bluuebunny/crossref_metadata_2025 huggingface dataset:
THE INFLUENCE OF WELD METAL PROPERTIES, WELD GEOMETRY AND APPLIED LOAD ON WELD SYSTEM PERFORMANCE
Authors: MATIC PETER , JOLLES MITCHELL I.
Published: March 2009

Alloy development programs have significantly increased the ductility of steels available for ship structures. Design decisions regarding the optimum use of these alloys often reflect limitations imposed by weld performance considerations and available analytical methods. In this investigation, a sufficiently general analytical methodology, based on the distribution of strain energy density, is applied to the computational prediction of weld performance and fracture. Fracture at a material point coincides with a critical strain energy density value associated with the continuum fracture toughness of the material. The critical strain energy density value for each component of the weld metal, heat affected zone and base metal system are obtained from uniaxial tension test data. The role of weld crown, weld metal strength and applied load to butt welded panel performance are examined parametrically. The results suggest that particular combinations of these parameters may offer significant advantages in weld performance.
NAVAL SHIP DESIGN — EVOLUTION OR REVOLUTION?
Authors: TIBBITTS B.F. , KEANE ROBERT G. , RIGGINS ROBERT J.
Published: March 2009

Some fairly radical changes to the naval ship design process occurred during the 1970s. The decade of the 80s has also witnessed a steady stream of changes. One of the most significant was the establishment of the Ship Characteristics Improvement Board (SCIB) in the Office of the Chief of Naval Operations (OpNav), and the resulting influence on the dialog between the military requirements decision makers and the Navy's ship designers. Other changes have occurred for which the impacts are less clear. These include establishment of the chief engineer of the Navy (ChEng) position, creation of the Space and Naval Warfare Systems Command (SpaWar) and OpNav's “Revolution at Sea” initiative. This paper will describe and discuss these and other changes, and comment on the resultant impact. The authors will attempt to present a global view of the total pattern of changes and try to discern if we are on a path of revolution, or merely normal evolution.
TEST AND EVALUATION OF THE REVERSIBLE CONVERTER COUPLING REVERSE REDUCTION GEAR
Authors: NUFRIO ROBERT P.
Published: March 2009

The Reversible Converter Coupling (RCC), designed and manufactured by Franco Tosi Industrial of Italy, underwent testing at the Naval Ship Systems Engineering Station (NAV‐SSES) Philadelphia, Pa. in March 1984. The Franco Tosi RCC concept can be simply described as a conventional hydraulic coupling (i.e., input or pump rotor driving an output or turbine rotor) with a set of stationary blades that can be inserted between the two rotors to reverse the fluid direction and hence the output rotor direction. The purpose of this testing was to test and evaluate a main propulsion reverse reduction gear concept, using the Franco Tosi RCC, for its compatibility and applicability to gas turbine propulsion machinery configurations, specifically the AOE‐6 class ship. Satisfactory development of a workable and reliable reversing system permits use of a fixed pitch propeller.

The RCC models tested were the Original Type “79,” the Type “79” Prototype, the Type “79” Production, the Type “84” Production, and the Type “84A” Production. A series of tests was conducted to verify rotor integrity, determine RCC efficiency, evaluate machinery interface, and to determine the overall characteristics of the RCC design. Testing revealed that the Type “79” Production RCC was the most suitable for application on gas turbine powered main propulsion systems. The Type “79” RCC design was approximately 10 percentage points higher in astern efficiency than the Type “84” design and, although the structural integrity of the Type “84” design was superior to the Type “79” design, the Type “79” Production RCC was satisfactory for its intended use without introducing any operational restrictions.

The Naval Sea Systems Command approved the Type “79” Production RCC for the AOE‐6 class ship in April 1986, based on the information acquired during testing.
EXTREME AND CLIMA TIC WAVE SPECTRA FOR USE IN STRUCTURAL DESIGN OF SHIPS
Authors: BUCKLEY WILLIAM H.
Published: March 2009

Long‐term measurements of wave spectra from 16 NOAA data buoys have been used to define extreme and climatic wave spectra. The NOAA buoys are deployed off the U.S. East Coast from the Gulf of Maine to the Georgia Embayment, in the Gulf of Mexico and from California to south of Kodiak, Alaska with as many as 55,000 spectra being available from a single buoy station. The basis on which an envelope of extreme values of significant wave height (Hmo) and modal frequency (fp) was established is described and comparisons made with selected other data bases. The basis for establishing long‐term average, i.e. climatic wave spectra, is described together with examples of such data for the “steep” wave climate off the East Coast and the “long” wave climate off the West Coast. Examples of parametric approximations to climatic spectra are provided as well as selected characterizations of the respective wave climates. It is found that the Ochi (3P) spectrum formulation is especially useful in approximating a wide variety of climatic wave spectra whereas the utility of the Bret Schneider formulation is much more limited. An empirical basis is provided for defining Ochi (3P) spectra when only Hmoand fpare known.
A COMPUTER MODEL FOR DAMA GE TOLERANCE ANALYSIS
Authors: FAIRHEAD DONALD L. , COHEN STEVEN L.
Published: March 2009

A computer model is being developed by the David Taylor Research Center (DTRC) to analyze the tolerance of surface ship combat systems to combat‐induced and self‐inflicted damage. The work is being done in support of the Navy's hull, mechanical and electrical design effort to improve the survivability of surface ship combat systems.

The DDG‐51 Detailed Design Specifications (Section 072f) and the General Specifications for Ships of the U.S. Navy (1986 Section 072e) both require that damage tolerance analyses be performed.

A damage tolerance analysis shows the effect of damage on vital auxiliary and electrical systems and relates these damage effects to the capability of the ship to continue performing its combat mission at a prescribed level. Designated the Computer Aided Design of Survivable Distributed Systems (CADSDiS) model, DTRC's deterministic analytical tool consists of portable software to be used by personnel at the activity responsible for the ship design. The model's graphics electrical module is now operating on Digital Equipment Corporation VAX computers at several Navy and commercial activities.

Because CADSDiS is highly interactive, it becomes an integral part of the design cycle; this is its major benefit. Thus, damage tolerance analysis information is available to personnel designing the ship within hours or days rather than weeks or months. This computer model will help ensure that the survivability principles of separation and redundancy are incorporated into ship design and are realized in the ship as built.
New Technology in Oil Content Monitors
Authors: NARDELLA JOHN A. , RAW TIMOTHY T. , STOKES GRANT H.
Published: March 2009

International antipollution requirements have been legislated to regulate the oil content of bilge effluent from ships. In response to these standards, the U.S. Navy is currently in the process of installing pollution abatement equipment on all vessels. The equipment will consist of an oil‐water separator in the bilge discharge line, followed by an oil content monitor which makes the final decision on whether or not the water is clean enough to be pumped overboard. The monitor is required to make a real‐time measurement of oil concentration in the range 15 ± 5 to 100 ± 20 ppm for flow rates up to 50 gal/min. and possibly in the presence of interfering contaminants, such as rust.

This paper presents the results of the current effort to develop a monitor which satisfies all of these requirements and is sufficiently rugged for fleet deployment. The monitor under development employs two fiber optic systems and a small microprocessor. The first optical system measures the concentration of particles in the flow as a function of their sizes, using small angle forward scattering. The second determines what percentage of the particles in the flow are oil, using large angle scattering. The microprocessor takes the data from the two optical systems and calculates the oil concentration in the flow. Since the particle size is measured by the monitor, no sample preparation is required and the monitor may be placed directly in the discharge line where it responds to changes in oil content in less than one second. In addition, this monitor can notify the operator of impending oil‐water separator failure associated with passing large oil particles.

A demonstration monitor consisting of the forward scattering unit has been successfully tested at the NavSea oil pollution abatement test facility at the Naval Ship Systems Engineering Station at Philadelphia. The monitor agrees well with chemical means of measuring oil content. Results of this comparison and laboratory test of a prototype instrument that features contaminant discrimination will be presented.
Maintaining a Maritime Force in War and Peace
Authors: RAMSAY RAYMOND
Published: March 2009

As the expanded naval ship construction program goals are achieved, renewed emphasis is placed on the cost‐effective modernization and maintenance of our maritime forces in an environment of budget limitations and an eroding industrial base. This paper provides historical insight with respect to World War II achievements of the domestic maritime industry, and a retrospective view on some events and concepts which are contributing to fleet material readiness under peacetime operating conditions. Some of the British Royal Navy's experiences, in at‐sea battle damage repair (BDR) during the intensive and short‐term Falklands campaign, are addressed with specific reference to emergency adaption of purpose‐built platforms from the commercial offshore oil industry. A recommendation is also made for repair and maintenance technology transfer arrangements with the offshore oil industry and foreign‐friendly countries, such as Israel, who use American weapon systems.
Prospects for Shipyard Mobilization: The Shipbuilding Industry and the U.S. Navy in Peace and War
Authors: PETTAVINO PAULA J.
Published: March 2009

The simplest statement of the wartime requirements of the shipbuilding and ship repair industry is to build and repair ships faster than they are being sunk. Given a conflict of the magnitude of World War II, the task is a formidable one. Forty years ago, it was accomplished brilliantly. However, there is no real security in past success.

This paper assesses the shipbuilding and ship repair industry as it was in World Wars I and II and as it currently exists. If a similar conflict occurred today, would the current capacity of the industry be able to produce as it did between 1941 and 1945? If so, how? If not, where are the shortfalls? What are the similarities and differences between the industry then and the industry now? How are current policies affecting the level of capacity in the shipyards? How does an industry that is facing certain decline continue long‐term strategy for business development?

Given the pivotal role played by the shipbuilding and ship repair industry in all previous conflicts, the answers to these questions could prove crucial to U.S. national security. If there were no national security requirement for the industry, its future would be clear and there would be no lamenting its demise. War is too grim a game to risk defeat through insufficient industrial capacity in critical areas.
A Microcomputer Based Diesel Engine Simulator for Advanced Ship Propulsion Monitoring and Control Systems
Authors: KYRTATOS NICHOLAS P.
Published: March 2009

The increasing use of on‐board computers will make the utilization of sophisticated engine simulation models within integrated computerized ship propulsion plant management systems possible. These models can be used to provide reference performance data for advanced control, performance optimisation, fault diagnosis, and predictive maintenance systems.

This paper describes briefly the structure of advanced engine performance prediction models, commenting on the areas which require further development in view of the above applications. An engine simulation model originally developed on a mainframe computer was adapted to run on a microcomputer. Selected results are presented, using the model to predict the performance of a large slow‐speed marine diesel engine, simulating various typical fault conditions.
The Aegis Data Bus Experiment
Authors: FRINK JOHN G. , VERVEN DAVID M.
Published: March 2009

This paper documents an experiment performed by The Johns Hopkins University Applied Physics Laboratory to measure the effect of inserting a data bus into a combat system. The experiment was conducted at the Aegis Computer Center located at the Naval Surface Weapons Center in Dahlgren, Virginia (NSWC/DL). The purpose of the experiment was to determine whether or not the Aegis Weapon System (the core of the Aegis Combat System) could be operated with a portion of its point‐to‐point interelement cables replaced by a data bus. The data bus chosen for the experiment employs message broadcasting with receiver selection. A primary goal of the experiment was to minimize the amount of Aegis computer program changes required to accommodate the data bus.

The results presented in this paper will show that the experiment was a success. Key certification tests were passed with no computer program changes to the tactical elements and minimal changes in the Aegis tactical executive (ATES) program (less than 110 words changed).
Bottom Bounce Array Sonar Submarine (BBASS)
Authors: JACKSON HARRY A. , NEEDHAM WILLIAM D. , SIGMAN DALE E.
Published: March 2009

Anticipated technological advances in the quieting of potential adversary submarines mandate the use of increasingly effective detection systems for U.S. ASW forces. Based on the assumptions that sonar will continue to be the primary means of detection and that the effectiveness of each individual sonar element will not change markedly, one must increase the projected area of the sonar array to improve its capability. The primary SSN mission of anti‐submarine warfare will hence require increasing the hull area devoted to the primary sonar detection system. A revolutionary hull form is proposed that maximizes the area available for this purpose. The advantages and disadvantages of this hull form are discussed and feasibility study level design parameters and arrangements presented.
Bulging Warships
Authors: SIMS PHILIP
Published: March 2009

This paper describes the evolution of a process called “bulging,” which is used to enlarge the hull of a ship. The bulged hull form was first installed for mine and torpedo protection on Royal Navy monitors built in World War I. It was then used as a combination of torpedo protection improvement and stability correction of a class of Royal Navy battleships. The Naval Limitation Treaties of the 1920s and ‘30s caused extensive use of bulges to allow existing battleships to carry modern improvements and to fix treaty cruisers that were delivered with weight and structural problems. New ships with bulges were constructed with hull forms that mimicked rebuilt ships. Bulging was used in World War II to upgrade ships that had been overloaded with wartime additions. It was used to rapidly convert ships for another role; such as converting a cruiser into a light carrier. Bulging is still a valid tool for upgrading protection of existing ships or allowing a major mission upgrade.
Ship Configuration and Logistic Support Information System (SCLSIS) Program Initiatives
Authors: BOURGEOIS NEIL C.
Published: March 2009

Over the preceding several years there have been numerous initiatives to address problems in the Navy's ship configuration status accounting process. Recent efforts in the Ship Configuration and Logistic Support Information System (SCLSIS) project have begun to integrate the first of several logistic and engineering support processes, which up to this time have developed independently to solve specialized problems.

The apparent solution is to establish an integrated global information systems architecture based on a functionally structured and described central database that couples configuration, engineering and logistics data. To accomplish this objective will require all participating Navy communities to change their processes to meet the requirements of the global information systems architecture. The realistic achievement of this goal will require the coordinated “phased” development of many unrelated processes and data systems, which today are at various levels of capability. A carefully crafted “phased” development process becomes critical in light of our current austere budget environment. This paper describes how the SCLSIS process is striving to cost‐effectively achieve these essential objectives to forge a stronger link between the Navy's engineering and logistic support communities.
Navy/Marine Corps CFC/Halon Emissions Reduction Project — Prospectus
Authors: REYNOLDS STEVEN C.
Published: March 2009

Chlorofluorocarbons (used in refrigeration and as cleaning solvents) and halon (used in firefighting) both have the potential for depleting the stratospheric ozone. The Navy and Marine Corps depend on these chemicals to carry out their missions. To date, there are no acceptable substitutes. Restrictions on the use of these chemicals to levels set by the EPA to satisfy the Montreal Protocol could have an adverse effect on the Navy and Marine Corps' ability to complete their missions.

This paper addresses the CFC/halon problem from a management point of view. The overall goal being to reduce the emissions of these chemicals to the atmosphere. The paper considers a total project through each of five phases as the means to achieve this goal.

The military has an opportunity to make a positive global influence with the successful completion of this project.
Review and Analysis of Ship Maneuverability Criteria
Authors: ASINOVSKY VOLF
Published: March 2009

This paper is devoted to a critical review of the present trends in the development and use of criteria of the maneuverability of ships and to the development of an objective set of criteria. A criterion of ship response to rudder angle change based on a comparison of the kinematic parameters of nonsteady ship motion in entering and recovering from a steady turn is analyzed. A set of criteria is suggested which is based on the combination of several parameters of steady and nonsteady motion. These criteria can be used by naval architects as well as by navigators.
The Surface Ship Maintenance Challenge
Authors: JACOBS KENNETH S. , SMITH BERTRAM D.
Published: March 2009

Current and projected future reductions in fleet maintenance funding are compelling the issue of ship maintenance requirements to be rethought on many different levels within the Navy.

The Surface Ship Maintenance Office (SSMO) in the Naval Sea Systems Command has been involved with many different aspects of the problem. Recognizing the two different aspects of the challenge — doing the right things and doing things right — SSMO has been involved with improvements to front‐end maintenance planning: doing the right things. These improvements are being formulated for action on three different levels. The first level involves changes to maintenance management philosophy, dealing with maintenance as a technology subject to systematic processes. The second level involves specific NavSea initiatives to strengthen the technical basis for maintenance requirements. The third level involves actions available to the fleet itself to provide relief.

Today's surface ship maintenance funding environment provides both a challenge and an opportunity for improvement. The challenge is to adapt successfully to constrained maintenance resources; the opportunity is to pioneer new approaches to make this possible and establish the precedent for years to come. The groundwork necessary has been laid and work to meet the challenge has begun.
The Evolution of Machinery Control Systems Aboard U.S. Navy Gas Turbine Ships
Authors: PREISEL JOHN H.
Published: March 2009

Almost 25 years ago, the U.S. Navy committed to gas turbines for propulsion and electrical power generation for surface combatants. Jet engines from the aerospace industry were “marinized” and specified for several designs. Today, there are over one hundred gas turbine powered surface ships; almost half also have gas turbine generators. This fundamental change, notably from steam to gas turbine power, brought with it a new philosophy in the way prime movers are controlled and monitored. Unmanned engineering spaces were a fundamental part of the new design. Direct thrust control in the hands of the helmsman was possible. Possibly the most profound effect was the introduction of electronics in the main engineering spaces on a large scale. Data buses for data logging and bell logging were used as a means to reduce the tedium of normal watch standing.

Gas turbine machinery control systems have entered a second generation with the introduction of the DDG‐51 class destroyer and the AOE‐6 supply ship. Hard‐wired analog interfaces have given way to digital interfaces over asynschronous multiplexed data buses. Dedicated pushbuttons and indicators have given way to keyboards and plasma displays. Single use microprocessors with firmware coding have given way to standard microcomputers and general high order language (HOL) software code.

This paper will trace the control systems' evolution from the Spruance and Perry classes to today's gas turbine designs. An attempt will be made to draw a sense of direction from this evolution. An in‐depth explanation of the DDG‐51 control system will be offered, as well as suggestions as to the future of control systems for gas turbine ships. Particular emphasis will be placed on the man‐machine interface and the maintenance philosophy for both the control system hardware and software.
Control of the Topside Electromagnetic Environment
Authors: GALLAGHER CHARLES J.
Published: March 2009

The surface combatant's topside electromagnetic environment is becoming more complex. The quantity of antennas has been increasing, radiation characteristics are becoming more varied, and there are more modes of operation and a larger library of radiating parameters. Automatic computer control of radiators is more prevalent as is increased output power. Furthermore, there has been a reduction in maximum safe exposure limits for personnel, and there is an increased awareness of the importance of radar cross section reduction. The result is that ship designers and system operators are faced with conflicting requirements. The future will require electronic equipment designers to be more innovative and replace traditional systems with those of more flexibility. Potential solutions to the situation will require increased attention to both topside design and to the tools provided to the operators. Areas warranting further attention include the physical shape of the topside structure and equipment, movable antennas, increased use of radiation absorbing material, and movable radiation barriers. Safe radiation limits for personnel need to be made more flexible. Wartime rules and battle conditions will be different than peacetime. Some of our ordnance needs to be tested and possibly redesigned, so as to be less susceptible to electromagnetic radiation. And finally, complex surface combatants will require computer‐based expert systems to assist the operators in making decisions as to what to radiate, how to permit or restrict the movement and firing of ordnance, and the limitations to be placed on personnel access topside under peacetime, wartime and battle conditions.
The Navy, Industry, and Diesel Propulsion for American Submarines 1914–1940
Authors: WEIR GARY E.
Published: March 2009

The United States Navy seized the initiative in diesel development and production after World War One as a direct result of its experience with poorly designed submarine engines produced by the New London Ship and Engine Company (Nelseco). Until 1919, the Navy left the development of submarine diesels to the private sector. However, the limits of Nelseco's expertise and the unwillingness of its parent company, Electric Boat, to correct the torsional vibration problems caused by the Nelseco machinery, led the Navy to alter its policy dramatically. Encouraged by the success of its Bureau‐MAN diesels, the Bureau of Engineering acquired a production license from the diesel manufacturer Maschinenfabrik Augsburg‐Nürnburg (M.A.N.) to supplement the Navy's development effort. It then launched a program to refine electric propulsion for submarines which helped place the private sector at the Navy's disposal for lighter, high‐speed diesels. By 1940, a better informed and equipped Navy set the standards and the private sector followed its direction.
Risk Management in Repair Work Decision Making
Authors: SMITH BERTRAM D.
Published: March 2009

Repair work decision making for Navy surface ship depot availabilities has challenged maintenance managers for many years. Today's environment of reduced maintenance funding increases the magnitude of this challenge. Effective decision making in these circumstances requires not only properly assessing but also capably managing the risk of deferred work that results.

Risk has two elements, severity of failure and probability of failure. Although the severity of failure sometimes overshadows the probability of failure in repair work considerations, both play an important role in making effective decisions. The result of using both correctly provides a reliable basis for evaluating the risk of deferred work accurately and establishing the risk management actions necessary to minimize the effects of in‐service failure.

This paper proposes a methodology to evaluate the relative risks of deferred work decisions in terms of successful depot availability completion and subsequent ship operational reliability. It also permits correlating those risks with maintenance funds requirements. Finally, it outlines different risk management approaches that may be taken to deal effectively with the deferred work that ultimately results.
Standard Hardware Acquisition and Reliability Program: Concepts, Benefits, and Potential
Authors: WEAVER LARRY W.
Published: March 2009

The Standard Hardware Acquisition and Reliability Program (SHARP) includes three major categories of hardware standards. They are Standard Electronic Modules (SEM), Standard Power Supplies (SPS), and Standard Electronic Enclosures (SES). SHARP responsibilities include development and testing of these standards and their integration into electronic systems. The purpose of SHARP is to reduce development, production, and logistics support costs of electronic systems; to improve system operational availability; and to shorten the system acquisition cycle. The basic concepts applied towards this purpose are: functional standardization; functional specification; a disciplined quality program; design flexibility; and emphasis on design for maintenance and repair. The paper describes the application of these concepts in the SHARP program and how they result in:

— improved performance and supportability;

— multisystem application of functional standards:

— standard interfaces between system elements;

— competitive procurement of hardware;

— improved system readiness;

— interchangeability of spares;

— introduction of new technology into deployed systems;

— improved testability; and

— reduced cost to the Department of Defense (DoD).

SHARP experience and benefits to the user are described, including specific applications of SHARP hardware in DoD systems and examples of multimillion dollar cost savings to these systems. The status of current SHARP initiatives and potential savings through broader application of SHARP in system developments are then discussed.
Planing Analysis Simplified by a Redefinition of Coefficients
Authors: COLTON RUSSELL F.
Published: March 2009

A new set of dimensionless coefficients is proposed which greatly reduces the complexity of the planing analysis. The new coefficients use various powers of the center of pressure length “cp.” When these are employed, the variation of wetted length with speed becomes a single curve, the variation of trim angle with speed becomes a single curve, optimum performance is clearly indicated, and center of pressure for porpoise‐free operation is only a function of speed and deadrise angle.
LHD‐1 – Designed for Marine Corps A viation
Authors: HACKETT JOHN P.
Published: March 2009

The new LHD‐1 multipurpose amphibious ship currently entering service with the U.S. Navy is a major new weapon system with a multimission capability. The LHD's primary mission is to launch an amphibious assault and provide aviation support to the assault echelon. In its secondary mission as a sea control ship, it could augment a carrier battle group and provide a cost‐effective force multiplier.

As the first ship specifically designed to support and operate the fixed wing light attack AV‐8B Harrier II V/STOL and the rotary wing CH‐53E Super Stallion helicopter, the LHD will be the most effective ship platform developed to date for tactical support of amphibious operations. The LHD has been designed to support Marine Corps aviation more effectively than any other amphibious ship by providing maintenance and repair shops, spare parts including engines and transmissions, weapons stowage and handling, and aircraft command and control. This ship/aircraft system will allow the projection of tactical air capability into a larger combat support area and at the same time provide a high degree of flexibility for the amphibious ready group commander.
Quality Perception: A Comparison Between the Navy and the Commercial Environment
Authors: PERKINS CHARLES ALAN
Published: March 2009

This paper reports on an aspect of an empirical study of the Navy procurement process which identifies, ranks, and evaluates quality measures for their potential use by Navy contracting officers in making contract source selection decisions. The subject of quality perception is one of three major sections of the main study.

As a first step in dealing with the perception of quality, it is important to establish an operational definition of quality. After reviewing the works of the principal authors in the study of quality, an approach suggested by David Garvin was selected. This approach breaks quality into characteristics or components and thus provides a framework to define quality and a basis to develop objective quality criteria.

Since the Navy purchase environment is impacted by many factors outside the control of the individual contracting officer, part of the research effort explored how major characteristics of Navy procurement can influence the contracting officer's contract source selection decision.

The study itself used two similar questionnaires testing seven hypotheses. The first was directed to the seventy‐seven designated Navy program managers. The second was sent to Navy contracting officers and commercial/industrial purchasing officials.

Nonparametric and exploratory data analysis statistical tools were used to test several hypotheses related to quality. The results confirmed a difference in the approach to quality between the Navy and commercial environment and showed potential for practical application of an objective measurement system which was the major objective of the research.
Process Control in a Foreign Acquisition
Authors: HALPER IRVING D. , PRENTICE GEORGE S. , SELVIDGE RONALD B.
Published: March 2009

In 1973, the Boston Naval Shipyard was closed. That shipyard's forge shop was the only source, worldwide, for forged (die‐lock) aircraft carrier anchor chain. The Navy determined that a domestic manufacturing facility for large size welded chain was being constructed and decided to develop a specification for a welded carrier anchor chain. Cutbacks in the offshore oil industry stopped construction of that plant and the Navy became dependent on foreign sources.

The initial procurement of welded aircraft carrier chain invoked society inspection and certification, and until problems were discovered during shipboard installation, was considered satisfactory. A recheck of the chain, with the certification society's participation, revealed that physical dimensions, breaking strength, and metallurgical properties failed to meet specified values.

The next buy of new and replacement chain imposed more stringent QA requirements. It was awarded to the same foreign manufacturer on a competitive bid basis. Because of the prior problems with this vendor, the Navy determined that an on‐site inspection team was needed to ensure specification compliance.

The experiences of that team are described in this paper. The lessons that were learned relative to the manufacturing process, the lack of communication between QA management and production personnel, and the need for close control over specification enforcement are discussed.
Real‐Time Management Information System (ROMIS): Making Configuration and Logistics Data Available for Multiple Users
Authors: SMITH FRANK T. , DILISIO F. SCOTT
Published: March 2009

ROMIS is a NavSea system used to record, monitor, track and display configuration development and related integrated logistic support (ILS) data for contractor and government furnished equipment to be installed in new construction, major conversion, modernization, reactivation and overhaul programs. The system provides project managers with the necessary information to achieve configuration management, configuration status accounting, allowance development, outfitting and other ILS goals at established milestones.

Created for a microcomputer environment, ROMIS is a modular system composed of commercially available fourth generation language (4GL) based application programs developed through rapid prototyping. The system represents the application of advanced technology to existing methods and procedures in order to improve quality and reduce cost. This paper describes the background, methods and benefits of this application.
Readiness Based Sparing: Improved Readiness at Reduced Cost
Authors: BURDICK LENNY
Published: March 2009

Since Fiscal Year 1979, Congress has required thai Defense Department budgets provide the relationship between resources and readiness. This required that the Navy establish a measure of material readiness. Operational availability, or Ao, became the measure of material readiness in 1981. In March of 1981, CNO approved the Availability Centered Inventory Model (ACIM) as the Navy spares optimization model for use in shipboard weapon systems and equipment applications. The early 1980s terminology of “Sparing to Availability” is currently termed “Readiness Based Sparing.” CNO mandated in August 1986, the universal application of readiness based sparing techniques to all non‐nuclear ACAT I, II and III acquisition programs.

RBS is not just a model into which data is input and an allowance of spare parts is printed out. RBS is a process that requires consistent and continuous integration and correlation of spares data to total system data, operating parameters and requirements. Support requirements must be determined in conjunction with the total weapon system, and material readiness, measure of effectiveness and performance should be assessed against that same measure. Traditional measures of supply system effectiveness are only partial input data to the ultimate requirement of weapon system material readiness.

The Readiness Based Sparing Process is a disciplined integration of design, configuration management, maintenance, and logistics support. RBS is system specific. Therefore, all data that is input to an RBS model must be system application specific. Today's data collection systems, and consequently the budget and execution processes, are not oriented to specific weapon system management. Consequently, the current and ongoing agenda in the implementation and institutionalization of Readiness Based Sparing – The Process, is directed towards the integration of logistics data bases, and the data within those data bases, to a weapon system management orientation.
Hydrofoil Craft Performance Calculation
Authors: LATORRE ROBERT
Published: March 2009

Naval and commercial hydrofoil craft have become commonplace. While articles on hydrofoil performance and hydrofoil craft operations have been published, there is relatively little available material on the calculation of hydrofoil craft take off. This paper summarizes ongoing work at the University of New Orleans to develop the Soviet approach to hydrofoil vessel performance calculations and to extend this approach for use on personal computers.
A Generic Controller Card Set
Authors: BAUER ROBYN E. , PRICE ROGER L. , SCOTT TIMOTHY G.
Published: March 2009

This paper addresses the design of a generic controller card set (GCCS) which conforms to the Multibus II protocol. The GCCS design meets Navy Standard Electronic Module (SEM) format “E,” and consists of eight “building block” cards. Configuration flexibility permits the GCCS to perform many controller applications. The eight modules are: a central processing unit (CPU) card, controller card, central services module (CSM), analog to digital (A/D) card, digital to analog (D/A) card, discrete input and output (I/O) card, random access memory (RAM) card, and erasable programmable read only memory (EPROM) card. Each card contains both on‐line and off‐line built‐in‐test (BIT), which aids in fault diagnosis.
Aegis AAW Correlator/Tracker (AACT) Experiment
Authors: GRANT CONRAD J.
Published: March 2009

The Johns Hopkins University Applied Physics Laboratory, in continuing development of the Aegis Command and Control capabilities aboard USS Ticonderoga class cruisers and USS Arleigh Burke class destroyers, under the direction of the Aegis Shipbuilding Project (PMS‐400), is in the process of developing the Aegis AAW Correlator/Tracker (AACT) to experiment with and evaluate the capability to correlate track and contact data from over‐the‐horizon (OTH) sources and sensors with the shipboard real‐time tactical picture. AACT, which is based on multi‐hypothesis correlation algorithms, is intended to be fully automated; requiring little or no operator interaction in spite of ambiguous or conflicting data. Unlike other OTH correlator/tracker designs, the experimental AACT capability is highly integrated with the combat system. It makes maximum use of the shipboard sensor data, such as that provided by the AN/SPY‐1 radar, to provide the basis from which to correlate the OTH data in areas of mutual sensor coverage. This approach helps to resolve the traditional conflicts between the tactical picture derived from battle group sensors and that derived from OTH sensors, and provides command the track data in the formats, rates, and timeliness needed to fight the AAW battle.

This paper describes the AACT concept, design, and implementation. It addresses the plans for installation of AACT aboard an Aegis cruiser for evaluation of this capability in an operational environment.
RAMP: A Test Bed for the Navy's Use of PDES Product Data
Authors: KIRKSHARIAN ARON
Published: March 2009

The Rapid Acquisition of Manufactured Parts (RAMP) Project is a U.S. Navy program employing computer‐integrated manufacturing (CIM) technologies and Computer‐Aided Acquisition and Logistics Support (CALS) standards to facilitate parts procurement in the Navy supply system. As an R&D manufacturing/logistics program administered through the Naval Supply Systems Command (NavSup), RAMP is serving as a test bed for the ordering and manufacturing of parts using prototype versions of the Product Data Exchange Specification (PDES). The central theme of this paper is to highlight the objectives of RAMP which include (1) the integration of CIM technologies into the Navy logistics system, (2) the specification of procedures and standards to communicate part requirements to automated manufacturing activities, and (3) the installation of flexible CIM cells in Navy industrial sites. In large measure, the eventual success of RAMP will corroborate the feasibility of using neutral product data standards to procure and maintain naval weapon systems in the 1990s and beyond.
Advanced Technology in Navy Logistics Support
Authors: HOUTS ROBERT E.
Published: March 2009

In the face of present and foreseeable budget constraints which will severely restrict the amount of funding available to provide logistics support to the Navy's operating forces, the Naval Supply Systems Command's Advanced Logistics Technology Division is actively pursuing a number of efforts to apply current and emerging technology to improve logistics systems and methodologies. The Engineering Data Management Information and Control System (EDMICS) Program will automate the technical information process from initial acquisition through delivery to the end user, addressing the inability of current paper‐based systems to cope with the tidal wave of information requirements for the effective management of weapon and logistics systems. Rapid Acquisition of Manufactured Parts (RAMP) Program is applying computer integrated manufacturing (CIM) technology to the production of spare parts which are normally available only at great cost and with extensive lead time. The Standard Hardware Acquisition and Reliability Program (SHARP) will standardize electronic system hardware (i.e., modules, power supplies, enclosures and batteries) to decrease development and logistics costs, while providing dramatic increases in component and system reliability. The Integrated Diagnostic Support System (IDSS) project is integrating diagnostic design into the weapon system development process to enhance the ability of the organizational level technician to detect and isolate system/equipment failures. This paper discusses each of these ongoing projects as well as a number of new initiatives being explored for future funding.
Use of Expert Systems to Enhance Logistic Management
Authors: CASSANO ANTHONY J.
Published: March 2009

Expert Systems are at work in a variety of technical and managerial applications. Using custom designed knowledge bases and decision rules, expert systems prompt the user to explain a problem and then offer solutions or advice on how to proceed to solve the problem. A properly designed expert system maximizes the virtues of human experts by emphasizing performance and reliability, by being easy to use, by being able to explain its advice and entire line of reasoning and by being capable of interfacing with other computer systems and databases. This paper surveys the development of expert systems and offers a discussion of some aspects of expert system design and introduction. The paper concludes with a review of Navy logistics expert systems now in design.
Fire Protective Coating System for Shipboard Electrical Cables
Authors: WARD THOMAS A. , YKEMA JOHN I.
Published: March 2009

Fires aboard U.S. naval ships pose a threat not only to human life, but to ship survivability and combat readiness. The U.S. Navy recognized the need to upgrade and utilize state of the art fire fighting equipment, reduce the flammability of materials used on ships and to employ methods to control fire propagation.

This paper focuses on the historical development of a method to control fire propagation from compartment to compartment via the ships electrical cable system. The jacket insulation material on the cables is plasticized polyvinyl chloride (PVC). These cables will ignite when exposed to a fire source and transport the fire along the cable runs. The Navy, being cognizant of the potential disasterous effects of electrical cable fires, implemented programs to assess the problem. Actual shipboard fire characteristics of cables were studied in conjunction with evaluating methods and materials to control ignition and flame spread.

The development and testing of a fire protective intumescent coating to meet the Navy's requirements to control fire propagation along cableways on existing ships is delineated.
Titanium Cooling Coils for Surface Ship Applications
Authors: BROWN DAVID A. , BAE YOUNG L.
Published: March 2009

High machinery space temperatures and generally inadequate ventilation air cooling in many Navy ship machinery compartments influenced a David Taylor Research Center (DTRC) decision to reevaluate seawater cooling coils as a principal means of compartment cooling. Earlier Navy designed and fabricated copper‐nickel seawater coils had suffered numerous reliability problems due to fouling, corrosion, and erosion and, thus, were removed from ship use.

Advanced plate‐fin and integral fin cooling coil designs were evaluated as a means of improving reliability and thermal performance of the previous Navy seawater cooling coils. Math models were developed to analyze the effects of (1) seawater and air temperature, (2) seawater and air flow rates, and (3) coil material on thermal performance. Unique fabrication techniques were assessed for both coils to allow fabrication using titanium in place of copper‐nickel for all seawater‐wetted components. Finally, various cooling coil waterbox de signs were evaluated to improve the seawater flow patterns and thus reduce fouling and increase component reliability.

Results showed that both cooling coil designs can satisfactorily handle cooling requirements of machinery spaces on existing and future class ships without the need for large increases in air conditioning capacity. Furthermore, both seawater coil designs can be fabricated from titanium by modifying fabrication techniques used in the previous design.

The recommended general design approach, as concluded from the study, can be summarized as follows:

Increase air velocity across the coil to maximize thermal performance;

Increase seawater flow rate in the tubes and water‐box to prevent biofouling accumulation;

Limit the compartment ventilation air to only that amount needed for life support;

Provide a small chilled water coil in the compartment for latent heat removal and;

Utilize titanium as the seawater‐wetted component material to increase reliability over the copper‐nickel coil previously used.