bluuebunny/crossref_metadata_2025_split huggingface dataset:
ASSESSMENT OF REMAINING USEFUL LIFE OF SHIPS SERVICE TURBINE GENERATOR STEAM CHESTS
Authors: BYRON J.D. , PATERSON S.R. , PROCTOR R.R. , FEIEREISEN T.J. 
Published: March 2009

ABSTRACTDuring the recent overhaul of an aircraft carrier, cracks were found in many of the eight ship service turbine generators. These units have had a history of cracking in the steam chest and steam passages. In the past, the cracks were ground and the units returned to service. During this overhaul, an indepth analysis of the cracking problem was conducted which included: a detailed inspection of the units, a review of the startup procedure and comparison of it to industry practice, a test of thermocouples, a nonlinear stress and fracture mechanics analysis, and a recommendation for repair or revised operating procedures.The results of this work showed that cracking would be confined and would not extend to a critical size prior to the next overhaul period, cracks need not be removed, and, in fact, removal of cracks would result in a degraded remaining service life. Results also showed that the life could be significantly enhanced with the use of a steam bypass to preheat the steam chest before startup.
SIMPLIFIED APPROACHES FOR EVALUATION OF MANEUVERABILITY OF SHIPS
Authors: ASINOVSKY VOLF 
Published: March 2009

ABSTRACTThis paper is devoted to the consideration of simplified engineering methods for use in the practice of design and improvement of ship maneuverability.The dependence of the characteristics of maneuverability on the position of the center of pressure along the length of the ship's hull is shown. A technique for the estimation of maneuverability during ahead and astern operations is given based on an analysis of the center of pressure position. The physical reasons for loss of steering during astern operation are examined and discussed. Methods based on the use of the diagram of steering are reviewed.A simple engineering method is given for calculation of the diagram of steering.
THE U.S. NAVAL ACADEMY'S NEW YARD PATROL CRAFT: FROM CONCEPT TO DELIVERY
Authors: COMPTON ROGER H. , CHATTERTON HOWARD A. , HATCHELL GORDON , McGRATH FRANK K. 
Published: March 2009

ABSTRACTThe design of the new 108‐ft yard patrol craft (YPs) for the U.S. Naval Academy is described from its beginnings as a senior midshipman design project, through its preliminary and contract design development at the U.S. Navy's small craft design team headquarters, Naval Sea Combat Systems Engineering Station, Norfolk, Virginia (NAVSEACOMBATSYSENGSTA‐Norfolk). During preliminary and contract design the Naval Academy Hydromechanics Laboratory (NAHL) provided experimental data to support NAVSEA‐COMBATSYSENGSTA‐Norfolk's design analyses in powering, seakeeping, and maneuvering. Several tradeoff studies of interest to patrol craft designers are presented. Major events in the detail design and construction of the first boat are described from both the designer's and the shipbuilder's points of view. The launching, builder's and sea trials of the first boat are described. A modification to provide an oceanographic research capability for the Academy's Oceanography Department is outlined. The model data acquired at NAHL and the full scale data acquired during sea trials provide an unusual opportunity for correlation analyses for small patrol craft.
THE EVOLUTION OF ROUND BILGE FAST ATTACK CRAFT HULL FORMS
Authors: TOBY A. STEVEN 
Published: March 2009

THE AUTHOR2ABSTRACTWhen Yarrow mounted a torpedo tube on a steam launch in 1873 the fast attack craft (FAC) became a reality and a potent threat to warships of all sizes. Led by Great Britain, the major powers developed it into the destroyer, while minor powers continued the evolution of the torpedo boat. As early as 1915 the possibilities of the planing boat had been realized: the British Coastal Motor Boat (CMB), a 55‐foot stepped hydroplane, could exceed 40 knots. But as military requirements required larger vessels, the limitations of planing craft, particularly in seakeeping although also in speed‐power performance, led to a renaissance of the round bilge hull. Current round bilge designs trace their lineage back to the German “S‐boats” of World War II. They predominate in size greater than about 250 tons.This paper discusses the historical evolution of the hull forms for high performance displacement warships. The paper covers innovations such as the transom stern and more subtle refinements such as changes in proportions and coefficients. For each change the historical background, the motivation for the change (both tactical and hydrodynamic), and operational experience with the new design contrasted with the old is presented. The focus will be on FACs, but material on early destroyers is included because of their important role in the evolution of the smaller craft.Today's round bilge FAC is a refined technology which has evolved over a long time. Now that it is being challenged strongly by the V‐bottom form as well as by hydrofoils, air cushion vehicles, and surface effect ships, the designer must recognize how well a current round bilge design can perform. Accordingly, data is presented showing that today's round bilge hull form has improved dramatically in seakeeping, and is now competitive with the V‐bottom.
SURFACE SHIP COMBAT SYSTEM UPGRADE ENGINEERING
Authors: HOLDEN RICHARD A. 
Published: March 2009

ABSTRACTConstruction of new ships is typically limited to a rate of two to five per year. The lead ship of a class requires several years for design and construction and follow‐on ships are completed at the typical production rate. The total time period to complete a class of multimission surface combatants is fifteen to twenty years. As ships are constructed the combat system gradually falls behind in warfighting capability and may be changed piecemeal in an attempt to keep pace with the advancing threat. Piecemeal changes are costly and create a proliferation of equipments and configurations. An acquisition strategy is described which avoids the annual capability upgrades but provides introduction of state‐of‐the‐art technology at preplanned points in the building program. This will insure maximum commonality and modernization. Defining preplanned combat system upgrades consists of engineering conceptual systems as a departure from real systems under development. For modern integrated combat systems such as Aegis this requires evaluating all changes in terms of total impact on the functional and physical characteristics of the system. This paper describes an approach which defines combat system configurations as baselines and periodically evaluates emerging technology to define new baseline configurations. The configurations defined in this manner insure maximum commonality among ships of the class and still maintains warfighting capability.
Small Craft Combat Survivability Enhancement Through the Use of Smoke
Authors: KENNEDY JOHN R. , RINGWALD MICHAEL G. , SCHONBERGER JAMES R. , LOHKAMP CARL W. 
Published: March 2009

ABSTRACTSurvivability is dependent on two basic factors, susceptibility, which is the probability of being hit by a damage‐causing mechanism, and vulnerability, which is the probability of being killed once hit. Visually aimed weapons present a major threat to the survivability of small waterborne craft in combat operations. Since this type of vessel is inherently quite vulnerable to virtually any modern weapons system, survivability is best enhanced by decreasing the susceptibility. Although combat experience in previous wars has proved that smoke is invaluable in protecting ships from visually aimed weapons, the ability to produce screening smoke on modern U.S. Navy vessels is very limited. In an effort to evaluate the effectiveness of using screening smoke to protect small craft under modern conditions, e.g., from enemy helicopters, small craft tests were conducted using a variety of smoke sources. Smoke sources tested included the U.S. Army M3A3E3 pulse‐jet smoke generator, pyrotechnic smoke blocks, and a turbine type generator. This paper discusses the results of these tests and draws conclusions regarding the feasibility of using smoke to help protect boats from visually aimed weapons.
CLEER: An AI System Developed to Assist Equipment Arrangements on Warships
Authors: ZHOU H. HARRY , SILVERMAN BARRY G. , SIMKOL JOEL 
Published: March 2009

ABSTRACTThis paper describes a modularized AI system being built to help improve electromagnetic compatibility (EMC) among shipboard topside equipment and their associated systems. CLEER is intended to act as an easy to use integrator of existing expert knowledge and pre‐existing data bases and large scale analytical models. Due to these interfaces; to the need for portability of the software; and to artificial intelligence related design requirements (such as the need for spatial reasoning, expert data base management, model base management, track‐based reasoning, and analogical (similar ship) reasoning) it was realized that traditional expert system shells would be inappropriate, although relatively off‐the‐shelf AI technology could be incorporated. In the same vein, the rapid prototyping approach to expert system design and knowledge engineering was not pursued in favor of a rigorous systems engineering methodology. The critical design decisions affecting CLEER's development are summarized in this paper along with lessons learned to date all in terms of “how,” “why,” and “when” specific features are being developed.
Comparative Assessment of U.S. and Foreign Buoy Tenders
Authors: KEHOE JAMES W. , BROWER KENNETH S. , TUTTLE JOHN G. 
Published: March 2009

ABSTRACTThe paper reports the results of a comparative study of seven modern foreign buoy tenders and two older U.S. buoy tenders that was conducted by the U.S. Coast Guard as part of its current project to replace its older medium size (WLM) and large seagoing (WLB) buoy tenders. As part of the assessment, the authors visited the foreign ships to observe them conducting buoy tending operations, to review engineering design data, and to discuss buoy tender design, technology and operations with the cognizant operating authorities. The buoy tenders included the Canadian 4,800‐ton Type 1100 and 2,800‐ton Type 1050, the British 2,900‐ton Mermaid, the Swedish 1,200‐ton Baltica, the Norwegian 1,100‐ton Skomvaer, the Dutch 700‐ton Rotterdam, and the Italian 600‐ton MIF. The U.S. buoy tenders included the Coast Guard 470‐ton, 157‐foot WLM and 1,000‐ton, 180‐foot WLB (SLEP), which were also visited and included in the study for comparative purposes.The study's objectives were to identify design practices and technology incorporated in the foreign buoy tenders that the U.S. Coast Guard could adapt in designing future buoy tenders and to determine if any foreign buoy tender design meets the Coast Guard requirements for WLB and WLM replacements.The design characteristics, technology, and unique features of each buoy tender are described and compared. Lessons learned from the study which could be beneficial in the design of future Coast Guard buoy tenders are identified. Finally, the capabilities of the foreign buoy tenders are assessed in relation to current Coast Guard requirements.
The Quantification of Interoperability
Authors: MENSH DENNIS R. , KITE ROBERT S. , DARBY PAUL H. 
Published: March 2009

ABSTRACTJCS Pub 1 defines interoperability as “The ability of systems, units or forces to provide services to and accept services from other systems, units or forces and to use the services so exchanged to enable them to operate effectively together.” With JCS Pub 1 as a foundation, interoperability of systems, units or forces can be factored into a set of components that can quantify interoperability. These components are: media, languages, standards, requirements, environment, procedures, and human factors. The concept described in this paper uses these components as an analysis tool to enable specific detailed analyses of the interoperability of BFC3 systems, units, or forces for the purpose of uncovering and resolving interoperability issues and problems in the U.S. Navy, Joint, and Allied arenas. Also, as a management tool, the components can help determine potential interoperability characteristics of future U.S. Navy BFC3 systems for compliance with battle force systems architectures.The approach selected for the quantification of interoperability was the development of a set of measures of performance (MOPs) and measures of effectiveness (MOEs). The MOPs/MOEs were integrated with a candidate set of components, which were used to partition the totality of interoperability into measurable entities.The methodology described employs basic truth table theory in conjunction with logic equations to evaluate the interoperability components in terms of MOPs that were aggregated to MOEs. It is believed that this concept, although elementary and based on fundamental principles, represents an operationally significant approach rather than a theoretical approach to the quantification of interoperability.The vehicle used as a means to measure the MOPs and MOEs was the Research Evaluation and Systems Analysis (RESA) computer modeling and simulation capability at the Naval Ocean Systems Center (NOSC), San Diego, Calif. Data for the measurements were collected during a Tactical Information Management Exercise (TIMEX) in August 1987. The data consisted of printouts from computer data bases plus data collected by human observers.It is hypothesized that subsequent repeated exercises will yield a sufficient number of meaningful measurements. These measurements may lead to the development of frequency distribution curves representing the degree to which each interoperability component was achieved. These curves will in turn be used to derive some probability function [P(I)] that empirically describes the degree of interoperability that could be achieved. The benefit of this approach is that complex interoperability problems can be partitioned into a smaller subset of problems that can be more easily managed and/or resolved. Also it provides the potential means to obtain a probabilistic measure of how often, operationally, a desired level of interoperability could be achieved.
An Application of Total Quality Management at an Intermediate Maintenance Activity
Authors: NEEDHAM CDR. WILLIAM D. 
Published: March 2009

ABSTRACTThe current budget and resource constrained fiscal environment mandates positive measures to improve productivity. The management practices of the last four decades are no longer valid. The Department of Defense (DoD) has issued broad guidelines for a restructuring of all subordinate commands and agencies called total quality management (TQM). The precepts of TQM are not new. They are the very same precepts prescribed by numerous management and quality control experts for the past decade to reverse the downward trends in the productivity of American industry. The program elements of TQM are broad in scope, as they must be for an organization as large and diverse as DoD. The implementation of TQM at the local command level is left to the local commander. This is no mean task, as TQM is a radical departure from traditional management practice in every aspect of an organization. This article reports on the implementation of TQM at a local command, the USS Hunley, a naval auxiliary support ship whose primary mission is the repair and maintenance of a squadron of nuclear‐powered submarines in Norfolk, Virginia.
Preliminary Design of a Convertible Container Roll‐On/Roll‐Off (CCR) Ship
Authors: MCKENNEY TIMOTHY , INGLES EDWARD , KOWALICK DAVID 
Published: March 2009

ABSTRACTThis paper develops an innovative yet practical solution to the present sealift deficiency in unit equipment capacity. A U.S. built and operated active merchant fleet that can be quickly converted to sealift use is the ideal solution to the sealift deficiencies facing the United States. The concept behind the convertible container roll‐on roll‐off (CCR) ship is simple: Design a ship which meets the needs of the commercial fleet as a fully cellular container ship that can be quickly converted into a roll‐on roll‐off (Ro‐Ro) ship to carry unit equipment. The result is a sealift solution that supports the Army at the theater of operations in less than two weeks at a fraction of the lifecycle cost of a dedicated sealift fleet The CCR concept also provides commercially viable containerships for U.S. flag operators at reduced capital cost and fosters an enhanced U.S. shipbuilding base.
On the Development of Seakeeping Criteria
Authors: GRAHAM ROSS , BAITIS A. ERICH , MEYERS WILLIAM G. 
Published: March 2009

ABSTRACTIn order to determine the effects of ship motion on operational performance, quantitative seakeeping criteria are required. In this paper, we propose that seakeeping criteria should be presented in terms of limits on the incidence of whatever degrading event is determined to curtail the operation of interest, rather than limits on the underlying ship motions. For personnel operating on deck, the degrading events of most interest are the onset of loss‐of‐balance incidents, termed motion‐induced interruptions, due to tipping or sliding. For unsecured helicopter operations, the most important degrading event is the helicopter sliding.We present a frequency‐domain method of predicting the incidence of personnel or of equipment sliding which includes the forces due to roll, pitch, longitudinal, lateral and vertical accelerations, and also the effects of non‐zero mean heel angles. We then present a method for predicting the incidence of personnel experiencing motion‐induced interruptions due to loss of balance which includes the above forces and also the effects of steady and unsteady winds. In order to work in the frequency‐domain, all of the forces are linearized and we consider only the linear turbulent wind force, and neglect the nonlinear term.Two main applications of the method are anticipated. The first application is to design. The seakeeping criteria presented here are closely linked with the physical phenomena that are causing performance to be degraded, and are equally applicable to all ship types. The second application is to active operational guidance systems which provide real time information to the operators of naval vessels on the effects of changes in speed or heading on operations. Developing criteria in terms of the degrading events of most interest to the operator should result in an immediate improvement in the quality of the guidance.
The Testing of a New Ship Class—The USS Arleigh Burke
Authors: FOLEY J. KEVIN 
Published: March 2009

ABSTRACTThe USS Arleigh Burke, being the first of a new class of ships, presented many challenges to both the production and test crews that worked on her. This paper discusses the unique conditions that the Aegis Test Team faced in the completion of the test program. A historical perspective of why the Arleigh Burke class was chosen as the battle force combatant, differences between the Ticonderoga class design and how they forced a re‐thinking of the classic test plan, time proven versus innovative testing techniques, and unique problems encountered and their solutions are discussed. The paper highlights the fundamental differences between the planned ship design, construction and test plan caused by the fluctuations of the dynamic shipyard environment.
Best Value Contractìng
Authors: ZACKS MICHAEL R. , DEMAS THOMAS A. 
Published: March 2009

ABSTRACTThe best value concept is based on making decisions on an offeror's technical competence, proven past performance, management capability, life‐cycle costs, and product quality. The evaluation of these factors should be structured to ensure consideration is given to determine the overall benefit associated with the offered price. This paper advocates using the best value concept as the method for developing and rating proposal evaluation factors for the procurement of new ships. It discusses methods for establishing evaluation factors, developing standards to evaluate, associated documentation, and weighting and scoring the factors. The information for this paper was obtained from personal interviews, hands‐on experience developing and evaluating best value proposals, and documentation research. If properly executed, the best value concept will enable the Navy to improve ships while reducing operating costs.
Laser Cladding Refurbishment of Catapult Trough Covers
Authors: DENNEY PAUL E. , LOWRY ROBERT W. 
Published: March 2009

ABSTRACTA laser cladding process has been developed and is now in production for the cladding of new aircraft carrier catapult components. The Service Life Extension Program (SLEP) Office of Naval Sea Systems Command (NavSea) suggested that this process be utilized for the refurbishment of catapult tracks. Early experiments were conducted by the Naval Surface Warfare Center in conjunction with the IIT Research Institute. The program was then transitioned to the Applied Research Laboratory, Pennsylvania State University (ARL Penn State) under the sponsorship of the Naval Air Systems Command (NavAir)/Navy MANTECH program, thus providing an effective solution to a NavSea/NavAir interface hardware problem.ARL Penn State was responsible for the production and evaluation of six laser clad aircraft carrier catapult tracks as part of a program sponsored and funded by NavAir Code 5512.Six catapult tracks that had been taken out of service because of excessive wear were laser clad at the Westinghouse Electric Research and Development Center (Now “Science and Technology Center”) for ARL Penn State. The composition of the clads was Inconel 625, Stellite 6/Stainless Steel 304, and Ferrelium 255. The tracks were machined and installed on the USS Constellation. Wear measurements were taken for the laser clad tracks and standard tracks ahead and behind the clad tracks.After 7,161 launches, the tracks were removed and returned to ARL Penn State for evaluation. The evaluation indicated that impact damage was observed on one track. No additional defects related to operations were found. Wear data indicated that the wear rate for it was 25%‐50% less than non‐clad. The results indicated that rejectable tracks (and one piece trough covers) could be successfully laser clad for extended operating life at acceptable costs.With emphasis for the future on a more affordable Navy, the need for viable refurbishment processes will be necessary for extending life and performance for the 21st century. Laser cladding and laser processing offer a real potential for affordable extended life systems.
Identification and Resolution of Propulsion Plant Machinery Problems
Authors: BROWN RUSSELL W. 
Published: March 2009

ABSTRACTThis paper presents propulsion plant problems caused by both manufacturing and design faults. These problems have been selected from the many that developed because they required challenging engineering in both their definition and resolution.The problems described cover main propulsion shafting and bearings; propulsion turbines; ship service turbine generators; set turbines; main reduction gears; main condensers; steam distilling plants, valves and high pressure air systems. The topic discussed in that system is the identification of auto ignition in the first 4500 psig high pressure air system and its corrective action.Each problem is described both in writing and with a sketch. In all, fourteen problems are discussed.