bluuebunny/crossref_metadata_2025_split huggingface dataset:
Combat System Engineering for the DDG—51 Class and Future Surface Combatants
Authors: HOLDEN RICHARD A. 
Published: March 2009

ABSTRACTConstraints imposed on future surface combatant acquisition will demand both design‐to‐capability and design‐to‐cost. The future Navy must be affordable and, to go in harm's way, must be combat capable. The quality of future ships depends on establishing an acquisition process that ensures capability independent of the rate of ship construction or the missions of the fleet.This paper explores surface combatant acquisition strategy and the engineering process that supports it. Events that shaped the combat system portion of the DDG‐51 shipbuilding program are reviewed as a basis to propose a modification to the process of future acquisitions. A historical perspective is established by outlining the shipbuilding program as it evolved from about 1978 to 1989. Factors that shaped the eventual upgrade program are presented in terms of the acquisition strategy and system engineering, which led to definition of the combat system configurations.Conclusions based on the information presented suggest that a more efficient system engineering process is needed to execute future preplanned upgrades and to support long‐term plans. This process is described in terms of a single research and development funding line for configuration definition, design, and development. This approach differs from the traditional ship design, acquisition, and construction process in terms of continuity of system development and emphasis on interdependencies of the combat system and ship.
ComSubLant Pump and Valve Repair System
Authors: MUELLER JOSEPH B. 
Published: March 2009

ABSTRACTFlexible Computer Integrated Manufacturing (FCIM) technology existing today in industry, combined with modern repair processes, can be used to address erosion and corrosion inherent in submarine and surface ship fluid systems. Commander Submarine Force Atlantic Fleet (ComSubLant) will implement in the near future a pump and valve repair system in the Trident Refit Facility (TRF), Submarine Base, Kings Bay, Ga. The system will support the repair of submarine and surface ship components such as valve bodies, valve tailpieces, and pump casings. It will replace metal lost by erosion and corrosion using repair processes such as automated welding and epoxy spray and reliably return these components to original specification with computer numeric controlled (CNC) machining.
Fuel Cell Power Plants for Surface Fleet Applications
Authors: GOUBAULT PHILIPPE , GREENBERG MARC , HEIDENREICH TODD , WOERNER JOE 
Published: March 2009

ABSTRACTThis paper describes the results of a study undertaken to determine the impact of fuel cell technology on the design and effectiveness of future naval surface combatants.The study involved the collection of data to characterize four different fuel cell technologies: proton exchange membrane, molten carbonate, phosphoric acid, and solid oxide fuel cells. This information was used to expand current computer models to develop specific fuel cell plants that met the power requirements for several applications on a nominal 5000 Lton destroyer and a nominal 2000 Lton corvette.Each of the fuel cell technologies was incorporated into several applications aboard the destroyer and the corvette. These applications included combinations of centralized and distributed ship service power, and propulsion power. In addition, the impact of fuel cell technology was determined for a ship service power backfit option aboard a DDG‐51 class destroyer.The results of the impact on the ship designs were analyzed and a military effectiveness assessment was conducted to address such issues as the impact of fuel cells on mobility, survivability, affordability, and on the environment.The paper identifies which aspects of the fuel cell technologies have the greatest impact upon the ship designs and their operational costs. Recommendations are given for future technology development efforts required to make fuel cells suitable for Navy service.
The PCF, A Patrol Craft Standard
Authors: GUARINO SALVADORE J. 
Published: March 2009

ABSTRACTThe Patrol Craft Fast (PCF), a 78‐foot patrol boat designed and produced by the Trinity Marine Group (TMG), is the result of the U.S. Navy's requirement to have a standard patrol craft design available for their Foreign Military Sales (FMS) program. To date, 25 vessels have been built and delivered. The contract was awarded after proposals were evaluated on both technical merit and costs. The author discusses the problems presented by the Navy's Circular of Requirements (COR) as well as the solutions and compromises TMG adopted for their successful design. The craft's characteristics and performance are presented including descriptions of the hull form, structure and propulsion.
Design Considerations Integrating ETC Gun Systems Aboard Naval Surface Combatants
Authors: GRATER GUY F. , FAGAN STEVEN 
Published: March 2009

ABSTRACTThe naval surface combatant is an ideal platform for fielding emerging electric armament technologies such as Electro‐Thermal Chemical (ETC) Gun Systems. ETC Gun Systems are demonstrating the capability of meeting mission requirements in Naval Surface Fire Support, Ship Self Defense and possibly Theater Missile Defense areas. However, integration of ETC Gun Systems into a surface combatant requires coordination of many Hull, Mechanical and Electrical (HM&E) technologies in conjunction with the combat system development in order to provide a cost‐effective ship system.This paper addresses the design considerations for integrating a 5 inch ETC gun and two 60mm ETC guns aboard a naval surface combatant. The proposed architecture for the power system utilizes a power take‐off arrangement from the main propulsion drivetrain to provide the necessary prime power. The projected mission profiles of each gun system and the resultant prime power requirements are derived. The extraction of prime power from the ship's propulsion system, power conversion, conditioning and control techniques, power transmission throughout the ship, pulse forming and energy storage requirements, system grounding and safety, and thermal management issues are then discussed. Engineering research at Naval Surface Warfare Center, Annapolis continues to confirm the feasibility of integrating ETC guns aboard naval surface combatants.
Joint Logistics Over the Shore Operations
Authors: VAUGHTERS THEODORE G. 
Published: March 2009

ABSTRACTJoint Logistics Over the Shore (JLOTS) operations are the unloading of ships without the benefit of fixed port facilities. Container ships, RO/RO ships, break bulk ships, heavy lift ships, and tankers are the most common merchant vessels utilized in JLOTS to transport military cargo. Operational requirements dictate that merchant ship unloading be conducted over unimproved shorelines in Sea State 0 through 3 conditions under adverse environmental conditions. New technology is currently being developed to improve the offshore unloading of the various types of merchant ships normally used in JLOTS operations, but to date technology has not been able to satisfy the Sea State 3 requirement Several new JLOTS subsystems were recently tested as part of a OSD sponsored joint service test and evaluation program called JLOTS III. Test operations above Sea State 2 were not possible. Lighters, cargo transfer systems, and personnel did not have the capability or training to perform in Sea State 3 as currently required by military doctrine. This paper discusses the current state of affairs of JLOTS technology developments with regard to three questions: (1) is the Sea State 3 requirement still a valid requirement; (2) can existing technology in combination with improved training solve the problem; and (3) can emerging technology provide a better, more cost effective solution in the long run? This paper addresses several emerging JLOTS technology initiatives which, if implemented, could vastly improve JLOTS and make the entire JLOTS system much more affordable.
Ship Repair Cost Model
Authors: SMITH BERTRAM D. 
Published: March 2009

ABSTRACTPerforming work cost effectively is essential to long‐term survival in a competitive marketplace. That includes today's marketplace for ship repair, both public and private sector. One mechanism for determining whether work is being done cost effectively is measurement against a cost model that comprises both labor and schedule standards.This paper describes a standard cost model for use in analyzing the effectiveness of ship maintenance planning and execution. The model establishes a baseline that provides a common point of reference for both maintenance customer and provider.The use of a standard cost model for evaluation of shipwork effectiveness is particularly important during this period of increasing maintenance costs, decreasing Navy ship force structure, and changes to the Navy maintenance support infrastructure.
The Maintenance Requirements System: Risk‐Based Resource Programming at Work
Authors: JACOBS KENNETH S. , SODERSTROM GRANT W. 
Published: March 2009

ABSTRACTThe U.S. Navy has refined its Program Objective Memorandum (POM) development process to ensure that future budgets provide adequate ship maintenance funding while maintaining the proper balance between force structure and force readiness. The Maintenance Requirements System (MRS) is now the process which allows the U.S. Navy Surface Ship community to forecast and defend its requirements by articulating the potential mission impact (risk) of funding constraints.Risk is defined across many disciplines as the product of the severity of an outcome and the probability of an outcome. For maintenance, we define relative risk as the severity of system failure times the probability of system failure if a maintenance task is not performed.Any limited budget carries some risk, since some maintenance tasks will not be funded. When funding for a future availability is constrained, MRS sorts the representative maintenance tasks in descending order of risk and cuts the list based on funding. MRS then identifies the mission impact of each unfunded maintenance task. This method does not predict or dictate the actual maintenance performed on each ship in the future, but through feedback it projects the types and costs of required maintenance and provides an estimate of the impact of funding constraints.This paper outlines the basic principles of risk‐based decision making, provides a detailed discussion of an actual risk‐based decision making process (MRS), and suggests some other maintenance applications of risk‐based decision making.
THE FRANK G. LAW AWARD FOR 1993
Authors: YURSO JOSEPH F. 
Published: March 2009

Joseph F. Yurso's long‐standing dedication, accomplishments and contributions to the mission of the American Society of Naval Engineers have been truly significant. His strong leadership throughout the past decade has been singularly responsible for the growth of membership, expansion and involvement of high quality technical symposia, vision and reputation enjoyed by the Tidewater Section.He has been in the vanguard of the Total Quality Management movement in his positions as Section Councilor, member of the National Council and Vice President of the Society, always striving for significant process improvements through personal example and leadership. His technical and managerial skills acquired during a long Navy career of management, decision making, problem resolution and motivation, and applied continuously in his volunteer roles, are recognized as unique by his subordinates, peers and superiors. It is most fitting that he receive the Frank G. Law Award for 1993.
THE SOLBERG AWARD FOR 1993
Authors: BARBANO JOSEPH J. 
Published: March 2009

Joseph J. Barbano's efforts have resulted in SHIPALTS for numerous classes of surface combatants, and the application of low observable technology to new surface platforms.In the mid 1980s, he was responsible for the planning and execution of the test program for a classified technology demonstration program. The results demonstrated the feasibility of applying signature reduction technology to surface combatants. He accelerated the program by six years by establishing new technical methodologies for design, testing, development, validation, and assessment of low observable applications. He developed quality assurance standards, test procedures and specifications for the low observable materials and components.Mr. Barbano directed the first two large‐scale applications of signature reduction technology to surface combatants. In the Persian Gulf, he led a team of one‐hundred contractor personnel to conduct rapid installations of low‐observable applications on forward deployed combatants in preparation for Operation Desert Storm.He has significantly improved the self‐defense capability of existing surface combatants and provided new capabilities for the future surface navy. Mr. Barbano's advancement of naval engineering through far‐reaching research and development make him most worthy of selection for the ASNE Solberg Award for 1993.
Pitch Stabilization for Surface Combatants
Authors: FERREIRO LARRIE D. , SMITH TIMOTHY C. , III WILLIAM L. THOMAS , MACEDO ROBERTO 
Published: March 2009

ABSTRACTPitching is one of the most damaging motions for a ship, and is the obvious choice after rolling for reduction to improve ship operability. Although SWATHs or bigger monohulls have greater operability, they are often costly. Therefore, some method of stabilizing pitch on existing combatant hulls should be found. Historical research has shown that devices such as transom flaps and bow fins are ineffective or undesirable, but canted rudders show some promise. Using criteria for ASW and mobility operations, a destroyer hull equipped with large canted rudders using rudder pitch stabilization (RPS) was modeled on seakeeping evaluation programs. Its motions and operability were compared with a baseline hull (no RPS) as well as a SWATH and a larger Seakeeping Monohull. RPS reduced pitch motions 30–40% and improved operability 6–11% over the baseline hull, making its seakeeping performance comparable to the SWATH and Seakeeping Monohull. The use of high‐lift devices can provide the same performance with reasonably sized rudders. We recommend a program to further develop pitch stabilization using high‐lift canted rudders, including development of high‐lift foil technology and small‐scale validation of the RPS concept.
EMI Avoidance
Authors: Valvonis Stephen , Nosek Lawrence T. , Krawchuk John M. 
Published: March 2009

ABSTRACTThe electromagnetic environment of today's surface combatant is both extremely complex and dynamic in nature. The quantity, sophistication, and sensitivity of the installed communication systems have grown in concert with the technological advances of the electronics industry. The evolution of new electronic systems has yielded not only new sources of electromagnetic interference (EMI) but also an increased susceptibility to existing EMI. However, the traditional EMI abatement efforts, though productive, have failed to keep pace with emerging EMI‐induced problems.Those facts suggest the need for a new approach to EMI. This paper describes a new concept that enables us to intelligently predict EMI impact and achieve a system configuration that maximizes circuit effectiveness while minimizing the degrading consequences of EMI. We discuss use of the enhanced data processing capabilities of today's personal computers and the new generation of automated test equipment to develop software and data collection methods to obtain, quantify and reduce the diverse radio frequency spectrum variables. Once the data are accumulated in a common database, they can be tailored to a specific end user's operational requirements. The resultant frequency information can be displayed in a simplified and informative manner suitable for use at all levels of expertise from fleet operator to radio communications system (RCS) system design engineer.
STANDARD FLEX
Authors: Hornhaver Cdr sg H. 
Published: March 2009

ABSTRACT  Necessity is the mother of invention. This proverb aptly describes how the concept of STANDARD FLEX was born.In the early 1980s, the Royal Danish Navy was facing a major replacement problem. Approximately one third of the ships, twenty‐two, comprising six fast attack craft, eight patrol craft and eight mine countermeasures vessels were to be phased out due to obsolescence and age. Realistic long term budgeting clearly indicated that an ordinary ship‐for‐ship replacement would not be feasible. As it was, the idea emerged to have a standard hull with a standard propulsion system designed in such a way that it could take a variety of containerized equipment and weapons bads to suit various roles. Standardized containers and interfaces would then allow the outfit for one role to be interchanged with that of another within a few hours. Sensors common to all roles, or not suited for containerization would be permanently fitted. In addition, a modular flexible Command, Control, Communications and Information System (C3I‐System) would be essential for control and operation of weapons and systems carried. A distributed architecture and open configuration would allow the C3I‐System itself to have hardware and software modules added or removed to meet the changing requirements of new technology.A basic idea of the Standard Flex concept is to mount weapons and non‐permanent equipment in standardized containers to make possible a rapid exchange of weapons and equipment required for one specific role to that required for another role. The significance of the Standard Flex concept is the ability to change the role configuration rapidly to adapt to new situations. Primary roles identified by the Royal Danish Navy include Surveillance, Mine‐laying and Mine Counter Measure, Combat. Anti‐Submarine Warfare (ASW), and civilian roles.The lead ship of the Standard Flex 300 Class, Flyvefisken. was delivered to the Royal Danish Navy by the end of 1987.
LPD 17: In the Midst of Reform
Authors: Fireman Howard , Fowler Jim , Mclntire John , Wilkins Cdr. Jim 
Published: March 2009

ABSTRACT The LPD 17 Amphibious Transport Dock Class will be the functional replacement for the LPD 4, LST 1179. LSD 36 and LKA 113 Classes of amphibious ships scheduled to be decommissioned prior to 2010. The program is nearing completion of Contract Design with the lead ship scheduled for commissioning early next century. Like its predecessors, the LPD 17 design is focused on meeting the amphibious mission lift requirements, and does so capably: 2300 m2vehicle lift, 710 m3cargo capacity, 720 troops, 2 LCAC and 2 CH‐53 (or 4 CH‐46) spots. In contrast to the ships it replaces, LPD 17 Class ships will have superior passive survivability (e.g., reduced radar cross section, structural hardening, collective protection system, smoke ejection system) and unprecedented AAW self‐defense combat systems: 64 Evolved Sea Sparrow Missiles (ESSM) “quadpacked” in a 16‐cell MK 41 Vertical Launch System (VLS) controlled by the Ship Self‐Defense System (SSDS) and Advanced Combat Direction System (ACDS) using AN/SPS‐48E, AN/SPQ‐9B and Cooperative Engagement Capability (CEC). LPD 17 also employs the first full ship fiber optic cable plant for the backbone of its Integrated Interior Command and Control (IC)2‐ system.In addition to its many technical “firsts,” LPD 17 is the first Acquisition Category (ACAT) ID naval warship acquired under the revised Department of Defense (DoD) 5000 series acquisition requirements. More recently, the LPD 17 program became the first lead ship new construction program to implement the June 94 Secretary of Defense specifications and standards reform policy. This procurement policy change effectively prohibits reliance on the thousands of Military Specifications and Standards (MILSPECs and MILSTDs) unless specific, individual waivers are approved. Because Contract Design was approximately two‐thirds complete at the time the policy was signed, the LPD 17 Design Team developed and executed an accelerated three‐phase review effort with five shipbuilders and the American Bureau of Shipping. This effort resulted in the elimination of over 75% of the original 1500 government references.Inherent in the review process was the requirement to neither compromise military performance nor increase program cost. Accordingly, a critical core of MILSPECs and MILSTDs are presently considered as candidates for retention in the ship specification and waiver requests are being prepared. The waiver policy also calls for review and waiver of the entire ship specification. Broad impacts of this reform effort are presently being assessed as the LPD 17 Program continues toward lead ship construction approval.
Breaking the Ice of Acquisition Reform
Authors: Pesile Ens. Christopher , Hess Lee , USCG LCdr. John lUttle. 
Published: March 2009

ABSTRACT  In the spring of 1992 the Naval Sea Systems Command was forced to cancel the solicitation for the Coast Guard Polar Icebreaker replacement due to affordability issues. Yet less than a year later a contract was awarded for detailed design and construction of a Polar Icebreaker. To accomplish this, a team was organized in April of 1992 to rethink the technical and programmatic approach for acquisition. A number of the approaches used have been included in the new Department of Defense (DoD) acquisition policy statement of June 1994.Because of the innovative nature of the approach, the Program Office conducted a lessons learned review by revisiting program documentation and interviewing the major players. This paper examines the process through which changes were made and the rationale for them. It finishes with a summary of some of the more important lessons learned by the project team both during the redevelopment of the solicitation and the first phase of the contract.
The Frank G. Law Award
Authors: Russell Ms. Donna 
Published: March 2009

for outstanding contributions to the advancement of the Society through dedicated service as set forth in the followingThe Frank G. Law Award, presented annually since 1980, is given to an individual whose longtime dedication and service to the Society is deemed worthy of special recognition. Captain Law was secretary‐treasurer of ASNE from 1969 to 1980. In his honor, this award recognizes long‐term significant contributions of service to the Society.
The Claud A. Jones Award
Authors: Neily Commander David C. 
Published: March 2009

for his significant contribution to naval engineering as set forth in the followingThe recipient of the Claud A. Jones Award, presented annually since 1987, is a fleet or field engineer who has made significant contributions to improving operational engineering or material readiness of our maritime defense forces during the past three years. Admiral Jones' career spanned over forty years including his midshipman days, the first twenty‐four years largely spent on ships and with the fleet serving with distinction in engineering assignments. He was awarded the Medal of Honor for “extraordinary heroism in the line of his profession” as a result of his courageous actions in 1915, while serving as engineer on the USS Tennessee, when his ship was wrecked by a tidal wave.