bluuebunny/crossref_metadata_2025 huggingface dataset:
Acoustic Wave Sensor for Real‐Time Monitoring of Volatile Organic Compounds
Authors: Modell D. J.
Published: March 2009

ABSTRACT  On‐line real‐time monitoring of marine and operational exhaust stacks and process streams can play a critical role in providing safe, environmentally sound operation of marine and industrial processes using volatile organic species. Monitoring systems are needed that are inexpensive and powerful to be effective. It has been demonstrated that two independent responses, wave velocity and wave attenuation, can be obtained from surface acoustic wave devices coated with viscoelastic polymers. This output technique enables identification and concentration determination of isolated species with a single sensor. This paper discusses the development of the sensor devices and the basis of portable acoustic wave sensor systems (which are being used) to monitor volatile organic compounds from marine and industrial chemical processes. Furthermore, on‐line monitoring of spray cleaning processes has been effective in quantifying how emissions can be decreased based on substituting solvents, optimizing worker protocols, and utilizing new spray nozzle configurations.
Subsonic and Supersonic Antiship Missiles: An Effectiveness and Utility Comparison
Authors: McEachron J. F.
Published: March 2009

ABSTRACT  The paper reviews the advantages and disadvantages of supersonic speed for the antiship missile application. Specifically, the supersonic speed benefits of reduced defensive reaction time and relaxed navigation accuracy are contrasted against limitations of range, payload, cost, electronic counter counter‐measures performance, and signature. The paper concludes that, for the immediate future, subsonic advantages are likely to continue to outweigh the two major supersonic benefits. This view is reflected in the current lack of development being applied to supersonic antiship missiles.
Osprey—From the Sea to the Pond
Authors: Sandison J. C. , Elder R. R. , Koelbel J. G.
Published: March 2009

ABSTRACT  In July and August of 1995, USS Osprey (MHC 51) was successfully transferred from the Chesapeake Bay to the Underwater Explosion (UndEx) Shock Test Facility (UTF) test pond at Aberdeen Proving Ground (APG) in Aberdeen, MD, for shock testing. The transfer was the culmination of a coordinated U.S. Navy, U.S. Army, and industry program to utilize the unique capabilities of the APG‐UTF for shock testing of this new class of glass‐reinforced plastic (GRP) vessel. A significant part of the transfer was the design and construction of a transfer cradle that was used to both support the MHC 51 on a barge towed from Norfolk Naval Shipyard (NNSY) to APG and to interface the ship with the ground rail transfer system and marine railway at the UTE The transfer of the MHC 51 from sea to the pond and back to sea was a complete success. It was conducted safely, without harm to either the ship or any of its crew. It was conducted on schedule and within an established budget. In addition, the project was a good demonstration of both inter‐service and intra‐service cooperation, and the ability of the services to employ commercial marine practices and ABS certification.
Alteration Installation Teams: Breaking the Paradigm
Authors: Krestos D. M.
Published: March 2009

ABSTRACT  Alteration Installation Teams (AITs) are government supervised and contractor manned “Tiger” teams which install Ship Alterations (SHIPALTs) aboard U.S. Navy ships, submarines, and surface craft. With the decrease in the Department of Defense (DoD) budget and corresponding decrease in modernization funding, AITs have become the installer of choice due to perceived cost savings by Ship Program Managers and Type Commanders responsible for authorizing and funding the modernization effort. AIT installed SHIPALTs observed by the Supervisor of Shipbuilding, Conversion, and Repair (SUPSHIP) over a 24 month period had been plagued by poor quality workmanship, unsafe work practices, and lack of documentation and accountability. This paper compares AIT installed SHIPALTs with those accomplished by Master Ship Repair (MSR) Agreement holders. Product provided core values and a product analysis were compared for each method of accomplishment. A strong case is presented to challenge the perceptions that AIT installed SHIPALTs are more cost effective than those of the MSR contractor. In light of the current atmosphere of change within DoD and the Naval Sea Systems Command (NAVSEA), the recommendations presented to address AIT issues are closely aligned with 3 of the Strategic Initiatives of VADM Sterner's Strategic Plan for taking NAVSEA into the 21st century.
A Multidisciplinary Environmental Science and Engineering Master's Degree Program: A Proposed NPS/DoD Partnership
Authors: Newbeny C.E
Published: March 2009

ABSTRACT A proposed multidisciplinary environmental science and engineering competency‐based master's degree program is described herein. The proposed Naval Postgraduate School (NPS) program includes equal coverage of the four main categories of environmental interest (e.g., air quality, water quality, acoustic quality and solid/hazardous waste disposal) with emphasis upon their impact on naval operations. A brief discussion is provided of the cognitive, affective and psychomotor learning domains as functional pillars of the competency‐based program. Illustrative examples of air quality, water quality, acoustic quality and solid/hazardous waste disposal instructional (behavioral) learning objectives are given. A two year course matix is denned with a brief discussion of the mathematics, science, engineering and management elements contained herein. Selected course descriptions and a set of possible educational skill requirements (ESRs) are also provided. Graduates of this proposed program would be able to provide the Navy/DoD with a broad command capability in environmental assessment and control. Graduates would also have the ability to identify potential environmental problems (and their possible solutions) in civilian, government and militay operations.
Dynamic Analysis: Sail the Ship Before It's Built
Authors: Dupuis R. , Neilson J.
Published: March 2009

ABSTRACT  A combatant ship is a complex system that involves the integration of many subsystems and components. Everyone agrees that systems integration is essential; nevertheless, the ability to deal with it is viewed as being elementary at one end of the spectrum to overly complex at the other end.

Past emphasis has been on the development of the necessary tools and organizations needed to produce components that can be used to configure systems. As a consequence, when dealing with systems integration, the focus is primarily on what the system is and how its components fit, rather than what it does.

Computer technology is benefiting the marine industry in many ways. Although it has been used to progressively improve the capability to deal with the component issues related to systems integration, the marine industry has yet to recognize the merits of effectively using the technology to address system functionality issues.

This paper elaborates on the difficulty in dealing with system functionality and describes a way in which computer based simulation of propulsion machinery systems can be used to deal with the functionality aspects of systems integration. When procuring a ship, propulsion system simulation permits us to “sail it before we build it.”
Eigenanalysis Applied to the Computer Network of a Combat Suite
Authors: Holden R. A. , Thomas R. W.
Published: March 2009

ABSTRACT  This paper presents a quantitative approach to the study of complex computer automated systems by using methods basic to the study of physical systems. These methods are applied to system‐wide data collected from the computer network of the combat suite deployed on Aegis class surface combatants. The network consists of interconnected AN/UYK‐43A standard Navy computers. Analysis is presented using data collected simultaneously and in real‐time from each central processing unit of the network. The approach taken is to apply vector field theory to a covariance analysis of collected data. The system‐wide characteristics of network data are interpreted using eigenvalues, eigenvectors, and eigenfunctions commonly used to describe physical systems. By these methods, dormant threads of the network architecture can be described in terms of real‐time linearly independent internal processes. Correlation time of measured data is also discussed.
Gel‐Filled Boots for Corrosion Protection of Shipboard Waveguide Joints
Authors: Tenopir T. J. , Schwartz L.
Published: March 2009

ABSTRACT  The Port Hueneme Division of the Naval Surface Warfare Center (PHD NSWC) recently completed a study of corrosion prevention methods designed to protect weapon system waveguides. Due to the nature of waveguides, the connecting flange joints are highly susceptible to aqueous and galvanic corrosion. The study found that molded plastic boots filled with silicone gel provided an excellent seal and protective barrier against the marine environment, far surpassing the capabilities of previous methods, including polysulfide (Class 1 Hazardous Material) and sealing tape. In both shipboard and laboratory tests, the gel‐filled boots lowered the corrosion protection system installation costs and extended maintenance periodicity.
Typhon: A Weapon System Ahead of its Time
Authors: Gussow M.
Published: March 2009

ABSTRACT  A popular question posed is, “Where did the Aegis weapon system come from?” Like any system, it had to have a beginning. This article purports to describe a predecessor system called Typhon, that contributed essentially to the successful development of Aegis. The story began in the late 1950s. Typhon was conceived by the Navy as an integrated weapon system to defeat the air threats of the 1970s. It consisted of: 1) a single radar system for search, acquisition, tracking, and missile guidance with multiple beams and instantaneous beam switching, able to operate in the presence of heavy countermeasures; 2) a single weapon direction system to handle two complementary missile types, capable of handling multiple intercepts and integrated with the Naval Tactical Data System/Combat Information Center; 3) a long‐range and medium‐range missile; and 4) launching systems for missiles. The heart of the system was the multifunction Typhon radar, which represented a quantum leap in beam forming and switching and signal processing techniques. Contract work for the development, fabrication, and test of the Typhon radar and missile began in 1960 and lasted until 1965. This article recounts the personal experiences of the author during those exciting and innovative years in the development of Typhon.
Operational Systems, Logistics Engineering and Technology Insertion
Authors: Grubb M. J. , Skolnick A.
Published: March 2009

ABSTRACT  In an era of fiscal austerity, downsizing and unforgiving pressure upon human and economic capital, it is an Augean task to identify resources for fresh and creative work. The realities of the day and the practical demands of more immediate fleet needs can often dictate higher priorities. Yet, the Navy must avoid eating its seed corn. Exercising both technical insight and management foresight, the fleet, the R & D community, the Office of the Chief of Naval Operations (OpNav) and the product engineering expertise of the Naval Surface Warfare Center (NSWC) are joined and underway with integrated efforts to marry new, fully demonstrated technologies and operational urgencies.

Defense funding today cannot sponsor all work that can be mission‐justified over the long term because budgets are insufficient to support product maturation within the classical development cycle. However, by rigorous technical filtering and astute engineering of both marketplace capabilities and currently available components, it is possible in a few select cases to compress and, in effect, integrate advanced development (6.3), engineering development (6.4), weapon procurement (WPN), ship construction (SCN), operation and maintenance (O & M, N) budgetary categories when fleet criticalities and technology opportunities can happily meet. In short, 6.3 funds can be applied directly to “ripe gateways” so modern technology is inserted into existing troubled or aging systems, sidestepping the lengthy, traditional development cycle and accelerating practical payoffs to recurrent fleet problems.

To produce such constructive results has required a remarkable convergence of sponsor prescience and engineering workforce excellence. The paper describes, extensively, the philosophy of approach, transition strategy, polling of fleet needs, technology assessment, and management team requirements. The process for culling and selecting specific candidate tasks for SHARP sponsorship (matching operational need with technological opportunity) is described broadly in the main body of the paper with the details provided in an Appendix. Finally, three specific examples from the methods used to pick “best” choices from multiple surface, air and underseas contenders are presented as illustrations of programs able to obtain recent SHARP sponsorship.
Passive Navigation Using Inertial Navigation Sensors and Maps
Authors: III J. A. Lowrey , Shellenbarger J. C.
Published: March 2009

ABSTRACT  Marine inertial navigation systems are subject to a build‐up of position, velocity, and attitude errors due to gyro and accelerometer errors, uncompensated vertical deflections of gravity, reference velocity error, and a host of other error sources. External references are commonly used to reduce or bound the navigation errors.

Of the various reference techniques that are available to reduce navigation errors, passive reference devices/techniques are preferred. This paper describes one such technique that uses existing inertial platform accelerometers, INS position and velocity data, and depth gauge information to measure the gravity anomaly profile. The gravity anomaly profile measurements are compared with a gravity anomaly map and navigation corrections are computed using map matching techniques in a passive navigation filter. The passive navigation filter models the inertial navigation errors, gravity anomaly map errors, and anomaly measurement errors to provide navigation corrections. The technique also uses gravity anomaly measurements to improve velocity error. The anomaly map data is augmented by anomaly measurements along the submarine track. Real time computations using the Venning‐Meinesz equations are performed to generate vertical deflection corrections along the track. These corrections are then used to generate velocity corrections.

The passive navigation technique using gravity anomaly maps is totally passive. The test technique for evaluation does not involve any changes to the existing operational ESGN hardware or software, however, additional software would be needed to implement the passive navigation filter.
Architecting a Missile System for Navy Theater Ballistic Missile Defense
Authors: Patel A. , Kjos K. , Sasso F. , Robinson S.
Published: March 2009

ABSTRACT  While most of the theater ballistic missiles (TBM) in threat countries' inventories are of the shorter range SCUD varieties, mid‐ to long‐range versions are currently in development in a number of third world countries. Threat potential exists in the following three battle spaces: endo‐atmosphere (0–30 km), high endo‐atmosphere (30–70 km) and exo‐atmosphere (greater than 70 km). The inherent short range and low speed of endo‐atmospheric threats match well with capabilities of SM‐2 Block IVA, which equips the Navy with an area defense capability. The exo‐atmospheric TBMs are longer range and can threaten more targets which may be widely dispersed. Their higher velocities reduce response times dramatically. Therefore, exo‐atmospheric TBMs create the need for Standard Missile‐3 (SM‐3), which provides the Navy with theater wide defense capability.

Defining its area and theater wide systems as clearly endo‐atmospheric and exo‐atmospheric systems allows the Navy to use derivatives of the Standard Missile Block IV to take full advantage of the conditions associated with each of these operating zones. Use of an existing missile and ship system baseline also allows use of the existing interface structure to minimize cost.

To counter the endo‐atmospheric TBMs, the SM‐2 BLK IVA upgrades include an advanced imaging infrared (IIR) seeker, an improved fast‐reaction auto pilot and a forward looking RR all in the same volume as the existing missile. The highly responsive SM‐2 Block IVA missile, complemented with Aegis weapons systems modifications, provides capability against enemy aircraft and cruise missiles, as well as TBMs. Standard Missile‐3 (SM‐3) replaces the SM‐2 Block IV warhead, radar and guidance section with a boosted third stage and an advanced kinetic warhead (KW). Operation in the exo‐atmospheric region permits a KW design with autonomous guidance control and divert thrusters for high maneuverability and has the capability of achieving very high interceptor velocities.
Towards A Rational Intact Stability Criteria For Naval Ships
Authors: Brown A. J. , Deybach Lt. F.
Published: March 2009

ABSTRACT  Defining rational criteria and methodology for assessing ship intact stability poses a difficult problem. The survival of a ship in extreme sea and wind conditions is a dynamic and nonlinear phenomena with many potential capsize scenarios. Naval ship criteria in use today do not attempt to represent actual capsize behavior in waves. Current criteria are based on the static righting arm curve, are largely empirical using WW II data, and do not explicitly consider many variables which can have a significant impact on dynamic intact stability. However, the current criteria are well accepted by the naval architecture community, and within the bounds of conventional hull forms, have proven to be a reliable, generally conservative, ordinal measure of intact stability. The US Navy and other navies continue to rely on these simple criteria until more sophisticated methods are developed and validated. This paper proposes an improved intact stability “weather” criteria which attempts to bridge the gap between the current empirical approach and future analytical methods. In order to maximize commonality with commercial specifications, the proposed criteria is modeled after the current IMO “weather” criteria, with refinements and modifications adapting it for naval ships. It considers the righting arm curve and other ship characteristics influencing roll motion. It also includes the effect of sea state and provides a more rational approach to wind effects including gusts. The proposed criteria is compared to model test results, US Navy criteria and IMO criteria as applied to four US Navy ships.
Cryogen Free High Temperature Superconducting Magnets for 94 GHz Gyroklystron‐Powered Radar Applications
Authors: Hazelton D. W. , Danly B. G. , Gubser D. U.
Published: March 2009

ABSTRACT  There is current interest within the Navy to develop high average power gyroklystron amplifiers to generate millimeter wave electromagnetic radiation for enhanced performance W‐band (94 GHz) radar applications. These applications include high resolution imaging, precision tracking, and cloud physics studies. Notwithstanding the relatively high atmospheric absorption in the high frequency millimeter wave bands, the development of radars in these frequency bands can solve many pressing problems, provided sufficient power levels can be obtained. Gyroklystron amplifiers are vacuum electronic amplifiers which are capable of providing more than an order of magnitude increase in power over conventional coupled‐cavity TWTs in these bands. One current frequency of interest is in the 94 GHz range which requires an external magnetic field of ˜3.4 Tesla in order for the gyroklystron to operate. The most efficient means for generating this magnetic field level is through the use of superconducting magnets. With the continued development of high temperature superconductors (HTS) and a corresponding progress in cryo‐cooler technology, it is now possible to consider utilizing cryo‐cooled HTS in this application. Operating in the 10 K to 25 K range with a cryo‐cooler, we are currently developing a prototype cryogen free HTS magnet system for this radar application.
Superconducting Antennas: What Can They Do for the Navy?
Authors: Martin A. M. Leese , Bowling D. R. , Neel M. M.
Published: March 2009

ABSTRACT  In situations where a limited platform size forces the use of electrically small antennas (especially 30 Mhz–3 GHz), superconducting antennas can increase gain performance by up to 10dB. Both superconducting electrically small half loops and spirals have shown significant increases in performance over their normal metal counterparts. Additionally, compact arrays, such as a multi function array or GPS anti‐jam arrays, where mutual coupling between elements increases loss can benefit from superconducting elements as well.

Ongoing progress in the areas of high quality, large area high temperature superconducting (HTS) thin film and multilayer growth, including frequency agile materials such as the perovskite ferroelectrics, has opened the doors for producing superconducting antennas which could be used in the fleet. The development of cost effective small cryogenic coolers has also made superconducting antennas a viable technology.

This paper will review both the fundamental RF properties of high temperature superconductors (HTS) and demonstrations of increased performance by superconducting antennas. Conditions requiring a superconducting antenna, examples of possible systems and industry's ability to produce them will be discussed. Superconductivity is a viable technology ready for incorporation into appropriate Naval RF systems.
Development of 21st Century U.S. Navy Berthing in the Era of Acquisition Reform
Authors: Filling J. C. , Izenson S. , Meere E.
Published: March 2009

ABSTRACT  This paper provides an introduction to the challenges Acquisition Reform presents to the development of new Naval Systems. The U.S. Navy Sit‐Up Berth, developed by a joint NAVASEA 03H1 (Ship Arrangements) & 03R3 (ATC‐Affordability Through Commonality Program Office), provides for the berthing and stowage needs of fleet sailors, ranging from enlisted through junior officers. It provides these significant enhancements: Increased level of habita‐bility—most notably, the ability to sit upright in the berth to read, write, and relax; Increased stowage capacity; Increased commonality and standardization; and cost savings measures designed to reduce the total ownership cost of habitability systems. The Sit‐Up Berth evolved into a mockup by October 1995. This mockup was not only an excellent design tool which helped to ensure proof‐of concept, but it also allowed the Design Team to travel to the Fleet and Marines to gather their input on what the future of navy berthing should look like. The Sit‐Up Berth Design Team employed the Quality Function Deployment (QFD) process to ensure that the “Voice of the Customer” was included in the design, before proceeding with prototype manufacturing in Fall of 1996. The Sit‐Up Berth prototypes were procured through performance specifications, and this paper is to serve as a lessons learned summary from the performance specification procurement process for equipment items.
Payoffs and Challenges of Human Systems Integration (HSI) Modeling and Simulations in a Virtual Environment
Authors: Malone T. B. , Baker C. C. , Kirkpatrick M. , Anderson D. E. , Bost J. R. , Williams C. D. , Walker S. A. , Hu T. H. G.
Published: March 2009

ABSTRACT  To ensure that the human component is adequately addressed in system design, requirements for human performance, manning levels, training, and safety, the elements of human systems integration (HSI) must be considered early in the design process. HSI requirements are integrated through implementation of HSI modeling and simulation (M & S). Objectives of HSI M & S are to: (1) assess alternative concepts in terms of human performance, productivity, workload, and; (2) provide human performance inputs to system level simulation, and determine the impact of system design and organization on human performance and safety; (3) quantify relationships between human capabilities and system characteristics; and (4) visualize and quantify spatial relationships between humans and system elements.

Payoffs of HSI M & S are the ability to: (1) acquire data on human performance, skills, and safety provisions in advance of system construction; (2) model human performance in system concept alternatives; (3) assess human performance as a function of human machine interface (HMI) design concepts; and (4) assess team performance as a function of HMI design, communications design, and collaborative problem solving.

Challenges of HSI M & S in a virtual environment include problems associated with: (1) virtual interfaces (of the simulated system); (2) human perception and cognition in virtual environments; (3) virtual object manipulation; and (4) quality of data acquired during simulation.
Conversion of EX T‐AGOS 14
Authors: Liou Y.
Published: March 2009

ABSTRACT  The USNS Worthy had been a T‐AGOS 13 Class ocean surveillance ship equipped with a Surveillance Towed Array Sonar system (SURTASS) to collect, process and transmit underwater acoustic signal data to shore facilities for evaluation. Decommissioning of the entire class and removal of the SURTASS system left a vessel with a considerable useful service life, abundant electrical generation capability, and accommodations and working spaces. These features meshed well with the U.S. Geological Survey's need for a research vessel. Preliminary conversion plans and preparation of detailed alteration drawings and specifications were completed. However, after USGS acceptance of the unconverted vessel from the reserve fleet, funding constraints delayed conversion indefinitely, and lay‐up of the vessel was a likely probability.

Fortunately, at this time, Raytheon Range Systems Engineering (RSE) was in need of a platform for the Kwajalein Mobile Range Safety System (KMRSS) for the U.S. Army at Kwajalein Atoll (USAKA). The characteristics of the Worthy met KMRSS requirements with a sufficient margin to allow a joint usage agreement and incorporation of features for future USGS use in the conversion design.

This paper describes both the USGS and KMRSS vessel design and KMRSS conversion effort.
The AEM/S System, a Paradigm‐Breaking Mast, Goes to Sea
Authors: Benson J. L.
Published: March 2009

ABSTRACT  The Advanced Enclosed Mast/Sensor (AEM/S) System, the Navy's newest mast, is a high‐risk, high‐payoff Advanced Technology Demonstration (ATD) sponsored by the Office of Naval Research and initiated in Fiscal Year 1995 to develop the U.S. Navy's next generation of ships' masts. By enclosing major antennas and other sensitive equipment, the AEM/S System protects item from the weather. This reduces maintenance requirements and life‐cycle costs. Because of its shape. structure, and frequency selective surfaces (FSS), the AEM/S System provides significantly reduced radar signature. The largest composite topside structure aboard a U.S. Navy ship, the AEM/S System was installed aboard the Spruartce Class multimission destroyer USS Arthur W. Radford DD 968 on 17 May 1997 to replace her main (aft) mast.

The AEM/S System ATD is a vital component of the Navy's overall program to develop the next generation of surface combatants. Goals for these ships include signature control, reduced life‐cycle costs, low‐cost manufacturing, and enhanced sustainabiiity.

The AEM/S System is currently being evaluated for installation aboard the LPD 17 the Navy's next generation of amphibious transport dock ships.

The AEM/S System provides the designers of next‐generation ships with a demonstrated technology—and with a demonstrated methodology for implementing the technology—to help meet the Navy's objectives for signature control, reduced life‐cycle cost, and enhanced sustainabiiity.
Predicting Ship Hydrodynamic Performance in Today's World
Authors: Morgan W. B. , Lin W‐C
Published: March 2009

ABSTRACT  The current status of ship hydrodynamic performance predictions is reviewed in light of available techniques for both scale‐model experiments and computations. Possibilities of more efficient and preferable procedures for performing model basin tasks through strategic integration of various theoretical/computational and experimental methods are discussed with a perspective toward future development.
Applying Fuzzy Functions and Sequential Coordination to Optimization of Machinery Arrangement and Pipe Routing
Authors: Wu B.‐C. , Young G.‐S. , Schmidt W. , Choppella K.
Published: March 2009

ABSTRACT  Ship design is often multidisciplinary involving several design elements with various types of objectives and constraints (O/C), some easily described as mathematical formulas, others better modeled as descriptive assertions. This paper describes a method based on fuzzy functions and an integrated performance index to model O/C using descriptive assertions to be used with mathematical formulas in optimization. Another issue addressed in this paper concerns the coordination of design elements when sequentially coupled, that is, when one leads the other and the performance of the follower depends greatly on the design of the leader. Based on neuro‐fuzzy techniques, the method described here coordinates and optimizes sequentially coupled elements. The two methods are applied to machinery arrangement (MA) and pipe routing (PR). Preliminary models for optimization of MA and PR are described considering convenience, producibility, engine room size, interference and location as factors in the O/C set. Some test results from MA/PR applications are presented and discussed. The methods are generic and can be extended to other elements in ship design. They are mutually independent and may be used separately. Two advantages of their use are an improvement in overall performance and a reduction in the need for redesign of elements.
Recapitalizing the Navy Through Optimized Manning and Improved Reliability
Authors: Anderson D. E. , Malone T. B. , Baker C. C.
Published: March 2009

ABSTRACT  Reduced manning is the process (and the result) of removing human functions from a system while retaining or improving system operability and effectiveness. Reliability and maintainability characterize a system's operability and effectiveness. Reduced manning impacts system reliability by changing the characteristics of (1) human error associated with system operation and maintenance, (2) time to repair failed components, and (3) mean‐time‐between‐failures (MBTF) in a reduced manning environment.

Simply reducing manning without compensating for system dependence on human involvement generally has a negative impact on system maintainability. Methods to address this include (1) human‐system integration design of maintenance interfaces and (2) design of operations activities that are closely related to device failures.

After demonstrating reliable performance through testing and operation, ship commanders can be assured that fewer people can effectively operate and maintain Navy ships and systems.
Extreme Motion Analysis and Simulation for Ship Design and Operations
Authors: Burton D. , DeKat J. , Sheinberg R. , Minnick P.
Published: March 2009

Naval architects of the world use static approximations to allow for dynamic effects in the prediction of stability. With the advent of powerful computers, engineers can now model dynamic responses of ships within hours and operational staffs can have the benefit of these capabilities in a more real time setting.

Six years ago a Cooperative Research Navies (CRNav) project was established to develop dynamic stability criteria and study the physics of extreme motion phenomena. The project is sponsored by a Dynamic Stability Working Group which includes members from the Australian, Canadian, Netherlands, United Kingdom, and United States Navies, and U.S. Coast Guard along with the Maritime Research Institute Netherlands (MARIN). As a result of the work done to date, a time domain motion analysis program has been developed. This program includes the capability to model a steered ship in extreme sea conditions and display animation to allow the user to visualize surfriding, broaching, capsizing and other extreme events. The use of this program and the criteria developed from the CRNav project will lead to significant improvement in the various nations' ship design and operational guidance capabilities. This paper outlines work done to date to develop a dynamic stability analysis system and includes a discussion of the Cooperative Research Navies project: explaining findings for capsizing physics and criteria; the time domain ship motion simulation program FREDYN, including its animation software and validation; proposals for extensions to damaged ship conditions, and the future of U.S. design and operational applications.
The Next Underway Replenishment System
Authors: Miller M. O. , Combs J. A.
Published: March 2009

ABSTRACT  During the past century the Navy conceived and operated five different Underway Replenishment (UNREP) systems. All of the systems produced lessons that have some application to developing the Navy's next UNREP system. These lessons are discussed, shortcomings of the current UNREP system are listed, goals for the next UNREP system are set, and concepts for designing the next UNREP system are described.
Deck Ops 2020: A Vision for Future Deck Operations
Authors: Mulhern F. M. , Anderson A. , Macander A. , Matulich A. , Quillen A. T. , Torfin S. M. , Walls R. J.
Published: March 2009

ABSTRACT  Stringent signature control, extremely low manning numbers, and reduced total ownership costs are themes that characterize future U.S. Navy surface ship designs. The traditional world of deck systems must evolve to meet this new challenge. The Carderock Division of the Naval Surface Warfare Center (NSWCCD) established an Innovation Center team (named DeckOps 2020) to investigate both existing and potential deck systems for the future Fleet of surface ships. The team co‐authored this paper which highlights several of the recommended alternatives for deck systems using new technologies and new techniques. The focus of this paper is the Zero Manning On Deck (Z‐MOD) surface combatant. It is entirely feasible, as well as highly desirable, to design a surface combatant which requires no topside human presence in order to accomplish all normal underway evolutions. By removing the sailor from the weather deck, the topside systems required to support human presence on the weather deck can be removed, resulting in lower radar cross section clutter, a lower topside maintenance burden, and reduced total ownership costs. The Z‐MOD surface combatant design approach provides the means to turn the artists' conception paintings of smooth and sleek futuristic ships into functional reality.
Tugboats, Battleships and Electric‐Drive
Authors: Culver J. A.
Published: March 2009

This article contains a small bit of Naval and engineering history. The USS Hoga (YTB 146) played a significant role during the Japanese attack on Pearl Harbor on December 7, 1941. The 100 foot Navy tugboat fought fires on the Battleship Arizona and helped push the Battleship Nevada aground to avoid sinking and blocking the harbor channel. Four of the Tennessee Class Battlships that were sunk or damaged had steam turbo‐electric propulsion systems. The Hoga had a diesel‐electric propulsion system along with hundreds of Woban class tugs built during World War II. This historical article summerizes the damage inflicted at Pearl Harbor and gives a brief overview of electric drive propulsion systems in Woban class tugboats and Tennessee class battleships.
Acquisition of the Enhanced Maritime Prepositioning Force, MPF(E), Ship
Authors: Mazumdar T. , Sandison J. , DuFlocq R.
Published: March 2009

ABSTRACT  The paper will describe the streamlined acquisition process involved in the procurement, and conversion, of the first two of three Enhanced Maritime Prepositioning Force (MPF(E)) ships. This program was one of the first programs undertaken within the Government's new policy of Acquisition Reform, which resulted in the development of “performance based” requirements for these ships.

This program is notable in that one prime contractor is responsible for the accomplishment of all phases, and that the contractors participating were not shipyards as is usually the fashion for Government ship acquisition programs. Also of note, was that after the conversion contracts were awarded, responsibility for the conduct of detail design, conversion, and operation and maintenance of the ship was transferred from the NAVSEA Sealift Program Office (PMS 385) to the Military Sealift Command (MSC).

The first part of the paper will describe the basic mission of the MPF(E) ships, and a description of the origin of the program requirements. The second part of the paper will chronicle in detail the portions of the engineering design and specification development process, which will include descriptions of the unique digital data recording and tracking systems developed by the Government MPF(E) Design Support Team to support the acquisition phases of the procurement. The third and final part of the paper will elaborate on the conversion contract awards and the transition of the program from PMS 385 to MSC.
SEMA Motor Modules for Shipboard Applications
Authors: Gilbert R. W. , Kessinger R. L.
Published: March 2009

ABSTRACT  A new high‐power‐density motor/alternator/controller technology, now being developed for a wide range of commercial and aerospace applications, will be able to provide the power and control needed by future naval systems more efficiently, affordably, and with less weight than other electric alternatives. The central product of this technology development is the Integrated Motion Module (IMM). IMMs are essentially mechatronic systems that combine the motor, sensing, power electronics, and control functions for a single axis of motion into a lightweight modular unit. The functional integration of these components will make possible significant reductions in motor/alternator size and weight, while increasing power density and electromechanical conversion efficiency. Using a small set of IMM designs, motion control systems of arbitrary complexity may be easily assembled.

The IMM development effort is integrating several advanced technologies to achieve its aggressive performance and cost goals. IMMs are based on a revolutionary motor/alternator technology with unprecedented torque characteristics. Known as the Segmented Electro‐Magnetic Array (SEMA), this motor, combined with state of the art power electronics and active cooling techniques, provides very high power output from a small, lightweight module.
A Technology Overview for a Proposed Navy Surface Combatant DC Zonal Electric Distribution System
Authors: Ciezki J.G. , Ashton R.W.
Published: March 2009

ABSTRACT The U.S. Navy is currently investigating the implementation of a DC Zonal Electric Distribution System (DC ZEDS) as a component of an Integrated Power System (IPS) for the next generation of surface combatant. In replacing the current ac radial distribution system, significant gains can be realized in terms of survivability, weight, manning and cost. DC ZEDS is predicated on having starboard and port dc busses feeding electrical zones delineated by watertight bulkhead compartments. The main bus dc voltage is stepped down within the zone and then converted to three‐phase ac and lower voltage dc by additional power converters. Due to the large interconnection of tightly‐regulated power converters in a stiffly‐connected system, negative input impedance effects create the possibility of unwanted resonances. In this paper, the authors describe the rationale for the dc zonal system, characterize the key components, and highlight the stability issues.
Improved Navy Ship Fuel Systems
Authors: McGowen H. , Nilsen L.
Published: March 2009

ABSTRACT  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 that COTS technologies and hardware can have a significant impact on the Fleet's FAS and storage systems.
Modelling Combat System Manning and Manpower Reduction
Authors: Roos C. H.
Published: March 2009

ABSTRACT  NAVSEA 03K41 is responsible for generating Combat System Battle Management Organizations (BMO) and Functional Flow Diagrams (FFD). Several years ago, NAVSEA provided the resources to conduct a functional analysis that would support the development and validation of the BMOs and FFDs. The major obstacle in performing the analysis was obtaining a consensus on how the functional hierarchy was to be structured. The non‐optimum organization of the hierarchy was selected; as a result, the functions were difficult to define, find, use, and validate. Recognizing the shortcomings of this effort, research was conducted to evaluate state‐of‐the‐art structured modelling techniques, concepts, and methodologies. Two modelling concepts by James Martin were found to be applicable for the combat system functional analysis: Enterprise Modelling Concept and Functional Decomposition Modelling Concept. The Structure Modelling definitions of Whitten, Bently, and Barlow provided the guidelines for using the Martin concepts. During the ensuing BMO and FFD development efforts, a Ship's Combat System (SCS) Modelling concept evolved and a SCS Model was developed. This paper addresses how the modelling concepts and tools are used in the BMO and FFD development and validation process. Data from the SCS Model provides the basis for defining combat system requirements (e.g., software, data display, database, networking, etc.).
Naval Situation Assessment Using a Real‐Time Knowledge‐Based System
Authors: Carling R. L.
Published: March 2009

ABSTRACT This paper analyses the naval situation and threat assessment processes and provides numerical results of an implementation of some situation assessment subfunctions using a realtime knowledge‐based system called MUSE. First, a short description is given of the MUSE system. Second, a description is given of a MUSE stimulator that generates real‐time air tracks for long‐range radar, medium‐range radar, fire‐control radar, electronic support measures (ESM), identity friend and foe (IFF), and datalink sensors. Third, a functional diagram of the naval situation and threat assessment processes is provided together with a list of what is believed to be the most important subfunctions of these two processes. The tasks of these subfunctions in the operations room of an anti‐air warfare frigate and the computer modelling of some of these subfunctions using the MUSE knowledge‐based system are then described. Fourth, statistical experiments are described in which three hundred seconds of real‐time air track data is generated on a Sun Spare 10 workstation by the stimulator and sent through an Ethernet connection to a MUSE situation assessment knowledge‐based system executing on a Sun Spare 5 workstation. An evaluation of the results obtained from this knowledge‐based system is included in the paper.
Value Structure Analysis and Process‐Derived Performance Metrics for Shipbuilding
Authors: Koenig P. C. , von Kuegelgen J. E.
Published: March 2009

ABSTRACT  The highly competitive international merchant ship market compels shipbuilders to deliver competitive value to their customers. U.S. naval ship construction, however, takes place within a different type of business climate. In this environment, economic competition is constrained and value can only be assured by directly measuring it. In this paper, the problems associated with various existing value assessment methods applied to naval shipbuilding are discussed. It is found that a bottom‐up, process‐based approach is the key to naval shipbuilding value assessment.

The first step in building a process‐derived industrial performance measurement system is to identify the appropriate discrete processes and build them into a value chain model. It was found that the standard value chain breakdown method could not adequately account for all of the relevant shipbuilding strategy variables, therefore a new multi‐dimensional value chain breakdown was developed. Concurrent with the collection of value chain data, performance metrics for each process are being formulated. Analysis of individual process performance in the context of corporate strategies as documented in the value chain will enable a roll‐up of performance and value from bottom to top, i.e. from individual processes through to the total shipbuilding outcome.
An ISO 9000 Pilot Project in Navy Ship Repair
Authors: Todd J. , Gideon A. K.
Published: March 2009

ABSTRACT  A major goal of the U.S. Navy's Fleet maintenance and modernization strategy is to reduce the cost and time of ship availabilities, while improving the quality of the work performed. A pilot project was commissioned by the Commander Naval Surface Force Atlantic Fleet (COMSURFLANT) to explore the benefits of performing ship maintenance using the quality processes of an ISO 9000 registered private shipyard. This pilot project included a reduced presence, in the area of QA Inspection and Verification (I&V) points, on the part of the local U.S. Navy Supervisor of Shipbuilding, Conversion and Repair (SUPSHIP). The benefits and risks of this pilot project were measured against past practices of accomplishing ship maintenance using SUPSHIP on‐site inspection oversight and government quality assurance procedures. The shipyard workload of formal inspections was reduced by 28 percent. The Navy inspection workload was reduced by 59 percent. Quantitative comparisons are made to previous similar maintenance periods. No reduction in work quality was observed. The changed roles of the ship's Port Engineer and the SUPSHIP Project Manager are described. Conclusions and recommendations regarding this project and future ones are made.