bluuebunny/crossref_metadata_2025_split huggingface dataset:
U.S. NAVY INVESTIGATION INTO DEVELOPING ROLL‐ON/ROLL‐OFF SHIP DISCHARGE FACILITIES AT SEA
Authors: RAUSCH ARTHUR B. 
Published: March 2009

ABSTRACTA decreasing supply of amphibious ships capable of offloading vehicles at an undeveloped beach prompted the U.S. Navy to begin investigating the use of commercial Roll‐On/Roll‐Off (RO/RO) ships for follow‐on support of future amphibious landings.p>RO/RO ships are capable of carrying large numbers of vehicles and containers which makes them ideal for supporting an amphibious operation. However, most commercial RO/ROs are designed to offload only at specially prepared wharves where permanently installed ramps are available.This paper reviews the ongoing efforts of the U.S. Navy through the Civil Engineering Laboratory to identify and design the optimum offloading concept for the major classes of RO/RO ships available. Variables which are taken into consideration include:

RO/RO ship selection.
Military vehicle characteristics (What are maximums?).
Military vehicle interface problems with vessel.
Choice of exit from vessel (Which is optimum?).
Rate of offloading (Can goals be met?).
HYDROGRAPHIC AIRBORNE LASER SOUNDER (HALS)
Authors: BRIGHT DUANE 
Published: March 2009

ABSTRACTIn response to a long standing requirement for a faster and cheaper way to do hydrographic surveying in shallow near‐shore waters, the Naval Ocean R&D Activity (NORDA) is developing a system called the HALS. It will consist of a scanning laser sounder and altimeter, orientation equipment, a data processor and recorder, and electronic positioning equipment. It will be installed and used in the helicopter carried by the Naval Oceanographic Office's Hydrographic Survey Ship. It will collect and record data from which accurate water depths and their geographic positions can be resolved. Using green light pulses, the HALS will measure depths to at least 3.2 optical diffuse attenuation lengths of the ambient waters. At an altitude of 150 meters and a speed of 70 knots, it will cover 8,000 square meters per second with a density of one sounding every 20 square meters. System specifications were developed and a contract was negotiated with an industrial firm. Training, Manuals, transport cases, and software documentation will be provided. Delivery is expected by NORDA in early 1981.
FOULING RELEASE COATINGS
Authors: GRIFFITH JAMES R. , BULTMAN JOHN D. 
Published: March 2009

ABSTRACTThe concept of producing coating sufficiently anti‐adhesive that marine foaling organisms attached to the surface can be removed by relatively small mechanical forces is being investigated. Central to this effort is a group of new fluorinated resins of the epoxy and polyurethane classes which provide properties in ambient‐cured coatings not previously attainable. Fluorocarbon properties and silicone properties can be imparted to coatings ranging in physical consistency from elastomers to hard plastics, and the combination of physicochemical alteration with application ease in the manner of conventional paints allows fouling‐release experiments never previously attempted. Some of these include the bonding of silicone‐filled porous Teflon to underwater surfaces, painting with Teflon pigmented epoxies and polyurethanes enhances by silicone additives, and the bonding of elastomeric sheets with flame‐fused surfaces.Some experiments have been performed to assess the ease of fouling removal from Teflon‐filled fluorinated polyurethanes, and it has been demonstrated that all but the most tenacious organism can be removed by small‐stream water blasting at nozzle pressures between 50 and 600 psi. Some evidence has also been accumulated which suggests that turbulent regions such as steering plans in a propeller stream, may be cleaned by ships' motion.
AN EVALUATION OF ENERGY CONSERVATION APPROA CHES FOR SURFACE SHIPS
Authors: RAINS DEAN A. , STILES H. RICHARD , HO STEPHEN P.K. 
Published: March 2009

ABSTRACTLower Fleet operating costs and independence from foreign fossil fuel resources are the goals of energy conservation efforts for Navy surface ship. This paper describes an evaluation of a wide variety of energy conservation approaches. A standard 20‐knot, 300‐hour Destroyer mission is established so that all of the approaches can be compared on a total fuel required basis. The approaches studied include use of aluminum hull construction; light weight machinery; trail‐shaft or cross‐connect operation for twin screw ships; improved performance propulsors; advanced power plant types, such as COGAS or cruise engines; use of energy storage techniques to improve ship service generator performance; electrical load reductions; improved performance ship service generators; hull drag reductions; crew size reductions; design margin reduction; reduced performance requirement (such as top speed); and habitability standard reductions. The overall results can be effected by reductions in range requirements as well. Mission duration was held constant at 45 days throughout the study.The results of the study indicate that the combination of these various possible improvements may reduce the fuel used to be as low as one‐third of the current levels. Weight reductions are very effective for achieving significant fuel savings.
THE MEANING OF SHIP SUPPORTABILITY
Authors: JUDGE SAMUEL D. 
Published: March 2009

ABSTRACTWhat is supportability? Some variety of this question often arises in ship design. For example, it is sometimes asserted “we want a supportable ship.” Or, when two alternative designs are being compared, the question is asked: “Which is the more supportable?” These issues presuppose a knowledge of what supportability is. They require that one consider what constitutes supportability and how to achieve it, what values and goals to pursue, what principles and policies to adopt. This paper examines the facts of reality which give rise to this question. It examines what the concept supportability means and entails.
ADVANCES IN LONG‐RANGE, HIGH‐SPEED OPTICAL COMMUNICATION
Authors: FELDMAN SIDNEY , BARTON GEORGE G. 
Published: March 2009

ABSTRACTDuring periods of radio silence under Emission Control, communication depends on the slow ship‐to‐ship, manual‐visual, 8‐10 wpm Morse code signaling shutter searchlight employing the ac 1000‐watt incandescent or the ac 1000‐watt compact arc mercury‐xenon lamp. These sources can be replaced by the dc compact arc xenon lamp to provide longer daylight ranges and highspeed (100 wpm teletype, 150 wpm Morse code, voice, etc.) communication since this source has superior brightness and the facility of considerably more rapid modulation. The excessive weight and size of the ac‐dc power convertor and modulating circuitry which had prevented use of the dc xenon lamp have been overcome by developments in solid state electronics such as the rapid, high current, simmer‐flash, 100 to one light output xenon lamp pulsing using the reliable, uncomplicated, low‐cost silicon controlled rectifier shunt switch which could eliminate the mechanical signaling shutter. Laboratory and sea evaluations have proved the feasibility of and provided the long daylight high‐speed optical communication ranges that could be attained from operation of the dc 1000‐watt and 2200‐watt xenon lamps at the focus of 12‐inch, 18‐inch searchlights and in the Fresnel lens omni‐directional beacon which a command ship uses to signal all ships in a task force at once. With these advances, optical communication provides the highspeed capability of radio communication, particularly, also, with the new omnidirectional transceiver.
THE SOVREMENNYY CLASS DESTROYER
Authors: USN CAPT. J.W. KEHOE , BROWER KENNETH S. , MEIER HERBERT A. 
Published: March 2009

ABSTRACTThis is the eighth report in the series that presents SHIP CHARACTERISTICS for the various type ships being introduced, now or in the future, into the Fleet of the Navies throughout the world. In this report, the Authors discuss the major design concepts and basic characteristics of the Soviet SOVREMENNYY Class Destroyer which was observed along with the KIROV Class Cruiser while both were undergoing sea trials in the Baltic earlier this year.
ENERGY CONSIDERATIONS STUDY ON NAVAL SHIP FUEL CONSUMPTION VARIATIONS
Authors: SLAGER JOHN J. , TOMASSONI CARLOS A. , SANDBERG WILLIAM C. 
Published: March 2009

ABSTRACTSpeed‐power margins are applied during the preparation of powering performance estimates for new U.S. Navy ship designs. This paper describes a study which was carried out in support of the U.S. Navy's Energy Conservation Program. The primary purpose of the study was to estimate, for new naval ships, the savings in ship fuel consumption and ship acquisition costs which might be achieved by the use of design power margin values which are smaller than those in the current NAVSEA margin policy. A second, related purpose was to determine the risks, in terms of reduced probabilities of achieving design speed, which would be associated with the use of reduced power margin values. The results of the study indicate that reductions in fuel consumption and acquisition cost can be achieved if a projected new naval ship is redesigned with a smaller value of power margin. However, the results are shown to be dependent upon ship size constraints and on the type of propulsion system. The results of the study also indicate that, for a projected new naval ship, the use of a reduced design power margin value will be accompanied by a substantial decrease in the probability of achieving the design speed.
THE SOVIET KIROV CLASS STRIKE CRUISER
Authors: KEHOE J. W. , BROWER KENNETH S. , MEIER HERBERT A. 
Published: March 2009

ABSTRACTThis is the sixth report in the series that presents SHIP CHARACTERISTICS for various type ships being introduced, now or in the future, into the Fleet of Navies throughout the world. In this sixth report, the Authors discuss the major design concepts and basic characteristics of the Soviet KIROV Class ship, an impressive nuclear‐powered Strike Cruiser which recently appeared while undergoing sea trials in the Baltic Sea and the North Sea.
AN APPROACH TO AN EVOLUTIONARY IMPLEMENTATION OF SHIPBOARD DISTRIBUTED PROCESSING
Authors: FASTRING RICHARD A. , WAPNER MARTIN 
Published: March 2009

ABSTRACTTraditional thinking regarding the data transfer vehicle needed to interconnect elements of a distributed processing combat system generally envisions one or more data busses. This paper presents the somewhat unorthodox viewpoint that a distributed switching network is a better transition vehicle for moving from today's federated architectures to the distributed‐processing architectures of the future.The structure and operation of a distributed switching network concept, called Standard Information Transfer Architecture for Combat Systems (SITACS), is briefly described. Simulation results are presented which show throughput and timing values considerably better than that achievable by data bus systems.
THEFFG 7 CLASS DESIGN IMPACT BY INSURV TRIALS
Authors: WOODRUFF R. BRUCE 
Published: March 2009

ABSTRACTThis paper describes the impact made on the OLIVER HAZARD PERRY (FFG 7) Class design after numerous trials by the President, Board of Inspection and Survey and his Staff. In the early 1970s, faced with a Fleet of World War II Destroyers, the Navy embarked on a program to build large numbers of Frigates to perform an Ocean Escort role. This ship had three major design constraints placed on it by Chief of Naval Operations (CNO): fixed meaning, fixed displacement, and fixed cost or “designed to cost.” The purpose of this paper is to pass on some “lessons learned.”The acid test of any ship design is how well it does with the Fleet in regard to performance and reliability. How well has the “design‐constrained” FFG‐7 fared with 20 plus ship trials under its belt? Very well in some areas; not so well in others. Examples of the good aspects of this ship design (LM 2500 and main propulsion train, Standard Option Equipment, et cetera) as well as those which must be considered poor will be addressed. Some examples of the latter are the “breezeway” cargo doors, ship's service diesel generators, MK 92 Combat Systems, decontamination stations, and topside corrosion control. In many cases INSURV caused design changes to be made that were sorely needed; in other cases, changes were made (or not made) over issues that had little or no impact on making this ship more ready for war.A brief examination of the Naval Sea Systems Command (NAVSEA) surface ship design policies is made from the point of view of the Trials Officer (the Author) who rode most of the trials with PRESINSURV.Some of the issues addressed:

•Improved NAVSEA corporate memory between ship designs.
•Longer Acceptance Trial for Lead Ship.
•Early deployment of Lead Ship without TECHREPS.
•Improved NAVSEA/INSURV/CNO communication on Trial/Technical Issues and insertion of INSURV early into the design process.
•Need for NAVSEA to stand up and say “no” to costly design changes that do little to make for a better warship.
•Need for NAVSEA to redesign Surface Combatants completely.
•Sending NAVSEA ship design engineers to sea for one to two months at least twice in their career.
AN INNOVATIVE ENERGY SAVING PROPULSION SYSTEM FOR NAVAL SHIPS
Authors: SCHLAPPI HERMAN C. 
Published: March 2009

ABSTRACTThe propulsion system on most naval combatants is inherently wasteful of fuel since the propellers, shafts, and engines are sized for dash speed, but operate most of the time at low speed cruiser power. Energy consumption is particularly high on twin shaft, gas turbine driven ships which use controllable reversible pitch (CRP) propellers for reversing.On a typical destroyer such as DD 963, the drag of the propulsion appendages is very high, 10–15% of the total ship drag. This drag is present even when operating at low cruise speed where a system with much lower drag could provide the required thrust.This study evaluates several alternate propulsion systems which could be used on a DD 963 type ship to reduce annual fuel consumption. An innovative system, which uses a single DD 963 type propeller system for cruise and two marine jet boosters for added thrust during high speed dash, shows promise of reducing annual fuel consumption by 23 percent. This fuel saving is due to reduced propulsion appendage drag and lower specific fuel consumption during cruise.Annual fuel saving can be further increased to 45% by replacing the two LM‐2500 turbines which drive the propeller with a single turbine equipped with Rankine Cycle Energy Recovery System (RACER) and changing the CRP propeller to a more efficient fixed pitch (FP) propeller with reverse gear for astern operation.In addition to reduced energy consumption, the propulsion systems using marine jet boosters for dash speed show promise of significant benefits in other areas such as reduced weight and improved survivability and reliability. The marine jets, which use state‐of‐the‐art technology and have demonstrated performance, provide the same top speed as the baseline propeller system. Improved low speed maneuvering and crash stop capability is provided by reversers on the marine jets. Improved propulsion system redundancy is provided by the three shaft system. A single marine jet will provide nineteen knots speed with a non‐operating (trail shaft) cruise propeller.While marine jet propulsors are inherently less efficient than propellers, the large drag reduction for eliminating one propeller system more than compensates for the additional fuel burned by the marine jet turbines during high speed operation. The single propeller, twin marine jet propulsion system is particularly attractive when combined with RACER since it permits elimination of one gas turbine without significant effect on top speed.
HIGH SPEED VELOCITY LOG
Authors: BARNETT NEAL J. , CHENEY SAMUEL H. 
Published: March 2009

ABSTRACTAdvanced high speed ships (surface effect ships, hydrofoils and air cushioned vehicles) under development will operate at speeds which are considerably higher than conventionally hulled ships. Precise velocity sensing and measuring techniques that provide the required accuracy throughout their operating speed range do not currently exist.This paper will discuss the Navy's development of a High Speed Velocity Log (HSVL), which will provide self contained, two‐axis velocity measurement for these advanced high speed hulls.The system selected by the Navy for an exploratory development program uses microwave doppler radar technology. The paper will discuss reasons why an FM‐CW doppler radar technique was chosen over other candidate technologies. The doppler radar technique involves the transmission of narrow beam radar signals down toward the water surface. Frequency of backscattered energy from the water surface is compared with the frequency of transmission to determine the “doppler” frequency shift from which ship's velocity relative to the water surface is computed.The paper will present test results of the HSVL feasibility model aboard the hydrofoil USS High Point (PCH‐1) and aboard the Amphibious Assault Landing Craft Jeff (B). In addition, a summary of an intensive analysis phase to determine HSVL critical design parameters will be described.
ON GETTING OUR EM ACT TOGETHER AND PUTTING IT ON A NAVY SHIP
Authors: McEACHEN JOHN C. P. 
Published: March 2009

ABSTRACTDesign and production of a fighting ship is more complex than even we in the shipbuilding community know. Electro‐magnetic (EM) systems have become vital organs of the Navy combatant. EM communication systems provide mission guidance and coordination, EM navigational aids enable precise positioning worldwide, EM surveillance systems detect and warn of the threat, and EM tracking systems permit timely engagement.This paper addresses the major engineering disciplines competing and trading off to produce Navy ships. U.S. Navy activity in each area is discussed, with commentary on the systems engineering relationship among them, from the EM perspective. In stressing the need for whole ship systems engineering, the paper features an advanced communications system architecture and discusses its implications in ship design and performance. Assessments are made of present priorities and effectiveness and how close we are to realizing EM combat system integration.
APPLICATION OF QUALITY CIRCLES BY A PRIVATE SHIPBUILDER
Authors: HAYES JOHN P. , SWANSON GERALD C. 
Published: March 2009

ABSTRACTOne of the Nation's major private shipbuilders has used quality circles as a major component of an overall productivity and quality of work life program for a little over a year. This paper reports the results of that year's experience, describes the current program, and provides recommendations for implementation of quality circles at other organizations.
AN APPROACH TO INTRA‐CYCLE MAINTENANCE MATERIAL MANAGEMENT
Authors: PRAISSMAN FRED M. , ALLEN RAY 
Published: March 2009

ABSTRACTThe Implementation of the Navy's Destroyer Engineered Operating Cycle (DDEOC) and LO‐MIX Programs involves the extension of the overhaul cycle from the standard 37 months to a minimum 54 months. To provide for the intermediate and depot level maintenance required under the extended operating cycle, Selected Restricted Availabilities (SRA's) and Intermediate Maintenance Activity Availabilities (IMAV's) were initiated. The SRA's are scheduled for six to eight weeks length between deployments, and the IMAV's for periods of approximately four weeks. The relatively short time frame for accomplishment of SRA's and IMAV's makes it essential to have a system of maintenance material management which will provide positive response to the repair parts needs of the accomplishing maintenance activity. The system must, in additions to other important elements, identify maintenance material requirements in sufficient time to be utilized in the budget cycle and to facilitate planning for long lead time buys at the inventory control point level.This paper presents a mechanized system of material management which is designed to identify, forecast, track and control maintenance material, and to provide availability and status reporting. It has the capability of being updated for technical changes (pricing information, part numbers, etc.), and other revisions which will improve management effectiveness. The system provides a reliable means of managing maintenance material, as well as a means for review and analysis of the effectiveness of material procedures.
TOWARDS AN IMPROVED HULL FORM DESIGN METHODOLOGY
Authors: SCHAFFER ROGER L. , BYERS DAVID W. , SLAGER JOHN J. 
Published: March 2009

ABSTRACTThis paper presents a surface ship hull form design methodology which makes use of a powerful, general‐purpose approach to decision making. The four steps of this approach are:1. Development of the Problem Statement2. Design3. Evaluation4. SelectionTo illustrate the utilization of the methodology, the development of the hull form during the Concept Design phase of a new U.S. Navy surface combatant is described. The development of the problem statement from the given requirements, constraints, and design standards is discussed. The design of three alternative hull forms is detailed. Each hull form was optimized, within the design constraints, to a separate and distinct hydrodynamic performance goal. These goals were optimum seakeeping performance, minimum cruise speed resistance, and minimum high speed resistance. The performance of each alternate hull form was assessed, as well as that of a baseline hull form. A rigorous evaluation of the alternative hull forms is presented and the selection procedure described. Conclusions are presented regarding the methodology and the “worth” of the alternative designs.
SURFACE COMBATANT TECHNOLOGY DIRECTIONS FOR THE U.S. NA VY
Authors: RAINS DEAN A. 
Published: March 2009

ABSTRACTThe Author does not attempt to give the direction to the whole naval ship technology effort but rather provides the tools so that any engineer can evaluate the payoff or relative merits of a particular new technology or design approach. The tools are trade‐off derivatives defined for Frigate, Destroyer and Cruiser size combatants that relate changes in technology, parameters such as hull structural weight, powerplant fuel rate, et cetera to ship displacement, volume, first cost or life‐cycle cost. The relative value of these trade‐off factors also provides guidance on the relative importance of one technology area to another — where effort should be concentrated for the most significant improvements. These factors should find general utility in the Ship Design Community
Naval Ship Design Implications of the Collective Protection System
Authors: BOERUM ROBERT E. , BUCK KEVIN P. 
Published: March 2009

ABSTRACTAs the concern over nuclear, biological and chemical (NBC) warfare has grown, the Navy has sought ways to improve shipboard personnel NBC protection. The current Navy design for the DDG‐51 class includes a Collective Protection System (CPS) against NBC threats.This CPS will affect the ship design, especially heating, ventilation, and air conditioning (HVAC) systems. The CPS system will change usual damage control procedures and other routine and emergency ship evolutions. The CPS will change the crew's way of living. Ship's evolutions, both routine and emergency, must be modified to take CPS into account. Design and crew training effects of CPS should be considered early in the ship's life cycle.