bluuebunny/crossref_metadata_2025_split huggingface dataset:
ISO 9000 Quality Organization
Authors: Stimson W. A. 
Published: March 2009

ABSTRACT  Ship building and maintenance have been called the most complex of construction and manufacturing processes. In the United States, the primary customer of this complex activity is the U. S. Navy, which is vitally concerned with the quality of the product. Some standard of quality that can ensure consistent customer satisfaction is required.Concurrent with the Navy's desire for an efficient quality standard is an international search for the same. In order to establish a level playing field in this global arena, common standards of quality of manufactured products need to be established.The ISO 9000 standards enhance stability of process and are highly adaptable to the ship repair environment. An ISO program is very tolerant of the characteristics of any industry and can be applied broadly, but it is very specific about its rules of evidence. An ISO standard can be described very briefly: “Say what you do; Do what you say; Prove it.” In addition, there are specific criteria, and although they can accommodate any industry, the burden of adapting is upon the candidate for certification.This paper approaches ISO certification with a broad, systems perspective, building a quality system with a closed loop in mind: customer, mission, policies, objectives, procedures, processes, and customer. This top down approach ensures integrity throughout the quality system and allows divergence to the many ISO criteria. But in addition to strategy, a tactical approach is also needed. There is a need to identify control variables, measure system effectiveness, and provide the documentation that proves it. ISO 9000 absolutely requires this paper trail. In the end, an ISO standard measures stability. By integrating mission, customer, and process, the requirements of an ISO standard are easily met and enhance the ability to satisfy the customer.
Shipboard Controls of the Future
Authors: Jr. LCdr. J. V. Amy , Doerry LCdr. N. H. , McCoy LCdr. T. J. , Zivi E. L. 
Published: March 2009

ABSTRACT  Recent advances in computer networking and control system technologies present an opportunity to improve the capability of naval shipboard control systems. Most existing digital machinery control systems merely replace one‐for‐one their analog predecessors. These recent advances motivate rethinking the basic role and architecture of shipboard controls. Traditional machinery system control has remained largely separate from combat systems and other ship information systems. Existing machinery control systems have concentrated on four functions: machinery status, control, system stability, and fault response. To implement these functions, custom systems have been designed, built and debugged for each class of ship. This lack of commonality has been expensive in terms of development costs, maintenance costs over the lifetime of the ship, and also the unrealized benefits stemming from prohibitive costs of adapting machinery controls to take advantage of emerging technologies.This paper proposes a new paradigm for developing a shipboard control system based upon a functional decomposition of ships' missions that leads to defining technology independent interface standards. Multiple vendors may be able to independently develop control system hardware and software elements adhering to such interface standards without a priori knowledge of a particular ship application, leading to the ability to develop a total ship control system with low risk by integrating proven hardware and software elements to meet specific ship design requirements. With this new concept, other functions not normally associated with machinery controls are feasible: spontaneous reconfiguration after a damage event, integrated training, condition based maintenance planning, data archiving, operator assistance, and configuration management. This new approach may also allow for the integration of machinery controls into a total ship control system with seamless support for combat systems. This new shipboard control paradigm promises to speed control system development, improve performance, facilitate maintenance and modernization, and lead to lower life cycle costs.
Commercial Lighting Innovations
Authors: Gauthier E. , Green G. M. 
Published: March 2009

ABSTRACT  In our quest for finding ways to reduce the life cycle costs of Navy ships, the Affordability Through Commonality (ATC) project has investigated several commercial lighting innovations. This paper will discuss two particularly noteworthy commercial products that have been selected for further evaluation on board Navy ships: specular reflectors for fluorescent lighting fixtures and the Solar 1000 sulfur light source.Specular reflectors are designed to dramatically increase the amount of light reflected from a fluorescent fixture resulting in one or more of the following benefits: increased task lighting, reduced maintenance and consumable costs (fewer bulbs), reduced acquisition and alteration costs (fewer fixtures), and reduced energy use. Specular reflectors are sized for the specific type of fluorescent fixture and can be designed and formed to provide general or directed task lighting. They are inexpensive and can be installed easily and quickly.The Solar 1000 sulfur light source is the first in a planned family of very bright, energy‐efficient, electrodeless lamps using sulfur bombarded by microwaves to produce illumination in a continuous range of wavelengths very close to sunlight. It is ideal for remote source lighting distribution systems such as light tubes and fiber optics. This innovation in lighting has been heralded by the Department of Energy as “a revolutionary 21st century lighting system.”
The Joint Tactical Combat Training System System Model
Authors: McCarthy P. J. , Munkacsy M. 
Published: March 2009

ABSTRACT  The Joint Tactical Combat Training System (JTCTS) is a joint Navy/Air Force program to provide enhanced tactical combat training from single‐platform warfighting through integration of multi‐platform coordinated combat training (surface, subsurface, and air). Key requirements of JTCTS include the use of the Global Positioning System to generate platform position information, simulated platforms and weapons, and a real‐time radio datalink to transmit training data within 400 run of a JTCTS core‐capable site, using a distributed simulation architecture derived from distributed interactive simulations.Many design tradeoffs need to be made to implement this system. To enable the meaningful test and tradeoff of various design options, a software model of the JTCTS system was constructed. This discrete‐event simulation was implemented entirely in software running on commercial workstations. The model allows the designers to test various software and hardware design implementations and measure their influence on the “goodness” of the exercise data. Based on platform attitude and relative position, datalink connectivity can be assessed and various message‐passing algorithms tested. The effects of message latency and communications dropouts on dead‐reckoning accuracy can be directly measured. Effects of aircraft antenna shading, atmospheric effects on radio frequency propagation, and others can be turned on or off depending on the needs of the particular test, and to support validation of the model.The engineering model was created during the project concept definition; it is being used today in a number of design studies. One, a datalink transmitter power tradeoff, is giving insight into the relationship between the accuracy of after‐action reports and the heat dissipation of the datalink components. These simulated exercises are providing both the end‐user and the design team with insight into subsystem and operational interactions usually not seen until system integration testing.
Meeting the 21st Century with SMART Mission Flexibility
Authors: Alexander R. K. , Olinstead L. 
Published: March 2009

ABSTRACT  A revolution is underway in the design, production and installation of the Navy/Marine Corps team's command, control, communications, computers and intelligence (C4I) vision and strategies, which is significantly reducing costs, and dramatically improving the battle readiness of tomorrow's forward deployers. A strong emphasis on research and development has enabled the design, development and installation of the Shipboard Modular Arrangement Reconfiguration Technology (SMART) systems in ships.SMART is a methodology for installing equipment in shipboard spaces that will provide the fleet with enhanced mission flexibility. The heart of this technology is a track rail system, similar to that used by the aircraft industry, which enables equipment to be bolted to the deck, bulkheads or overhead, and meets all shipboard shock and vibration requirements. The fleet can reconfigure designated spaces to receive new systems, install equipment upgrades, position cross‐decked systems, or rearrange work areas with minimal industrial work (welding, grinding, lagging, painting, etc.), and maximum cost savings. Key C4I spaces such as Tactical Flag Command Center (TFCC), Joint Operations Center (JOC), Communication Centers, etc., can be reconfigured as required. Thereby, new technology insertion can enable rapid deployment of state‐of‐the‐art technologies much faster than the standard method of welding foundations in place to support various equipment installations.The SMART system includes a foundation track system, modular‐connectorized power and lighting, and modular workstations.
Marine Applications of Fuel Cells: A Multi‐Agency Research Program
Authors: Allen S. , Ashey E. , Gore D. , Woerner J. , Cervi M. 
Published: March 2009

ABSTRACT  Recent advances in fuel ceils, especially commercial transportation and land‐based electric power generation, make them attractive alternatives to conventional shipboard power sources. Simply stated a fuel cell operates likes a battery. It is a device that supplies electricity (DC) by combining hydrogen and oxygen electrochemically without combustion. Unlike a battery, it does not run down or require recharging and will produce electricity, heat and water as long as fuel is supplied. Fuel cells are more efficient than diesel engines or gas turbines and may use significantly less fuel, with virtually no pollution. They are simple with no moving parts except for the balance‐of‐plant equipment associated with fuel management. As a result manning may be minimized.The challenge of marinizing and militarizing fuel cells is a daunting one. This paper will review the current status of marine studies and describe their importance. A recently formed multi‐federal agency work group has been coordinating marine fuel cell research and its goals and plans will be discussed.
Computer‐Controlled Equipment Testing: Speed, Accuracy and Improved Analysis
Authors: Smith J. J. , Greene W. C. 
Published: March 2009

ABSTRACT  As shipboard radio communication systems (RCSs) become more complex and crew size continues to be reduced, the requirement for an automated, condition‐based maintenance system is imperative. Personal computers can be programmed to provide full equipment testing that is capable of digital interface as well as automated and semi‐automated testing of equipment that is not buss‐controllable. Some of the advantages of computer‐controlled equipment testing (CCET) include increased accuracy, repeatability, and data‐collection capability for in‐depth analysis. However, the paramount advantage of CCET is speed.This paper will describe various methods of remote testing, including using a LAN, the Internet, and the telephone system. It will detail application software developed to test the Aegis‐class destroyers' RCS equipment.This paper examines CCET as it is presently applied to the Aegis Board of Inspection and Survey (INSURV) support program. Additionally, the condition‐based maintenance (CBM) application developed for over‐the‐air system testing of the Navy's UHF line‐of‐sight (LOS) system installed on the USS Yorktown (CG 48) as part of the Smart Ship project will be described.This paper will also describe CCET methods to use charged‐coupled device (CCD) miniature cameras to read analog meters, gauges, or entire gauge boards.
Total Ship Real Time Control: An Operational Necessity Whose Time Has Come
Authors: Geer D. W. 
Published: March 2009

ABSTRACT  The combat system is dependent on the mobility and auxiliary systems, and when battle damage is sustained, on redundancy, reconfiguration and the damage control system. The ship and its systems are dependent on the combat system because it is the purpose of the combat system and thus the ship to put ordnance on target, and during combat to protect the ship. Thus, the combat system and the ship systems are completely interdependent and both systems must remain “up”, especially after battle damage, because the best damage control can not overcome repeated weapon impacts. The ship must also maneuver to employ its weapons and maintain “battle speed” to conduct required operations with the battle group.The next generation of ships are being designed with goals of 75% manning reductions compared to current ships. The ships will have missions and capabilities similar to current CGs, DDGs, DDs and FFGs. The manning reduction will require significant automation. The automation will require the integration of ship and combat systems, two traditionally stand alone systems and capabilities. The automation and integration will also require a total ship data network, message content and format, database, display and decision, and computer architecture.This paper describes how a ship of 8–15,000 tons, using COTS solutions such as Intel processors, WIN NT, WIN 95, can be operated by a crew of 70–90 and have the same or greater capability of today's ship with a crew of 350. “COTS” solutions and applications not only exist for all capabilities discussed, but are in day to day use throughout industry. The rationale in industry is the same as that faced by the navy—do more at lower cost—concentrate and focus resources cut “overhead”—increase performance.
Some International Aspects of Ship Model Research
Authors: Wright E. A. 
Published: March 2009

ABSTRACT  Ship model research since mid‐century has experienced a strong surge throughout the maritime nations of the world. The purpose of this paper is to recognize some of the international growth of possible interest to naval engineers.The observations are largely on the International Towing Tank Conference in Madrid, visits to most of the principal European model basins, and the Symposium on Behavior of Ships in a Seaway held at the Netherlands Ship Model Basin, all during September 1957.
Fairing of High Speed Displacement Hull Forms by B‐spline Approximation and Fitting
Authors: Narli E. , Sariöz K. 
Published: March 2009

ABSTRACTThis paper presents flexible numerical procedures for fairing hull form design curves which form the three dimensional ship body. The traditional solution to the problem of fairing ship hull forms is to reduce the problem to simultaneous fairing of two dimensional curves on three orthogonal planes, called the section lines, waterlines and buttock lines. However, this process requires excessive time and experienced personnel. Fairing procedures employed in most Computer Aided Ship Design (CASD) software are computerised versions of the manual method and hence have similar drawbacks. The approach adopted in this study is based on approximation of ship lines by B‐splines that are already fair. It is shown that the degree of fairness can be improved by increasing the order of the B‐spline; however, this may result in excessive deviations from the original offset points. A balance between closeness and fairness can be identified by successive applications of B‐spline to original offsets in an iterative manner. Alternatively, B‐spline fitting instead of B‐spline approximation can be applied in order to minimize the deviation from original offset points. For ship hull forms, in order to obtain three dimensional fairness, two dimensional ship lines on three orthogonal planes need to be faired simultaneously The fairing process is first applied to waterlines and the modified offsets are transferred to other planes. The iterative process is repeated until specified degree of fairness is achieved. This procedure is applied for fairing the lines of a distorted mathematical hull form and the parent hull of a high speed hull form series. The results indicate that these procedures are particularly useful for high speed displacement hull forms and can be used as practical design tools in the early stages of ship design.
Landing on the Roof: CVN Noise
Authors: Yankaskas K. D. , Shaw M. F. 
Published: March 2009

ABSTRACT  There has been renewed interest in the human effects of excessive intermittent airborne noise occurring on the 03 Level (Gallery Deck) and on the Flight Deck during aircraft launch and recovery operations (“Flight Ops”) aboard U.S. Navy aircraft carriers. High noise levels cause crew fatigue, lost work hours, high crew turnover, safety problems, and worst case, hearing damage or loss of life. The cost of this problem can be quantified as part of the Total Ownership Cost of the ship by taking into account such factors as the cost of veterans' hearing compensation, crew retention bonuses, and crew turnover.This interest has lead to at‐sea measurements of intermittent noise levels during flight operations on two operational aircraft carriers. This data provides the first detailed, systematic quantification of sound pressure levels, noise frequency content, noise time duration and frequency of events. The classic acoustic source/path/receiver approach was used to investigate noise sources and paths associated with the transmission of aircraft and machinery noise.Solutions take a total ship engineering approach, combining Total Ownership Cost, Human Engineering, and industrial partnerships to develop cost effective solutions to mitigate noise associated with flight operations.
A History of the Navy's Strategic Reserve of Ozone‐Depleting Substances
Authors: Breslin D. A. 
Published: March 2009

ABSTRACT  The domestic production of the most powerful Ozone‐Depleting Substances (ODSs) has permanently ceased and the abundant supplies of a number of refrigerants, fire‐fighting agents, and solvents, once taken for granted, are now a thing of the past. The Navy has adopted a successful strategy for addressing the threat posed by the unavailability of ODSs and that strategy includes relying on a strategic reserve of ODSs. Considering that the strategic reserve will play a critical role in sustained Fleet operations well into the next century, it is important to record the history of the reserve and to document lessons learned in order to educate future generations that may be faced with similar challenges.This paper documents the history of the Navy's effort to define, establish, and monitor a reserve designed to support Fleet operations until the middle of the next century.
The Commercialization of Weapons Control Software
Authors: Walden B. S. 
Published: March 2009

ABSTRACT  This paper addresses the benefits and limitations of commercial software insertion into a weapons control system, specifically as seen in development of the Advanced Tomahawk Weapons Control System (ATWCS) Track Control Group Replacement (TCGR). Commercial‐Off‐The‐Shelf (COTS)/Government‐Off‐The‐Shelf (GOTS) re‐use of software in a weapons control system requires a much higher degree of reliability and a much smaller error rate than commercial applications, in order to reliably place ordnance on target. Lessons learned in the production of this, the first COTS/GOTS weapon control system, are useful to the smooth, efficient development of future weapons system software.Lessons learned during development of TCGR:Strong emphasis on early requirements definition combined with early operational prototyping enables an efficient and cost effective process and avoids rework.Shifting to a parallel testing concept with a common test plan and multi‐disciplined test team shortens the overall development process and maximizes use of resources.Accurate operational testing environment is crucial to successfully completing approval processImplementation of common, well‐defined metrics and reporting reduces time spent on anomaly correction and ensures accurate progress tracking.Logistics efforts must improve to accommodate COTS/GOTS use.Customer involvement throughout the lifecycle is required to field technologically current systems that meet their needs.
The Redefinition of Supportability and Its Role as a Systems Engineering Tool
Authors: Blackwell P. , Hausner E. 
Published: March 2009

ABSTRACT  Reliability Centered Maintenance (RCM) is described as the cornerstone of the NAVAIR, NAVSEA, and SPAWAR Affordable Readiness Initiatives. However, many technical issues, which result in a significant impact to the Fleet's Readiness and Operations and Support Costs, are irrelevant to RCM analyses and are therefore overlooked. In addition, reliability and maintainability, parameters more suitable as a “figure of merit” in a laboratory environment, are used with fervor to analyze field data. This further compounds the ambiguity and diminishes the effectiveness of the RCM recommendations on readiness and cost. In other words, using RCM “we are potentially stepping over dollars to save pennies.”Supportability is ***tractionally thought of as a logistics metric ***related to the operational availability of a system. This paper redefines Supportability, describes the comprehensive Knowledge‐Aided Supportability Analysis Technique (KSAT), and discusses how it can enhance the traditional metrics.
Determining the Level of Ship Protection
Authors: Hockberger W. A. 
Published: March 2009

ABSTRACT  The types and levels of protection provided in naval ships have always been determined by the judgment of experienced naval officers in a way that is basically external to the main analysis/design loop. A major consequence has been an inability to demonstrate objectively a clear need for a particular level of protection, with the result that important protection features have been eliminated to reduce cost.This paper outlines a methodology for bringing ship protection inside the main loop and determining its characteristics as an integrated element of a ship design. The level of protection is established as a natural consequence of the ship's mission requirements, and no separately stated requirements for protection are needed.Two concepts are introduced for achieving this. The first is a life cycle measure of ship effectiveness that takes account of the ship's entire service life, including periods when operating in a degraded condition in combat or unavailable for service while being repaired or modernized. The second is the concept of “battle cost.” Battle costs are defined as the hypothetical future costs of weapons expended and ship damage and personnel casualties sustained, plus other related costs, as a ship engages in battle in the course of its service life. These devices, within the systems analysis framework, make it possible to estimate both effectiveness and cost implications of providing various levels of protection in the ship—and thus to derive better cost‐effectiveness measures for comparing ship alternatives and selecting the best.