bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Navy and Reduced Shipboard Manning
Authors: GAITES RICHARD A. 
Published: March 2009

ABSTRACTIt has been estimated that manpower costs consume 55% of the life cycle costs of a ship, and that by 1975 these costs will be 65% of the Navy's budget. Manpower reduction has become a necessity, if the procurement dollar is to survive. The Chief of Naval Operations (CNO) has directed that efforts to reduce ship manning be given priority and has appointed an OPNAV Coordinator for Shipboard Manning Reduction.Merchant shipping has been operating automated ships with reduced crews for over ten years. It is not uncommon to find unmanned engine rooms and two or three man bridge watches. Crews may work one shift per day with weekends and holidays off.This paper presents some of the comments of merchant shipbuilders/shipowners concerning the design, construction, maintainance and support of modern ships. It also presents future trends in Europe, Japan and the United States.The paper goes on to summarize recent efforts in the U.S. Navy carried out by a Joint Fleet/Laboratory Team and sixteen Fleet Units. It also discusses the Navy's short and long range programs in this area. The main thrust of the short range program will be to automate the engineroom and integrate the bridge of a DE 1052 Class ship. Long range efforts will culminate in a 12 man destroyer‐type ship by the late 1980's.The paper concludes that construction costs of a highly automated ship will certainly be greater than those for presently configured ships, and that the procurement dollar may not be alive when the Navy is ready to spend it. The point is made that such a ship could be constructed today using the knowledge accumulated by our NATO Allies and a great deal of off‐the‐shelf technology.A “bare‐bones” plan is presented for the development of a demonstration ship and a pilot support system. It is argued that such a program would be an efficient vehicle for the accumulation of much experience, and that it would exhibit to the Congress the Navy's resolve to reduce costs substantially.
TOMORROW: THE SEMANTICS OF DEFENSE CHANGE
Authors: DELANEY ROBERT FINLEY 
Published: March 2009

ABSTRACTBasic to any realistic effort to effect prudent and necessary change is an understanding and perception of the underlying trends and pressures moving societies.This is especially so of modern defense planning and management. Societal trend lines, already visible, suggest that new strategic concepts and organizational innovations are not being carefully enough considered. Stereotyped thinking, comfortable bureaucratic modes of actions, and business as usual continue to dictate, for the most part, Defense's view of the future.Since tomorrow is the future and not simply a play on words, this paper will analyse six possible environments of change (political, economic, sociological, work/industry, technological, communications) and their potential impact on defense and naval thinking.
USS SPRUANCE (DD963) CLASS, DESIGNED FOR CHANGE—THE PAYOFF IS NOW
Authors: COLLINS JOHN T. 
Published: March 2009

ABSTRACTThe Spruance (DD963) Class development and production contract requires the ships be designed for future modernization and conversion. This paper describes the approach used in meeting this requirement and the impact on the resulting design, including space and weight reservations, hull and structural considerations, arrangements, speed, power and endurance, electric power margins, accommodations, auxiliary support services, considerations to facilitate accomplishing future changes and a discussion of the implications for naval planners in designing for change.
POWER GENERATION FROM OCEAN CURRENTS
Authors: SHEETS HERMAN E. 
Published: March 2009

ABSTRACTThere is considerable energy available from ocean currents. The velocity of these currents is generally low and it varies with location, the seasons, and with depth from the ocean surface. It is possible to use this energy for power generations and an analysis is presented reviewing various types of water turbines, including Water Wheels, Kaplan Turbines, Propeller Turbines and Vertical Axis Turbines. The analysis will evaluate the effects of velocity gradients and the machines best suited for this application. Due to the low energy flux, the machinery will get relatively large and is of slow speed. However, since substantial amounts of energy are available, such water turbines may become of interest in specific locations where such units can be built close to the source of energy demand.
HYDRODYNAMIC DESIGN CONSIDERATIONS FOR THE CONTROLLABLE‐PITCH PROPELLER FOR THE GUIDED MISSILE FRIGATE
Authors: DENNY S. B. , THEMAK H. A. , NELKA J. J. 
Published: March 2009

ABSTRACTThe restrictions imposed on a propeller design by the controllable‐pitch feature can be severe. In the case of the Guided Missile Frigate (FFG), the constraints were a controllable‐pitch propeller absorbing 40,000 shaft horsepower (SHP), with distinct mission performance requirements related to propeller efficiency and cavitation performance. The hydrodynamic design of the FFG propeller involved “trade‐offs” between full‐power and design‐endurance speed and considerations of blade strength, vibration, cavitation characteristics, and propeller blade spindle torque. Model experiments confirmed that, considering the constraints imposed on the design, use of the best available design procedures and analytical techniques has resulted in a propeller for the FFG which has good overall performance.
METHODS TO REDUCE COST AND TIME OF SHIP MODERNIZATION AND SHIP MAINTENANCE
Authors: KAUNE JAMES E. 
Published: March 2009

ABSTRACTAn Atlantic Aircraft Carrier Modernization and Repair Maintenance Plan, which reduced the overall cost and time required to accomplish alterations and industrial work, was developed. It was based upon the ship's material condition, equipment reliability, crew maintenance effectiveness, total industrial work capacity, parts availability, and current operational requirements. This paper describes the development of this five‐and‐a‐half‐year cycle plan which had one long overhaul and several short availabilities scheduled within it, so that at no time did the span between industrial periods exceed two years.Background information was gathered from COMNAVAIRLANT maintenance records, as well as from the records of various material inspections, including those conducted by the Board of Inspection and Survey and the Propulsion Examination Board. One conclusion drawn from the study of this data was that about nine months prior to an overhaul, complete work packages should be submitted to the industrial activity for processing. This allows the orderly scheduling needed to accommodate the work required, to meet operational requirements, and to meet the industrial needs for planning and advanced material ordering.Two aircraft carriers have successfully utilized this plan and have experienced cost and time savings.
GAS TURBINES IN THE U.S. NAVY: ANALYSIS OF AN INNOVATION AND ITS FUTURE PROSPECTS AS VIEWED BY A SHIP DESIGNER
Authors: LEOPOLD REUVEN 
Published: March 2009

ABSTRACTWe in the U.S. Navy have not come to make a bold decision such as the Royal Navy made in 1967—to go 100% gas turbine propulsion for all future surface warships.This paper will first examine what ships are expected to be designated in the next decade, and which categories of ships are candidates for gas turbine propulsion, and why. This projection will be based upon the governing ship design parameters and the rationale derived from the synthesis of the “trade‐offs” of recent designs, some for which the outcome was gas turbines (DD‐963, PF, SCS, DG/AEGIS) and some for which the outcome was not gas turbines (LHA & AO).
STATE‐OF‐THE‐ART IN NON‐AVIATION SHIP HELICOPTER OPERATIONS
Authors: KOLWEY H. G. , COUMATOS M. J. 
Published: March 2009

ABSTRACTResults of tests to develop maximum day/night launch and recovery envelopes of the USS Bowen in January 1974, for the SH‐2F helicopter show that helicopter hauldown equipment will probably not be needed to land in Sea States 5 and 6.Results of the USS Bowen tests (which included an instrumented ship and helicopter, and measurement of wave height and statistical analysis of ship motion) will be presented. The results will be related to future ship design requirements for Hauldown, Securing, and Traversing (HST); Stabilization; Lighting and Landing Aids; and Landing Gear and Dock Strength Requirements.
ADVANCED COMPOSITE STRUCTURES FOR HIGH PERFORMANCE SHIPS
Authors: POHLER C. H. , DEPPA R. W. , CORRADO J. A. , GRANER W. R. 
Published: March 2009

ABSTRACTNew high performance surface ships are weight critical, and the application of lightweight materials in the structures of these ships provides significant potential for reducing weight. A long range program has been planned for the development of advanced composite structural components of high performance surface ships. The program will address the potential advantages of composites in the strut/foil systems of advanced hydrofoil ships.“Trade‐off” studies for hydrofoil ships have demonstrated the potential for weight reduction of foil systems and structural validation of some representative foil elements has been initiated. Similar “trade‐off” studies are proposed to address other applications of composites. Supporting materials programs have been oriented to address environmental and fabrication problems associated with high performance ship structures.
MODULARITY: MAXIMIZING THE RETURN ON THE NAVY'S INVESTMENT
Authors: DREWRY JOHN T. , JONS OTTO P. 
Published: March 2009

ABSTRACTMuch has been said about “modularity.” Various schemes have been proposed. Advantages and disadvantages have been discussed. For many, the question of its ultimate worth to the Navy is still unanswered. A methodical and systematic evaluation of the ultimate worth of modularity appears to be warranted. The question of “worth” will be addressed in terms of: “What can modularity do to improve the Navy's return‐on‐investment?” The issue “return” will be dissected into its elements and sub‐elements.This paper will answer the question of overall worth of modularity when applied to naval ships and demonstrate that modularity can reconcile the conflict between “Design‐to‐Cost” and “Design‐to‐Change”. It will be shown that modularity is indeed very worthwhile, if not the most promising concept of providing the most defense for a severely constrained budget.
METHOD TO REDUCE COST AND TIME FOR SHIPS MODERNIZATION—THE TIGER TEAM
Authors: LEE BENJAMIN , CORGNATI ELDO S. 
Published: March 2009

ABSTRACTOMEGA Navigation Receivers have been installed on board Navy ships by NAVELEX Engineering Center teams (Tiger Teams). The installation program covers over 300 active Navy ships in the Fleet This paper addresses the methods of Tiger Team installation as compared to the normal shipyard Regular Overhaul (ROH) installation. The comparison shows a considerable cost reduction, an accelerated installation program, on‐the‐job training of shipboard operators, and various other benefits which are received from the Tiger Team method of installation.Although this paper addresses only the method of Tiger Team installation as applied to one specific electronic equipment (the OMEGA AN/SRN‐12 Receiver), the same methods would also apply to the other shipboard electronics equipment of comparable size and complexity.
CURRENT STATUS OF STABILITY AND BUOYANCY CRITERIA USED BY THE U.S. NAVY FOR ADVANCED MARINE VEHICLES
Authors: GOLDBERG LAWRENCE L. , TUCKER ROBERT G. 
Published: March 2009

ABSTRACTHullborne stability and buoyancy criteria (intact and damage) are presented for advanced marine vehicles such at hydrofoil craft, air cushion vehicles, surface effect ships, and low waterplane catamarans. Not covered is stability during flying or on‐cushion modes.The criteria attempt to recognize special operations and hazards associated with the unusual characteristics of these types. Examples are: the danger of large rip damage when flying at high speeds, the potential of large unsymmetrical flooding, and the lightweight structure resulting in less resistance to damage. The criteria presented herein are likely to change as more design and operational experiences are acquired.
A REVIEW PAPER—ALUMINUM IN DESALINATION
Authors: AILOR WILLIAM H. 
Published: March 2009

ABSTRACTThe recent emphasis on seawater desalination had led to studies on aluminum and its alloys as a candidate material for plant construction. Aluminum alloys having low copper and zinc contents have a long history of successful seawater service in wrought, extruded, and cast forms. The economics of aluminum construction are very favorable, based on initial cost, maintenance needs, and replacement costs.At operating temperatures (260°F) tests have shown aluminum alloys having 1 to 3 % magnesium content perform in an excellent manner. Galvanic corrosion from contact of aluminum with less active metals such as steels, copper, and so on can be eliminated by use of all‐aluminum materials or by insulation between the dissimilar metals.
AMPHIBIOUS FLEET MEDICAL SUPPORT
Authors: HOPE JAN PAUL 
Published: March 2009

ABSTRACTThis paper comments on the need for additional medical capability in the Amphibious Fleet and reviews the Medical Unit, Self Contained, Transportable (MUST) System. MUST is a completely self‐contained collapsible modular system which to transported on the amphibious ship in a stowed configuration. After “off‐load” of combat cargo the MUST System is expanded and deployed within the ship. This paper comments on the feasibility of this concept, presents possible arrangements of modular facilities on the LSD and LST type ships, and discusses improvement of existing “built‐in” faculties aboard the LKA type ship.
PASSIVE FIRE PROTECTION FOR ALUMINUM STRUCTURES
Authors: WINER ALLEN , BUTLER FRANK 
Published: March 2009

ABSTRACTThis paper describes a small scale fire endurance test program sponsored by the Naval Sea Systems Command to screen candidate thermal insulation systems for passive fire protection of aluminum structures.An incombustible thermal Insulation system tested in 1–3/4 inch thickness provided the same degree of fire protection as three inches of a more conventional insulation, mineral wool, at a savings in insulation weight of over sixty percent.
THE FT9 MARINE GAS TURBINE ENGINE DEVELOPMENT PROGRAM
Authors: FAIRBANKS JOHN W. 
Published: March 2009

ABSTRACTThe current Navy philosophy for marine gas turbine engine development is to marinize an existing aircraft turbo jet engine. The FT9 Marine Gas Turbine Engine is a 33,000 horsepower version of the Pratt and Whitney JT9D engine, which powers the 747 aircraft. Marinization of the JT9D basically involves removal of the fan section, addition of a power turbine, structural modification to several components, and material changes to provide corrosion‐resistance in the marine environment. Characteristics and ratings of the individual engine components are discussed as well as the assembled engine. The FT9 design incorporates the modular replacement concept. Modular replacement permits replacement of short‐life components such as the hot‐section without removing the engine from its mounts. The FT9 specification requires development of a condition monitoring system as an integral part of the engine development. Thus, provisions for sensor installations are incorporated in the design. Accelerometers are installed on the internal engine bearing housings to provide improved vibration signals. These accelerometers are mounted on rods such that they are removable without engine disassembly. Extensive borescope provisions are included to provide capability to inspect all hot‐section components without disassembling the engine.The engine life‐limiting component is the hot‐section because of the susceptibility of the blade and vane materials to sulphidation/oxidation at the temperatures encountered with the advanced engines. Sophisticated Made and vane cooling is used to allow high turbine inlet temperatures while keeping blade metal temperatures in a region where sulphidation/oxidation is only moderately active. Coatings are added to blades and vanes to extend engine life. Three FT9 engines will be delivered to the Navy. The target date for provisional Service Approval of FT9 is mid‐1978. FT9 will provide the U.S. Navy with the most advanced marine gas turbine with the highest power to weight ratio engine available for naval surface propulsion.
Test and Evaluation for Ship Acquisition—The Tip of the Iceberg
Authors: REYNOLDS MATTHEW T. 
Published: March 2009

ABSTRACTThe Navy has manifest a determination to reflect the latest technology in the acquisition and maintenance of her warships. A prominent role has been given to test and evaluation in insuring the suitability and effectiveness of our ships and shipboard systems. Policies recently issued by the Chief of Naval Operations and the Chief of Naval Material represent a significant commitment by the Navy to foster progressive innovations and to substantially improve the test and evaluation process of our ships. The job of providing an orderly, dependable series of tests from cradle to grave is an elementary necessity in this age of rapid technological change. Yet, in developing procedures to do this, only the tip of the proverbial iceberg has been seen.This paper traces the development of test and evaluation for ship acquisition from some key innovative programs initiated little more than a decade ago to the current emphasis and recently issued requirements. The impact on the naval engineer is explored and some suggestions on what he may be expected to contribute are provided. Finally, some prospects for the future role of T&E in Ship Acquisition Program Management are provided.
Heat Treatments for Optimizing Mechanical and Corrosion Resisting Properties of Nickel‐Aluminum Bronzes
Authors: DUMA JOSEPH A. 
Published: March 2009

ABSTRACTThis paper presents: 1) information on how to develop with heat treatment and with chemical composition optimum tensile properties in cast nickel‐aluminum bronze alloys; 2) data on their general responsiveness to various kinds of heat treatment exposures as evaluated by mechanical testing, metallographic disclosures of microstructure, and electron microprobe analysis of phases. Optimum tensile properties conjointly with increased resistance to dealloying corrosion accrue only when two conditions are concurrently fulfilled, namely: 1) optimum target chemistry is employed, 2) castings are subjected to an appropriate heat treatment for dispersal of all continuously connected precipitates segregated in grain boundaries, precipitates which by virtue of their dissimilarity to the solvent with respect to electrochemical properties provide inviting paths for dealloying corrosion. It is believed that the heat treatment aspects of this study, together with the metallographic microstructures which accompany it, and the microprobe research done on the chemistry of dealloyed metal, will prove to be of value to metallurgists and materials engineers alike.
STRAY CURRENT CORROSION OF STEEL
Authors: LENNOX T.J. , PETERSON M.H. 
Published: March 2009

ABSTRACTStray current corrosion has been of major concern to the Navy over the past few years. Serious corrosion attributable to stray current has occurred in seawater or brackish water on several occasions where the possibility of the corrosion having resulted from improper grounding during welding was precluded. The experimental technique used isolates the bipolar anodes and bipolar cathodes so that stray current corrosion parameters can be studied and quantized. Data have been presented on the effect of various stray direct current densities on the corrosion rates and the electrode potentials of steel both as common electrodes and as bipolar (intermediate) electrodes. The metal‐loss rates have also been compared to the theoretical values based on the reaction Fe‐2e = Fe+2The mean dissolution potential for steel in 0.6M (3.5%) NaCl solution was approximately ‐0.7V to the Ag/AgG reference electrode, and was essentially independent of the current density. Similar values were observed for anodes, bipolar anodes, and freely corroding control specimens. Steel could not be polarized cathodically to a mean potential more negative than ‐1.015V to the Ag/AgCl reference electrode. Mean potentials either more positive than ‐0.7V or more negative than ‐1.015V were observed only when the measurement included an IR.Potential measurements were useful to detect stray current on steel only at relatively high current densities. The corrosion characteristics of steel anodes and bipolar anodes were similar at any one current density, but varied with current density.
DESIGN OF THE AO 177 MACHINERY PLANT
Authors: McINTIRE JOHN G. , HOLLAND GEORGE E. 
Published: March 2009

ABSTRACTAO 177 is a cost constrained design for a ship with minimum manning. Accordingly, the machinery plant was designed for simplicity, low maintenance and a high degree of centralized control and monitoring. In developing the design, experience with earlier automated and conventional steam auxiliary ships was coupled with current Merchant Marine practice to provide proven, up‐to‐date systems and equipment which can be operated and maintained by relatively few people. This paper describes the overall machinery plant with special emphasis on the machinery plant central control system design.
WARSHIP DESIGN—OURS AND THEIRS
Authors: KEHOE JAMES W. 
Published: March 2009

ABSTRACTThe design of current Soviet warships seems to give top priority to the same characteristics — firepower and mobility — that the United States did in World War II. Modern U.S. warship designs, however, stress electronics and habitability and give the lowest priority to those characteristics the Soviets rate highest: weapons and propulsion. We and they may both be right. A strategist/statesman of Admiral Gorshkov's stature ought to know what he wants of his ships — Just as we ought to know what we want of ours.
BASIC OCEAN VEHICLE ASSESSMENT
Authors: RAINEY PETER G. 
Published: March 2009

ABSTRACTVarious ocean vehicles (air, surface and undersea) are assessed in quantified values. The operational parameters of speed, endurance time and useful payload weight are related by well ordered functions to the design parameters — propulsion power, vehicle weight and size. Particular emphasis is given to the speed region of 40 to 200 knots and the associated feasible endurance and payload values.The methodology that has been developed identifies rapidly to both operator and engineer the possible spectrum of alternatives for various naval missions, and attempts to answer the question: “What price speed?”. The price for speed includes not only an economic cost, but also an increasing restriction on feasible endurance and payload capabilities.
A “HOT PLANT” AT THE U. S. NAVAL ACADEMY
Authors: LATHAM ROBERT F. 
Published: March 2009

ABSTRACTThe new engineering studies complex at the U.S. Naval Academy, Rickover Hall, has as part of its Marine Propulsion Systems Laboratory a complete steam plant. This paper describes the philosophy of its design, the physical configuration, and the educational implications affecting the Midshipmen's exposure to steam power plants under controlled laboratory conditions.