bluuebunny/crossref_metadata_2025 huggingface dataset:
U.S. High Speed Destroyers, 1919–1942: Hull Proportions
Authors: Toby A. S.
Published: March 2009

ABSTRACT  During the period between the two world wars, a tactical demand for high speed coincided with improvements in hull and machinery design. The result was a number of destroyer designs remarkable for their high speeds. Using present‐day methods, the author shows that these ships had close to optimum proportions for hydrodynamic efficiency. The article also shows that “efficiency” is somewhat subjective, and if defined according to present day notions, “optimum” proportions should change over time as the relative weights of systems and components fluctuate with changes in technology. A sophisticated understanding of optimum proportions for high speeds can be useful for future designs as well as shedding light on the evolution of the high speed destroyer.
Commercial Lighting Innovations
Authors: Gauthier E. , Green G. M.
Published: March 2009

ABSTRACT  In our quest for finding ways to reduce the life cycle costs of Navy ships, the Affordability Through Commonality (ATC) project has investigated several commercial lighting innovations. This paper will discuss two particularly noteworthy commercial products that have been selected for further evaluation on board Navy ships: specular reflectors for fluorescent lighting fixtures and the Solar 1000 sulfur light source.

Specular reflectors are designed to dramatically increase the amount of light reflected from a fluorescent fixture resulting in one or more of the following benefits: increased task lighting, reduced maintenance and consumable costs (fewer bulbs), reduced acquisition and alteration costs (fewer fixtures), and reduced energy use. Specular reflectors are sized for the specific type of fluorescent fixture and can be designed and formed to provide general or directed task lighting. They are inexpensive and can be installed easily and quickly.

The Solar 1000 sulfur light source is the first in a planned family of very bright, energy‐efficient, electrodeless lamps using sulfur bombarded by microwaves to produce illumination in a continuous range of wavelengths very close to sunlight. It is ideal for remote source lighting distribution systems such as light tubes and fiber optics. This innovation in lighting has been heralded by the Department of Energy as “a revolutionary 21st century lighting system.”
The Joint Tactical Combat Training System System Model
Authors: McCarthy P. J. , Munkacsy M.
Published: March 2009

ABSTRACT  The Joint Tactical Combat Training System (JTCTS) is a joint Navy/Air Force program to provide enhanced tactical combat training from single‐platform warfighting through integration of multi‐platform coordinated combat training (surface, subsurface, and air). Key requirements of JTCTS include the use of the Global Positioning System to generate platform position information, simulated platforms and weapons, and a real‐time radio datalink to transmit training data within 400 run of a JTCTS core‐capable site, using a distributed simulation architecture derived from distributed interactive simulations.

Many design tradeoffs need to be made to implement this system. To enable the meaningful test and tradeoff of various design options, a software model of the JTCTS system was constructed. This discrete‐event simulation was implemented entirely in software running on commercial workstations. The model allows the designers to test various software and hardware design implementations and measure their influence on the “goodness” of the exercise data. Based on platform attitude and relative position, datalink connectivity can be assessed and various message‐passing algorithms tested. The effects of message latency and communications dropouts on dead‐reckoning accuracy can be directly measured. Effects of aircraft antenna shading, atmospheric effects on radio frequency propagation, and others can be turned on or off depending on the needs of the particular test, and to support validation of the model.

The engineering model was created during the project concept definition; it is being used today in a number of design studies. One, a datalink transmitter power tradeoff, is giving insight into the relationship between the accuracy of after‐action reports and the heat dissipation of the datalink components. These simulated exercises are providing both the end‐user and the design team with insight into subsystem and operational interactions usually not seen until system integration testing.
Concentric Canister Launcher
Authors: Yagla J. J.
Published: March 2009

ABSTRACT  The Concentric Canister Launcher (CCL) is a new concept for launching munitions from surface ships. Each concentric launcher provides a self‐contained gas management system and a complete set of launcher electronics. These innovations provide the naval architect new versatility in the design of warships, significant cost and weight advantages, and improved performance when compared to existing missile launching systems.
Meeting the 21st Century with SMART Mission Flexibility
Authors: Alexander R. K. , Olinstead L.
Published: March 2009

ABSTRACT  A revolution is underway in the design, production and installation of the Navy/Marine Corps team's command, control, communications, computers and intelligence (C4I) vision and strategies, which is significantly reducing costs, and dramatically improving the battle readiness of tomorrow's forward deployers. A strong emphasis on research and development has enabled the design, development and installation of the Shipboard Modular Arrangement Reconfiguration Technology (SMART) systems in ships.

SMART is a methodology for installing equipment in shipboard spaces that will provide the fleet with enhanced mission flexibility. The heart of this technology is a track rail system, similar to that used by the aircraft industry, which enables equipment to be bolted to the deck, bulkheads or overhead, and meets all shipboard shock and vibration requirements. The fleet can reconfigure designated spaces to receive new systems, install equipment upgrades, position cross‐decked systems, or rearrange work areas with minimal industrial work (welding, grinding, lagging, painting, etc.), and maximum cost savings. Key C4I spaces such as Tactical Flag Command Center (TFCC), Joint Operations Center (JOC), Communication Centers, etc., can be reconfigured as required. Thereby, new technology insertion can enable rapid deployment of state‐of‐the‐art technologies much faster than the standard method of welding foundations in place to support various equipment installations.

The SMART system includes a foundation track system, modular‐connectorized power and lighting, and modular workstations.
Operationally Oriented Vulnerability Requirements in the Ship Design Process
Authors: Reese Ronald M. , Calvano Charles N. , Hopkins Thomas M.
Published: March 2009

ABSTRACT  For the first time in a toplevel requirements document—the Land Attack Destroyer (DD 21) Operational Requirements Document (ORD)—the U. S. Navy has implemented performance requirements that relate ship vulnerability to threat weapon types and the level of mission capability remaining after a ship is hit. The Navy's Ship Operational Characteristics Study recommended an operational survivability standard of this type in 1988. It is needed to define clearly to the designer the levels of operational capability that must remain after a ship is hit, and to let decision makers know what to expect from ships they are buying. It also is needed to provide a benchmark against which the results of Live Fire lest and Evaluation (LFT & E) can be compared. This paper discusses various approaches for formulating operationally oriented vulnerability requirements (OOVRs), a way to balance OOVRs with susceptibility requirements, and how OOVRs can be implemented at the ship design level. The paper also discusses possible concerns associated with implementing OOVRs, and how they can be resolved. It recommends that OOVRs be implemented for each new U. S. Navy combatant ship acquisition program, including submarines.
Marine Applications of Fuel Cells: A Multi‐Agency Research Program
Authors: Allen S. , Ashey E. , Gore D. , Woerner J. , Cervi M.
Published: March 2009

ABSTRACT  Recent advances in fuel ceils, especially commercial transportation and land‐based electric power generation, make them attractive alternatives to conventional shipboard power sources. Simply stated a fuel cell operates likes a battery. It is a device that supplies electricity (DC) by combining hydrogen and oxygen electrochemically without combustion. Unlike a battery, it does not run down or require recharging and will produce electricity, heat and water as long as fuel is supplied. Fuel cells are more efficient than diesel engines or gas turbines and may use significantly less fuel, with virtually no pollution. They are simple with no moving parts except for the balance‐of‐plant equipment associated with fuel management. As a result manning may be minimized.

The challenge of marinizing and militarizing fuel cells is a daunting one. This paper will review the current status of marine studies and describe their importance. A recently formed multi‐federal agency work group has been coordinating marine fuel cell research and its goals and plans will be discussed.
Reexamination of Superconductive Homopolar Motors for Propusion
Authors: Walters J. D. , Sondergaard N. A. , Levedahl J. , Waltman D. J. , Golda E. M. , Fikse T. H.
Published: March 2009

ABSTRACT  Superconducting homopolar motor concepts with accompanying auxiliary systems have been examined in a quick‐look assessment for their impact on ship designs utilizing the Navy's Advanced Surface Ship Evaluation Tool (ASSET) developed by the Naval Surface Warfare Center Carderock Division. An existing ASSET DDG51‐FLT2A “like” ship model was used as a convenient means of evaluating the ship impact of the superconducting homopolar, and other advanced electric propulsion systems. For simplicity, all ship impact benefits due to increased power density and efficiency are taken in increased fuel capacity and thus, increased ship operating range. Previous studies have shown that superconducting homopolar motors are well suited to Navy propulsion systems due to their inherent low noise generation, high power density, and efficiency. Homopolar motors are the only true direct current electrical motors and produce very smooth torque because they have no magnetic field pulsations or alternating currents. The Annapolis Laboratory of the Naval Surface Warfare Center is reexamining superconducting homopolar motor technology in light of the resurgent interest in a more electric Navy and because of significant advancements in two key homopolar component technologies. Extensive development of mechanical cryogenic refrigerators has resulted in liquid cryogen‐free superconducting magnets. Magnet systems utilizing cryogen‐free technology have been kept at superconducting temperatures for over two years (18,000 hrs.) with no maintenance. Development of dry copper‐fiber and multiple‐foil copper brushes has eliminated the need for liquid metal current collectors used in early homopolar motors. Basic wear measurements imply replacement times of tens of thousands of full‐power motor hours. Superconductive homopolar motor designs utilizing the new solid collectors are comparable in size to those for previous designs, and show only small increases in machine size as voltage increases from 200V to 2,000V As a result, the operating voltage of a homo‐polar machine can now be selected on an overall system basis in the same way as conventional alternating current systems. Advances in these key technologies and the promising results of the ship impact assessments indicate that a closer examination of superconducting homopolar motors for propulsion is warranted.
The High Temperature Superconductivity Space Experiment: Present Status and Future Challenges
Authors: Nisenoff M. , Price G. , Gubser D. U. , Ritter J. C. , Wolf S. A.
Published: March 2009

ABSTRACT  The High Temperature Superconductivity Space Experiment (HTSSE) at the Naval Research Laboratory (NRL) is exploring the feasibility of deploying high temperature superconducting (HTS) electronic devices, components and subsystems in space. The initial HTSSE experiment, which employed HTS technology available in 1990, focused on simple microwave devices which were suitably packaged, integrated with a cryogenic refrigerator and built into a space‐qualified payload. Unfortunately the HTSSE‐I payload, which was to have been launched in 1993, did not achieve orbit and was lost. The second HTSSE experiment, HTSSETI, which employs HTS technology circa 1993‐94, consists of complex HTS components and hybrid subsystems consisting of HTS and conventional semiconductor components, the latter operating either at cryogenic temperature or at room temperature. The HTSSE‐II payload containing the HTS components, cryogenic refrigerator and monitoring electronics was built, space qualified and shipped from NRL to the satellite integrator in the Spring of 1996. The launch of HTSSE‐II on the Advanced Global and Research Observation Satellite (ARGOS), which was originally set for mid‐1996, is now scheduled for March 1998. A description of the HTSSE‐II payload will be presented and the performance of the HTS components and their potential impact on future space communications systems will be described.
Computer‐Controlled Equipment Testing: Speed, Accuracy and Improved Analysis
Authors: Smith J. J. , Greene W. C.
Published: March 2009

ABSTRACT  As shipboard radio communication systems (RCSs) become more complex and crew size continues to be reduced, the requirement for an automated, condition‐based maintenance system is imperative. Personal computers can be programmed to provide full equipment testing that is capable of digital interface as well as automated and semi‐automated testing of equipment that is not buss‐controllable. Some of the advantages of computer‐controlled equipment testing (CCET) include increased accuracy, repeatability, and data‐collection capability for in‐depth analysis. However, the paramount advantage of CCET is speed.

This paper will describe various methods of remote testing, including using a LAN, the Internet, and the telephone system. It will detail application software developed to test the Aegis‐class destroyers' RCS equipment.

This paper examines CCET as it is presently applied to the Aegis Board of Inspection and Survey (INSURV) support program. Additionally, the condition‐based maintenance (CBM) application developed for over‐the‐air system testing of the Navy's UHF line‐of‐sight (LOS) system installed on the USS Yorktown (CG 48) as part of the Smart Ship project will be described.

This paper will also describe CCET methods to use charged‐coupled device (CCD) miniature cameras to read analog meters, gauges, or entire gauge boards.
Total Ship Real Time Control: An Operational Necessity Whose Time Has Come
Authors: Geer D. W.
Published: March 2009

ABSTRACT  The combat system is dependent on the mobility and auxiliary systems, and when battle damage is sustained, on redundancy, reconfiguration and the damage control system. The ship and its systems are dependent on the combat system because it is the purpose of the combat system and thus the ship to put ordnance on target, and during combat to protect the ship. Thus, the combat system and the ship systems are completely interdependent and both systems must remain “up”, especially after battle damage, because the best damage control can not overcome repeated weapon impacts. The ship must also maneuver to employ its weapons and maintain “battle speed” to conduct required operations with the battle group.

The next generation of ships are being designed with goals of 75% manning reductions compared to current ships. The ships will have missions and capabilities similar to current CGs, DDGs, DDs and FFGs. The manning reduction will require significant automation. The automation will require the integration of ship and combat systems, two traditionally stand alone systems and capabilities. The automation and integration will also require a total ship data network, message content and format, database, display and decision, and computer architecture.

This paper describes how a ship of 8–15,000 tons, using COTS solutions such as Intel processors, WIN NT, WIN 95, can be operated by a crew of 70–90 and have the same or greater capability of today's ship with a crew of 350. “COTS” solutions and applications not only exist for all capabilities discussed, but are in day to day use throughout industry. The rationale in industry is the same as that faced by the navy—do more at lower cost—concentrate and focus resources cut “overhead”—increase performance.
Some International Aspects of Ship Model Research
Authors: Wright E. A.
Published: March 2009

ABSTRACT  Ship model research since mid‐century has experienced a strong surge throughout the maritime nations of the world. The purpose of this paper is to recognize some of the international growth of possible interest to naval engineers.

The observations are largely on the International Towing Tank Conference in Madrid, visits to most of the principal European model basins, and the Symposium on Behavior of Ships in a Seaway held at the Netherlands Ship Model Basin, all during September 1957.
Sailor Maintenance Training
Authors: Thomas Doyle
Published: March 2009

ABSTRACT  Sailor maintenance training requires increased emphasis. Sailor maintenance skills are weak in the hull, mechanical and electrical (HME) ratings. The negative impact of this deficiency on ship/unit readiness and self‐sufficiency merits inspection. Numerous factors contribute to this decline in maintenance capabilities. While many initiatives exist which address maintenance training, there is no cohesive Navy‐ wide plan which captures all the elements of a successful program. This paper describes potential contributors to this problem and discusses the tenets and factors which must be considered in designing a cost efficient, logically sequenced, alternative training program to support the maintenance training needs of the Navy for the 21st century.
The Development and Decline in United States Navy Ship Repair Capacity
Authors: Hepburn R. D.
Published: March 2009

ABSTRACT  The culmination of recent public and private shipyard closures has significantly reduced the marine repair capacity of the United States. This paper discusses the historical legacy of the U.S. Navy ship construction and repair facilities in the United States from its earliest years to what is left today. It describes the evolution of the physical dry‐docking facilities which includes marine railways, graving docks, floating dry‐docks, floodable barges, and heavy‐lift ships and their impact on U.S. Naval history. Specific technical aspects of the docking facilities are included ranging from construction to operational challenges.
Fairing of High Speed Displacement Hull Forms by B‐spline Approximation and Fitting
Authors: Narli E. , Sariöz K.
Published: March 2009

This paper presents flexible numerical procedures for fairing hull form design curves which form the three dimensional ship body. The traditional solution to the problem of fairing ship hull forms is to reduce the problem to simultaneous fairing of two dimensional curves on three orthogonal planes, called the section lines, waterlines and buttock lines. However, this process requires excessive time and experienced personnel. Fairing procedures employed in most Computer Aided Ship Design (CASD) software are computerised versions of the manual method and hence have similar drawbacks. The approach adopted in this study is based on approximation of ship lines by B‐splines that are already fair. It is shown that the degree of fairness can be improved by increasing the order of the B‐spline; however, this may result in excessive deviations from the original offset points. A balance between closeness and fairness can be identified by successive applications of B‐spline to original offsets in an iterative manner. Alternatively, B‐spline fitting instead of B‐spline approximation can be applied in order to minimize the deviation from original offset points. For ship hull forms, in order to obtain three dimensional fairness, two dimensional ship lines on three orthogonal planes need to be faired simultaneously The fairing process is first applied to waterlines and the modified offsets are transferred to other planes. The iterative process is repeated until specified degree of fairness is achieved. This procedure is applied for fairing the lines of a distorted mathematical hull form and the parent hull of a high speed hull form series. The results indicate that these procedures are particularly useful for high speed displacement hull forms and can be used as practical design tools in the early stages of ship design.
Landing on the Roof: CVN Noise
Authors: Yankaskas K. D. , Shaw M. F.
Published: March 2009

ABSTRACT  There has been renewed interest in the human effects of excessive intermittent airborne noise occurring on the 03 Level (Gallery Deck) and on the Flight Deck during aircraft launch and recovery operations (“Flight Ops”) aboard U.S. Navy aircraft carriers. High noise levels cause crew fatigue, lost work hours, high crew turnover, safety problems, and worst case, hearing damage or loss of life. The cost of this problem can be quantified as part of the Total Ownership Cost of the ship by taking into account such factors as the cost of veterans' hearing compensation, crew retention bonuses, and crew turnover.

This interest has lead to at‐sea measurements of intermittent noise levels during flight operations on two operational aircraft carriers. This data provides the first detailed, systematic quantification of sound pressure levels, noise frequency content, noise time duration and frequency of events. The classic acoustic source/path/receiver approach was used to investigate noise sources and paths associated with the transmission of aircraft and machinery noise.

Solutions take a total ship engineering approach, combining Total Ownership Cost, Human Engineering, and industrial partnerships to develop cost effective solutions to mitigate noise associated with flight operations.
Automated Warfare Systems: An Engineering Perspective
Authors: Clare T. A. , Holden R. A.
Published: March 2009

ABSTRACT  This paper offers a new paradigm for describing deployed naval systems. Acquisition reform, while encouraging the Department of Defense to be more dependent on industry, recognizes the important government role of ownership and accountability in acquiring things. Warfare systems are no exception. One of the factors to be considered is how the deployed force will use the warfare system. This perception, or mental image, is one view of the deployed force; that is, the viewpoint of the Defense acquisition community. This viewpoint is characterized by the concept that people are part of the warfare system and that the system components require human‐machine interfaces. This concept is the result of the evolution of automation that has required attention to be given to the detailed design of computer controlled machines. Collectively the people composing the deployed force—the Sailor—accomplish assigned missions by using machines to extend the physical and mental capabilities of humans. The Sailor's mental image, or viewpoint, is one of people trained to use machines as an extension of themselves. Thus, the acquisition community and the Sailor have different viewpoints of the deployed force in terms of the role of automated machines. This paper explores the relationship of these two viewpoints to each other and to the deployed force as a whole.
A History of the Navy's Strategic Reserve of Ozone‐Depleting Substances
Authors: Breslin D. A.
Published: March 2009

ABSTRACT  The domestic production of the most powerful Ozone‐Depleting Substances (ODSs) has permanently ceased and the abundant supplies of a number of refrigerants, fire‐fighting agents, and solvents, once taken for granted, are now a thing of the past. The Navy has adopted a successful strategy for addressing the threat posed by the unavailability of ODSs and that strategy includes relying on a strategic reserve of ODSs. Considering that the strategic reserve will play a critical role in sustained Fleet operations well into the next century, it is important to record the history of the reserve and to document lessons learned in order to educate future generations that may be faced with similar challenges.

This paper documents the history of the Navy's effort to define, establish, and monitor a reserve designed to support Fleet operations until the middle of the next century.
LCAC Transport on SEABEE and LASH Ships
Authors: Mackes J. , Schelle C.
Published: March 2009

ABSTRACT  Landing Craft Air Cushions (LCACs) are transported overseas in the well decks of amphibious ships. With Fleet downsizing and increasing deployments and operational tempos, there may not be enough well deck slots to carry the required LCACs to the mission area. Additional transport capability may be needed to meet a number of expanding missions for the LCAC. To address this potential need, Carderock Division Naval Surface Warfare Center was tasked by the Naval Sea Systems Command to determine if existing government shipping assets can transport the LCAC and, if feasible, to design and test interface systems for these ships. Two heavy lift barge ships in the Ready Reserve Force, the Sea Barge (SEABEE) and the Lighter Aboard Ship (LASH), showed potential in carrying LCACs. The LCAC/SEABEE interface system was designed and successfully tested. The tests determined the system provides the SEABEE ship with transport capability for up to five slightly loaded LCACs. The LCAC/LASH interface system, once demonstrated through ship tests, should allow up to six unloaded LCACs to be carried on the LASH ship. The SEABEE and LASH interface systems provide joint mission planners with a new capability to transport LCACs overseas.
Future Coast Guard Cutter (FCGC)
Authors: Brougham W. J.
Published: March 2009

ABSTRACT  The Coast Guard wants to replace their aging cutter fleet. The new construction Deepwater Project would like to integrate their efforts with the DD 21 family of ships but the Coast Guard does not want to wait for the Navy program to mature. This study investigates the engineering feasibility of an alternate near term solution—conversion of the decommissioning Oliver Hazard Perry class frigates into Future Coast Guard Cutters (FCGC). Detailed analyses for combat system selection, propulsion plant and endurance range limitations, and manning and automation issues form the foundation for new ship arrangements capable of supporting a mixed gender crew. Additional analysis reviews small boat operations, habitability requirements, ship stability, structural loading, and a cost estimation technique. The converted Oliver Hazard Perry class frigates were shown to provide a technically feasible interim solution to replace decommissioning Coast Guard cutters while meeting or exceeding the Coast Guard requirements for a conservatively estimated cost of $141M (FY98).
The Commercialization of Weapons Control Software
Authors: Walden B. S.
Published: March 2009

ABSTRACT  This paper addresses the benefits and limitations of commercial software insertion into a weapons control system, specifically as seen in development of the Advanced Tomahawk Weapons Control System (ATWCS) Track Control Group Replacement (TCGR). Commercial‐Off‐The‐Shelf (COTS)/Government‐Off‐The‐Shelf (GOTS) re‐use of software in a weapons control system requires a much higher degree of reliability and a much smaller error rate than commercial applications, in order to reliably place ordnance on target. Lessons learned in the production of this, the first COTS/GOTS weapon control system, are useful to the smooth, efficient development of future weapons system software.

Lessons learned during development of TCGR:

Strong emphasis on early requirements definition combined with early operational prototyping enables an efficient and cost effective process and avoids rework.

Shifting to a parallel testing concept with a common test plan and multi‐disciplined test team shortens the overall development process and maximizes use of resources.

Accurate operational testing environment is crucial to successfully completing approval process

Implementation of common, well‐defined metrics and reporting reduces time spent on anomaly correction and ensures accurate progress tracking.

Logistics efforts must improve to accommodate COTS/GOTS use.

Customer involvement throughout the lifecycle is required to field technologically current systems that meet their needs.
The Redefinition of Supportability and Its Role as a Systems Engineering Tool
Authors: Blackwell P. , Hausner E.
Published: March 2009

ABSTRACT  Reliability Centered Maintenance (RCM) is described as the cornerstone of the NAVAIR, NAVSEA, and SPAWAR Affordable Readiness Initiatives. However, many technical issues, which result in a significant impact to the Fleet's Readiness and Operations and Support Costs, are irrelevant to RCM analyses and are therefore overlooked. In addition, reliability and maintainability, parameters more suitable as a “figure of merit” in a laboratory environment, are used with fervor to analyze field data. This further compounds the ambiguity and diminishes the effectiveness of the RCM recommendations on readiness and cost. In other words, using RCM “we are potentially stepping over dollars to save pennies.”

Supportability is ***tractionally thought of as a logistics metric ***related to the operational availability of a system. This paper redefines Supportability, describes the comprehensive Knowledge‐Aided Supportability Analysis Technique (KSAT), and discusses how it can enhance the traditional metrics.
Reinventing Naval Ship Design
Authors: Bebar M. , Finney R.
Published: March 2009

ABSTRACT  Process reinvention has become the centerpiece for a revitalized focus within the naval ship design community. Though the Navy still looks to NAVSEA as their primary stakeholder in the design process, NAVSEA will no longer be the lead for performing design work after Milestone I. To provide for the future, they are relying on collaboration and partnerships with shipbuilders, systems integrators, Warfare Centers, and regulatory bodies to remold this capability in a broad‐based, consensus manner. NAVSEA has entered into an evolutionary period, which has fundamentally changed both products and processes. The engineering community has responded with numerous ongoing efforts for process redefinition, where new relationships are being forged, and new elements are being added that move the centroid of engineering activities to a fresh focus on top‐level systems engineering and innovation at the total ship and battleforce levels. Much of this work revolves around a clear mandate for joint interoperability and ever higher levels of cross‐fighting unit integration. This paper takes an informative snapshot of these efforts within the design community and also provides historical perspective garnered from past experience with many of the same process concepts being put in place today.
Determining the Level of Ship Protection
Authors: Hockberger W. A.
Published: March 2009

ABSTRACT  The types and levels of protection provided in naval ships have always been determined by the judgment of experienced naval officers in a way that is basically external to the main analysis/design loop. A major consequence has been an inability to demonstrate objectively a clear need for a particular level of protection, with the result that important protection features have been eliminated to reduce cost.

This paper outlines a methodology for bringing ship protection inside the main loop and determining its characteristics as an integrated element of a ship design. The level of protection is established as a natural consequence of the ship's mission requirements, and no separately stated requirements for protection are needed.

Two concepts are introduced for achieving this. The first is a life cycle measure of ship effectiveness that takes account of the ship's entire service life, including periods when operating in a degraded condition in combat or unavailable for service while being repaired or modernized. The second is the concept of “battle cost.” Battle costs are defined as the hypothetical future costs of weapons expended and ship damage and personnel casualties sustained, plus other related costs, as a ship engages in battle in the course of its service life. These devices, within the systems analysis framework, make it possible to estimate both effectiveness and cost implications of providing various levels of protection in the ship—and thus to derive better cost‐effectiveness measures for comparing ship alternatives and selecting the best.
CVN Flight Operations: Crossing the Aircraft/Ship Interface
Authors: Yankaskas K. , Fast S.
Published: March 2009

ABSTRACT  Flight Operations are the lifeblood of US Navy aircraft carriers, a fact that will continue on the CVX project. Such operations expose both Flight Deck and below deck personnel—the personnel at the aircraft/ship interface—to various degrees of intermittent noise. Some of these noise levels have been documented, in at‐sea measurements, on two operational carriers. These measurements provided the first detailed, systematic quantification of sound pressure levels, noise frequency content, time duration, and shipboard occurrence of events.

This paper provides the current status of engineering efforts aimed at mitigating below‐deck noise levels and examines some of the currently‐available medical information relating to hearing loss, hearing conservation, and physiological response to high intermittent noise levels. The information presented herein will be used in the design of future aircraft carriers—ships that will be in service through the close of the twenty‐first century.
Improved Navy Ship Fuel Systems
Authors: McGowen Hillery , Nilsen L.
Published: March 2009

The forward deployment of a naval task force is dependent upon the performance of the Underway Replenishment (UNREP) systems, especially Fueling At Sea (FAS). A series of Office of Naval Research (ONR) sponsored developments are reviewed that will help Navy ships to achieve current and future FAS requirements with reduced manning, Life Cycle Cost (LCC), and risk of pollution. The following developments are presented:

DDG 51 class Improved Fuel Fill Control System (IFFCS) development and DDG 57 at sea demonstration.

Combat Logistic Force (CLF) Fuel Transfer Recording System and the AOE 8 Installation and operating experience.

CV/CVN Fuel Tank Monitoring and Display System development.

Improved UNREP Phone, Distance, and Data Link System development.

Tensioned Hose Fueling At Sea System (THFASS) Development.

Improvements of the Navy's fuel systems are necessary to help meet current and future operational, LCC, manning, and environmental requirements. The improvements provided by these developments illustrate the COTS technologies and hardware can have a significant impact on the Fleet's FAS and storage systems.
Impact of Structural Flexure on Precision Tracking
Authors: Day Dana L. , Arruda John
Published: March 2009

Ship flexure is currently an uncompensated phenomenon that is accounted for in system error budgets without apparent compromise of system performance. However, upcoming system performance requirements may not be able to absorb ship flexure errors. Analyses have been performed throughout the AEGIS development program to determine the magnitude of ship flexure, which predicted several milliradians of flexure between arrays under temperature loading, but analysis should be validated by test and measurement. Flexure has been measured in other ship classes; however, none of these results can be directly applied to AEGIS.

We have identified ways of conducting a test to effectively measure the magnitude of ship flexure using current technology. A secondary goal of measurements would be to allow us to evaluate these new technology systems for possible use in measuring static and dynamic flexure for compensation during tactical combat system operation.
Reinventing Naval Ship Design: Partnerships, Innovation, and Systems Engineering
Authors: Bebar Mark R. , Finney Raymond R.
Published: March 2009

Process reinvention has become the centerpiece for a revitalized focus within the naval ship design community. Though the Navy still looks to NAVSEA as their primary stakeholder in the design process, NAVSEA will no longer be the lead for performing design work after Milestone I. To provide for the future, they are relying on collaboration and partnerships with shipbuilders, systems integrators, Warfare Centers, and regulatory bodies to remold this capability in a broad‐based, consensus manner. NAVSEA has entered into an evolutionary period, which has fundamentally changed both products and processes. The engineering community has responded with numerous ongoing efforts for process definition, where new relationships are being forged, and new elements are being added that move the centroid of engineering activities on top‐level systems engineering and innovation at the total ship and Battle Force levels. Much of this work revolves around a clear mandate for joint interoperability and ever higher levels of cross‐fighting unit integration. This paper takes an informative snapshot of these efforts ongoing within the design community and also provides historical perspective garnered from past experience with many of the same process concepts being put in place today.
Contrarotating Electric Drive for Attack Submarines
Authors: Dutton Jeffrey L.
Published: March 2009

ABSTRACT  This paper addresses certain issues relating to the viability of contrarotating (CR) electric drive for attack submarines. Topics include CR propulsion's potential benefits, electric drive advantages, and combining con‐trarotation with electric drive engine room concepts. CR propellers provide propulsive coefficient (PC) increases compared to open‐type and performance‐enhanced single propellers. The maximum submarine propulsion plant power capacity could therefore be reduced with this PC increase, potentially resulting in a smaller, lighter propulsion plant. This paper concludes, however, that con‐trarotation shows no propulsion plant weight savings against electric drive attack submarines with performance enhanced single propeller designs. Weight improvements in the power generation plant and certain steam plant and electric plant systems are offset by weight increases from the additional shafting and bearing requirements for the CR shaft. Contrarotation is currently more advantageous for nonnuclear ships, where significant fuel savings are achievable with its higher PC.
Moving Towards the Next Milestone of Submarine Design
Authors: Trost LCdr. C. S.
Published: March 2009

ABSTRACT  The principal drivers in U.S. submarine design over the past 30 years are the size and weight requirements of the propulsion system. Almost half the submarine's volume and dimensions are fixed by the propulsion plant design, limiting what can be done with the rest of the platform. NASA has developed a Space Reactor Power System (SRPS) design using new technologies for applications requiring lightweight, high power systems. A concept evaluation comparing a pressurized water reactor design to a propulsion system based on a current SRPS design demonstrates tremendous potential savings in the size and displacement of the submarine, and thus the cost, without losing any mission capabilities. Adapting SRPS technology to submarine use would provide tremendous design flexibility, potentially leading to the next milestone in submarine design.
First Operational Requirements Document (ORD) of the Millennium—Next Generation Aircraft Carrier (CVNX)
Authors: Webb Capt T. L.
Published: March 2009

ABSTRACT  The evolution of the formal requirements process with its multiple participants and iterative reviews for our largest system acquisition programs has been finding a new shape concurrently with the development of the Next Generation Aircraft Carrier (CVNX) as a new major ship acquisition program. The overwhelming complexity of designing an aircraft carrier, not attempted in decades, has been influenced by the layers of oversight and review, as well as the need for disparate organizations of unique perspectives to find common ground and establish, maintain and defend consensus. From the Joint Staff's new responsibilities in development and procurement decisions, to the Fleet user's definition of needs for future systems, all the while pre‐occupied by today's challenges and frustrations, a comprehensive, systems approach is demanded in striving for success. The CVNX ORD is perhaps the first of its scope and process design that has come from concept to approval as these various organizational bodies and implementing instructions have been themselves in a state of flux. The CVNX process of developing the requirements for all parties to consider and making design trades which can adequately balance the range of stakeholders is offered for illustration of one method to organize and execute requirements development
Material Handling Issues for the 21st Century
Authors: Cavalieri J. , Grasso S. , Redfern R. C. , Schiller T. R. , Sillman J. H.
Published: March 2009

ABSTRACT  This paper focuses on material handling as a “system of systems”. U.S. Navy material handling issues are large, global and complex. These issues greatly affect ship interoperability and mission now and in the future. Following a discussion of current material handling methods, future Fleet logistic system needs will be addressed. Additionally, the paper will show the requirement for considering material handling early in the ship's design phase and from a global perspective.
Advances in Aircraft Carrier Life Cycle Cost Analysis for Acquisition and Ownership Decision‐Making
Authors: Chewning I. M. , Moretto S. J.
Published: March 2009

ABSTRACT  The U.S. Navy recently conducted an analysis of alternatives (AOA) to set the stage for determining the characteristics and acquisition strategy for its next generation aircraft carrier. The platform design selected is expected to be in service throughout the 21st century. The parameters under consideration for change in the new carrier design lie in the areas of propulsion and electric power generation, aviation, survivability, service life, and total ownership cost (TOC) reduction. The issue of affordability is paramount This paper focuses on the need for the program management office and its supporting cost analysis staff to understand the life cycle cost (LCC) of the existing and proposed future aircraft carriers and to then translate these LCC's into meaningful information for cost‐conscious decision making. The challenge is to relate the LCC in terms the key decision‐makers and the engineering team can use to satisfy their respective roles. Thus, it is necessary to translate the results of the given ship design alternative LCC's into the paradigms of the respective stakeholders:

Fleet User (operators of aircraft carriers)

Ship Designers (translators of the fleet operator requirements)

Program Sponsors (providers of the funding resources)

Program Management Office, Shipbuilder and Supporting Industry (executors of the acquisition and construction of the ship)

Navy and OSD decision‐makers (overseers of program execution)

The paper describes the aircraft carrier LCC breakdown structure that has resulted, in part from a recent navy/shipbuilder integrated product team effort to capture total ownership costs. The structure has been used in the AOA as a tool to identify cost drivers and to add the time element to the cost equation in order to perform return on investment and program affordability analysis. The expanded ship work breakdown structure (ESWBS) has emerged as the central backbone of the cost work breakdown for AOA work. The ESWBS structure is a natural choice as it is the framework within which the design and engineering community works, it forms the basis of weight estimating for ships, and it has been widely used in ship acquisition cost estimating for years. In addition, the ESWBS provides perhaps the best framework from which to relate to program requirements, as it describes the ship by ship system. The approach, for the first time, provides a breakdown of the operating and support (O&S) cost elements by ESWBS. From this nucleus structure, it is possible to present costs in other required formats such as the: Office of Secretary of Defense (OSD) cost analysis improvement group (CAIG) summary level LCC categories, by ship capability or design feature, and by cost driver hierarchy.
Revolutionary Innovation in a Fiscally Constrained Environment
Authors: Martin Mary
Published: March 2009

For many years now, U.S. defense acquisition and force structure decisions have been based on the premise that the U.S. can and will maintain a commanding technological advantage over potential adversaries. The widespread access to a wide variety of modern top of the line technologies made possible by the globalization of technology research and industrial bases and vastly improved communications has raised concern as to the validity of this premise. This paper discusses the importance of maintaining the ability within U.S. defense and industrial infrastructures to continue to lead the way in developing and integrating breakthrough technologies to maintain the U.S.‘s technological advantage and the role of naval engineers in fostering and managing innovation. It discusses some of the significant obstacles and impacts to the processes of innovation imposed by the inertia within the U.S.'s well‐developed defense and industrial infrastructures and today's fiscally constrained defense environment The need for stable properly prioritized and managed defense research and development resources independent of major platform acquisition programs in order to ensure the U.S.‘s ability to adjust and adapt to strategic uncertainty is identified. Differences between modernization approaches based on incremental, evolutionary change to existing systems and “disruptive” technology, which facilitates the transition from one established path of technology evolution to another, enabling revolutionary change, are also discussed.
Humans and Machines as Dual Elements of Complex Systems
Authors: Yahr S.W. , Monson R.J. , Benjamin S.J.
Published: March 2009

The application of advanced design methods and technology has led to a significant increase in the amount of information used by a typical shipboard operator. This increase of information has advanced the level of information possessed by the operator, but has also increased demand on the operator. This increased demand, in the form of information interpretation, ambiguities, translation, and others, has increased the level of stress present in the human/machine interface. This increased stress level leads to increased safety concerns and decreased productivity on the part of the operator. Due to these system problems, it is appropriate to propose a new model of human/machine design.

The proposed system design includes the description of a methodology to define the human/machine mix of tasks dynamically. This dynamic mix will be based on the task loading present in the system. For example, as task loading increases, the machine will accomplish more tasks, whereas when the loading decreases, the human will be responsible for more tasks. This works toward the benefit of the operator and system in both cases. An example of the design of a simple interface utilizing this methodology is also presented.