bluuebunny/crossref_metadata_2025_split huggingface dataset:
PUTTING AN OIL SPILL CLEANUP COMPUTER MODEL TO WORK FOR THE NAVY
Authors: NYHART J.D. , PSARAFTIS HARILAOS N. , YAROSCHAK PAUL J. 
Published: March 2009

ABSTRACTA research group at the Massachusetts Institute of Technology has completed the first phase of the development of a computer assisted model for analyzing complex decisions and policies regarding oil spill cleanup. The model is the product of an ongoing MIT Sea Grant project, sponsored by a consortium of government and industry organizations, including the National Oceanic and Atmospheric Administration, the U.S. Coast Guard, the U.S. Navy, the Commonwealth of Massachusetts, the Spill Control Association of America, JFB Scientific Corporation, the Doherty Foundation, Petro‐Canada and Texaco.The model can be used, among other things, in strategic planning for the long‐term oil spill response needs of a region, in assisting On Scene Coordinators in responding to a specific spill (tactical/operational setting), in evaluating the environmental and economic damages of a spill versus the cost of cleanup, in simulation and training, and in the analysis of various policy and regulatory issues such as the effects of delays, the use of dispersants and the investigation of liability and compensation issues.The paper describes the model in detail, focuses on its potential uses and presents experience with its application in conjunction with pollution control efforts of the U.S. Navy. Specifically, we outline the application of the model in the Port of Charleston, South Carolina, an ongoing project sponsored by the Naval Facilities Engineering Command. The difficulty of gathering data for such an application is discussed.
MODELING OF WEIGHT AND VOLUME FOR ADVANCED ALTERNATING CURRENT ELECTRIC DRIVE MACHINERY
Authors: ACKER FRANK E. , GREENE DAVID L. , JOLLIFF JAMES V. 
Published: March 2009

ABSTRACTHigh power‐density motors and generators and reliable high power solid state motor speed controls make electric drives an attractive contender for naval propulsion systems. This paper presents several modeling techniques and scaling relationships to assist others in estimating the volumes and weights of propulsion generators and motors, solid state power conditioners, electrical switchgear, and associated electrical propulsion system components as functions of propeller shaft power. These modeling and scaling relationships are applied to a specific watercooled conceptual design propulsion plant to demonstrate the scaling method and to present the sizes and weights of “state‐of‐the‐art” components for propulsion systems in the 22 to 52 megawatt (30,000 to 70,000 horsepower) per propeller shaft range. Although the conceptual design discussed reflects watercooled technology, the provided relationships can be used for any given machine or machinery system configuration as long baseline data is available. For the purposes of this paper, some aircooled data is presented and the results compared to a specific watercooled Advanced Integrated Electric Propulsion Plant (AIEPP) design which was presented at ASNE DAY 1982 and published in the April 1982 issue of the Naval Engineers Journal. This paper permits application of the previously published AIEPP technology to a wide range of shaft horsepowers and propulsion plant configurations and thus serves as a major extension of the basic concepts set forth in the April 1982 paper for advanced alternating current electric drive machinery.
DESIGNING RELIABILITY AND MAINTAINABILITY INTO THE RACER SYSTEM
Authors: MATTSON WAYNE S. 
Published: March 2009

ABSTRACTThe current Naval Sea Systems Command (NAVSEA) program to design and develop an advanced, combined gas turbine and steam turbine (COGAS) power plant called RACER is discussed. RACER is an acronym for RAnkine Cycle Energy Recovery which describes the heat recovery steam cycle designed to recover energy from the exhaust of an LM2500 gas turbine and thus augment the main propulsion system of a surface combatant through a steam turbine.The main design objective of a COGAS power plant is to achieve fuel efficiency at both full power and part load conditions. However, even the most impressive fuel‐saving COGAS system is of little value unless system operability criteria are implemented in the design process as equal, if not more critical, design objectives.General design philosophy to improve COGAS plant reliability and maintainability (R&M) is discussed, and the primary RACER design approach of simplicity and modularity is described. Reliabilty and maintainability design criteria and techniques are presented as they relate to improved system operability. Components which require special R&M considerations are discussed and examples are presented of how R&M criteria have affected system design.
MECHANICAL CROSS‐CONNECT GEAR TRANSMISSION FOR U.S. NAVY DESTROYERS
Authors: WILLIS JAMES A. 
Published: March 2009

ABSTRACTCross‐connect gear transmission systems have been utilized on small‐size combatant ships (frigates, corvettes, etc.) to effect benefits of reduced space and weight while maintaining flexible propulsion capabilities from multiple engines and twin shafts. In recent years several investigations and studies have been performed, assessing the viability of the U.S. Navy using a large mechanical cross‐connect gear transmission system on its mid‐size (destroyer) combatant designs. This paper describes such a gear, including its design and characteristics, compares its performance and properties to current destroyer gear systems and recommends areas where development should be pursued to make such a gear acceptable for service use in a destroyer. Based on investigations conducted thus far, indications are that the mechanical cross‐connect geared system is feasible and that benefits of reduced space and weight are significant.
SEAKEEPING AND COMBAT SYSTEM PERFORMANCE – THE OPERATORS‘ ASSESSMENT
Authors: KEHOE JAMES W. , BROWER KENNETH S. , COMSTOCK EDWARD N. 
Published: March 2009

ABSTRACTIn a recent effort to improve our assessment of the Comparative seakeeping performance of existing U.S. Navy ships, a seakeeping questionnaire was distributed to the Commanding Officers of U.S. Navy frigates, destroyers, and cruisers. The objectives were to determine, (1) the operational availability of existing weapons and sensors in relation to a ship's seakeeping performance, (2) the availability of ships to make full speed and to conduct sonar, helicopter, and replenishment‐at‐sea operations, (3) effects of a ship's seakeeping limitations on task force and convoy operation, and (4) realistic seakeeping design crteria for use in the design of new ships. The responses to the questionnaire indicated that frigates are severely limited in their availability to conduct ASW task force and convoy operations in the North Atlantic during the winter season because of seakeeping limitations on speed, hull sonar performance, and helicopter operations. The findings suggest that in the design of future ships we need to place emphasis on improving the seakeeping performance of ships in rough water, instead of just their speed and range in calm water. They indicate that the ASW capability of U.S. ships in high sea states would be enhanced by a towed acoustic sensor; an extended range ASW missile; active fin roll stabilizers; and a helicopter recovery assistance, securing and traverse (RAST) system. They also suggest that the question of the interaction of a ship's size and seakeeping characteristics with the choice of weapons and sensors requires careful attention in the design of future U.S. Navy ships.
RUDDER ROLL STABILIZATION FOR COAST GUARD CUTTERS AND FRIGATES
Authors: BAITIS ERICH , WOOLAVER DENNIS A. , BECK TOM A. 
Published: March 2009

ABSTRACTThe potential use of rudders as anti‐roll devices has long been recognized. However, the possible interference of this secondary function of the rudder with its primary role as the steering mechanism has prevented, for many years, the development of practical rudder roll stabilizers. The practical feasibility of rudder roll stabilization has, however, in recent years been demonstrated by two systems designed and developed for operational evaluation aboard two different U.S. Coast Guard Cutters, i.e., Jarvis and Mellon of the 3,000‐ton, 378‐foot HAMILTON Class.The authors describe the major components of the rudder roll stabilization (RRS) system, along with the design goals and methodology as applied to these first two prototypes. In addition, a brief history of the hardware development is provided in order to show some of the lessons learned.The near flawless performance of the prototypes over the past four years of operational use in the North Pacific is documented. Results from various sea trials and reports of the ship operators are cited and discussed.The paper concludes with a discussion of the costs and benefits of roll stabilization achieved using both a modern anti‐roll fin system, as well as two different performance level RRS systems. The benefits of roll stabilization are demonstrated by the relative expansion in the operational envelopes of the USS OLIVER HAZARD PERRY (FFG‐7) Class. The varying levels of roll stabilization suggest that the merits of fins and RRS systems are strongly dependent on mission requirements and the environment.The demonstrated performance of the reliable RRS system offers the naval ship acquisition manager a good economical stabilization system.
COMMERCIAL APPLICATIONS OF ADVANCED MARINE VEHICLES FOR EXPRESS SHIPPING
Authors: LUEDEKE GEORGE , FARNHAM ROBERT B. 
Published: March 2009

ABSTRACTThis paper will present the results of a marketing, engineering, and economic analysis of advanced marine vehicles done by IMA Resources, Inc. and RMI, Inc., in support of a Maritime Administration project to study “Multimode Express Shipping”. The study was conducted in 1981 and examined the economic benefits of using advanced marine vehicles as express cargo vessels in domestic and international service. Commodity characteristics, desirable express carrier rates, and potential high payoff service and route alternatives were identified. Advanced marine vehicles were surveyed and sized to meet desirable deadweight and block speed objectives. The costs of operating these craft on a variety of trade routes were calculated using an advanced marine vehicle economic analysis program. Revenues, expenses, break‐even, profit and loss, cash flow requirements, tax summary and economic indicators (i.e., cost/ton – mile, etc.) were projected over the expected life of the vehicles as was return on investment. Traffic density and market penetration considerations narrowed the field of choice to smaller sized advanced marine vehicle carriers (i.e., 50 and 250 ton deadweight) and to three international and five domestic routes.
THE SURFACE EFFECT CATAMARAN – PROGRESS IN CONCEPT ASSESSMENT
Authors: WILSON F.W. , VIARS P.R. , ADAMS J.D. 
Published: March 2009

ABSTRACTThe surface effect catamaran incorporates twin high length‐to‐beam cushions to support a low length‐to‐beam platform. The performance characteristics of the resulting vehicle, i.e., the resistance and head sea motions, are equivalent to a higher length‐to‐beam surface effect ship. The high lateral stability which results from the widely spaced hulls and cushions of the surface effect catamaran provides several advantages not inherent in conventional surface effect ship configurations. These advantages are manifested by high cross‐structure height and reduced structural loads without reduction in static or dynamic roll stability. For an 800‐ton ship the widely spaced cushions provide a capability of controlling off‐head sea types of motions and the virtual elimination of green water over the deck up through Sea State 6. Model tests have validated cushionborne and hullborne resistance computer prediction programs. Head sea motions tests have justified the use of high cross‐structure height to minimize high slam types of structural loads. Preliminary design and model tests indicate the potential for the surface effect catamaran to operate as an open ocean ship in smaller sizes than heretofore thought possible. In addition, its planform and large volume provides pay‐load capabilities of much larger ships.
SHIP REPAIR USING MULTI‐SHIP COST TYPE CONTRACTING
Authors: ORTMANN LCDR. ROBERT A. , JOHNSON JOHN E. , PEASE MARTY E. 
Published: March 2009

ABSTRACTThe Destroyer Engineered Operating Cycle (DDEOC) was developed to extend the overhaul cycle by doing systematic maintenance to the ships in a Class during Selected Restricted Availabilities (SRAs) and overhauls. The standardization of maintenance items and recurring Ship Alterations (SHIPALTS) presented an opportunity for innovative contracting techniques.Four FF 1052 Class SRAs were conducted in 1980 under Supervisor of Shipbuilding, Conversion and Repair SAN DIEGO contract administration with National Steel and Shipbuilding Company (NASSCO), the prime contractor, This paper presents the experiences of both SUPSHIP and NASSCO in planning and conducting these highly successful SRAs using a “Cost Plus Fixed Fee (CPFF)” contract. As a unique aspect of this procurement, the contractor performed part of the planning and prepared the work specifications as well as performing the production work. Primary emphasis of this paper is on planning, the contract, the relationship between the Government and contractor, production experience, and the advantages and disadvantages of using this method.
U.S. AND FOREIGN HULL FORM, MACHINERY AND STRUCTURAL DESIGN PRACTICES
Authors: KEHOE JAMES W. , BROWER KENNETH S. , MEIER HERBERT A. , RUNNERSTROM CDR. ERIC 
Published: March 2009

ABSTRACTThere are two principal benefits to conducting comparative engineering analyses of U.S. and foreign ship design practices and criteria: 1) they offer an opportunity to identify clever ideas from which the U.S. can benefit, and 2) they cause us to assess U.S. design practices critically that we may have been taking for granted or may have been accepting as inviolable. The results of a comparative analysis of U.S. and foreign hull form, machinery, and structural design practices are reported in this paper.Numerous studies of U.S. and foreign warships have shown that the hull form, machinery, and structural design practices of various navies differ considerably. Although most large navies operate their ships in generally similar environments, each country has developed its own unique style of hull form. Based on an assessment of foreign hull form design practices, the U.S. Navy has recently developed a style of hull form that offers improved stability and seakeeping performance and which facilitates the arrangement of internal functions.Foreign ships generally have a tighter machinery arrangement than comparable U.S. ships. However, this is not necessarily achieved by accepting less subsystem performance or by sacrificing redundancy. The tightness of foreign machinery plants seems to be achieved by tighter management control over the ship design and acquisition process. In addition, foreign navies appear to be more flexible in adjusting to a new technology such as that which occurred during the change from steam to gas turbine propulsion.U.S. ships appear to be constructed to more rigorous structural detail design standards than foreign ships. The structural configuration of foreign ships, including the integration of web frames, longitudinal girders, and stanchions also differs from U.S. practice. The configuration of ship structure and the value of rigorous U.S. structural design practices are worthy of additional research. The results of the study reported in this paper highlight the value to the U.S. Navy of conducting comparative engineering analyses of U.S. and foreign ship design practices in the future.
STRIPPING SYSTEM FOR BULK FUEL STORAGE TANKS
Authors: STRANDELL PATRICIA A. 
Published: March 2009

ABSTRACTThe Navy's bulk fuel storage system uses settling and stripping to eliminate waste water which reduces tank volume and waste fuel. A semi‐automatic stripping system was developed to recover the lost tank volume while maintaining clean fuel for issue. The stripping system removes contaminants by recirculating the fuel through a bank of filter/separators until issue limits of 0.01% water and sediment are reached. Development and field testing of the system at a tank farm site are described. Test results and recommendations for stripping system operating procedures are presented.
SHIP ENERGY CONSERVATION ASSIST TEAM (SECAT)
Authors: DANGEL RICHARD , BRICE A. EDWARD 
Published: March 2009

ABSTRACTThe Ship Energy Conservation Assist Team (SECAT) Program was initiated in Fiscal Year (FY) 82 by the Naval Sea Systems Command (NAVSEA) to demonstrate and introduce individual Ship Commands to known energy conserving techniques without adding equipment complexity or additional maintenance burden. The principal objective is to provide each ship with an energy consumption, coupled with recommended energy conservation strategies. The technique involves both in‐port and underway monitoring and introduction of energy efficient machinery plant alignments, fuel consumption curve generation, and most efficient speed curves. The program has completed visits on six combatants and enjoys the support of both the Commander, Naval Surface Forces, U.S. Atlantic Fleet (COMNAVSURFLANT) and the Commander‐in‐Chief, U.S. Atlantic Fleet (CINCLANT). Plans are to perform SECAT on additional DDG 2 and FF 1052/1078 Class ships and initiate SECAT on additional ship types in FY 83.
AN ADVANCED METHODOLOGY FOR PRELIMINARY HULL FORM DEVELOPMENT
Authors: LIN WEN‐CHIN , DAY WILLIAM G. , HOUGH JEFFREY J. , KEANE ROBERT G. , WALDEN DAVID A. , KOH IN‐YOUNG 
Published: March 2009

ABSTRACTA ship design methodology is presented for developing hull forms that attain improved performance in both seakeeping and resistance. Contrary to traditional practice, the methodology starts with developing a seakeeping‐optimized hull form without making concessions to other performance considerations, such as resistance. The seakeeping‐optimized hull is then modified to improve other performance characteristics without degrading the seakeeping. Presented is a point‐design example produced by this methodology. Merits of the methodology and the point design are assessed on the basis of theoretical calculations and model experiments. This methodology is an integral part of the Hull Form Design System (HFDS) being developed for computer‐supported naval ship design. The modularized character of HFDS and its application to hull form development are discussed.
A NEWAPPROACH TO OVERHA UL REPAIR WORK PLANNING
Authors: SMITH BERTRAM D. 
Published: March 2009

ABSTRACTIf one were to define the objectives of a proper maintenance program in simple but all‐inclusive terms, he would be hard pressed to improve upon the following extract from the Foreword to the ReliabiIity‐Centered Maintenance Handbook“… Our goal to have a Fleet of reliable modern ships requires that we be effective in maintaining their readiness… As maintainers we must focus on not one, but two objectives ‐ do things right ‐ and do the right things.”ABSTRACTThe historical focus on overhaul improvement efforts bas been on the fitst of these two aspects ‐ doing things “right” which involves the quality of work accomplished by the overhauling activity. The thrust of this paper will be in the direction of the second aspect of maintenance; to ensure that the right things are being done. The basis of the approach to identifying these “right things” to be done in overhaul will be the principle of Reliability‐Centered Maintenance. The objective of the new approach to repair work planning is to hit the work to be accomplished in overhaul to that justifid as applicable and effective, eliminating unnecessary or ineffective work that increases overhaul duration and compromises post‐overhaul operational reliability through maintenance‐induced failure.
FFG 7 CLASS FIN STABILIZER SYSTEM
Authors: DONAHUE JOHN C. , McMAHON EDWARD J. , NELSON LOUIS W. 
Published: March 2009

ABSTRACTThis paper discusses the new fin stabilizer system developed for the FFG 7 class ships. The paper includes: a brief history of fin stabilizers, the advantages of fin stabilizers on Navy combatants, brief theory of system operation, the approaches used in system development, and an up to date program status. This paper furthers Nelson and McCallum's paper [1] which addresses the infancy of the FFG 7 fin stabilizer system development program.
TECHNICAL EVALUATION OF THE SES‐200 HIGH LENGTH‐TO‐BEAM SURFACE EFFECT SHIP
Authors: ADAMS JOHN D. , BEVERLY WALTER F. 
Published: March 2009

ABSTRACTRecent Navy surface effect ship (SES) research has been aimed at achieving efficient operation at task force speeds without compromising the SES advantage of operating at higher speeds. Results showed that this objective could be achieved by designing ships with higher length‐to‐beam ratios than the previous generation of Navy SES. These ships are typically referred to as “High Length‐to‐Beam SES”.This paper describes an extensive program undertaken by Naval Sea Systems Command (NAVSEA) to validate this research and demonstrate high length‐to‐beam SES capabilities. Under this program a 110 ft commercial SES was procured and stretched from a length‐to‐beam of 2.65 to 4.25 by installing a 50 foot hull extension amidships. This ship is the SES‐200; it is the only large high length‐to‐beam SES in the world.A brief history of the SES‐200 is provided, and the use of standard marine construction and systems in this ship is described.A synopsis of the SES‐200 Technical Evaluation Program completed in the Chesapeake Bay and Atlantic Ocean is given, and results of performance, seakeeping and maneuvering tests are presented.The effect of cushion length‐to‐beam proportions on both cushion wave making resistance and total SES resistance is explained. Performance test data are presented to show that the advantages of high length‐to‐beam design have been validated. Full power operation in heavy weather at all headings is demonstrated, and heavy weather motion responses are compared to Navy surface ship criteria to show that limits are satisfied for both high and low speed operation. Directional stability and maneuvering test results are cited for both normal operation and impaired situations.Implications of high length‐to‐beam technology relative to multithousand ton ship design are discussed. The speed and seakeeping capabilities that SES in this size range offer are indicated by scaling SES‐200 test data.
ARCTIC TRAFFICABILITY PROGRAM—A REVIEW
Authors: VOELKER RICHARD , GLEN I. F. , SEIBOLD FREDERICK , BAYLY I. 
Published: March 2009

ABSTRACTThis paper describes a multiyear program to make an operational assessment on the feasibility of a year‐round Arctic marine transportation system to serve Alaska. Specifically, the three objectives were to: collect meteorological and ice data along potential marine routes; instrument the hull and propulsion machinery to improve design critera for ice‐worthy ships; and demonstrate that ships can operate in midwinter Alaskan Arctic ice conditions. The U.S. Coast Guard's Polar class icebreakers were used to make the operational assessment by annually extending the route northward and by operating throughout the winter season. This paper reviews some of the operational and technical achievements to date, as well as plans for future Arctic deployments.