light weight aluminum, such as hydrofoils, emphasizes the necessity for extremely rapid detection and response coupled with automatic and remotely controlled operations of the firefighting systems. Small crews, difficulty of access, minimum reaction time, and vulnerability of the equipment virtually eliminate dependence on the more conventional firefighting equipments. An installed HALON flooding system, with a back‐up system of installed high expansion foam generators, is recommended for protection of high‐performance craft in excess of 100 tons. A brief series of tests with high expansion foam showed it to be very effective in an oil spray fire. Foam, fortified with a 4% addition of HALON in the air bubbles, proved to be quite superior to unfortified foam.
STRUCTURAL ANALYSIS AND DESIGN OF A CATAMARAN CROSS‐STRUCTURE BY THE FINITE ELEMENT METHOD
Authors: MANSOUR DR. A. , FENTON LCDR. PAUL H.
Published: March 2009

One of the problems encountered during the design of the ASR‐21 Catamaran is the determination of the effectiveness of the cross‐structure deck plating. In this paper, this problem is examined using the Finite Element Method. The behavior of a multicell box girder representing a catamaran cross‐structure is studied. Because of the relatively low length‐to‐breadth ratio of a typical catamaran cross‐structure, the deck plating effectiveness is found to be rather small. Parametric studies are performed, and curves of the effectiveness as a function of the relevant geometric and loading parameters are presented. These curves may be helpful in the early stages of new designs.
PERFORMANCE ENVELOPES OF DISPLACEMENT TYPE VEHICLES USING CHEMICAL PROPULSION SYSTEMS
Authors: BODNARUK ANDREW , QUANDT EARL R.
Published: March 2009

A new method of analyzing the speed‐range performance of displacement type vehicles is presented. This approach requires defining the power and energy specific weights required of the propulsion system in order to meet a given mission. These factors were selected since technologically permissible envelopes of chemical propulsion system performance may be expressed in these same variables, independently of ship characteristics. It is illustrated how these envelopes are determined by the physical laws responsible for the operation of propulsion components. The general approach has been found to provide a useful overall perspective of non‐nuclear ship propulsion and a means for assessing the impact of research and development advances on future ship performance.

To assist the reader in understanding the Symbols and Equation development, a List of Symbols as used by the authors is in APPENDIX A at the end of the paper.
ON A QUANTITATIVE EXPRESSION FOR COST AND EFFECTIVENESS AND ITS USE
Authors: HELLER S. R.
Published: March 2009

The dilemma of comparing quantitative costs with qualitative effectiveness is explored. A quantitative expression suitable for both cost and effectiveness is developed. The economic principle of marginal costmarginal utility is proposed as a selection criterion. The sequential use of the quantitative expression and the selection criterion is described.
AN AUTOMATED SHIP MAINTENANCE SYSTEM
Authors: STECKMAN GARY L.
Published: March 2009

Any shipboard computer system meets its system objectives only when it is totally operational. When it is down due to a system failure it is a useless collection of electronic components. In present and future ship computer systems, maintainability is not only desirable, it is mandatory. Also system maintainability must keep pace with the increased sophistication and complexity of the systems themselves.

To meet this maintainability requirement, system designers must consider system maintenance at the time of system design and development. In the philosophy of an automated maintenance system such as the one discussed in this paper, the system design and development process is geared to making all operating system information, which could be used in system maintainability, available in an orderly meaningful manner. This process means designing the system software to monitor system status and performance data, to use this data along with preventive maintenance scheduling and fault prediction analysis in performing total system evaluation. This evaluation process then results in the definition of recommended preventive testing or the required fault detection and isolation testing. During the latter stages of fault isolation testing and continuing through fault correction, the system is also responsible for making the available reconfiguration recommendations for the failure being corrected.

Following the correction of a system failure the system is automatically reconfigured to the normal operating system. Data appropriate to the system failure is categorized and, recorded to be used in future fault prediction and preventive maintenance scheduling.

All of this occurs in real‐time and on‐line, in conjunction with the normal operation of a system program. This capability is provided for during the software design period. While not totally automatic or totally comprehensive, it provides maintenance personnel with the information required to determine what is happening within the system. This data combined with other features mentioned greatly reduces the essential and critical tasks of the maintenance personnel. Finally the entire process results in the required expansion of critical system availability.
REAL TIME DYNAMIC PROJECTED DISPLAY FOR GROUP VIEWING
Authors: THOMAN RICHARD E.
Published: March 2009

There has long been a need for a real time dynamic projected display for group viewing in applications such as command and control. Recent developments in projection cathode ray tubes and projection optical systems have produced a Dynamic Group Display which exceeds the capabilities of existing equipments and fills the needs of most systems. An advanced cathode ray tube, specifically designed for a reflective optical system, incorporating a ground and polished faceplate produces a very high resolution image at a brightness level of 20,000 foot‐lamberts. A newly developed catadioptric optical system with an aperture of f/0.7 provides a resolution of 1500 lines over the entire viewing area. The combination produces a very high resolution image at 15 foot‐lamberts on a 5′ by 5′ projection screen.

The Dynamic Group Display is an advanced state‐of‐art system which is very high resolution and flexible in operation. The equipment may be configured to operate in the TV mode, the random plot mode, or a combined mode on either a front or rear projection screen. The projector is compatible with the driving requirement of current display systems and may be utilized in all applications where CRT's are used. It does not limit the designer to specific update cycles, and there is no consumable requirement. Interactivity may be provided by a separate key set containing such interactive controls as function keys, and alphanumeric keyboard, and a trackball or force stick. Background data may be overlaid on the screen through the use of conventional slide projection techniques further enhancing the system. The Dynamic Group Display is without equal for the presentation of data in real time to a viewing audience.

Group displays have been installed in ship and shore facilities of the U. S. Navy as well as the Massachusetts Institute of Technology's Lincoln Laboratories. Additional equipments are under construction for installation in an FAA experimental oceanic control sector and at the U. S. Army's Headquarters MASSTER. The latter equipment uses color to differentiate the friendly from the hostile forces.
NAVY QUALITY ASSURANCE AT PRIVATE SHIPYARDS
Authors: CULVER JOHN A.
Published: March 2009

The proper mix of inspections and controls is considered mandatory in order to move out of “trivia” into the “vital few”. A common mode of operation for all SUPSHIPS is essential and should be based on a logical sequence of events that occur in any ship construction process regardless of the shipbuilder.

The proposed scheme is practical and workable. It is system oriented and uses acceptable Quality Assurance principles. It puts general engineers into the quality business. It provides for the proper mix of controls and inspections. It can be used by any SUPSHIP since its operation is common to ship construction.

The proposed scheme includes engineering, planning, operating packages, auditing, inspecting and collecting data. It has a monitoring capability from the point of view of selecting ship components and of selecting specific construction/fabrication areas of the Shipbuilder. It has a built‐in operating package of attributes from selected—“vital few”—components. The attributes are from ship specifications and the Shipbuilder's procedures, practices and criteria. An adjustment capability is included which depends on the scope and depth of the Shipbuilder's system. It leans heavily on the audit operation to correct assignable causes of shipbuilder problem areas. A completed ship inspection is included which uses existing methods of ship acceptance. It has a data collecting capability that allows decisions to be made at each echelon of the SUPSHIP/NAVSHIPS organizational ladder.

The proposed scheme brings together an integrated system with all of the essential parts of a NAVY Quality Assurance System for use in a private Shipbuilder's facility.

The approach of using an independent NAVY System based on selecting components from a system block diagram and selecting areas of the Shipbuilder's operation for Quality Assurance actions can only result in the NAVY ending‐up with assurance that ships will perform as intended when they leave a private Contractor's shipyard.
AIR CUSHION VEHICLES—NEW TECHNOLOGY IN THE NAVY
Authors: WACHNIK Z. GEORGE
Published: March 2009

In 1970 the U.S. Navy undertook another major effort in air cushion vehicle technology. While the SES 100, a rigid sidewall craft, was being built, two Navy contracts were signed under the Amphibious Assault Landing Craft Program to design and build a fully amphibious air cushion vehicle. Although the major Research and Development effort in the AALC Program in support of the craft was performed by the two contractors, the Navy also undertook some research effort.

This paper discusses Research and Development effort in the AALC Program addressed by the Navy, major ACV technologies—their importance to craft performance and direction for future R & D effort—and outlines the basis for the ACV design criteria development.
The Navy Standard Hardware Program
Authors: MERZ JOHN A.
Published: March 2009

The Standard Hardware Program represents the start of an endeavor to standardize the modular building blocks of all Navy solid state electronic systems. When fully expanded, this vital program will lower the cost and increase the availability of electronic systems for the operating forces.

The administrative, electrical and mechanical principles of the program are explained. It is shown that forecasting and controlling system costs can be simplified because: 1) the characteristics of the standard modules are known quantities; 2) the designs have been tested; 3) Vendors have been qualified, and 4) production costs are known and stable.

The impact on maintenance and training is discussed as a function of using modules that are inexpensive enough so that they can be economically discarded upon failure. Statistics derived from Fleet operations are shown to illustrate much better than average reliability for the standard modules.
POWER FROM TIDES— THE RANCE TIDAL POWER STATION
Authors: LEBARBIER CLAUDE H.
Published: March 2009

This paper discusses the Rance Tidal Power Station, the world's first, which has been operating at full capacity since 1968 and appears to be a very successful achievement.

The following areas are covered: 1) Tidal Power Generation including basic engineering and economic requirements, economic optimization, the different possible cycles available, and site selection; 2) Design and Construction Problems including general layout, component structures, cofferdams, and bulb units; 3) Cost and Benefits including reasons for construction decision, running costs, efficiency, indirect benefits, and environmental effects; and 4) Operation Experience including energy generation, efficiency and dependability, and corrosion problems.
PROJECT INDEPENDENCE, NATIONAL SECURITY, AND THE ENVIRONMENT
Authors: PETZRICK PAUL A.
Published: March 2009

A correlation is drawn between the world's energy problem and its material resource problems. Examples are cited to illustrate the friction which develops when nations compete severely for limited resources. The focus of this friction as severe economic competition at this point in time intensifies the power of the few who are in a position to control limited resources. Special definitions of national defense and national security are provided to focus on the need for world economic cooperation. A comparison of the relative power of the United States and the balance of the world is made—first, on the basis of petroleum alone and then based on the addition of petroleum‐related fossil fuels, coal, and oil shale, to illustrate the strength that might be achieved through diversification. It is proposed to optimize the value of oil shale desposits by combining their hydrocarbon content and mineral values to make production of oil shale competitive with petroleum. It is suggested that such optimization might make numerous other marginal natural resources competitive with the cheap, convenient sources which have become the subject of international friction. The cost and possible consequences of national energy independence are cited, supporting the need for world cooperation. The environmental problem is bracketed by comparing the burning of coal in the eastern United States with delays in completion of the Alaskan pipeline. A plan of action is proposed involving a first step of using refinery feedstock derived from oil shale for strategic storage.
MARGINS IN NAVAL SURFACE SHIP DESIGN
Authors: GALE PETER A.
Published: March 2009

The reason why margins are utilized in the development of a ship design are outlined. A system for classifying margins is presented (Design and Construction margins vs. Future Growth margins; ship system level vs. subsystem level margins; performance characteristics vs. physical characteristics margins), and the distinctions between groups are clarified. Some philosophy concerning margins is expressed and, based on this philosophy, some key features of a rational Design and Construction margin policy are proposed. Issues relating to margins and the “Design‐to‐Cost” and “Design‐for‐Change” philosophies are discussed.

For selected ship system level margin categories (weight, KG, speed/power, and electric load), data is presented on the actual growth experienced during the design and construction phases for recent naval ship designs. Future growth margins, both the OPNAV controlled and Service Life categories, are discussed. For a hypothetical aircraft carrier, the impacts of varying the amounts of specific future growth margins on ship size, cost and speed are predicted.
“ORGANIZING FOR LIFE‐CYCLE NAVAL SHIP ENGINEERING”
Authors: DREWRY JOHN T.
Published: March 2009

The purpose of this paper is to examine the current Naval Material Command (NAVMAT) organization for performing life‐cycle ship engineering, to identify related problems and issues, and to find ways to improve the organization based on sound management principles. Life‐cycle ship engineering involves three phases: research and development, ship design, and Fleet maintenance. The approach taken is to identify alternative organizational arrangements with potential for solving existing problems, specify criteria for selection derived from management principles, define the characteristics of the three kinds of engineering, and to evaluate the alternative organizational arrangements in light of these characteristics and criteria, leading finally to conclusions about a preferred organization. The conclusions are that the NAVMAT engineering organization can be improved by 1) centralizing all design engineering, 2) separating organizationally the activities of design and field (Fleet maintenance) engineering, and 3) placing the development engineering activities of research and development under the direction of the design engineering organization.
ELIMINATION OF MAIN STEAM BOILER TUBE FAILURES CAUSED BY EXCESSIVE VIBRATION ON AFS 1 CLASS SURFACE SHIPS
Authors: STOGOSKI DONALD B.
Published: March 2009

Excessive ship environmental vibration can adversely affect crew comfort, health, and proficiency. It can also cause abnormal mechanical wear, and, in cases of extreme vibration, induce component failure and shut‐down of ship's machinery and equipment.

This paper describes corrective action taken on USS MARS in the AFTS 1 Class to eliminate main steam boiler tube fatigue failures caused by resonant vibration conditions. The failures resulted from violent “harpstring like” bending vibration of the approximately 14‐foot long, one‐inch O.D. boiler tubes excited by propeller blade rate hull vibration. Stiffening bars, 5/8‐inch square, were installed between the boiler tube rows to raise tube bending vibration natural frequencies beyond the operating range of propeller blade rate excitation. Post‐alteration underway tests on MARS showed that stiffening reduced tube vibration to acceptable levels.

Causes and effects of ship's hull, machinery, and equipment vibration are discussed, together with recommended design changes and administrative action to control ship vibration.
AIRCRAFT CARRIER FOODSERVICE—AN INTEGRATED SYSTEMS DESIGN PROBLEM
Authors: ROWE JERROLD C.
Published: March 2009

As much as a creative designer hates to be burdened by a limited budget, cost constrained design is a reality in today's economic climate. In consideration of the soaring costs involved in building and manning Navy ships, current trends are pointing more and more towards increased automation in compact, but more versatile hull configurations.

This paper will focus on one ship subsystem, Foodservice, and some of the design concepts being employed and considered to pare space and manning requirements. Along with an integrated systems approach to the many facets of foodservice, some different ways of combining the functions of foodservice are examined to reduce redundancy of outfit and function, and to increase manningefficiency. Many traditions and conventions are to be reevaluated to ascertain theirapplication to the modern Navy.

One potential for significant savings, the centralized galley concept, will be analyzed for aircraft carrier application to illustrate the role that foodservice can play in reducing the scale of new ships without compromising the design goals for mission effectiveness and capability.
THE UNITED STATES NAVY'S “DESIGN WORK STUDY” APPROACH TO THE DEVELOPMENT OF SHIPBOARD CONTROL SYSTEMS
Authors: PLATO ARTIS I. , GAMBREL WILLIAM DAVID
Published: March 2009

The purpose of this paper is to discuss a system analysis technique called “Design Work Study”, that is used by the U.S. Navy for the development of improved ship control systems.

The Design Work Study approach is one which brings about the most efficient and cost effective man‐machine combination for the ship control functions. Adherence to this process insures that the advantages of automation are balanced against incurred operational and maintenance expense.

At present, U.S. Navy doctrine requires that certain ship operating stations, such as steering and propulsion control, be manned at specified ship conditions of readiness. Therefore, if personnel are needed to fulfill these combat environment obligations, excessive automation may only result in unnecessary additional acquisition costs and increased personnel skill requirements. The Design Work Study process can be applied to establish the required fine balance between the degree of built‐in automation and the shipboard manpower levels.

In order to explain the techniques that are used for this process, the Authors will present a brief summary of the Design Work Study approach for optimizing shipboard control systems, including an explanation of the formal procedural tools that are applicable. In addition, a practical case study of ship control system design for one of the latest classes of Navy destroyers will be presented. This example will illustrate the resultant savings and benefits that can be realized by a judicious application of this technique.
NAVAL ENGINEERING AT THE NAVAL POSTGRADUATE SCHOOL‐EDUCATING FOR TOMORROWS NAVY
Authors: MARTO PAUL J.
Published: March 2009

This paper reviews the current academic program in Naval Engineering at the U.S. Naval Postgraduate School, Monterey, Calif. Included are student qualifications for admission, degrees offered, courses available in Mechanical Engineering and Management, student thesis research areas, and complementary laboratory facilities. The evolvement of the unique qualities of this program, with its strong Naval relevance, is emphasized. Future trends in student and Faculty composition, graduate level courses, and continuing education are discussed.
THE ARCTIC SURFACE EFFECT VEHICLE PROGRAM
Authors: KORDENBROCK JAMES U. , HARRY CHARLES W.
Published: March 2009

The potential of the Surface Effect Vehicle (SEV) for operating in the Arctic was investigated. Investigation and development of the technology, for vehicle systems was undertaken as well as definition of the unusual and severe environmental conditions encountered. Photographic and laser data were taken and summarized to establish the surface characteristics of the sea ice in the Arctic Ocean as well as topographic features of coastal and land areas. First‐hand experience was gained in the Arctic during a six‐month test program with an SK‐S SEV at Barrow, Alaska.

Designs for SEV's up to 1,000‐tons gross weight with speed capabilities up to 120 knots were prepared. Numerous skirt designs were tested over simulated terrain to establish feasibility of skirts higher than those currently in use. The prediction of the dynamic response of SEV's operating at high speeds over ice and other rough terrain required analytical programs different from those used for operations over water.

The detection of ice ridges and estimation of their height is required for high speed operation, and a system utilizing a 95GHz radar was designed and tested. Specific designs of 150‐ton and 500‐ton vehicles were developed to establish their feasibility for conducting long‐range Arctic missions.
STRUCTURAL INTEGRITY TECHNOLOGY FOR ADVANCED SURFACE SHIPS
Authors: VANDERVELDT H.H. , CROOKER T.W. , CORRADO J.A.
Published: March 2009

The Navy has initiated development of new classes of advanced surface ships, such as hydrofoil and surface effect ships, which require weight‐critical structures utilizing high‐strength materials. The material/structures systems of these high performance ships demand coordinated and systematic application of new technology to assure their structural integrity. Criteria for materials selection, design, fabrication, inspection, and maintenance must take into account the characteristics of high‐strength metals. Considerations of fatigue, crack growth, and fracture will assume vital roles in the total life‐cycle of advanced surface ships from earliest conception to termination of service. This paper describes the new structural integrity technology required for advanced surface ships, outlines the benefits to be derived from this approach, and indicates the means by which this technology can be implemented.
TIME FOR A CHANGE IN SPECIFYING SEARCH RADAR PERFORMANCE
Authors: ADAMS JOHN Q.
Published: March 2009

The role of modern search radars is changing. No longer does it simply produce a video for PPI display for operator interpretation. Now, in addition to PPI video, the radar will automatically produce definitive information about the location, course and speed of aircraft. This information is derived by associating current detections of this aircraft with its own immediate time space history in a digital computer thereby establishing a track on the aircraft. Tracking is being recognized as a radar function rather than a Command and Control function.

The measures traditionally used for specifying radar performance are essentially “detection measures” since they reflect the operation of the radar as it scans by the aircraft. These measures are no longer adequate. Instead, new measures, explicitly reflecting the new desired track outputs are required.

The paper suggests a number of track performance measures for consideration along with the rationale for their selection as candidate measures.
“DESIGN TO COST”—A VIABLE CONCEPT IN NAVAL SHIP DESIGN
Authors: GRAHAM CLARK , NICKELSBURG MICHAEL
Published: March 2009

The “Design to Cost” concept is investigated from a practical viewpoint by analyzing the impact this design philosophy has had on recent Navy ships. The Guided Missile Frigate design is used as a case study to determine the differences between naval ships “Designed to Cost” and those conventionally designed. The case study includes an investigation of naval architectural features, performance, cost, and an analysis of the design “trade‐off” decisions.

The analysis of the FFG‐7 “Design to Cost” pointed out a number of significant differences compared to conventional ship design. A substantial weight and cost saving was realized due to the highly constrained design environment. It is estimated that the FFG‐7 would have displaced about 1500 tons (40 percent) more if it had not been for the “Design to Cost” procedure. This saving was achieved primarily as a result of a reduction in performance requirements.

The future of “Design to Cost” as a viable design philosophy for naval ships is discussed. It is concluded that the Navy must follow this concept in order to hold down the cost of combatant ships but that a decrease in overall ship performance must be expected.
CHANGING SHIPYARDS TO IMPROVE COST EFFECTIVENESS OF SHIP MAINTENANCE
Authors: KAUNE JAMES E.
Published: March 2009

The complexities of modern day overhauls are such that many of the shipyard management and repair techniques used during the past two decades are no longer valid. Shipyards are changing management methods, material handling procedures, and repair facilities and equipments to accommodate more cost effective and timely overhauls.

Management changes encompass information systems based on extensive use of computers so that information is meaningful and up to date. This enables better management of personnel and utilization of available resources.

Material handling and ordering procedures are being changed. Material control centers are being placed inside the industrial user shops. High use material is being identified and not being allowed to become depleted.

Shipyards are modernizing their machinery and buildings. Numerical control equipment and numerical controlled propeller profilers have been programmed. One is in use at Philadelphia, one is under procurement, and two more are in the offing.

This paper describes the evolution occurring in naval shipyards over the past decade which will better enable them to meet the critical repair and modernization needs of the Fleet of the 1980's.
SHIPBOARD DATA MULTIPLEX SYSTEM (SDMS) — A NEW DESIGN FOR LOWER SHIP COST AND IMPROVED FLEXIBILITY
Authors: BOLD NORBERT T. , WAPNER MARTIN , BLACKWELL LUTHER M.
Published: March 2009

The Shipboard Data Multiplex System (SDMS) is a general purpose information transfer system directed toward fulfilling the internal data intercommunication requirements of a variety of naval combatant ships and submarines in the 1980 time frame. The need for a modem interior communication system of the size and capability of SDMS has been increased in unison with the sophistication of shipboard electronic equipments and the associated magnitude of equipment‐to‐equipment signal traffic.

Instead of the miles of unique cabling that must be specifically designed for each ship, SDMS will meet information transfer needs with general‐purpose multiplex cable that will be installed according to a standard plan that does not vary with changes to the ship's electronics suite (Figure 1). With standard multiplex cabling throughout the ship and standard SDMS interfaces to ship subsystems, adding new equipment will be almost as simple as plugging a TV into standard house wiring outlets. However, the greatest impact of SDMS will be the decoupling of ship subsystems from each other and from the ship. Standard multiplex interfaces will avoid the cost and delay of modifying subsystems to make them compatible. The ability to wire a new ship according to a standard multiplex cable plan, long before the ship subsystems are fully defined, frees both the ship and the subsystems to develop at their own pace, will allow compression of the development schedules and provide ships with more advanced subsystems.
ELF COMMUNICATIONS
Authors: McCLENON DONALD
Published: March 2009

A desired military capability is continuous communications to all world wide deployed submarines, from one continental United States location, with minimum depth, speed, or heading constraints. Extremely Low Frequency (ELF) is the only usable portion of the electromagnetic spectrum which penetrates seawater to sufficient depths to meet these requirements. A practical ELF System can be hardened to withstand enormous enemy attacks, it can operate against jammers much larger than itself, and it is not seriously degraded by natural or nuclear induced ionospheric disturbances.

A brief theoretical description óf system operation is presented, showing how a vertical E‐field wave is launched and propagated in the earth‐ionosphere cavity, and propagates downward into the world's oceans. The required relation is shown between natural parameters such as deep earth conductivity, ionospheric height, ELF receiver site noise level, and engineering parameters such as frequency, antenna length, antenna arrangement, and antenna current. Practical system information is provided including transmitting antenna systems, modulation techniques, receiving sensors, and receiver design. Some actual message test results are shown for a communication path from the Navy Wisconsin Test Facility to a distant submerged submarine receiver.
IMPLEMENTING SURVIVABILITY CHARACTERISTICS INTO NAVY SHIPS
Authors: JOLLIFF JAMES V.
Published: March 2009

Survivability is that feature which enhances the ship's ability to survive in a combat environment and to emerge as a still effective combat system. The basic objectives for incorporating survivability features into ship design are to maintain combatant capability intact to the maximum degree possible after enemy attack, and failing in this, to maximize protection for the crew and for vital ship spaces. This can be achieved by passive hardening and active hardening, both of which are discussed along with the factors affecting survivability characteristics, the threats likely to be encountered, and the tentative survivability criteria that have been developed. The paper concludes by asking the question: What should the Navy's approach be with regard to the survivability of Navy ships? The Author answers the question with his viewpoints and summarizes his conclusions to the effect that the developed survivability goals can be achieved and be successful providing both the Navy and Industry work together toward the goals established.
AN OVER VIEW OF A CASDAC SUBSYSTEM—COMPUTER‐AIDED PIPING DESIGN AND CONSTRUCTION (CAPDAC)
Authors: SHERIDAN HARRY C.
Published: March 2009

The Navy has begun developing a large‐scale integrated computer‐aided ship design and construction system CASDAC which comprises several subsystems. The topic of this paper is the Computer‐Aided Piping Design and Construction system — CAPDAC. It will involve the use of computers and computer programs by which shipyard and design agent personnel can design piping systems and provide input to the planning and construction process. The progress of work on the system to date includes development of programs, meetings with industry, and an engineering analysis. This later effort Is outlined in some detail.

The overall piping design process, Level II, III, and IV design requirements, computer based environment, integrated system, “stand‐alone” subsystems, “standalone” applications, and planning support and construction support aids are described. Current work on a piping composite drawing subsystem is reviewed and current efforts on automating the pipe fabrication process are discussed.
A COMPARISON OF SEVERAL HYBRID SURFACE SHIP CONCEPTS
Authors: MEYER JOHN R.
Published: March 2009

In this paper several hybrid surface ship concepts are described and their estimated speed—power and range performance compared under calm and rough water conditions. The concepts analyzed are the Small Waterplane Area Single Hull (SWASH) Ship, Hydrofoil Small Waterplane Area Ship (HYSWAS), Large Hydrofoil Hybrid Ship (LAHHS), Hydrofoil Air Cushion Ship (HYACS), and Small Waterplane Area Air Cushion Ship (SWAACS). All concepts investigated are of 2,000–ton (2,032m ton) displacement having various combinations of buoyancy, foil lift, or powered static lift from an air cushion.

Analysis showed that HYSWAS and LAHHS with about 70% buoyant lift and 30% dynamic lift are expected to have generally favorable characteristics in both calm and rough water over a broad speed spectrum leading to relatively good speed and range performance. These concepts, therefore, appear to be promising configurations for future consideration. However, for special purpose missions where, for instance, only a segment of speed spectrum is dominant or rough water operations are not anticipated, other hybrid forms may show potential and might be pursued further.
BARGESHIPS IN A SEAWAY
Authors: SHUMAKER GEORGE L.
Published: March 2009

This paper coven the Naval Coastal System Laboratory's efforts under Naval Sea Systems Command sponsorship to determine whether the LASH and SEABEE Bargeships can be used in a resupply role for amphibious operations where there are no ports or protected waters. There are three questions involved. Can these ships unload barges in unprotected waters and what sea states are achievable? What are the barge handling problems? How can the barges be unloaded? The second question of handling barges constats of two parts: a) handling the barges at the stem of the Bargeship for both loading and unloading, and b) moving them from the ship to a marshalling or storage area from which they are taken to the unloading point.

This paper covers the capabilities of the LASH ship type to unload or load barges in significant wave heights up to 8 feet, and the Tug and Deckhand operations to and from the stem of the Bargeship.
A SYSTEM ENGINEERING STATE—OF—THE—ART EQUAL TO MODERN WARSHIP DESIGN
Authors: ECKHART M.
Published: March 2009

The general systems engineering state—of—the—art has not been equal to the functional diversity of modern multimission warships, nor to the more complex system relationships that are characteristically involved in their design. Resultant dependence upon qualitative assessments of higher level relationships in warship definition and design has been and is a critical impediment to the Navy's corporate purposes, both in prosecuting its vital rebuilding campaign and in dealing with the technological pace of naval warfare. A design methodology development, first reported on ASNE Day 74, has provided the basis for removing this impediment. The threshold criterion of system engineering, quantification, and correlation of total system design objectives, can be satisfied for warship definition and design. Further, the basic elements of an exploitive system engineering practice have been developed sufficiently to confirm their validity. This work is interpreted in terms of the system engineering structure that can be expected to emerge; first, because it can be done, and second, because its payoffs are so urgently needed by the Navy.
THE “TRADE—OFF” BETWEEN LEARNING AND INFLATION IN SHIPBUILDING
Authors: FRISCH FRANZ A.P. , TODD CHARLES
Published: March 2009

Learning leads to a decrease in program cost and inflation leads to an increase in program cost. At a certain time, the benefits of leaming and the penalty due to inflation will balance each other. This time is defined as the “critical time.”

The “critical tune” depends upon the number of ships to be built because this determines the possible gain in learning. The “Critical time” also depends upon the assumed inflation, upon the achievable learning rate, and upon the material/labor ratio of the first ship. Learning expectation can be influenced by planning and the material/labor ration by a make– or buydecision. Assumptions on future learning are as vague as assumptions on inflation.

The paper shows that it is almost impossible to beat inflation. It shows that accelerated programs are preferable and that make—decisions supersede the value of buy—decisions. The result is derived from an abstract treatment of the subject.
SHINPADS — A NEW SHIP INTEGRATION CONCEPT
Authors: CARRUTHERS JAMES F.
Published: March 2009

The Shipboard Integrated Processing And Display System (SHINPADS) is a Canadian Forces Trademark, and is not really a system. It is rather a concept of ship integration. Not combat system integration or propulsion and machinery system integration but ship integration. It encompasses the entire ship system including all combat system equipments, marine engineering systems, and extending into administrative support hardware. It is a concept based upon the idea of synergism, a property which is best explained by stating the whole is greater than the sum of its constituent parts. When the normal horizons of the subsystem designer are discarded and the entire ship is considered as an entity, the number of constituent parts available increases dramatically. But how does one “get it all together”?

A distributed system approach in which former local subsystem equipments are made to function as global ship resources is the answer. Whereas until recently (where shipboard computers were concerned) “bigger was better,” a distributed approach requires more numerous small processors to be considered. Of course information must be made available to all processors, so a high speed data exchange method must be provided. Enter the SHINPADS Data Bus which not only provides this “ship central nervous system” capability but replaces tons of point‐to‐point wiring in the process. Other aspects of the concept include standardization of hardware, software, and interfacing.

The SHINPADS concept is Considered to provide redundancy and system survivability at a reduced life‐cycle cost. It is suggested that such survivability cannot otherwise be achieved.
THE IMPROVED NAVAL SHIPYARD MANA GEMENT INFORMATION SYSTEM—A POTENTIAL FOR INCREASED PRODUCTIVITY
Authors: SISSON JONATHAN A.
Published: March 2009

The standard Naval Shipyard Management Information System (Shipyard MIS) in use at the eight United States Naval Shipyards is a computer‐based system that processes data related to virtually every element of naval shipyard operations. It has had almost thirteen years of operation constantly growing and improving along the way. In early 1976 a major improvement program was initiated to modernize this batch processing oriented system to meet the needs of management for information in a more responsive manner. Some of the products of this improvement program offer the potential to shipyard managers for improving productivity. This paper describes some of these products and the challenges to shipyard management to utilize them effectively such that improved performance or productivity and significant cost savings can be realized.
REDUCING THE COST OF SHIP CONSTRUCTION
Authors: SCHMIT JOHN , BRAUN MAX T.
Published: March 2009

Reducing the cost of ship construction is of vital importance to the military posture and economic strength of our country.

This paper presents hard evidence which confirms COSTS of construction can be REDUCED WHEN the DESIGN is RESPONSIVE TO the real problems and COSTS ENCOUNTERED IN CONSTRUCTION.

The Jetfoil, a 115‐ton, 45‐knot, submerged foil Passenger Hydrofoil Ferry is in service in Europe, Asia and South America. The hull is of 5456 welded aluminum construction. At the completion of Hull 10, significant design and manufacturing changes to reduce construction costs were made. Hull 11 was constructed for about 80% of the cost of Hull 10.

This paper presents a direct comparison between an initial design and a redesign to reduce construction costs, using as a specific example the bow module. The evaluation team setup and evaluation methodology are explained. The designs are compared, including construction details, part count, and amount of welding. Manufacturing tools are compared. Construction buildup and sequencing are compared. Weights are compared, and finally, actual construction man‐hours for the two designs are compared.

This comparison shows the cost reductions possible when manufacturing costs become an integral part of the design process.
AN EXPERIMENTAL ANAL YSIS OF THE DYNAMICS OF A SUBMERGED CRADLE IN A SEA WAY
Authors: COHEN JAY MARTIN
Published: March 2009

Submerged recovery of small submersibles by means of surface tethered platforms offers the possibility of operations in Sea States higher than is now possible using surface recovery means. The Woods Hole Oceanographic Institution's Submersible Support Catamaran LULU has such a tethered system. The system, consisting of cradle, chains, and hoist, is designed to recover DSRV ALVIN at a depth of 100 feet, and then Lift the submersible rapidly through the air‐sea interface. Scientific commitments as well as possible damage to the cradle and/or ALVIN, and danger to personnel have prevented full‐scale recovery experiments. A 1/40‐scale model of the Catamaran, chain, and cradle was constructed to investigate cradle heave and pitch response in regular sinusoidal waves. Model tests were conducted at the Massachusetts Institute of Technology Tow Tank Facility, and data was recorded electronically and photographically. Test runs were made at various ship speeds, cradle depths, wave heights, wave lengths, and cradle suspension modifications. Results indicate that for the existing system, cradle pitch and heave is only slightly attenuated over Catamaran response at speeds less than 3 knots (full scale). By decreasing the number of cradle suspension points, and varying hoist resiliency and cradle‐added mw characteristics, cradle motion can be substantially reduced over Catamaran motion.
OVERALL DESIGN/MAINTENANCE INTERFACES WITH TIYE FLEET: MAINTENANCE MANAGEMENT PLANNING AS IT INTERFACES WITH SHIP DESIGN
Authors: HUGHES THOMAS J.
Published: March 2009

This paper highlights 1) a number of arrangement problems in the layout of the main propulsion plants in various Ship Classes; 2) deviations hi Configuration Control and Specification Control within Ship Classes; 3) the lack of Repair and Test Specifications for use by the Ships Force in accepting contractor maintenance/repair; and 4) the hopeful look toward the future for increased design attention to these matters.
“FLOPPER STOPPERS” ZN OCEAN RESEARCH
Authors: ROSS JONATHAN M.
Published: March 2009

“Flopper Stoppers” compose a simple passive system for decreasing the rolling of a ship dead in the water at sea. In essence, “Flopper Stoppers” are damper plates suspended from poles on the port and starboard sides of the ship. The plates are submerged in the water, and their resistance to motion causes a damping of the ship's roll.

In this paper, expressions are developed that may be used for designing “Flopper Stoppers.” One expression gives the decrement in roll angle caused by the “Flopper Stoppers.” Other expressions give stresses exerted on the Suspension system and the ship by the damper plates.
SHIP‐TO‐SHORE CONTAINER TRANSFER OVER NON‐IMPROVED BEACHES
Authors: FRANKEL ERNST G.
Published: March 2009

Future contingency requirements will impose a need for effective transfer of containerized or otherwise unitized cargo from non‐self‐sustaining ships to non‐improved beaches. Investigations and development of offshore transfer terminals which provide the required interface has led to the design of a number of attractive concepts.

Single hull displacement, multiple hull displacement, and self‐elevating types of ships were considered. The analytical techniques and models used in converging on the ship characteristics as well as the general design and parameter optimization methods are described.

Finally, the paper outlines the characteristics of the recommended concepts.
MANPOWER‐PROFILING APPROACH TO SHIPYARD PRODUCTIVITY MANAGEMENT
Authors: LAMARTIN F.H. , POWELL E.F.
Published: March 2009

Traditional approaches to measuring shipyard productivity have many weaknesses. Some approaches lead to general overall measures that provide little insight of causes of productivity changes. Other techniques generate very detailed measures from which general conclusions cannot be drawn. Other methods measure only a small part of all shipwork.

Some techniques for determining productivity were developed during analyses of manpower conditions at shipyards involved in recently‐resolved major shipbuilding claims. This manpower‐profiling technology measures productivity based upon the characteristics, the work force, and the working conditions in the shipyard.

The manpower‐profiling approach is made up of three elements: 1) Identifying the work force characteristics and working conditions that affect productivity; 2) Establishing the relationship between productivity and each work force characteristic and working condition; and 3) Using the productivity relationships to measure overall productivity.

These three elements are discussed in the paper along with suggestions for further development of the approach.