bluuebunny/crossref_metadata_2025_split huggingface dataset:
ADVANCED GRAPHICS FOR COMMAND DISPLA YS
Authors: WILLEY F. JENNINGS , NESBITT DAVID W. 
Published: March 2009

ABSTRACTApplication of computer graphics to tactical displays should not default to simplistic expectations or to clever uses of color. Under the sponsorship of the Aegis shipbuilding project we have defined a method of applying advanced graphics techniques to command displays that asks “What is the display to do?” rather than “What color shall be make it?” The target display is the Aegis display system tactical plot, or track picture. This display has evolved to include graphic elements representing the environment, combat system capabilities, and battle plans. If these elements are all needed in the same display the resulting picture has the potential for great complexity. This paper provides a method for designing uncluttered displays that contain the needed amounts of data. The method develops displays from primary system requirements and includes a computer program (a rule‐based system) that assigns hardware attributes (including gray scale, color, and area fill) to components of the picture (display elements). The resultant display is data intensive but not overwhelmingly complex.
THE ARCHITECTURE OF A REAL‐TIME EXPERT SYSTEM FOR DATA LINK MONITORING AND MANAGEMENT
Authors: LEWIS DOUGLAS D. 
Published: March 2009

ABSTRACTEfficient utilization of Navy communications links for tactical data exchange within the battle force requires real‐time knowledge of the connectivity between units and information on the architecture and state of the network that supports this connectivity. This information is necessary to diagnose faults or reconfigure a net to achieve improved exchange of tactical data. Real‐time information describing the state of a communications net is not usually available, comes at rates too fast to be assimilated by a human operator, and requires the operator to be extremely knowledgable in the protocol used by the network and in RF communications in general.Automated network monitoring and management removes the manual burden of maintaining a network, as well as operating the network in a more efficient manner. This capability can be provided using an expert system and a hierarchy of sub‐processes to combine the real‐time data and the expertise necessary to monitor and provide support for managing Link 11.
APPLICATION OF MAGNETIC BEARING TECHNOLOGY FOR VIBRATION FREE ROTATING MACHINERY
Authors: HENDRICKSON T. A. , LEONARD J. S. , WEISE D. A. 
Published: March 2009

ABSTRACTBy levitating the rotor of a machine with an actively controlled magnetic field, friction is reduced to negligible values and wear is eliminated. By controlling the magnetic fields through a servo‐control system, the rotor position can be exactly maintained; in addition, automatic balancing and stator vibration control can be provided, producing essentially vibration‐free operation.Tests have been conducted utilizing magnetic bearings in an auxiliary turbine. These tests showed a reduction in vibration level of 25 decibels at the rotational speed when operating with magnetic bearings in place of conventional oil lubricated journal and thrust bearings.Revolutionary friction‐free magnetic bearings have been used in a wide variety of industrial applications including highspeed machine tool spindles, large turbine generators, and natural gas pipeline compressors up to 12,000 horsepower. Application of this technology could ultimately permit extremely quiet operation of rotating machinery without the severe penalties in space and weight required by present noise reduction techniques.
RELIABILITY‐BASED FATIGUE DESIGN FOR SHIP STRUCTURES
Authors: WHITE GREGORY J. , AYYUB BILAL M. 
Published: March 2009

ABSTRACTIn the continuing effort to apply reliability methods to marine structures, the next logical step is to include these techniques in the design process. The advantage of doing this would be the ability to design more efficient structures with some measure of certainty of the reliability level involved. The particular application in ship structural design which would benefit the most from using reliability methods is the design against fatigue failure.In this paper, some of the reliability‐based methods currently being used (or proposed for use) in the design of structures against fatigue are examined. Each is evaluated as to its suitability for use in the structural design of ships. In addition, the authors propose a new reliability‐based fatigue design format which is based on their recently introduced Reliability‐Conditioned (RC) design method and the Load and Resistance Factor Design (LRFD) code format. This approach is hoped to provide the design engineer with an easy to understand and use tool based on the LRFD format. The RC method will enable him to quickly and accurately design the components of a ship's structure such that a desired level of safety against fatigue is achieved.Each of the methods discussed is used to solve a practical example. The results of that example and several others are used to discuss the relative merits of each method.
ROBOTIC AND ARTIFICIAL INTELLIGENCE SYSTEMS FOR THE NAVAL OPERATIONAL ENVIRONMENT
Authors: HOGGE SHARON M. 
Published: March 2009

ABSTRACTDue to demographical factors, there will be a 25% decline in the national labor pool of eligible 17 to 21 year old men by 1992. As the Navy faces fierce competition with other services and private industry for the dwindling personnel resources of the nation, efforts must be made to consider automating certain tasks, especially those that are hazardous, boring, and labor intensive onboard ships at sea.The Surface Ship Continuing Concept Formulation (CONFORM) Program (SEA‐5014) sponsored the Naval Surface Weapons Center's Robotics Laboratory to identify potential applications of robotic and artificial intelligence systems to operation and mission activities for shipboard use. The results of the investigation concerning applications of robotics to automate the aforementioned tasks are presented. Changes in current manning levels for selected tasks and ship classes, i.e., CVs, CVNs, LPDs, LPNs, and auxiliaries are examined. Future ship designs incorporating robotics, such as the advance based repair (ABR) ship are discussed. Twenty‐four applications were cited in the study which include a remote controlled vehicle for flight deck operations, limited tasks in biological, chemical, and radiation environments, computer aided command decision aids, ordnance handling, undersea search, recovery, and salvage, and ventilation duct cleaning. Four of the applications and their subsequent hardware fruition will be discussed.
INTEGRATED MACHINERY CONTROL—THE WAY OF THE FUTURE
Authors: TAYLOR BARRY , KHAN RASHID 
Published: March 2009

ABSTRACTThe shipboard integrated machinery control system (SHIN‐MACS) has been under development since 1977. It has moved from an idea, through a paper study, a wooden mock‐up, a demonstrator console, to an advanced development model, and will first be operational in the Canadian patrol frigate (CPF) in 1988. The development of this integrated control system, particularly the latter part, has not been without its problems. However, through redesign and evaluation, the system is now real‐time capable and should provide a marked improvement over traditional control systems, particularly in the area of operator interaction with the plant.The integrated machinery control system (IMCS) for the Canadian Patrol Frigate Program is the same design as the IMCS that is being retrofitted into the DDH‐280 class of destroyers under the Tribal Class Update and Modernization Program (TRUMP). The IMCS is a microprocessor based distributed control system which provides automatic control and monitoring of the ship's machinery and systems. The system will have the most technologically advanced man‐machine interface yet to be seen in a warship. The IMCS communicates with all of its components over a triple redundant data bus using redundant digital propulsion controllers. It also has an equipment health monitoring capability designed to assist in the reduction of life cycle cost of the machinery.The IMCS in the CPF has a significant growth potential. The IMCS is a software based system, and thus lends itself readily to modifications and adaptation to other vessels. This technology will impact on the operation of a modern warship by catering to reduced manning; it will also provide assistance in the implementation of on‐condition based maintenance through the gathering of data electronically. The Canadian patrol frigate IMCS will be the first fully digital machinery control system to utilize data bus technology for all control and monitoring functions.
PROTECTIVE DEVICES IN NAVY SHIPBOARD ELECTRICAL POWER SYSTEMS
Authors: YKEMA JOHN I. 
Published: March 2009

ABSTRACTElectrical protective devices have always been a key element in naval electrical power systems. The development of protective devices is traced to show the improvements in functionality provided as electrical power systems increased in complexity.Protective devices have had a major impact on electrical power systems through the development of more sophisticated fuses, circuit breakers, and relays. Without the continued progress in protective devices, shipboard electrical power systems improvements would have been stymied.The analysis of the characteristics of protective devices is significant in the understanding of device performance and the features which were so essential to improvements in electrical power systems. Protective devices were developed to monitor the essential parameters of electrical power systems and then, through built‐in logic, determine the degree of reconfiguration of the system necessary to limit the damage to components and equipment and to enhance the continuity of electric service for the vessel.The three major types of protective devices utilized in Navy ship electrical power systems are fuses, circuit breakers, and relays ‐ with fuses and circuit breakers being the predominant devices. The increased versatility of circuit breakers, particularly with the introduction of the electronic protective systems, has offered an additional degree of sophistication in the protection of electrical power systems. Electronic protective devices offer further advances and improvements which will impact the protection and the control of future electrical power systems.
THE IMPROVED 16‐INCH GUN WEAPON SYSTEM
Authors: WHITE RICHARD W. , ANTONIUK THOMAS H. 
Published: March 2009

ABSTRACTThe Iowa class battleships are being returned to active service without significant modifications to their 16‐inch Gun Weapon System (GWS). The ordnance, 16‐in. guns and associated fire control equipment are currently 1940's vintage technology. The reactivation was accomplished without significant modernization to the gun systems due primarily to funding limitations. In the late 1970s naval gunfire had fallen out of vogue and no pressing need for 16‐in. GWS improvements existed.With the development and subsequent deployment of the landing craft air cushion (LCAC) and the MV‐22A Osprey, naval surface fire support (NSFS) of Marine amphibious operations was reexamined. Specifically, the means of generating supporting fire from surface combatants required extensive analysis. The resulting analysis indicated that the most cost‐effective partial solution to the problem was an extensive modernization of the battleship's 16‐in./50 GWS. With such a modernization, the range, lethality, and response time of the weapon would be significantly improved.Except for the gun turrets themselves, the 16‐in. GWS will be almost completely modernized. Extensive modification of the ordnance and fire control system will be accomplished.This paper first discusses the reasons for the improvement in the 16‐in. GWS. It describes, in detail, the new 16‐in. ordnance under development, highlighting the operational issues which drive the engineering approach. Finally, the new gun fire control system (FCS) is described. The advantages of streamlining with digital equipment are highlighted. Some unique features of the FCS, which are appropriate in its operational environment, are discussed.
THE ADVENT OF THE PAPERLESS SHIP
Authors: CHICKERING JOHN E. 
Published: March 2009

ABSTRACTManagement information is a vital vessel resource. Unfortunately, our dependency on paper as a storage medium hinders our efficient use of information. Technology exists today to store, retrieve, reproduce, distribute and control information in electronic form. The maturation of optical disk storage technology now allows computer systems to store large amounts of directly accessible information in a very small space.This paper describes the problems of shipboard paper‐based information management currently being experienced, and proposes the use of optical disk storage technology to improve the use of vessel management information. The cost of converting a paper‐based information management system to an electronic optical disk‐based system is described along with the economic benefits required to make paperless ships feasible. Benefits accrue to shipboard information users both from automating paper‐based systems as well as from less obvious new capabilities, such as the ability to link automated technical data to maintenance management systems. A broad range of benefits will be discussed. It is the author's view that the cost of paperless information management can be overcome and that optical disk technology can now be effectively applied to shipboard operations. The advent of the paperless ship can make merchant shipping more competitive and the Navy more efficient.
OUT‐OF‐PRODUCTION MICROELECTRONICS ‐ AN ACHILLES HEEL OF DEFENSE SYSTEMS
Authors: MACKENZIE C. MALCOLM , WOOTTEN RICHARD , HOY KEVIN , NEELY JAMES , KOSCO DON , SMITH WILLIAM 
Published: March 2009

ABSTRACTBoth the timely manufacture of defense systems and their subsequent on‐line operability depend upon the availability of component parts. The growing problem of microelectronic component nonavailability is casting a shadow over logistics support to these systems. This paper will discuss the causes of the problem and provide some examples of cases confronted by the DoD logistics community. It will also identify some actions which have been taken in the past to manage the issue as well as initiatives now underway. Finally it will look at what lies ahead.
Bilge Water Oil Separator Systems for German Navy Vessels
Authors: HAUPT EYLERT 
Published: March 2009

ABSTRACTEnvironmental protection is an obligatory part of the Federal Armed Forces mission. However, this duty ends when their operational readiness is endangered by environmental protection. In accordance with military requirements, all vessels are equipped with a pollution control systemThe paper describes the rather costly and complex development and tests of gravity‐type bilge oily‐water separators. Other methods of oily‐water separation are mentioned briefly.Starting from the initial development and trial activities on the test stand of the Technical Center, supplementary work aboard vessels and especially trials on a rolling stand are described. The report ends with a description of the current trial activities and prospects for the future.
Whither Fast Sealift: A Call to Action
Authors: HOPE JAN PAUL 
Published: March 2009

ABSTRACTThis paper begins with comments on accomplishments in sealift and a summary of current problems in fast sealift. These include: few fast sealift ships in the inventory, a diminishing industrial base capable of producing such ships, and a lack of production programs to build ships that would increase our national fast sealift capability. The paper discusses strategic mobility concepts and highlights system interactions and linkages in moving war materials and replacement forces from depots and factories to the front lines.From this foundation, the paper then discusses operational requirements “pull” as related to analysis and allocation of performance among components of the strategic mobility system. Sealift technology options are characterized and performance potential of these options are described. These characterizations include speed, ship lift capacity, equal cost fleet size, and fuel demands for a range of speeds from 24 to 50 knots. Performance potential for each option includes the total fleet lift capability stream over a 100‐day time span for a notional mission with and without an assumed rate of attrition. Alternative program plans are described for each technology option addressing technological risk, system and component development needs, design requirements, production strategies, acquisition time lines, and resource requirements.The paper then revisits the operational requirements from a technologist's perspective. In a technology “push” approach, a set of practical and achievable requirements are selected that could be the basis of an effective and cost efficient production program for fast sealift ships.Finally, the paper concludes with a call to action that would suggest a modest reallocation of transportation resources to establish and sustain a fast sealift production program, sustain a sector of the maritime industrial base hard pressed by a lack of commercial shipbuilding, and achieve a relatively near‐term increase in fast sealift capability at sea.
Ship Roll Stabilization in the U.S. Navy
Authors: BAITIS A. ERICH , SCHMIDT LOUIS V. 
Published: March 2009

ABSTRACTOne purpose of this paper is to report upon the current status of using rudder roll stabilization (RRS) in the U.S. Navy as an alternative to the more common approach of roll‐fin stabilization. In either approach, active control principles are used to reduce ship roll motion with an eye towards improving ship system operational effectiveness as encountered in the high sea states of the Northern Latitudes.A second purpose of this paper is to broaden the outlook upon the gains derivable from reductions in ship roll motion by relating the impact of roll damping upon ship roll motion. This linkage will provide three perspectives; one for the operational community, one for the ship sea‐trials community, and one for the naval architect. The latter perspective is proposed as a candidate for developing ship handling quality specifications. Finally, the use of active control concepts to improve ship seakeeping will be stressed as being in complete harmony with the allied principle of optimizing the ship hullform design for reasons of mission performance.
Calculating Operational Availability of Intermittent‐Use Ship Systems
Authors: CONWAY DANIEL H. , POH ADAM R. 
Published: March 2009

ABSTRACTThis paper reviews the method of calculating operational availability from the Operational Availability Handbook (OpNavInst 3000.12) of 29 December 1987. It questions the procedure for intermittent‐use ship systems wherein non‐operating time is considered as uptime in using the instruction. Specific sample calculations based on actual gas turbine experience of CG‐47, DD‐963, DDG‐993, FFG‐7, and PHM‐1 class ships are presented to demonstrate conclusions to be avoided. This study suggests that following OpNavInst 3000.12 can result in a more optimistic Ao than has actually been achieved.
Integrated Ship Machinery Systems Revisited
Authors: LEVEDAHL WILLIAM J. 
Published: March 2009

ABSTRACTIn the late 1980s, the world of U.S. Navy surface combatants is confronted with three new needs: to reduce ship signatures by factors of 10 to 1000; to provide ten‐gigawatt power pulses to new combat systems; and to reduce the high cost of hull, mechanical and electrical (HM&E) systems by taking advantage of newly‐available technology. These needs have caused an active response of the surface‐ship community to the many apparent benefits of integrated machinery systems.The acoustic signature problem accelerated interest in integrated machinery systems. A substantial reduction in noise at cruise speeds requires the elimination of propeller cavitation and requires reductions in machinery noise. The use of contrarotating tractor propellers driven by bicoupled epicyclic gears and an alternating‐current electric motor in a pod which faces directly into the flow stream is potentially capable of such performance; even better would be a contrarotating superconductive electric motor in the pod. No other concept seems even remotely competitive with these. The major reductions in installed power, fuel consumption, and reduced displacement reported in the April 1980 Naval Engineers Journal are retained. Large reductions in infrared signature and further reductions in fuel consumption are provided by intercooled recuperated gas turbines.An integrated electric propulsion system provides the opportunity to temporarily “borrow” power from the propulsion system and transform it into pulses for advanced combat systems. Not only the power of the turbines, but also the kinetic energy of the ship are available.
SFS — The 55 Knot Sealift Ship
Authors: BOWDEN JOHN O. , EMBRY GERRY D. 
Published: March 2009

ABSTRACTSFS is the acronym for the Surface Effect Fast Sealift Ship, a 20,000‐ton, surface effect ship (SES). The SFS acronym was chosen to distinguish it from the smaller, 100‐6,000 ton, SES craft.The paper is based on an Ingails Shipbuilding conceptual design and concludes that an SFS is buildable now using existing technology. The waterjet propulsion system and the seal development program are also discussed. Immediate application to the Army's sealift requirements, the possible alternative military sealift and commercial applications, and the application of SFS technology to future military and commercial ship design are examined.The SFS is designed to carry U.S. Army unit equipment such as tanks, trucks, and helicopters in a roll on/roll off configuration. The vessel must carry a 5,000 short ton payload over a range of 3,500 miles in sea state 3 at 100% full power at an average speed of 55 knots. The maximum cushionborne draft is ten feet and the SFS must be capable of loading and unloading while on cushion to permit operating in shallow draft ports. The original conceptual design was 825 feet long, 150 feet wide, and 84 feet high. It had 240,000 bhp of propulsion power and 60,000 bhp of lift power. The present configuration is slightly larger and has over 200,000 square feet of usable payload deck space.The parametric studies leading to the selection of the hull form and proportions are discussed. The logic used in the selection of the waterjet/gas turbine propulsion system is reviewed. The philosophy of the arrangements, the propulsion system, the lift air system, the fuel system, the ballast system, and the ventilation system are also addressed.The paper identifies the differences between the SFS operational profile and that of conventional ships. The payloadrange‐speed‐fuel relationships are explored and similarities with aircraft explained.The Army's need for a fast sealift ship is discussed. Features have been added by Mod II, which extend the design beyond the single Army mission concept and make it a truly versatile fast sealift ship which can perform virtually any known sealift mission.