bluuebunny/crossref_metadata_2025_split huggingface dataset:
Dual Use of Heavy Lift Ships as Maintenance Platforms and Transports for Mine Warfare Ships
Authors: Hepburn Richard D. 
Published: March 2009

ABSTRACTToday, the U.S. Navy is faced with world‐wide requirements for Mine Countermeasure Ships (MCMs). The size and propulsion characteristics of these ships make “heavy lifting” around the world a viable option. The heavy lift method of ship transport has been used successfully in the past for ships of this class. During the Gulf War (1990–1991), the U.S. Navy determined the fastest and most efficient way to transport Mine Warfare ships to and from the Arabian Gulf was via a Dutch heavy lift ship. This mode of transport affords a drydocking opportunity, where critical pre‐ or post‐deployment underbody maintenance can be completed. The heavy lift ship provides a potential in‐theater docking platform asset for emergent underbody work to be performed while the ship is in transit. This paper describes in detail previous heavy lift experiences, including specifics regarding capabilities, limitations, and lessons learned. It also discusses the feasibility for future heavy lifts for up to four MCMs.
Intelligent Machinery Control Integration
Authors: Fairhead Donald L. , Hall Charles C. 
Published: March 2009

ABSTRACTA growing concern about the shrinking size of the U.S. Navy budget and the pool from which selections will be made to “man” U. S. Navy shipboard systems has led to investigations on achieving improvements in affordability and operational effectiveness. One such investigation has resulted in the development of the Standard Monitoring and Control System (SMCS), a modular, open architecture control system which includes the control system components for propulsion, electric plant, auxiliaries, and damage control. The first major technology upgrade to SMCS will entail the insertion of Artificial Intelligence (AI) technologies into HM&E monitoring and control applications. The Intelligent Machinery Control Integration Task (IMCI) was established to provide a structural approach for this major technology upgrade. As part of the first phase of IMCI, an identification of intelligent control requirements, an assessment of AI technologies, and a survey of intelligent control applications were performed. This paper lists those HM&E‐related shipboard operational requirements from which intelligent machinery control requirements will be identified. Also, there is an initial assessment of AI‐related reasoning and the following AI technologies, knowledge‐based systems, fuzzy logic, neural nets, and genetic algorithms. The survey provided some insight into applying AI technologies to SMCS shipboard operational requirements.
Numerical Study of Waterjet Inlet Pressure Distribution
Authors: Latorre Robert , Kawamura T. 
Published: March 2009

ABSTRACTThis paper presents the results of a numerical study of the surface pressure distribution in the waterjet intake section. The two‐dimensional Navier‐stokes equations are solved for the flow around a test boat hull with/ without the waterjet system using the Tokyo. University Modified Marker and Cell (TUMMAC V). A jet flow is imposed at the waterjet outlet to adjust the inlet flow. The calculated inlet pressure distribution Cp results are in agreement with published measurements for the case of 30 and 45 degree inlet configurations.Calculations are then made to examine the influence of the bottom lip fairing on the inlet Cp distribution with and without trim. The calculation results show the trim by the stern reduces the value of maximum Cp and results in a small increase in the waterjet energy interaction efficiency ηEI.
Optimizing Performance and Reliability of Automated Machinery Control Systems and Instrumentation
Authors: Marshall Bruce , Egnak Shawn 
Published: March 2009

ABSTRACT  Control and measurement systems can comprise complex arrangements of electro‐mechanical components which operate as sensor‐to‐readout chains. To achieve maximum automation capability of the host engineering systems, these instrumentation suites present challenges regarding alignment, calibration, and associated logistics. Accuracy of all components is also critical for use by knowledge‐based condition assessment systems to form judgments regarding plant operation and maintenance. This paper presents a successful effort which supports these requirements.System calibration is the process that ensures that a measurement chain, consisting of inter‐related components, is accurately monitoring an engineering parameter within a specified tolerance. This entails calibration of a measurement or control system as a unified entity, from endpoint to endpoint, having first performed any prerequisite alignments. This approach enhances system availability by reducing operational problems through preventive methods that ensure correct setting of control circuitry and alarms, as well as interchangeability of components and spares, and by providing troubleshooting techniques to solve certain emergent difficulties.System‐level calibration concepts are described, in the form of an existing Navy program, along with a summary of benefits to Fleet operators and instrumentation support engineers. Lessons learned from this application, as they pertain to design and specification considerations, are also addressed. Examples of the relationship of calibration to today's and future technology are also given.
Technology and Manning for Safe Ship Operations
Authors: Wilson Marc B. , GSR Michael E. Pollard. 
Published: March 2009

ABSTRACT  Current technology‐centric U.S. maritime manning reduction trends have led both the maritime industry and government policy makers to revisit the safety issue. This paper identifies the manning processes, examines, and assesses process boundaries, and evaluates relevant safety issues.This examination finds that ample opportunities exist for both improved ship safety and proper business process re‐engineering, but that current applications of technology will yield dangerous results unless human factors or ergonomics is included.
Undersea Technologies in the Former Soviet Union
Authors: Ph.D. Michael J. DeHaemer. 
Published: March 2009

ABSTRACT  A team of experts, assembled by the World Technology Evaluation Center, visited twenty‐five locations in Russia and Ukraine to observe the state of undersea technologies. Academic sites, basic research institutes, industrial development laboratories, and oceanographic operating bases were visited. The report highlights specific technologies that support research submersibles; and critiques the strengths and weaknesses of the ocean technologies establishment.Russia and Ukraine were found to have a number of strengths, especially in test facilities, a large fleet of surface and submersible research vessels, and highly educated and qualified engineers and scientists. Although political and economic conditions need to be overcome, there is motivation for many cooperative commercial or research ventures with both government institutes and new private companies in Russia and Ukraine.
How Much STEALTH?
Authors: Goddard Charles H. , Kirkpatrick Donald G. , Rainey Peter G. , Ball James E. 
Published: March 2009

ABSTRACTStealth has changed the way we fight, and has become a key performance parameter of many of our premier weapon systems. This paper addresses the importance of stealth for the next generation surface combatant. Stealth is first defined and the fundamen‐ tals presented. Its effects on the enemy's lull chain are discussed. Examples are presented to show how stealth can fundamentally change ship survivability and improve mission effectiveness. Arguments against stealth are addressed including the need to radiate active sensors, cost and perishability. Assertion is made that the issue for the next surface combatant is not whether to incorporate stealth, but rather how much?
Why Can't We Get the Lead Out?
Authors: Surko Stephen W. 
Published: March 2009

ABSTRACTU.S. Navy surface ships are designed with service life allowances to accommodate growth throughout their careers without exceeding original weight and stability limits. Adopted in 1986, the current criteria provides from five to ten percent of full load departure weight margin and 0.5 to 2.5 feet of full load departure KG margin based on ship type. The previous criteria proved inadequate: only twenty percent of the surface fleet is classified in Stability Status I (no displacement or stability problems).Ships inevitably get heavier, and become less stable, as new equipment and systems are added above the center of gravity. This trend is exacerbated by undocumented weight growth, which further eats into the service life allowances. Rather than remove topside weight or add blisters in service, lead ballast is regularly used as the “cheap fix” to maintain or restore adequate stability at the cost of added weight. As a result, the surface fleet is currently carrying a total of 27,711 tons of lead (and pig iron) ballast. But, with average installation costs exceeding $5000 per ton, lead ballast is not an inexpensive solution.If growth is necessary for the continued modernization of the surface fleet, inadequate service life allowance can lead to premature obsolescence of otherwise good hulls. This is particularly true for surface combatants. The current criteria was first applied in the design of the notably stockier DDG‐51 Arleign Burke Class destroyers, which have been provided with a ten percent of full load departure weight margin and a 1.0 foot of full load departure KG margin. Only time will tell if this service life allowance criteria is adequate, but early growth and previous trends for surface combatants are cause for some concern.
Success Comes in Cans: Solid Waste Management for NSSN
Authors: Miles Teresa L. , Moran Thomas A. , Payne Robert E. 
Published: March 2009

ABSTRACTThe objective of this paper is three‐fold. The first is to discuss the design impacts of complying with environmental laws associated with solid waste for a new submarine design from a General Arrangements standpoint. The second objective is to describe the process undertaken by the General Arrangements and Human Support Systems Integration Team of the New Attack Submarine Program (PMO450) that enabled the team to develop an option which is viable within technical, cost and schedule constraints. The third objective is to describe the option. This paper will be limited to design aspects of solid waste management for the New Attack Submarine (NSSN). However, the approach is applicable to all operating submarines and the design principles used may be applicable to surface ships.
STANDARD Missile 2 BLOCK IV Missile/Ship Integration
Authors: Frederick Jon W. , Kordich Micheal M. , Pollet Dean A. 
Published: March 2009

ABSTRACTThe newest missile in the Navy's Vertical Launching System (VLS) inventory is the STANDARD Missile 2 BLOCK IV. The BLOCK IV missile employs a Thrust Vector Controlled (TVC) booster, the MK 72, which has made very high altitude, increased cross‐range, and long range engagements possible. The MK 72 exhaust mass flowrate is two to three times greater than the previous missile considered when evaluating worst‐case exhaust plume effects to topside equipment.Tests have been performed to determine the effect of the BLOCK IV integration into the fleet. The overall intention of these tests was to provide a smooth and seamless integration of the BLOCK IV missile into fleet service. By performing integration tests prior to fleet introduction, hazards directed toward personnel or equipment associated with the launch of the BLOCK IV become known and steps can be taken to rectify those hazards. This paper discusses the various evaluations of the MK 72 rocket motor exhaust plume effects to AEGIS Vertical Launching System ship's topside equipment. The tests were conducted during static developmental rocket motor firings and live‐firings from the Vertical Launching System at White Sands Missile Range.
Comparative Analysis of Metal and Composite Materials for the Primary Structures of a Patrol Craft
Authors: Goubalt Philippe , Mayes Steve 
Published: March 2009

ABSTRACTThis paper compares composite materials to steel and aluminum to be used for the primary structures of a patrol craft. The process of selecting materials and fabrication techniques is described with consideration given to performance, producibility, ease of fabrication, maintainability, cost and fire resistance. A design optimization is carried out for each structural panel to select the best compromise between cost and weight. An example of a panel, scantlings and frame spacing optimization is described in detail. After carrying out similar optimizations for all parts of the ship structure, a complete structure weight and cost estimate is made and compared for the various materials considered. Several composite material options are examined. The respective hull girder strength and rigidity of the various structures considered are compared and the impact of hull girder bending on shaft bearing loads is described. The overall impact of using different material types is addressed by using whole‐ship design synthesis models to emphasize the importance of structural weight reduction with regard to powering requirements and fuel consumption. Overall ship construction and life cycle costs is also addressed.
Navy Proactive Maintenance
Authors: Hedderich C.P. 
Published: March 2009

ABSTRACTHaving a persistent operational requirement, yet faced with a dwindling budget and shrinking force structure, the Navy has no choice but to shift its approach to maintenance. The Navy must move its focus from a repair function to a high‐level mission function responsible for “putting ordnance on target.” To do this it must proactively develop the strategies, procedures, climate, skills and tools necessary to:

seek out and correct those equipments running below design specifications which have a negative impact on the mission of the ship,
solve the root cause of recurring, premature equipment failures, and
use fewer resources.

In other words, the Navy must become more productive!An approach is offered that not only provides a process for proactive maintenance activity, but also addresses the necessary re‐engineering of individual equipment/system maintenance processes. This re‐engineering effort is required to meet the top level guidance of OpNavInst 4700.7 Series (i.e., utilization of Continuous Maintenance, Reliability‐Centered Maintenance and Condition‐Based Maintenance methodologies/ technologies) and thus increase Navy maintenance productivity.
System Engineering of Computer Integrated Manufacturing
Authors: Habayeb A.R. 
Published: March 2009

ABSTRACTTechnologies to manufacture affordable systems are of very high interest to naval aviation, the Navy, other services and industry. The current environment of downsizing and continued budget reduction is causing DoD to seek effective methods to improve the affordability and availability of critical devices. Computer integrated manufacturing (CIM) and flexible manufacturing (FM) proved to be the appropriate choice for cost effective manufacturing. CIM deals with the effective utilization of computers and automation in manufacturing to improve production (quality, yield, cycle time) and reduce the unit product cost. This paper uses a system engineering approach to formulate the architecture and design of an infrared focal plane array CIM factory. A system engineering approach deals with the total issue of building systems: the determination of the requirements, establishing the architecture, performing system partitioning and integration of hardware and software, applying the evaluation measures (metrics), and doing design tradeoff analyses of options and alternatives. At a given partitioning level, system integration is the process of blending hardware and software building blocks into a unified functioning whole. Computer integrated manufacturing is considered the integration of mini‐factories (clusters of workcells) through a distributed computing environment (DCE) and the automation of manufacturing processes.
Electronic Warfare Innovations
Authors: Lemley Leo W. 
Published: March 2009

Abstract  Modern technology has resulted in significant innovations in Electronic Warfare. The Microwave Monolithic Integrated Circuit (MMIC) program has resulted in Electronic Warfare RF receivers that are orders of magnitude smaller, lighter and cheaper than receivers produced only a few years ago. Computer processing technology is so small and fast that Electronic Warfare can digitize threat signals for identification precise enough that platforms can be identified by serial number in real‐time. Analog‐to‐Digital Converters have improved in speed and quality to permit the realization of a broadband (Gigahertz) digital receiver that preserves a quality reproduction of signals that might otherwise be lost by an analog receiver. Broadband RF components continue to progress such that subsystems and systems progress by orders of magnitude. Interferometer antenna systems that previously yielded 1.0 to 1.5 degrees direction of arrival accuracy over 2:1 RF range can be demonstrated now with 0.05 degrees accuracy over a 10: 1RF range.These and many other technologies permit the demonstration of Electronic Warfare capabilities that are finding their way into Electronic Warfare systems through engineering upgrades or entirely new systems. This paper is a synopsis of the above systems and their demonstrated performance.
Polymer Current Limiters: Affordable Protection for the Navy's Electrical and Electronic Components
Authors: Singer Charles , Dougal Roger , Duggal Anil , Palmer Kathy 
Published: March 2009

ABSTRACT  Electrical equipment aboard Navy ships is currently protected by current limiting fuses which provide reliable protection against high fault currents. Fuses, however, must be replaced after each fault event. While individual fuses are relatively inexpensive, the aggregate costs of replacing large numbers of them lie in the millions of dollars. Furthermore, the manpower and time required to replace blown fuses are also expensive. This has led us to investigate the use of modern current limiting elements to replace fuses.In the past, the excessive cost, size and weight of current limiters prohibited their widespread use. New studies show that the emerging polymer current limiter (PCL) technology will effectively limit fault currents while reducing life cycle costs. This advantage arises because of the self‐resetting capability and inexpensive procurement costs characteristic of PCLs.The protection performance and the cost advantages of polymer current limiters are described here in the context of use with distribution and load equipment. We also outline the operating mechanism of PCLs and strategies for using PCLs to improve coordination between circuit breakers. Finally, an application of PCLs as protection for solid‐state devices such as Silicon Controlled Rectifiers (SCR) and MOS Controlled Thyristors (MCT) is considered.
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.”
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.