bluuebunny/crossref_metadata_2025_split huggingface dataset:
THE INFLUENCE OF WELD METAL PROPERTIES, WELD GEOMETRY AND APPLIED LOAD ON WELD SYSTEM PERFORMANCE
Authors: MATIC PETER , JOLLES MITCHELL I. 
Published: March 2009

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

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

ABSTRACTThe Reversible Converter Coupling (RCC), designed and manufactured by Franco Tosi Industrial of Italy, underwent testing at the Naval Ship Systems Engineering Station (NAV‐SSES) Philadelphia, Pa. in March 1984. The Franco Tosi RCC concept can be simply described as a conventional hydraulic coupling (i.e., input or pump rotor driving an output or turbine rotor) with a set of stationary blades that can be inserted between the two rotors to reverse the fluid direction and hence the output rotor direction. The purpose of this testing was to test and evaluate a main propulsion reverse reduction gear concept, using the Franco Tosi RCC, for its compatibility and applicability to gas turbine propulsion machinery configurations, specifically the AOE‐6 class ship. Satisfactory development of a workable and reliable reversing system permits use of a fixed pitch propeller.The RCC models tested were the Original Type “79,” the Type “79” Prototype, the Type “79” Production, the Type “84” Production, and the Type “84A” Production. A series of tests was conducted to verify rotor integrity, determine RCC efficiency, evaluate machinery interface, and to determine the overall characteristics of the RCC design. Testing revealed that the Type “79” Production RCC was the most suitable for application on gas turbine powered main propulsion systems. The Type “79” RCC design was approximately 10 percentage points higher in astern efficiency than the Type “84” design and, although the structural integrity of the Type “84” design was superior to the Type “79” design, the Type “79” Production RCC was satisfactory for its intended use without introducing any operational restrictions.The Naval Sea Systems Command approved the Type “79” Production RCC for the AOE‐6 class ship in April 1986, based on the information acquired during testing.
EXTREME AND CLIMA TIC WAVE SPECTRA FOR USE IN STRUCTURAL DESIGN OF SHIPS
Authors: BUCKLEY WILLIAM H. 
Published: March 2009

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

ABSTRACTA computer model is being developed by the David Taylor Research Center (DTRC) to analyze the tolerance of surface ship combat systems to combat‐induced and self‐inflicted damage. The work is being done in support of the Navy's hull, mechanical and electrical design effort to improve the survivability of surface ship combat systems.The DDG‐51 Detailed Design Specifications (Section 072f) and the General Specifications for Ships of the U.S. Navy (1986 Section 072e) both require that damage tolerance analyses be performed.A damage tolerance analysis shows the effect of damage on vital auxiliary and electrical systems and relates these damage effects to the capability of the ship to continue performing its combat mission at a prescribed level. Designated the Computer Aided Design of Survivable Distributed Systems (CADSDiS) model, DTRC's deterministic analytical tool consists of portable software to be used by personnel at the activity responsible for the ship design. The model's graphics electrical module is now operating on Digital Equipment Corporation VAX computers at several Navy and commercial activities.Because CADSDiS is highly interactive, it becomes an integral part of the design cycle; this is its major benefit. Thus, damage tolerance analysis information is available to personnel designing the ship within hours or days rather than weeks or months. This computer model will help ensure that the survivability principles of separation and redundancy are incorporated into ship design and are realized in the ship as built.
New Technology in Oil Content Monitors
Authors: NARDELLA JOHN A. , RAW TIMOTHY T. , STOKES GRANT H. 
Published: March 2009

ABSTRACTInternational antipollution requirements have been legislated to regulate the oil content of bilge effluent from ships. In response to these standards, the U.S. Navy is currently in the process of installing pollution abatement equipment on all vessels. The equipment will consist of an oil‐water separator in the bilge discharge line, followed by an oil content monitor which makes the final decision on whether or not the water is clean enough to be pumped overboard. The monitor is required to make a real‐time measurement of oil concentration in the range 15 ± 5 to 100 ± 20 ppm for flow rates up to 50 gal/min. and possibly in the presence of interfering contaminants, such as rust.This paper presents the results of the current effort to develop a monitor which satisfies all of these requirements and is sufficiently rugged for fleet deployment. The monitor under development employs two fiber optic systems and a small microprocessor. The first optical system measures the concentration of particles in the flow as a function of their sizes, using small angle forward scattering. The second determines what percentage of the particles in the flow are oil, using large angle scattering. The microprocessor takes the data from the two optical systems and calculates the oil concentration in the flow. Since the particle size is measured by the monitor, no sample preparation is required and the monitor may be placed directly in the discharge line where it responds to changes in oil content in less than one second. In addition, this monitor can notify the operator of impending oil‐water separator failure associated with passing large oil particles.A demonstration monitor consisting of the forward scattering unit has been successfully tested at the NavSea oil pollution abatement test facility at the Naval Ship Systems Engineering Station at Philadelphia. The monitor agrees well with chemical means of measuring oil content. Results of this comparison and laboratory test of a prototype instrument that features contaminant discrimination will be presented.
Maintaining a Maritime Force in War and Peace
Authors: RAMSAY RAYMOND 
Published: March 2009

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

ABSTRACTThe simplest statement of the wartime requirements of the shipbuilding and ship repair industry is to build and repair ships faster than they are being sunk. Given a conflict of the magnitude of World War II, the task is a formidable one. Forty years ago, it was accomplished brilliantly. However, there is no real security in past success.This paper assesses the shipbuilding and ship repair industry as it was in World Wars I and II and as it currently exists. If a similar conflict occurred today, would the current capacity of the industry be able to produce as it did between 1941 and 1945? If so, how? If not, where are the shortfalls? What are the similarities and differences between the industry then and the industry now? How are current policies affecting the level of capacity in the shipyards? How does an industry that is facing certain decline continue long‐term strategy for business development?Given the pivotal role played by the shipbuilding and ship repair industry in all previous conflicts, the answers to these questions could prove crucial to U.S. national security. If there were no national security requirement for the industry, its future would be clear and there would be no lamenting its demise. War is too grim a game to risk defeat through insufficient industrial capacity in critical areas.
A Microcomputer Based Diesel Engine Simulator for Advanced Ship Propulsion Monitoring and Control Systems
Authors: KYRTATOS NICHOLAS P. 
Published: March 2009

ABSTRACTThe increasing use of on‐board computers will make the utilization of sophisticated engine simulation models within integrated computerized ship propulsion plant management systems possible. These models can be used to provide reference performance data for advanced control, performance optimisation, fault diagnosis, and predictive maintenance systems.This paper describes briefly the structure of advanced engine performance prediction models, commenting on the areas which require further development in view of the above applications. An engine simulation model originally developed on a mainframe computer was adapted to run on a microcomputer. Selected results are presented, using the model to predict the performance of a large slow‐speed marine diesel engine, simulating various typical fault conditions.
The Aegis Data Bus Experiment
Authors: FRINK JOHN G. , VERVEN DAVID M. 
Published: March 2009

ABSTRACTThis paper documents an experiment performed by The Johns Hopkins University Applied Physics Laboratory to measure the effect of inserting a data bus into a combat system. The experiment was conducted at the Aegis Computer Center located at the Naval Surface Weapons Center in Dahlgren, Virginia (NSWC/DL). The purpose of the experiment was to determine whether or not the Aegis Weapon System (the core of the Aegis Combat System) could be operated with a portion of its point‐to‐point interelement cables replaced by a data bus. The data bus chosen for the experiment employs message broadcasting with receiver selection. A primary goal of the experiment was to minimize the amount of Aegis computer program changes required to accommodate the data bus.The results presented in this paper will show that the experiment was a success. Key certification tests were passed with no computer program changes to the tactical elements and minimal changes in the Aegis tactical executive (ATES) program (less than 110 words changed).
Bottom Bounce Array Sonar Submarine (BBASS)
Authors: JACKSON HARRY A. , NEEDHAM WILLIAM D. , SIGMAN DALE E. 
Published: March 2009

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

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

ABSTRACTOver the preceding several years there have been numerous initiatives to address problems in the Navy's ship configuration status accounting process. Recent efforts in the Ship Configuration and Logistic Support Information System (SCLSIS) project have begun to integrate the first of several logistic and engineering support processes, which up to this time have developed independently to solve specialized problems.The apparent solution is to establish an integrated global information systems architecture based on a functionally structured and described central database that couples configuration, engineering and logistics data. To accomplish this objective will require all participating Navy communities to change their processes to meet the requirements of the global information systems architecture. The realistic achievement of this goal will require the coordinated “phased” development of many unrelated processes and data systems, which today are at various levels of capability. A carefully crafted “phased” development process becomes critical in light of our current austere budget environment. This paper describes how the SCLSIS process is striving to cost‐effectively achieve these essential objectives to forge a stronger link between the Navy's engineering and logistic support communities.
Navy/Marine Corps CFC/Halon Emissions Reduction Project — Prospectus
Authors: REYNOLDS STEVEN C. 
Published: March 2009

ABSTRACTChlorofluorocarbons (used in refrigeration and as cleaning solvents) and halon (used in firefighting) both have the potential for depleting the stratospheric ozone. The Navy and Marine Corps depend on these chemicals to carry out their missions. To date, there are no acceptable substitutes. Restrictions on the use of these chemicals to levels set by the EPA to satisfy the Montreal Protocol could have an adverse effect on the Navy and Marine Corps' ability to complete their missions.This paper addresses the CFC/halon problem from a management point of view. The overall goal being to reduce the emissions of these chemicals to the atmosphere. The paper considers a total project through each of five phases as the means to achieve this goal.The military has an opportunity to make a positive global influence with the successful completion of this project.
Review and Analysis of Ship Maneuverability Criteria
Authors: ASINOVSKY VOLF 
Published: March 2009

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

ABSTRACTCurrent and projected future reductions in fleet maintenance funding are compelling the issue of ship maintenance requirements to be rethought on many different levels within the Navy.The Surface Ship Maintenance Office (SSMO) in the Naval Sea Systems Command has been involved with many different aspects of the problem. Recognizing the two different aspects of the challenge — doing the right things and doing things right — SSMO has been involved with improvements to front‐end maintenance planning: doing the right things. These improvements are being formulated for action on three different levels. The first level involves changes to maintenance management philosophy, dealing with maintenance as a technology subject to systematic processes. The second level involves specific NavSea initiatives to strengthen the technical basis for maintenance requirements. The third level involves actions available to the fleet itself to provide relief.Today's surface ship maintenance funding environment provides both a challenge and an opportunity for improvement. The challenge is to adapt successfully to constrained maintenance resources; the opportunity is to pioneer new approaches to make this possible and establish the precedent for years to come. The groundwork necessary has been laid and work to meet the challenge has begun.
The Evolution of Machinery Control Systems Aboard U.S. Navy Gas Turbine Ships
Authors: PREISEL JOHN H. 
Published: March 2009

ABSTRACTAlmost 25 years ago, the U.S. Navy committed to gas turbines for propulsion and electrical power generation for surface combatants. Jet engines from the aerospace industry were “marinized” and specified for several designs. Today, there are over one hundred gas turbine powered surface ships; almost half also have gas turbine generators. This fundamental change, notably from steam to gas turbine power, brought with it a new philosophy in the way prime movers are controlled and monitored. Unmanned engineering spaces were a fundamental part of the new design. Direct thrust control in the hands of the helmsman was possible. Possibly the most profound effect was the introduction of electronics in the main engineering spaces on a large scale. Data buses for data logging and bell logging were used as a means to reduce the tedium of normal watch standing.Gas turbine machinery control systems have entered a second generation with the introduction of the DDG‐51 class destroyer and the AOE‐6 supply ship. Hard‐wired analog interfaces have given way to digital interfaces over asynschronous multiplexed data buses. Dedicated pushbuttons and indicators have given way to keyboards and plasma displays. Single use microprocessors with firmware coding have given way to standard microcomputers and general high order language (HOL) software code.This paper will trace the control systems' evolution from the Spruance and Perry classes to today's gas turbine designs. An attempt will be made to draw a sense of direction from this evolution. An in‐depth explanation of the DDG‐51 control system will be offered, as well as suggestions as to the future of control systems for gas turbine ships. Particular emphasis will be placed on the man‐machine interface and the maintenance philosophy for both the control system hardware and software.