bluuebunny/crossref_metadata_2025 huggingface dataset:
THE PROPERTIES OF NI‐AL BRONZE SAND CAST SHIP PROPELLERS IN RELA TION TO SECTION THICKNESS
Authors: WENSCHOT P.
Published: March 2009

From more than one hundred nickel‐aluminum (Ni‐AI) bronze sand cast ship propellers, the effect of thickness on the properties of the material has been investigated. For this purpose the mechanical and corrosion fatigue properties nave been measured on pieces of material from the thickest part of the castings with varying thicknesses from 25 mm to 450 mm. For each range of cast section thickness the average of the results is presented. It is observed that the properties of the casting material deteriorate with increasing section thickness. Linear regression analysis has been applied to establish a relation between the properties of the casting material and section thickness. To provide a basis for the calculation of the corrosion fatigue strength of the casting material at a given section thickness, the measured corrosion fatigue life is related to the ultimate tensile strength. By comparing corrosion fatigue curves of small and large castings, corrosion fatigue strength conditions can be set up for each range of cast section thicknesses. It is shown that the deterioration of properties of Ni‐AI bronze castings with increasing section thickness is associated with microstructural changes such as coarsening of grain size and phase structure attended with segregations. Relations can be given of tensile strength and corrosion fatigue properties to grain size. From these relations, conditions for the structure can be drawn up to obtain the optimum properties of the casting material, even for thick sections of large ship propellers. These conditions can only be fulfilled by extensive testing and control of the manufacturing process.
RESISTANCE PREDICTIONS AND PARAMETRIC STUDIES FOR HIGH‐SPEED DISPLACEMENT HULLS
Authors: FUNG SIU C.
Published: March 2009

High‐speed displacement vessels are widely used in most of the smaller navies because they provide low operating costs, combined with performance adequate for policing 200‐nm exclusive econnomic zones. Feasibility designs of these kinds of vessel, such as corvettes and patrol boats, always require calm water resistance estimates. This paper is an attempt to use available data to analyze main hull form parameters that affect the resistance characteristics of the vessel. A few high‐speed roundbilge methodical series (such as the well‐known series 64, NPL‐HSRB, SSPA‐SFDV, HSVA'C' series and Canadian fast surface ship series) as well as some numerical formulas from regression analyses are available for the powering studies of this type of vessel. However, any attempt to design a good highspeed displacement hull by adopting the previously mentioned methodical series has to be carefully examined. The main hull form parameters must be appropriate to the speed range, due to some distinctive resistance characteristics at Froude numbers larger or smaller than 0.45‐0.55. This paper covers some basic considerations of these aspects, by utilizing several computer programs which were developed by the author based on some of the high‐speed round‐bilge methodical series. Finally, other hull form parameters that may affect resistance are discussed.
THE EFFECT OF STERN WEDGES ON SHIP POWERING PERFORMANCE
Authors: KARAFIATH GABOR , FISHER STEVEN C.
Published: March 2009

The effect of stern wedges on the powering performance and annual fuel consumption of destroyer and frigate size ships is investigated. Historical model test powering data and wedge geometry characteristics which are useful for preliminary wedge design and evaluation of wedge effectiveness is presented. The final wedge design process, using a combination of model experiments and analytical computer predictions is described. This design process, applicable to a destroyer size ship, was used to design a stern wedge which minimized the traditional low speed powering penalty due to a wedge, decreased delivered power by 6 percent at maximum speed, and provided for a 2 percent decrease in annual fuel consumption.
PATROL BOAT HABITABILITY NOISE CONTROL
Authors: FISCHER RAYMOND
Published: March 2009

Patrol boats are one of the most difficult of marine platforms to quiet. Due to their compact size, the high power density of their equipment, and unusually long operating periods, patrol boats have noise and vibration levels which often create special problems requiring unique or innovative control techniques. The problems and solutions are generally different than those typical of larger ships. Acceptable noise environments will only be achieved when regulatory bodies, owners/operators, designers and builders recognize the patrol craft's unique problems. In addition to the need for extensive and novel noise control treatments, it will always be necessary for all parties concerned to incorporate effective acoustical design practices into the overall program.

This paper presents the noise criteria applied to accommodation areas, the extent of the habitability noise control program undertaken, noise control approaches and treatments, and resultant levels on four different classes of patrol craft ‐ the U.S. Coast Guard 95‐ft. Cape class patrol boat (WPB), U.S. Navy 120‐ft. torpedo weapon retriever (TWR), U.S. Navy 108‐ft. yard patrol boat (YP), and USCG 110‐ft. Island class patrol boat (WPB). These programs include a rehabilitation, a new design, the reconfiguration of a smaller craft to suit a particular mission, and a procurement under a parent craft concept, respectively.

Many of the special problems, potential solutions, and shortfalls of current approaches will be underscored. The actual steps taken during the design, construction and testing of the craft will be featured. No attempt is made to present all viable noise control treatments for patrol craft, to detail the installed treatments, or to establish acceptance criteria.
A SURFACE NAVY VIBRATION PROGRAM OVER VIEW: STANDARDIZATION AND STATE‐OF‐THE‐ART
Authors: MARSHALL BRUCE R.
Published: March 2009

Ever scarcer maintenance dollars have resulted in changes to conventional maintenance strategies, notably extension of operating cycles and implementation of phased maintenance concepts. This trend has brought with it a need to accurately predict and define machinery repairs based on knowledge of system and component performance. In such an environment, Navy engineers (as well as those in the private sector) have increasingly turned to vibration analysis for condition assessment and diagnosis of wear‐related degradation.

In recent years, the surface Navy has acted to consolidate and coordinate the many separate and sometimes redundant efforts that have proliferated in the past by establishing a central NavSea office with responsibility for all diagnostics, including vibration analysis, and by appointing a technical agent to provide engineering support in this area.

This paper presents a synopsis of the various surface Navy programs (the machinery vibration analysis [MVA] programs of the four surface ship repair planning agents, the ship's force programs under fleet sponsorship, and the vibration portion of a surface combatant monitoring program), delineates standardization accomplishments to date, and focuses on the issuance of a technical specification which regulates all aspects of instrumentation, data acquisition, and analysis.

Details presented include the relationship of the latter two initiatives, and the establishment of a Navy owned and operated data base presently being implemented, with emphasis on the application of digital technology and telecommunications.
Phased Maintenance: A Contractor's Point of View
Authors: LEWIS CHRISTOPHER
Published: March 2009

The Phased Maintenance Program (PMP) was conceived from the Navy's desire to increase its ships' “on line” time which is severely interrupted during the six‐to‐nine‐month regular overhaul (ROH) or nine‐to‐twelve‐month complex overhaul (COH) cycles. While improved on line time for ships is desirable and attainable, the maintenance requirements remain and must be accommodated. In order to meet the operational and maintenance objectives, the Phased Maintenance Program was developed to provide for two‐to‐three‐month maintenance availabilities every fifteen to eighteen months. Thus major repairs could be effected, the Navy's modernization program could proceed with minimum delay and non‐scheduled maintenance requirements would be accommodated.

While the Phased Maintenance Program affords the government several advantages such as reduced maintenance costs and the opportunity to define maintenance requirements based on actual ship material condition, it also affords private contractors certain advantages. These advantages are beneficial not only to the contractor but also to his customer. This paper will discuss how a private contractor, currently involved in the Navy's Phased Maintenance Program, perceives its role both as a private contractor and a team player within the program. This discussion will address some of the unique challenges encountered and met within the Phased Maintenance Program parameters.
The U.S. Navy's New Coastal Minehunter (MHC): Design, Material, and Construction Facilities
Authors: HEPBURN RICHARD D. , MAGLIULO GIORGIO , WRIGHT THOMAS
Published: March 2009

During the mid 1980s the United States Navy embarked on an ambitious shipbuilding program to supplement the fourteen planned Averager class mine counter measure ships (MCMs) with a smaller coastal minehunter designed for harbor clearance, port breakout, and coastal deep water missions. Red Sea and Persian Gulf mining incidents during this period emphasized the need for modern forces. Technical problems led to the cancellation of the MSH program. The U.S. Navy selected an existing design with proven performance, the Italian Lerici glass reinforced plastic monocoque (frameless) design. The Naval Sea Systems Command awarded a contract to Intermarine SPA of Sarzana, Italy in August 1986 to commence design modifications. In April 1987, a shipyard for the construction of the coastal minehunter class (MHC) was established by Intermarine USA in Savannah, Georgia. The lead ship coastal minehunter detail design and construction contract was awarded to Intermarine USA in May 1987. This paper will discuss the development of the Lerici design to suit its U.S. Navy mission, facility requirements to build this GRP ship, unique technical features of the MHC, and other firsts associated with the program.
EMI—The Enemy Within
Authors: BARON NEIL T. , CEBULSKI DONALD R.
Published: March 2009

Electromagnetic interference (EMI) is one of the major contributors to mission degradation in our fleet today due to the increase in population and sensitivity of both topside and below deck electronic systems. Sensitive combat systems designed to counter intelligent and deceptive targets can be confused by the complex intra‐ship EM environment. This can cause identification failure or losing “track” of a hostile or incoming missile or even engaging “friendly targets.”

Topside design and integration efforts have been used to reduce EMI, but this is not the total solution to the problem. A program of total ship and system EMI assessment and control must be implemented. This program must exploit electromagnetic compatibility (EMC) optimization in electronic circuit design and take advantage of and (in some cases) direct topside shapes and structures to control the propagation of desired and undesired EM energy. Positive and active control of EM design characteristics are absolutely required before optimum combat system effectiveness can be realized.

This paper will describe the current topside design process, EMC improvements being made, and how the process is being integrated into, and is dependent upon, the ship design process. It will give examples of some of the major mission degrading EMI problems in the fleet today and how past problems were solved with existing EM analysis programs. It will also discuss the control of EM energy in new design through the use of techniques being developed such as ray tracing and ray casting.

The paper projects where the challenges lie for future topside and EM engineering designers and describes how the equipment technology transfer process must be better integrated to meet the challenge of effective EMI control.
The Use of Propulsion Shaft Torque and Speed Measurements to Improve the Life Cycle Performance of U.S. Naval Ships
Authors: HUNDLEY LOWRY L. , TSAI SHOU‐JEN
Published: March 2009

This paper describes the benefits of having permanent tor‐sionmeters installed on the main propulsion shafting of U. S. naval ships. Propulsion shaft torque and speed measurements provide ship operators with accurate knowledge of the ship's powering condition at any given time. This information can be compared with baseline data to reveal degradation in the ship's powering performance. Performance trends produced by observations over an extended period of time can be utilized to forecast the point at which corrective action should be taken. The timely implementation of necessary corrective action can significantly decrease the ship's operating cost by reducing fuel consumption while minimizing excessive wear on the ship's machinery and, in all probability, extend the ship's service life.

The value of accurate powering measurements is discussd in conjunction with (1) the accumulation and removal of hull and propeller marine growth, (2) single shaft operation, and (3) ships equipped with controllable pitch propellers. An overview of modern torsionmeters is presented based on literally hundreds of sea trials involving personnel from the Carderock Division, Naval Surface Warfare Center. Development of an overall program is suggested to ensure that (1) only accurate and reliable torsionmeters are installed on U. S. naval ships, (2) the meters are properly maintained and monitored, and (3) full utilization is made of the data obtained and of the baseline data currently available.
The Effects of Confined Water Operations on Ship Performance: A Guide for the Perplexed
Authors: FERREIRO LARRIE D.
Published: March 2009

Operations in confined waters (both shallow and width‐restricted) are quite different from those in the open ocean, and in some ways are more dangerous. This paper acts as a guide to some of these differences, pointing out where the dangers lie, and provides some guidelines for designers and operators to consider. The paper covers the following topics: definition of confined waters; effect on resistance and powering; considerations for ship maneuvering; sinkage and trim effects; ship motions; and other effects. Most of the topics are dealt with in a qualitative manner, but some methods of predicting confined water resistance are presented.
Navy Investigations of HFC‐134a as a Replacement for CFC‐12 in Shipboard Applications
Authors: NICKENS ANTHONY D. , BRUNNER GREGORY P. , HAMILTON DONALD L.
Published: March 2009

Global concerns about the depletion of the earth's protective stratospheric ozone layer caused in part by the atmospheric release of chlorofluorocarbons (CFCs), have prompted the United States Congress in the 1990 Amendments to the U.S. Clean Air Act to require a large reduction in the production of CFCs and a total production ban of CFCs by the year 2000.

This production ban date was recently accelerated by President Bush to 31 Dec. 1995. The U.S. Navy used approximately 2 million pounds of CFC‐12 (R‐12), 415 thousand pounds of CFC‐114 (R‐114) and 111 thousand pounds of CFC‐11 (R‐11) in calendar year 1990. These CFCs are mostly used as refrigerants in shipboard air conditioning and refrigeration plants in critical applications including cooling of vital shipboard sensors, communications, navigation and weapon systems. Naval Sea Systems Command (NavSea) has an aggressive research and development effort underway to investigate environmentally acceptable substitutes for CFCs for eventual fleet implementation. A potential substitute for CFC‐12 in air conditioning and refrigeration plants is HFC‐134a (1,1,1,2 Tetrafluoroethane). This paper presents Navy HFC‐134a investigation results to date, planned qualification tests, and future shipboard HFC‐134a air conditioning plant designs.
Measures of Effectiveness as Applied to Maintenance Practices
Authors: ELFONT MARK , PROCACCINO VINCENT
Published: March 2009

Recent developments in surface ship maintenance strategies have been advanced on the promise of achieving reduced maintenance costs and improving the availability of shipboard systems. Included in the melange of proposed solutions are the Phased Maintenance Concept, Condition Based Maintenance, Expert System Diagnostics, as well as many other variations of these notions. As programs are initiated to evaluate prototype systems, or in some cases install production units, it is crucial that effective measurement procedures be instituted to determine to what extent the respective program goals and objectives are achieved.

This paper explores various data sources that offer potential application to evaluation of advanced maintenance concept effectiveness. Also examined are data analysis and reporting techniques to clearly identify the benefits gained from those activities. The authors feel that it is important that the process of effectiveness evaluation, while remaining an objective process, become a part of the maintenance process itself. Maximum use of existing databases and in‐place data collection procedures is advocated.
Development of a Zonal Architecture Fire Main System for Combatant Ships
Authors: SHIFFLER MARK E.
Published: March 2009

An alternative zonal fire main system concept is presented and compared to a typical combatant fire main system to determine the potential for affordability gains while maintaining capability. A combatant (DDG‐51) fire main system was modeled in a computer aided design (CAD) system along with the alternative zonal architecture system. The zonal architecture utilizes nine vertical zones as opposed to the conventional vertical offset loop system. Analysis indicates a 9% weight and 20% cost reduction can be achieved with a zonal architecture system. The system is being analyzed to determine if its performance is equivalent to conventional systems and may continue to evolve as additional studies are performed.
System Calibration of Automated Machinery Controls
Authors: MARSHALL BRUCE R.
Published: March 2009

Virtually every Navy engineering system includes measurement devices for operation and/or control. For these purposes, a large population of instruments has been installed in the fleet over the years. With the introduction of automated machinery control systems came certain operational difficulties which pointed to a need for improved support of all installed shipboard instrumentation. Control and measurement systems can comprise complex arrangements of components which operate as sensor‐to‐readout chains. To achieve necessary accuracies, these systems present challenges regarding alignment, calibration, and associated logistics. This paper discusses a successful, fleet‐friendly effort which supports these requirements: the Shipboard Instrumentation and Systems Calibration (SISCAL) Program.

The program provides an effective, uniform method to control and execute the ever‐increasing instrument/system calibration requirements on Navy ships. As it evolved, the process resulted in unforeseen synergy and was expanded to include many ship classes and systems. The background leading to the development of this program is reviewed, and system application details are presented. Advantages to operators and support personnel are described, including improved system performance capability, standardization of calibration coverage and configuration management, reduction of organizational and intermediate level workload, and resolution of conflicts with other engineering documentation.
Naval Aviation Packaging Improvement Initiative
Authors: GLEANER IRVING , ARTER RICHARD
Published: March 2009

The Packaging Improvement Initiative is a Navy wide effort to optimize operational readiness, limit degradation, minimize logistic costs, and reduce repair costs and turn‐around‐times of Naval Aviation Depot Level Repairables (AVDLRs) by improving packaging, handling, storage, and transportation techniques throughout the complete logistics cycle. Using Total Quality Leadership tools with continuous customer feedback, the Naval Aviation Supply Office has developed several goal‐oriented strategies, encompassing short‐, mid‐, and long‐term improvements. Rather than merely refining the present system, the strategies listed below reflect evaluation and restructuring of packaging processes at sites with varying capabilities and missions. Principal strategies include:

Packaging repairables in accordance with existing requirements, after repair at a depot,

Having sufficient quantities of reusable containers in place at required locations,

Ensuring use of containers for retrograde shipments,

Developing improved processes to enable afloat customers to properly protect repairables,

Reviewing item repair cost, turn‐around‐time, and reliability impacts,

Performing engineering analyses of shipboard material flow,

Development of multi‐item reusable containers, and

The merging of resultant initiative savings with Defense Management Review Decisions (DMRDs) to reduce repair, warehousing, handling, and transportation costs.
A Navy CALS Implementation of an Electronic Product Data Capture and Translation System
Authors: KIRKSHARIAN ARON
Published: March 2009

This paper describes the development of a system to capture and provide computer‐aided acquisition and logistics support (CALS) compliant product data of printed wiring assemblies. The Navy's Rapid Acquisition of Manufactured Parts (RAMP) Program has fostered the demonstration and use of product data standards which include EDIF, IPC‐350, IGES, and CCITT Group 4 Raster. A comprehensive approach is outlined for the design and manufacturing use of electronic product data. This approach lays the foundation for the unified product data modeling efforts espoused for PDES/STEP. In conjunction with this outline, the development of a computer‐aided design (CAD) system is described for the practical capture of existing technical data. A computer‐aided engineering (CAE) capability exists to enhance or augment inadequate existing data.
Studies of Helicopter Capable DDG 51 Variants
Authors: Scott Robert J. , Moak Kevin E.
Published: March 2009

ABSTRACT  This paper summarizes feasibility studies to develop characteristics and cost estimating input for a series of DDG 51 derivatives capable of fully supporting one or two helicopters. These studies were conducted in parallel with the OPNAV‐sponsored Destroyer Variant (DDV) studies to quantify ship impacts and to verify technical feasibility. Nine alternatives were developed, reflecting variations in hull length (426, 466, and 494 feet), number of helicopters and hangars (one vs. two), hangar type (fixed vs. retractable), and combat system variations. The studies demonstrated that a wide variety of helicoptercapable options are feasible based on the current 466‐foot DDG 51 design. The dual hangar was selected as the baseline for the Flight IIA configuration.
Environmental Compliance in the Navy
Authors: Guida Richard A.
Published: March 2009

ABSTRACT  This paper explores the application of environmental requirements to Navy work, especially work that involves warships. Because environmental laws confer considerable authority on state and local agencies, whenever Navy warships transit from one locality to another, they face different regulatory regimes that are often inconsistent in the standards applied. Such diversity can present serious problems, especially concerning the many different water‐borne discharges made by Navy vessels. This paper examines how the Navy should deal with such regulatory circumstances to avoid disruption and unnecessary expense. The paper also suggests a role for the naval engineer in Navy efforts to sensibly comply with regulatory requirements that apply to Navy warships.
Comparison of Powering Performance Between DDG‐51 and Conventional Combatant Hull Forms
Authors: Tsai Shou‐Jen , Hopkins Bret R. , Stenson Richard J.
Published: March 2009

ABSTRACT  This paper discusses the impact of changes in hull form design on the powering performance of surface combatant ships. Results obtained by personnel from the Full‐Scale Trials Branch of the Carderock Division, Naval Surface Warfare Center during the Abbreviated Standardization Trials on the DDG‐51 are presented. The design changes in hull geometry from a conventional combatant hull form to a shorter and wider hull form has altered the powering performance. Comparisons between powering characteristics of the new design and a conventional combatant hull, USS Vincennes (CG‐49) will be made. Full‐scale horsepower, propeller thrust, shaft torque, and propulsive efficiency will be addressed.
Advanced Electric Propulsion, Power Generation, and Power Distribution
Authors: DADE THOMAS B.
Published: March 2009

Investigations into the development of electric drive systems for both submarines and surface ships have been ongoing for several years. These studies led us to the conclusion that accepted contemporary concepts did not offer the full potential envisioned for electric drive. These concepts did not fully consider non‐developmental (existing) technology, and the evolutionary approach to system development did not adequately address ship system interface, cost and other shipbuilder concerns.

A “clean sheet” approach was taken to designing advanced electric propulsion, generation and power distribution systems and equipment. Primary objectives were reduced cost, weight, and volume with improved arrangement flexibility, operation, power allocation, growth potential, reliability, maintainability, survivability and efficiency.

This paper focuses on the technologies involved with component development, the installation of the system on a typical submarine, and the resulting benefits.
Modal Test of John Paul Jones (DDG‐53) Mast and Mast‐Mounted Antennas
Authors: MCLEAN MARK , HILL JERRY , COBB RICHARD , RANDALL FRED
Published: March 2009

A modal test of the John Paul Jones (DDG‐53) mainmast structure and mast‐mounted antennas was conducted. The test was part of a larger effort to accurately determine dynamic characteristics of the “as‐built” mast/antenna system and survivability in the vibration and underwater explosion (UNDEX) shock environment. Previous mathematical analysis of the DDG‐51 class mast and antennas predicted response acceleration levels during a shock trials scenario to be excessive in some areas. The modal test results now provide, however, confirmed dynamic response characteristics including mode shapes, frequencies, and damping for the structure. The test data accounts for the flexibility of ship's structure including the deckhouse supporting the mast. In addition, the natural frequencies of the antennas were determined for the response range of the mast structure with the flexibility of the supporting foundations taken into account. Using the test results, a finite element model of the mast structure and antennas was built accurately representing the dynamic characteristics of the system. Dynamic transient shock analysis was conducted to provide response predictions of the mast and antennas using the validated model. Any potential response amplification conditions that might result in failure during shock trials were identified.
Computer‐Aided Marine Propeller Inspection Data Analysis
Authors: Allen David W. , Harsch Albert F. , Machin James D.
Published: March 2009

ABSTRACT  Major advances have been made in recent years in marine propeller design and manufacturing technology. These advances have allowed accompanying major advances in propeller inspection data analysis technology.

This paper describes the current state of propeller inspection analysis technology as incorporated in the recently developed software, PROPAR. New analytical capabilities implemented in the software, including localized contour and hydrodynamic parameter analyses, provide propeller manufacturing and design engineers with previously unavailable insight into machined propeller shape and expected propeller performance.
After All These Years
Authors: Yurso Joseph F.
Published: March 2009

After all these years, I still learn something new and revealing every day. If you really think about it, there are numerous actions that we perform each day that we can improve. This is certainly true of how we spend our resources. Whether you are graying at the temples, new to the profession, or somewhere in between, a review of the status of your financial resources in always in order.
Use of Navy External Combustion Engine Technology
Authors: Duva Anthony W.
Published: March 2009

ABSTRACT  Conceptual design considerations specifically for the application of United States Navy external combustion engine technology in ultra high altitude aircraft including general feasibility study results are presented. The performance data available on existing engines is scaled to identify the system performance of a theoretical application. The results of the studies are used for comparison to ultra high altitude aircraft systems presently in operation. This technology represents an existing low cost alternative to development of high performance turbine or multiple stage turbocharged internal combustion engines for short duration missions at altitudes up to 100,000 feet.
Laser‐Based 3‐D Volumetric Display System
Authors: Soltan Parviz , Trias John , Dahlke Weldon , Lasher Mark , McDonald Malvyn
Published: March 2009

ABSTRACT  NR aD, the RDT&E Division of the Naval Command, Control and Ocean Surveillance Center (NCCOSC), has developed its second generation device for displaying data, information and scenes in a three‐dimensional volume of image space. The device incorporates a 36‐inch diameter double helix that spins at approximately 10 revolutions per second, providing a means to address a cylindrical volume. Under computer control, a laser beam is directed to illuminate certain discrete volume points (voxels) on the helix needed to create a scene. The laser light scatters from the surface of the helix, so, to the observer, each voxel appears to emanate from specific points in space. Each point has x‐y coordinates determined by the position of the laser beam, and a z coordinate determined by the height of the point on the helical surface. Any point within the cylindrical image volume can be computer‐addressed to appropriately synchronize the laser eam, the Acousto‐Optic (AO) Scanner and the phase of the helix, as shown in figures 1 and 8.

Using a novel Acousto‐Optic (AO) Random‐Access Scanner, up to 40 thousand laser‐generated voxels refreshed at 20 Hz per color are projected onto the reflective surface of the rotating helix. (This is about 10 times more than the current state of the art.) The higher resolution allows improved color images, updated in real time, for group viewing with the naked eye (see the optical head in figure 8).
Investigating New Computing Technologies for Shipboard Combat Systems
Authors: Geary Cdr. John W. , Masters Michael W.
Published: March 2009

ABSTRACT  While the end of the Cold War minimized the threat of open ocean naval combat, new littoral warfare missions and threats such as tactical ballistic missiles have emerged. These threats and missions challenge the traditional military standard computing resources available to the Navy—a challenge that is increasingly difficult to meet in a cost effective manner. Furthermore, in recognition of the high cost of military‐standards. Secretary of Defense William Perry has directed that commercial standards be utilized wherever possible. As a consequence of this changing environment, the Aegis shipbuilding program has begun efforts to replace current military standard computing equipment with both higher performance commercial equipment and newer system architectures, i.e. distributed computing. As a part of this process, the Aegis Program Office has collaborated with the Advanced Research Projects Agency (ARPA) to conduct a joint experiment on the feasibility of inserting a number of ARPA‐developed distributed computing technologies into the Aegis combat system. The High Performance Distributed Computing Program (HiPer‐D) was created from this joint initiative. The overall objective of HiPer‐D is to validate distributed computing for Navy shipboard combat system applications. This paper presents the results of the first HiPer‐D demonstration of commercial computing technology as applied to the Aegis combat system.
NAVSEA Level of Repair Analysis (LORA) Software
Authors: Elliott‐Brown Judith A. , McPherson Scott W.
Published: March 2009

The Logistics Policy and Appraisal Office in NAVSEA 04 recognized the need for a new Level of Repair Analysis (LORA) process to contend with problems encountered by logistics analysts. Complex algorithms in the military standard which governs LORA (MIL‐STD‐1390C), and an unwieldy mainframe software model proved a constant irritant to both the analyst and NAVSEA 04. To alleviate this problem, NAVSEA 04 developed a new process, validated with pilot test cases, and published as the NAVSEA LORA Procedures Manual (TL081‐AB‐PRO‐010/ LORA). As analysts accepted the process, it became apparent that a custom software application tool was required to adequately implement this LORA process.

Logistics analysis procedures are typically produced or refined in the form of specifications or guidance manuals. Users of these procedures and processes may also require software or automated tools to implement the process on complex projects. The LORA procedures manual was NAVSEA 04's initiative to streamline and promote a new LORA process. Port Hueneme Division, Naval Surface Warfare Center (PHD NSWC)—a user needing a LORA software tool—took the initiative to develop a software application of the LORA process to bridge the gap from policy procedures to user acceptance and application.

PHD NSWC required an automated tool for a critical upcoming LORA and bridged the gap by applying Total Quality Management (TQM) methods to a software prototyping process. The custom software prototype development and application on the Fire Control System (FCS) MK 92 LORA was successful. NAVSEA encouraged continued software development and, later, approved the PHD NSWC LORA software for command‐wide use in conjunction with the NAVSEA LORA Procedures Manual.

This paper provides the background for NAVSEA's LORA process and discusses the PHD NSWC success in bridging the gap between process and application for the user. The prototype development of the LORA software is described—explaining the benefits to user acceptance of the NAVSEA LORA procedures. The paper recommends further improvements and initiatives related to the LORA software, discussing the process in terms of continuous improvement for effective developments.
PHALANX Integrated Maintenance System
Authors: Raley Glenn C. , Lewellyn Amy H.
Published: March 2009

The primary goal of PIMS is to improve the PHALANX Weapon System's availability and to reduce mean time to repair. PIMS accomplishes this by integrating all maintenance activities into a seamless maintenance environment. PIMS combines the Integrated Diagnostic System, automated preventative maintenance procedures, electronic technical manual, and supply support database information in a Windows environment. In doing so, access to all maintenance documentation has been improved along with the integrity of the information contained in the manuals. PIMS also provides the technician another new and unique option in performing maintenance. By providing a ruggedized, portable computer, mobile access to all PIMS functions is now possible above deck at the weapon system. PIMS accomplishes the Navy's initiative for a paperless ship and in doing so helps to reduce the weight on board. PIMS also reduces the cost of providing documentation for an installation and reduces the time needed to incorporate a change to the technical manuals. Once PIMS is installed, all these benefits will be evident and will lead to an immediate reduction in maintenance time.
Submarine Power Sources For the Mission
Authors: Donaldson A.J.
Published: March 2009

This study compares nuclear and non‐nuclear submarines for various mission requirements. It includes non‐nuclear AIP options: alternative fuels and oxidants, heat engines and electrochemical systems, as well as advanced rechargeable batteries. Alternative submarine power sources are summarized and the non‐nuclear AIP options are compared with each other for different energy storage requirements. The AIP options most suitable for low capacities have already been demonstrated, and descriptions have been published. This is not the case for the fuel cell systems which are expected to be most compact for longer endurance AIP, and so an example is described briefly in this paper. An AIP system is outlined to meet a particular mission requirement (1000‐3000nm radius to a coastal/ enclosed sea patrol area). This draws on fuel cell and reformer programs at Rolls‐Royce and Associates Limited.

The paper concludes with a cost effectiveness assessment of alternative submarines for typical sets of mission requirements. The alternatives are compared in terms of endurance, speed, payload, signatures and relative cost. This paper does not draw on any study funded by the Ministry of Defence. All data is from open literature or is estimated on a purely comparative basis.
Total System Ship Design in a Supersystem Framework
Authors: Hockberger William A.
Published: March 2009

Naval architects are skilled at turning a set of ship performance requirements into the engineering description of a ship capable of meeting them. That is the technical side of the problem, and our ability to deal with it has steadily improved. But the ship design problem has other major aspects that must be dealt with just as competently if the ultimate result is to be the best, most cost‐effective ship possible.

This paper proposes some major changes in the way naval ship design is approached. It provides a high level description of the entire process of early stage ship design and in doing so expands considerably on the traditional boundaries of that process. It places that process in its larger context of mission requirements determination, operational effectiveness assessment, and program management review and control, all of which influence a ship's technical characteristics and capabilities. It outlines the various elements of analysis, design, estimating and assessment involved and shows how they are interrelated and must be worked interactively in a comprehensive and systematic process if an optimal ship design is to be achieved.

Interwoven with this expanded design process is an expanded context for understanding the role of the ship being designed. This paper introduces the idea of a “supersystem” containing all the other operational systems, facilities and support infrastructure the new ship system will have to operate jointly and compatibly with. It explains why total‐system design and optimization must be focused at the supersystem level and not merely at the level of the new ship itself. Since this expanded focus requires looking for factors and effects in areas that have not generally been thought relevant, some principles and guidelines for recognizing them are provided.

The paper clarifies the issue of “measures of effectiveness” (MOEs) versus “measures of performance” (MOPs) and shows how each should be determined and used. It shows how high level MOEs and the design philosophy can be distilled from the mission requirements even before any technical design work has begun. The practical use of modeling and simulation in matching the MOPs of an alternative system concept against the MOEs required by the mission is discussed.
USS Anzio EMPRESS II Trial
Authors: Nelson John M. , Jones Charles S. , Poston Linda A.
Published: March 2009

The Navy conducted a total ship electromagnetic pulse (EMP) trial of a Baseline IV AEGIS Cruiser (USS Anzio, CG 68) in the summer of 1993 using the second‐generation Electromagnetic Pulse Radio‐frequency Environment Simulator for Ships (EMPRESS II). The trial marked the only full‐scale test of its kind to be performed. After years of preparation, a full‐scale, total ship EMP trial took place at sea off the Virginia coast. It had two primary objectives. The first objective was to completely baseline the survivability of shipboard equipment at EMP field strengths high enough to obtain accurate test data but low enough to minimize equipment damage from multiple electromagnetic pulses. The second objective was to determine the ability of the ship to fight after a full‐scale level EMP. Both objectives of the EMP trial were successfully met. The results verified pretrial hardening predictions and efforts, revealed hardening weaknesses, and provided a baseline for future platform hardening initiatives. EMPRESS II was dismantled shortly after the trial, having fulfilled its mission of serving as the surface Navy's essential EMP test tool. This paper presents a background on the EMP program, an overview of the EMP assessment processes, Anzio trial preparations, and some of the significant trial results. It also details some of the lessons learned from the trial that will help to ensure EMP survivability for future ship design.
Dechlorination Equipment Development for Shipboard Pollution Prevention
Authors: Lucas K.E. , Bergh J.O. , Christian O.K.
Published: March 2009

Biological fouling (biofouling) of ship seawater cooling system components has been a persistent problem at several Navy homeport locations. Dockside electrolytic chlorination for biofouling control in ship seawater cooling systems is being utilized at Submarine Base (SUBASE) and Shipyard Pearl Harbor, Hawaii. However, the discharge of chlorine into Pearl Harbor is regulated by the Environmental Protection Agency (EPA) and the State of Hawaii under the National Pollutant Discharge Elimination System (NPDES). Current State of Hawaii discharge standards of 0.1 mg/L chlorine as total residual oxidant (TRO) for two hours a day is, along with its upstream concentration, not wholly effective in controlling biofouling in seawater cooling system components. In addition, more stringent regulation of chlorine point‐source discharge into marine waters by the EPA and state environmental protection agencies is anticipated. In response to these requirements, the Navy has developed a portable dechlorination unit for use shipboard. This unit injects a sulfur‐based dechlorination chemical that mixes with, and chemically binds the chlorine, making the resulting TRO discharge acceptable under current regulations.

A team of scientists from the Naval Research Laboratory (NRL) and CHEM‐corr Consultants conducted a concept ship evaluation (SHIPEVAL) of a prototype dechlorination unit aboard the USS Indianapolis (SSN 697) during the period 12–23 September 1994 at SUBASE Pearl Harbor, Hawaii. Results indicate that sodium bisulfite injection downstream of SSN 697 auxiliary sea water (ASW) system heat exchanger components, at an approximate treatment ratio of 2.5:1 was fully effective in dechlorinating 0.1 mg/L TRO to zero prior to system discharge. Lessons learned from the SHIPEVAL will be utilized to develop a fleet‐ready, portable dechlorination unit for use at various Navy homeport locations.
Time Synchronization Services Aboard Surface Ships
Authors: O'Donoghue K.F. , Marlow D.T.
Published: March 2009

The modern day surface ship is composed of a number of individual systems which together operate the platform. Vital to making such a collection of systems work in this real‐time environment is a common understanding of time. As additional functions and processors are added to systems, more demands are being placed on the time distribution function. Experience has shown that currently employed techniques for time distribution are not scalable to the more distributed approaches for building shipboard control systems. Use of Commercial‐Off‐The‐Shelf (COTS) components also drives the need for new approaches to implementing time services. This paper presents requirements for time services, an overview of current time synchronization approaches, and a technical approach being investigated for future shipboard time synchronization.
Engineering 21st Century Systems
Authors: Clare Thomas A. , Holden Richard A.
Published: March 2009

Abstract  The process used to engineer systems exists in the complex interrelationship of organization and product and is driven by the prevailing paradigms. The process used to engineer systems during the cold war is the legacy of today. Future systems will be defined on a much broader scale and will be driven by different paradigms. The legacy process can be converted to a viable one by reestablishing a common frame of reference and vision for engineering naval systems. This paper offers a theory that could be used to reconstitute the cold war legacy to provide a viable approach to meeting current and future challenges. The bases of this theory are derived from the key attributes of systems and their evolution from World War II through the cold war, The theory is used to make specific recommendations that could be used as a framework for engineering 21st Century systems of systems.
Naval Ship Engine Exhaust Emission Characterization
Authors: Markle Stephen P. , Brown Alan J.
Published: March 2009

ABSTRACT  Legislative and regulatory action is pending at the international, national and state level that will potentially require U.S. Navy compliance with ship engine exhaust emission standards, These standards are based on commercial ship applications and are not suitable models for the time history of naval ship main propulsion engine speed and power combinations. Naval ships are designed and operated much differently than commercial ships and must be considered independently in engine emission regulation. A strategy for testing naval diesel engines for exhaust emissions is presented in this paper. A simple procedure to develop naval ship engine duty (test) cycles by combining ship hull form characteristics, propulsion plant parameters, and ship operating profile is presented. Duty cycles model the time history of engine speed and power. Results for the U.S. Navy LSD 41 Class and MCM 1 Class are presented. Comparisons of the derived LSD 41 Class Duty Cycle with commercial standards show that commercial duty cycles are inappropriate for use in naval applications.
Naval Ship Affordability
Authors: Rains Dean A.
Published: March 2009

ABSTRACT  Ship affordability has become the watchword of naval ship design. This paper explores ship affordability by providing definitions, methodology and sample results for ship affordability analysis. After a discussion of the principal components of naval ship costs, approaches to improve affordability are proposed and analyzed, and sample results are presented.
New Construction at the Boston Navy Yard, 1941–1945
Authors: Kern Donald H. , Brown James A.
Published: March 2009

During World War II the Boston Navy Yard made significant contributions to the war effort. This yard produced record numbers of ships and craft considered vital for the support of our armed forces. Simultaneously the Yard accomplished repairs and completed alterations on large numbers of active ships so they could return to sea. Several ships were assigned to the Yard for major conversions. These accomplishments become more impressive when one recognizes the severe limitations in work area and basic and essential shipbuilding facilities that the shipyard's forces had to overcome.