bluuebunny/crossref_metadata_2025_split huggingface dataset:
IS AUTOMATION THE MAGIC POTION FOR MANNING PROBLEMS?
Authors: MELLIS JAMES G. , PLATO ARTIS I. , REIN ROBERT J. 
Published: March 2009

ABSTRACTThis paper examines the recent experience in the UNITED STATES NAVY where automation has been introduced into new ship designs. While other attributes are recognized in the introduction of automated shipboard systems, such as the ability to respond more quickly in combat situations, this paper focuses on the effects of automation upon ship manpower requirements. Specific examples show that expected reductions in manning were not achieved in recent ship designs where automation was incorporated for that purpose. While the use of shipboard automation is not without its critics, the U.S. Fleet appears to have accepted the concept. User feedback addresses the issues of reliability, the provisions for backup systems, the need for better qualified personnel and the concern about maintenance workload. The authors provide specific recommendations for improved guidance to ship designers to more effectively apply automation in the ship design process.
THE HISTORY AND FUTURE OF THE SURFACE EFFECT SHIP IN THE UNITED KINGDOM A PERSONAL ACCOUNT
Authors: TATTERSALL E.G. 
Published: March 2009

ABSTRACTIn complete contrast to the development of the Surface Effect Ship (SES) in the USA which has been mainly developed out of Department of Defense (DOD) funded research the SES in the United Kingdom (UK) has established itself in the commercial market in spite of little financial support from government sources and after a number of pioneering setbacks.The author has been involved in this area of marine transport since 1959 and was co‐designer for the first sidewall hovercraft/SES to be built at William Denny & Bros., on the Clyde River in Scotland. He describes the basic logic that supported his determination to push through a firm contender to the then more popular amphibious hovercraft concept. He questions whether the Research & Development funds were allocated appropriately. The initial official lack of support, however, spurred a group of enthusiasts to found the original Hovermarine company and the beginning of the successful HM2 series of craft. The latest hull to be launched in this series is No. 76. Applying up‐to‐date skills from the marine industry and specific improvements developed in‐house within Vosper Hovermarine Ltd., as the company is now called, the HM2 is a cost‐effective, reliable and long‐life vehicle in operation in many parts of the world. The emergence of the HM5 series of craft has allowed a considerable broadening of the market potential. Within a couple of years of its launch it will confidently be applied to a number of offshore applications. The future of the SES in the UK is encouraging only as a function of the commercial success of the basic concept and the development of reliable cost‐effective series of craft applied appropriately at the right size and speed, appropriate to its role and sea capacity. Naval and quasi‐military applications will be the target of a substantial export market.
BLUE‐GREEN LASERS FOR SUBMARINE COMMUNICATIONS
Authors: WRIGHT LCDR. WILLIAM E. 
Published: March 2009

ABSTRACTBlue‐green light has long been known to penetrate sea water to substantial depths. Moreover, the same light will propagate through clouds in a fairly predictable fashion. With narrow‐band laser light signals in the blue‐green and appropriately matched optical filters to block sunlight and other interfering light sources we should be able to communicate from space or aircraft to submerged objects. Three questions then arise: First, what are the characteristics of this communication channel and how do clouds, water turbidity, and their global statistics affect our ability to communicate? Second, in Navy use of any new technology there is a complex interplay between technical features and limits, employment strategies and tactics, and the value of a new technology system to Navy mission performance. How might a Submarine Laser Communications capability be useful to the Navy and what are the unique features of such a capability? Finally, what are the technical and engineering obstacles to exploiting this capability and how might it be transformed from a scientist's dream to a fleet reality? This paper examines each of these questions from the viewpoint of directing technology and engineering development. The tentative conclusion is that as the technology matures, the uniquely useful and affordable capabilities may become available to the Navy.
INTERNATIONAL REGULATIONS – WHAT PRICE COMPLIANCE
Authors: JOLLIFF JAMES V. 
Published: March 2009

ABSTRACTThis paper addresses the procedures by which the United Nations Inter‐Governmental Maritime Consultative Organization (IMCO), now IMO, enacts one form of International Regulations and discusses the resultant impact in bringing U.S. Navy combatant ships into compliance with these regulations in terms of design alterations and cost.The International Regulations for Preventing Collisions at Sea (COLREGS 72) enactment process is explained in terms of International Law and United Nations involvement. This is followed by an in‐depth discussion of the existing COLREGS 72 requirements. A summary comparison of the major differences between COLREGS 60 and COLREGS 72 is provided. New terminology is explained. Newly specified lighting requirements are discussed, and changes in light chromaticity, luminous intensity, and range of visibility are addressed. Types of exemptions are discussed, and a summary of the actions required for the U.S. Navy to bring its ships into “compliance” and “closest compliance” is provided. In order to demonstrate the impact of this type compliance in a visible and clear manner, the rules are systematically applied to the DDG 2 Class and sketches of the topside arrangements resulting from each change are depicted. A detailed discussion of required task light array specifications is provided and includes the latest results of research recently conducted by the Naval Sea Systems Command in consort with the Naval Coastal Systems Center in order to determine how COLREGS 72 specifications can be achieved for the task light array. Academic “text book” light separation distances are compared to the actual separation requirements obtained through visual acuity tests achieved on an over‐water range. Finally, the estimated cost of bringing the majority of U.S Navy combatant ships into closest compliance is provided, thus raising the question: WHAT PRICE COMPLIANCE?
ASPECTS OF CORROSION CONTROL IN SHIPS‘ TANKS
Authors: HARTLEY ROBERT ALEXANDER 
Published: March 2009

ABSTRACTShips' tanks, particularly in crude oil or product carriers, face a wide range of corrosive environments varying from sea water to an assortment of cargoes with varying concentrations and temperatures. The corrosion mechanism is outlined, and the effect of oxygen, temperature, water velocity, salinity, and pH upon the reaction is considered. Galvanic corrosion due to cathodic heating coils can, and does, cause serious pitting in the bottom plates. Coatings and cathodic protection combine to give almost complete protection against corrosion. The effect of various cargoes upon corrosion and coatings is discussed. There are six basic classes of tank coatings which are briefly described and their performance in various cargoes is given.Also dealt with are surface preparation and application since they affect coating performance appreciably. In addition, emphasis is given to worker health and safety during the surface preparation and application procedures.
DESIGN FOR NEW JERSEY, IOWA, AND DES MOINES MODERNIZATION
Authors: SIMS PHILIP J. , EDWARDS JAMES R. , DICKEY ROBERT L. , SHULL H. S. 
Published: March 2009

ABSTRACTIn reactivating the battleship New Jersey, the Navy faced three major problems. The baseline data on the ship was not readily available or reliable, a new generation cruise missile armament was proposed, and the ship delivery schedule was very tight. After doing a feasibility study, system design engineers were taken onboard the mothballed ship to resolve the design problems. Being on the ship allowed an intensive effort and immediate reference to the actual ship configuration. The tools used to control this effort were a ship check plan, a ship check form and the master arrangement drawing. Simultaneously with the design effort, a repair scoping effort was conducted. The design evolution and solutions to the major problems are described. The results of the New Jersey effort are shown with sample documentation, the ship characteristics and the downstream design effort.The Iowa was the next ship to be modernized. The top level requirements were the same as New Jersey's but new problems were encountered. More options were investigated which diverted attention from the basic effort. A fundamental difference was the Iowa had not had a 1968 reactivation as the New Jersey had, so items that were repair and reactivation on the New Jersey in 1968 had to be part of the Iowa modernization. A major influence on the Iowa design process was that a complete set of specifications for a private yard bid had to be developed.The next effort was to install the same New Jersey modernization payload on a Des Moines class heavy cruiser. Heavy cruisers are large ships but significantly smaller than battleships and much closer to their naval architectural limits of weight and center of gravity. They have much less topside area than the battleships, and the new payload was very topside space consuming. The cruisers are also much more restricted in internal volume. Two feasibility studies were conducted. One resolved volume problems but approached the weight and center of gravity limits. The second lessened the weight and center of gravity problem but increased the volume tightness. The design shipcheck resulted in a compromise configuration that was within the engineering limits. The resulting layout and characteristics are described.The design effort described is primarily useful in reactivation and modernization efforts. It requires first string personnel but results in an adequate design in a short time frame.
A COMPARISON OF NAVAL SHIP DESIGN AND ACQUISITION PROCEDURES IN THE U.S. AND CANADA
Authors: ERTNER JAMES D. , CASSEDY W. A. TYLER 
Published: March 2009

ABSTRACTA synopsis of Canada's unified (combined Army, Navy, and Air Force) defense organization and decision‐making structure is presented. This is followed by an explanation of the closely intertwined Defense Program Management and Life‐Cycle Management Systems and their relationship in the Canadian ship design and acquisition process. Next, U.S. Navy ship design and acquisition procedures, including recent changes in program initiation procedures, creation of the Ship Characteristics and Improvement Board (SCIB), and revision of the Defense Systems Acquisition Review Council (DSARC) milestones are reviewed. Finally, Canadian and U.S. Navy design and acquisition processes are compared.
EVOLUTION OF NAVY SHIP SEWAGE SYSTEMS — GRAVITY THROUGH VACUUM COLLECTION
Authors: RAUPUK MILTON W. 
Published: March 2009

ABSTRACTMost U.S. Navy ships have sewage collection, holding, and transfer systems that use conventional gravity flush fixtures and a seawater flushing medium. This type system is relatively simple but is inherently heavy and bulky, and it is totally dependent on shore support when used in port. Some recently designed Navy ships, the DD‐963 and DDG‐993 classes, employ a vacuum collection, holding, and transfer system (VCHT) that uses reduced volume flush commodes and urinals with either freshwater or seawater flushing and vacuum for waste transport. This system is light, compact, highly shore independent, and provides significant system design flexibility.This paper traces the evolution of Navy shipboard sewage systems from the original gravity collection system through the DD‐963 class VCHT system that used vacuum pumps, to a new and promising vacuum collection system that uses a sewage‐powered eductor. Results of laboratory and shipboard evaluations of VCHT systems at their various evolutionary stages are discussed.
Retrofitting of Bulbous Bows on U.S. Navy Auxiliary and Amphibious Warships
Authors: CHUN STEPHEN K. , HOUGH JEFFREY J. , ENGLE ALLEN H. , FUNG SIU C. 
Published: March 2009

ABSTRACTTo meet energy conservation goals of the U.S. Navy, its attention has been focused on ways to reduce individual ship total resistance and powering requirements. One possible method of improving ship powering characteristics is by modifying existing individual ship hulls with the addition of bulbous bows. This paper will identify the merits of retrofitting bow bulbs on selected U.S. Navy auxiliary and amphibious warfare ships. A procedure for performing a cost‐benefit analysis will be shown for candidate ship classes. An example of this technique for an amphibious warfare ship will also be provided. A brief discussion of future methods to be used for bulbous bow design such as application of systematic model test data and numerical hydrodynamic techniques will be given.
METAL COMBUSTION IN STEAM
Authors: FUHS ALLEN E. , BUCK JEROME A. , HALLENBECK AMOS E. , STROTT JOHN B. 
Published: March 2009

ABSTRACTCombustion of metals in water is important in at least three technical areas: underwater explosives, nuclear reactor safety and metal refining and processing safety. Three approaches are being taken to understand the complicated phenomenon. First, combined analytical and computer studies are being pursued. For supersonic flow in water, which is generated by a shaped charge metal jet underwater, a solution using the Busemann Apple Curve has been obtained. Rayleigh solved bubble dynamics for underwater explosions; his solution has been extended to include heat addition during expansion. Second, shaped charges were fired into water, and the resulting flow was observed using a framing camera. Also, radiation both wide band (visible spectrum) and narrow band (AlO vibration‐electronic) was measured. Third, a combustion chamber has been built in which exploding metal wires can be exposed to steam, vacuum, argon, oxygen, nitrogen, air, and other environments. A current surge of 500 amperes in 1.0mm diameter wires causes ignition and burning in air and steam atmospheres. The resulting combustion has been examined using 35 mm cameras, high speed movies, photomultiplier tubes (PMT), and voltage and current measurements. Slow heating of wires has also been investigated.
AN ANALYTICAL TREATMENT OF THE ACCURACY OF THE RESULTS OF THE INCLINING EXPERIMENT
Authors: HANSEN E. O. 
Published: March 2009

ABSTRACTThe ability of the inclining experiment to accurately determine light ship displacement and vertical center of gravity (VCG) will be discussed and analyzed. Discussions will focus on practical considerations involved in conducting an inclining experiment without gross errors and with the highest practical and warranted precision relative to the criteria used to judge the results. The analysis will be carried out by combining the individual errors of the mutually independent measured or calculated parameters in the generalized displacement and VCG formulae. The errors on the parameters, assumed to be Gaussian distributed, are expressed as individual standard deviations, and these in turn are combined to obtain the standard deviations on displacement and VCG.The paper will compare U.S. Navy inclining procedures and the inclining procedures recommended by the U.S. Coast Guard for accuracy of resultant light ship displacement and VCG values. The errors on the independent parameters will be discussed, and a numerical example of an analysis of an actual ship inclining will be presented to demonstrate how much the deviations of the individual parameters affect the accuracy of the inclining result. The paper concludes by suggesting the magnitudes of design allowances required on displacement and VCG in order to account for the probable inaccuracy in the experimentally‐derived displacement and VCG values.
HUMAN FACTORS ENGINEERING PRINCIPLES FOR MINIMIZING ADVERSE SHIP MOTION EFFECTS: THEORY AND PRACTICE
Authors: BITTNER ALVAH C. , GUIGNARD JOHN C. 
Published: March 2009

ABSTRACTAs part of a wider seakeeping program conducted by the David Taylor Naval Ship Research and Development Center, two mission‐critical workstations were evaluated for the United States Coast Guard (USCG). These workstations (the communications support center and the communications center) have been specifically identified by the USCG as having exceptional seasickness problems. Five potentially applicable human factors engineering (HFE) approaches to enhance seakeeping through prevention and mitigation of adverse ship motion effects, especially seasickness, were recognized and are discussed in this report in the light of observations made aboard the ship. These are: (1) locate critical stations near ship's effective center of rotation; (2) minimize head movements; (3) align operator stations with a principal axis of the ship's hull; (4) avoid combining provocative sources; and (5) provide an external visual frame of reference at stations where seasickness may seriously impair mission effectiveness. This report relates how the application of relatively simple HFE principles (ideally at the early ship design and arrangement stage) may reduce seasickness and other adverse ship motion effects and so enhance seakeeping.
RECENT ADVANCES IN THE SEAKEEPING ASSESSMENT OF SHIPS
Authors: McCREIGHT KATHRYN K. , STAHL RALPH G. 
Published: March 2009

ABSTRACTThree factors affect the operability of a ship in a seaway: the motion characteristics of the ship, the environment, and the mission requirements. A method is presented which predicts the operability of a ship at specific geographical locations. Analysis of operability is carried out using transfer functions which represent the motion characteristics of a ship, wave data for the North Atlantic and for the North Pacific, and limiting motion criteria for a specific mission. From these three factors, operability indices are developed. Operability indices include the percent of time of operation (PTO) and the limiting significant wave height (LSWH). Contours which describe bands of constant values of the percent of time of operation for a mission are determined. In developing the indices and resultant contours, operability in the presence of each of a large number of wave spectra is weighted according to probability of occurrence of that wave spectrum. The probability of occurrence of wave spectra for the winter and for the entire year for 57 points in the North Atlantic and 21 points in the North Pacific is used for various combinations of significant wave height and spectral modal period. Composite wave data for the general North Atlantic or general North Pacific also are utilized.The operability for mobility criteria of six hullforms ranging in displacement from approximately 3,000 to 9,000 tons is compared. Both monohull and SWATH configurations are considered. Comparison of operability as a function of significant wave height, as a function of displacement, and as a function of speed is made using winter and annual wave statistics for the general North Atlantic. Some results also are presented for the general North Pacific. Operability contours for the North Atlantic are presented for the hullforms. Tabulated limiting significant wave heights for various operating conditions are presented. The effect of systematic variations in performance criteria on performance is presented as a function of speed.
A METHODOLOGY FOR SETTING COMBAT SYSTEM REQUIREMENTS
Authors: MENSH DENNIS R. 
Published: March 2009

ABSTRACTThis paper describes a methodology for setting combat system requirements for all ship classes. The requirements are determined from a battle group perspective. The methodology uses ship damage as a measure of effectiveness for setting combat system requirements. The ship damage data used was derived from the Navy tactical game (NAVTAG).The methodology that determines ship class combat system requirements consists of a set of logical steps that are iterative by design. It provides insight and valid estimates of numerical measures of defined force requirements at several levels. This process is not trivial; the expected level of effort could be significant. The method consists of five basic stages considered necessary to achieve valid results. These stages are (1) determination of force level requirements, (2) determination of force level capability, (3) analysis of force level capability, (4) determination of class requirements by battle overviews, and (5) determination of class requirements — overall.The methodology was used by the combat system master plan (CSMP) manager for determining top level combat system requirements for individual platforms in a battle group. In addition, once levels of combat system performance have been defined, this methodology generates a quantitative data base that becomes a useful tool in ship combat suite selection. Once alternate combat system suites have been defined, these suites can be analyzed in terms of combat system performance capability versus cost.
SHIPBOARD COGENERATION — A SECOND GENERATION DESIGN APPROACH
Authors: MASTRONARDE THOMAS P. 
Published: March 2009

ABSTRACTOn the CG‐47 class, gas turbine electric generators are operating in a shipboard cogeneration system in conjunction with a successful and reliable waste heat recovery system which provides steam for auxiliary services. The current application philosophy for waste heat recovery from gas turbine auxiliary engines aboard Navy ships, however, has reached a technological plateau.The development and implementation of a second generation waste heat recovery system (WHRS) design could produce substantial benefits for future naval shipboard applications. This paper discusses methods of optimizing the interface between the gas turbine and the waste heat boiler, relocating boiler components, utilizing natural instead of forced circulation in the boiler, and reducing the complexity of feedwater treatment subsystems.Implementaion of integrated design features for a second generation waste heat recovery system could result in increased steam production, reduced boiler and auxiliary space requirements, reduced weight, and a lower shipboard center of gravity. In addition, a reduction in installed system cost and manhours spent on water treatment and routine shipboard maintenance could be obtained, along with significant, continued shipboard energy savings.
WATER‐LUBRICATED RUBBER BEARINGS, HISTORY AND NEW DEVELOPMENTS
Authors: ORNDORFF ROY L. 
Published: March 2009

ABSTRACTRubber bearings are simple, robust and highly reliable devices, able to perform for long periods of time with little or no attention and often under very adverse operating conditions. They have been used as stern tube bearings in a multitude of vessels from small work boats to battleships, as well as many other types of service for over sixty years. Discussed are new developments that greatly reduce friction and wear, especially at low journal velocities, as well as weight. These improved characteristics mean that rubber bearings can be shortened from the presently used length‐to‐diameter ratios or the presently used lengths can be utilized to support much larger radial loads.Other developments discussed are a self‐aligning mounting ring of rubber around the bearing housing and using rubber bearings with oil as the lubricant for inboard and onshore applications.Recent developments covered include the field experience and satisfactory performance of Romor° thin rubber, plastic‐backed staves installed as stern tube bearings during the last seven years in a large number of U.S. Navy ships and other commercial water‐lubricated bearing applications. Research and development results of a continuing product improvement program are reported.