bluuebunny/crossref_metadata_2025_split huggingface dataset:
EVOLUTION OF THE ENGINEERING DUTY OFFICER IN THE UNITED STATES NAVY
Authors: FEE JEROME J. 
Published: March 2009

ABSTRACTThe engineering duty officers (EDO) are today part of the line of the United States Navy and wear the same uniform without any distinguishing marks. The EDs of the past were not always in this close relationship to their line officer counterparts. It is necessary to trace the heritage of the current EDs back almost 200 years to show how the EDs present position has developed. For the first 160 years, the predecessors of today's EDs were split between two communities: engineers and constructors. So it is necessary to trace the development of both communities simultaneously until their merger. During the last 40 years the combat systems officer has emerged. Since this more recent development is known to most readers, it will not be dealt with in the same detail as the ED's “ancient history.”
IMPACT OF ZONE OUTFITTING ON SHIP SPACE UTILIZATION AND CONSTRUCTION COSTS
Authors: STUMBO STANLEY C. 
Published: March 2009

ABSTRACTThe United States' ship‐production methods of World War II were adopted by the Japanese after the war and became the basis of Japanese success in developing highly productive shipbuilding techniques. These methods migrated to other nations and are finally returning to the United States.The methods of zone — rather than system — oriented design and construction methods were principally developed to improve productivity through the application of group technology. However, experience in the United States is indicating that these methods are also resulting in unexpectedly high savings in material, weight, and labor costs, leading to total ship construction cost savings of up to 30 percent.The paper describes a three‐dimensional approach to the use of enclosed volume. It highlights the remarkable improvements and options in the use of space and the reduction in construction costs that can result from using zone outfitting methods in warship design and construction instead of conventional system‐oriented methods.The paper compares the conventional machinery space design process to the equivalent process using zone outfitting and group technology. Using an LSD‐44 auxiliary machinery room as an example, it is shown that if this space were redesigned using zone outfitting, the engineering spaces would have a higher specific machinery volume but still contain the same systems and components at the same equipment densities. The spaces would be significantly smaller and yet be no more volumetrically “tight” than the ship defined in the Navy's current design, but would be less expensive to construct.The zone outfitting described is based on actual case histories and can be applied to most other spaces in any combatant ship. The space, weight and construction cost saved make possible a smaller, more affordable ship with no sacrifice in speed, range, seakeeping, habitability or survivability.
OPPORTUNITIES FOR PACIFIC FLEET FF‐1052 CLASS SHIPS TO SAVE ENERGY
Authors: PEHLIVAN HASAN , KENYON CLARENCE W. 
Published: March 2009

ABSTRACTThe shipboard energy conservation assist team (SECAT) program was introduced to the US Pacific Surface Fleet (SURFPAC) in 1983 following one year testing in the US Atlantic Surface Fleet (SURFLANT). Experiences aboard SURFLANT ships had provided the basis for improvements which could also be applied to SURFPAC ships. Chief among these improvements were simple fuel measurement, fuel curve development methods, an energy survey checklist, and an equipment status board which identifies economic machinery alignments.The first SURFPAC ship to receive a SECAT visit was a FF‐1052 class ship. Fuel consumption was significantly higher on this ship than the six FF‐1052/1078 class SURFLANT ships previously visited. SECAT immediately looked for reasons for this increase in fuel consumption. Three significant changes received by this ship and not received by the six SURFLANT ships were identified. They were a new design economizer, Navjet vice Wallsend burners, and removal of overload control valves on the forced draft blowers. Another SURFPAC frigate with the same three changes was visited to validate the results obtained from the first ship.This paper discusses recent improvements to the SECAT program. It also examines the differences in fuel consumption observed between SURFLANT and SURFPAC FF‐1052/1078 class ships. The economics of potential solutions to the higher fuel consumption problem aboard SURFPAC ships is analyzed with special emphasis on alternative burner designs and forced draft blower changes. Recommendations are made to reduce fuel consumption both by equipment changes and expanded energy initiatives.
DEFINING A WARSHIP
Authors: RCNC DAVID K. BROWN 
Published: March 2009

ABSTRACTThe paper discusses the preliminary design of a warship beginning with the designer's contribution to the formulation of requirements. The translation of operational requirements into technical definition is a most important aspect of warship design which includes identification of constraints, both physical and in resources, which limit the design.The initial concept stage is a creative one which should involve divergent thinking leading to a wide range of options. The following stages will converge to a single option and to decision. The design process described cannot be represented by a functional flow chart, involving as it does intuitive leaps, step functions, and iterative loops.
THE PROPERTIES OF NI‐AL BRONZE SAND CAST SHIP PROPELLERS IN RELA TION TO SECTION THICKNESS
Authors: WENSCHOT P. 
Published: March 2009

ABSTRACTFrom more than one hundred nickel‐aluminum (Ni‐AI) bronze sand cast ship propellers, the effect of thickness on the properties of the material has been investigated. For this purpose the mechanical and corrosion fatigue properties nave been measured on pieces of material from the thickest part of the castings with varying thicknesses from 25 mm to 450 mm. For each range of cast section thickness the average of the results is presented. It is observed that the properties of the casting material deteriorate with increasing section thickness. Linear regression analysis has been applied to establish a relation between the properties of the casting material and section thickness. To provide a basis for the calculation of the corrosion fatigue strength of the casting material at a given section thickness, the measured corrosion fatigue life is related to the ultimate tensile strength. By comparing corrosion fatigue curves of small and large castings, corrosion fatigue strength conditions can be set up for each range of cast section thicknesses. It is shown that the deterioration of properties of Ni‐AI bronze castings with increasing section thickness is associated with microstructural changes such as coarsening of grain size and phase structure attended with segregations. Relations can be given of tensile strength and corrosion fatigue properties to grain size. From these relations, conditions for the structure can be drawn up to obtain the optimum properties of the casting material, even for thick sections of large ship propellers. These conditions can only be fulfilled by extensive testing and control of the manufacturing process.
RESISTANCE PREDICTIONS AND PARAMETRIC STUDIES FOR HIGH‐SPEED DISPLACEMENT HULLS
Authors: FUNG SIU C. 
Published: March 2009

ABSTRACTHigh‐speed displacement vessels are widely used in most of the smaller navies because they provide low operating costs, combined with performance adequate for policing 200‐nm exclusive econnomic zones. Feasibility designs of these kinds of vessel, such as corvettes and patrol boats, always require calm water resistance estimates. This paper is an attempt to use available data to analyze main hull form parameters that affect the resistance characteristics of the vessel. A few high‐speed roundbilge methodical series (such as the well‐known series 64, NPL‐HSRB, SSPA‐SFDV, HSVA'C' series and Canadian fast surface ship series) as well as some numerical formulas from regression analyses are available for the powering studies of this type of vessel. However, any attempt to design a good highspeed displacement hull by adopting the previously mentioned methodical series has to be carefully examined. The main hull form parameters must be appropriate to the speed range, due to some distinctive resistance characteristics at Froude numbers larger or smaller than 0.45‐0.55. This paper covers some basic considerations of these aspects, by utilizing several computer programs which were developed by the author based on some of the high‐speed round‐bilge methodical series. Finally, other hull form parameters that may affect resistance are discussed.
THE EFFECT OF STERN WEDGES ON SHIP POWERING PERFORMANCE
Authors: KARAFIATH GABOR , FISHER STEVEN C. 
Published: March 2009

ABSTRACTThe effect of stern wedges on the powering performance and annual fuel consumption of destroyer and frigate size ships is investigated. Historical model test powering data and wedge geometry characteristics which are useful for preliminary wedge design and evaluation of wedge effectiveness is presented. The final wedge design process, using a combination of model experiments and analytical computer predictions is described. This design process, applicable to a destroyer size ship, was used to design a stern wedge which minimized the traditional low speed powering penalty due to a wedge, decreased delivered power by 6 percent at maximum speed, and provided for a 2 percent decrease in annual fuel consumption.
PATROL BOAT HABITABILITY NOISE CONTROL
Authors: FISCHER RAYMOND 
Published: March 2009

ABSTRACTPatrol boats are one of the most difficult of marine platforms to quiet. Due to their compact size, the high power density of their equipment, and unusually long operating periods, patrol boats have noise and vibration levels which often create special problems requiring unique or innovative control techniques. The problems and solutions are generally different than those typical of larger ships. Acceptable noise environments will only be achieved when regulatory bodies, owners/operators, designers and builders recognize the patrol craft's unique problems. In addition to the need for extensive and novel noise control treatments, it will always be necessary for all parties concerned to incorporate effective acoustical design practices into the overall program.This paper presents the noise criteria applied to accommodation areas, the extent of the habitability noise control program undertaken, noise control approaches and treatments, and resultant levels on four different classes of patrol craft ‐ the U.S. Coast Guard 95‐ft. Cape class patrol boat (WPB), U.S. Navy 120‐ft. torpedo weapon retriever (TWR), U.S. Navy 108‐ft. yard patrol boat (YP), and USCG 110‐ft. Island class patrol boat (WPB). These programs include a rehabilitation, a new design, the reconfiguration of a smaller craft to suit a particular mission, and a procurement under a parent craft concept, respectively.Many of the special problems, potential solutions, and shortfalls of current approaches will be underscored. The actual steps taken during the design, construction and testing of the craft will be featured. No attempt is made to present all viable noise control treatments for patrol craft, to detail the installed treatments, or to establish acceptance criteria.
A SURFACE NAVY VIBRATION PROGRAM OVER VIEW: STANDARDIZATION AND STATE‐OF‐THE‐ART
Authors: MARSHALL BRUCE R. 
Published: March 2009

ABSTRACTEver scarcer maintenance dollars have resulted in changes to conventional maintenance strategies, notably extension of operating cycles and implementation of phased maintenance concepts. This trend has brought with it a need to accurately predict and define machinery repairs based on knowledge of system and component performance. In such an environment, Navy engineers (as well as those in the private sector) have increasingly turned to vibration analysis for condition assessment and diagnosis of wear‐related degradation.In recent years, the surface Navy has acted to consolidate and coordinate the many separate and sometimes redundant efforts that have proliferated in the past by establishing a central NavSea office with responsibility for all diagnostics, including vibration analysis, and by appointing a technical agent to provide engineering support in this area.This paper presents a synopsis of the various surface Navy programs (the machinery vibration analysis [MVA] programs of the four surface ship repair planning agents, the ship's force programs under fleet sponsorship, and the vibration portion of a surface combatant monitoring program), delineates standardization accomplishments to date, and focuses on the issuance of a technical specification which regulates all aspects of instrumentation, data acquisition, and analysis.Details presented include the relationship of the latter two initiatives, and the establishment of a Navy owned and operated data base presently being implemented, with emphasis on the application of digital technology and telecommunications.
Phased Maintenance: A Contractor's Point of View
Authors: LEWIS CHRISTOPHER 
Published: March 2009

ABSTRACTThe Phased Maintenance Program (PMP) was conceived from the Navy's desire to increase its ships' “on line” time which is severely interrupted during the six‐to‐nine‐month regular overhaul (ROH) or nine‐to‐twelve‐month complex overhaul (COH) cycles. While improved on line time for ships is desirable and attainable, the maintenance requirements remain and must be accommodated. In order to meet the operational and maintenance objectives, the Phased Maintenance Program was developed to provide for two‐to‐three‐month maintenance availabilities every fifteen to eighteen months. Thus major repairs could be effected, the Navy's modernization program could proceed with minimum delay and non‐scheduled maintenance requirements would be accommodated.While the Phased Maintenance Program affords the government several advantages such as reduced maintenance costs and the opportunity to define maintenance requirements based on actual ship material condition, it also affords private contractors certain advantages. These advantages are beneficial not only to the contractor but also to his customer. This paper will discuss how a private contractor, currently involved in the Navy's Phased Maintenance Program, perceives its role both as a private contractor and a team player within the program. This discussion will address some of the unique challenges encountered and met within the Phased Maintenance Program parameters.
The U.S. Navy's New Coastal Minehunter (MHC): Design, Material, and Construction Facilities
Authors: HEPBURN RICHARD D. , MAGLIULO GIORGIO , WRIGHT THOMAS 
Published: March 2009

ABSTRACTDuring the mid 1980s the United States Navy embarked on an ambitious shipbuilding program to supplement the fourteen planned Averager class mine counter measure ships (MCMs) with a smaller coastal minehunter designed for harbor clearance, port breakout, and coastal deep water missions. Red Sea and Persian Gulf mining incidents during this period emphasized the need for modern forces. Technical problems led to the cancellation of the MSH program. The U.S. Navy selected an existing design with proven performance, the Italian Lerici glass reinforced plastic monocoque (frameless) design. The Naval Sea Systems Command awarded a contract to Intermarine SPA of Sarzana, Italy in August 1986 to commence design modifications. In April 1987, a shipyard for the construction of the coastal minehunter class (MHC) was established by Intermarine USA in Savannah, Georgia. The lead ship coastal minehunter detail design and construction contract was awarded to Intermarine USA in May 1987. This paper will discuss the development of the Lerici design to suit its U.S. Navy mission, facility requirements to build this GRP ship, unique technical features of the MHC, and other firsts associated with the program.
EMI—The Enemy Within
Authors: BARON NEIL T. , CEBULSKI DONALD R. 
Published: March 2009

ABSTRACTElectromagnetic interference (EMI) is one of the major contributors to mission degradation in our fleet today due to the increase in population and sensitivity of both topside and below deck electronic systems. Sensitive combat systems designed to counter intelligent and deceptive targets can be confused by the complex intra‐ship EM environment. This can cause identification failure or losing “track” of a hostile or incoming missile or even engaging “friendly targets.”Topside design and integration efforts have been used to reduce EMI, but this is not the total solution to the problem. A program of total ship and system EMI assessment and control must be implemented. This program must exploit electromagnetic compatibility (EMC) optimization in electronic circuit design and take advantage of and (in some cases) direct topside shapes and structures to control the propagation of desired and undesired EM energy. Positive and active control of EM design characteristics are absolutely required before optimum combat system effectiveness can be realized.This paper will describe the current topside design process, EMC improvements being made, and how the process is being integrated into, and is dependent upon, the ship design process. It will give examples of some of the major mission degrading EMI problems in the fleet today and how past problems were solved with existing EM analysis programs. It will also discuss the control of EM energy in new design through the use of techniques being developed such as ray tracing and ray casting.The paper projects where the challenges lie for future topside and EM engineering designers and describes how the equipment technology transfer process must be better integrated to meet the challenge of effective EMI control.
The Use of Propulsion Shaft Torque and Speed Measurements to Improve the Life Cycle Performance of U.S. Naval Ships
Authors: HUNDLEY LOWRY L. , TSAI SHOU‐JEN 
Published: March 2009

ABSTRACTThis paper describes the benefits of having permanent tor‐sionmeters installed on the main propulsion shafting of U. S. naval ships. Propulsion shaft torque and speed measurements provide ship operators with accurate knowledge of the ship's powering condition at any given time. This information can be compared with baseline data to reveal degradation in the ship's powering performance. Performance trends produced by observations over an extended period of time can be utilized to forecast the point at which corrective action should be taken. The timely implementation of necessary corrective action can significantly decrease the ship's operating cost by reducing fuel consumption while minimizing excessive wear on the ship's machinery and, in all probability, extend the ship's service life.The value of accurate powering measurements is discussd in conjunction with (1) the accumulation and removal of hull and propeller marine growth, (2) single shaft operation, and (3) ships equipped with controllable pitch propellers. An overview of modern torsionmeters is presented based on literally hundreds of sea trials involving personnel from the Carderock Division, Naval Surface Warfare Center. Development of an overall program is suggested to ensure that (1) only accurate and reliable torsionmeters are installed on U. S. naval ships, (2) the meters are properly maintained and monitored, and (3) full utilization is made of the data obtained and of the baseline data currently available.
The Effects of Confined Water Operations on Ship Performance: A Guide for the Perplexed
Authors: FERREIRO LARRIE D. 
Published: March 2009

ABSTRACTOperations in confined waters (both shallow and width‐restricted) are quite different from those in the open ocean, and in some ways are more dangerous. This paper acts as a guide to some of these differences, pointing out where the dangers lie, and provides some guidelines for designers and operators to consider. The paper covers the following topics: definition of confined waters; effect on resistance and powering; considerations for ship maneuvering; sinkage and trim effects; ship motions; and other effects. Most of the topics are dealt with in a qualitative manner, but some methods of predicting confined water resistance are presented.
Navy Investigations of HFC‐134a as a Replacement for CFC‐12 in Shipboard Applications
Authors: NICKENS ANTHONY D. , BRUNNER GREGORY P. , HAMILTON DONALD L. 
Published: March 2009

ABSTRACTGlobal concerns about the depletion of the earth's protective stratospheric ozone layer caused in part by the atmospheric release of chlorofluorocarbons (CFCs), have prompted the United States Congress in the 1990 Amendments to the U.S. Clean Air Act to require a large reduction in the production of CFCs and a total production ban of CFCs by the year 2000.This production ban date was recently accelerated by President Bush to 31 Dec. 1995. The U.S. Navy used approximately 2 million pounds of CFC‐12 (R‐12), 415 thousand pounds of CFC‐114 (R‐114) and 111 thousand pounds of CFC‐11 (R‐11) in calendar year 1990. These CFCs are mostly used as refrigerants in shipboard air conditioning and refrigeration plants in critical applications including cooling of vital shipboard sensors, communications, navigation and weapon systems. Naval Sea Systems Command (NavSea) has an aggressive research and development effort underway to investigate environmentally acceptable substitutes for CFCs for eventual fleet implementation. A potential substitute for CFC‐12 in air conditioning and refrigeration plants is HFC‐134a (1,1,1,2 Tetrafluoroethane). This paper presents Navy HFC‐134a investigation results to date, planned qualification tests, and future shipboard HFC‐134a air conditioning plant designs.
Measures of Effectiveness as Applied to Maintenance Practices
Authors: ELFONT MARK , PROCACCINO VINCENT 
Published: March 2009

ABSTRACTRecent developments in surface ship maintenance strategies have been advanced on the promise of achieving reduced maintenance costs and improving the availability of shipboard systems. Included in the melange of proposed solutions are the Phased Maintenance Concept, Condition Based Maintenance, Expert System Diagnostics, as well as many other variations of these notions. As programs are initiated to evaluate prototype systems, or in some cases install production units, it is crucial that effective measurement procedures be instituted to determine to what extent the respective program goals and objectives are achieved.This paper explores various data sources that offer potential application to evaluation of advanced maintenance concept effectiveness. Also examined are data analysis and reporting techniques to clearly identify the benefits gained from those activities. The authors feel that it is important that the process of effectiveness evaluation, while remaining an objective process, become a part of the maintenance process itself. Maximum use of existing databases and in‐place data collection procedures is advocated.
Development of a Zonal Architecture Fire Main System for Combatant Ships
Authors: SHIFFLER MARK E. 
Published: March 2009

ABSTRACTAn alternative zonal fire main system concept is presented and compared to a typical combatant fire main system to determine the potential for affordability gains while maintaining capability. A combatant (DDG‐51) fire main system was modeled in a computer aided design (CAD) system along with the alternative zonal architecture system. The zonal architecture utilizes nine vertical zones as opposed to the conventional vertical offset loop system. Analysis indicates a 9% weight and 20% cost reduction can be achieved with a zonal architecture system. The system is being analyzed to determine if its performance is equivalent to conventional systems and may continue to evolve as additional studies are performed.