bluuebunny/crossref_metadata_2025_split huggingface dataset:
THE APPLICATION OF A PLANNING CONTRACT CONCEPT TO A COMPLEX NAVY SURFACE SHIP OVERHAUL
Authors: NODELL W.R. , SIAS PETER M. 
Published: March 2009

ABSTRACTEarly in 1979, the Commander in Chief, United States Pacific Fleet requested that alternate procedures be explored for overhaul of the USS Sacramento (AOE‐1). Of particular concern was the availability of the ship to accomplish alterations and repair planning prior to the start of the overhaul and the history of AOE Class ships not being completed in the private sector within the scheduled availability time. The planning type contract concept wherein pre‐overhaul tests and inspections, preparation of drawings, procurement of long lead time material and detailed overhauling planning and scheduling would be accomplished by the successful Contractor was one approach requested for major consideration. In July 1979, the decision was made to proceed with the planning contract concept for overhaul of the USS Sacramento. The Request for Proposals (RFP's) were issued to industry in November 1979 with contract award to Lockheed Ship building and Construction Company (LSCC) on 4 February 1980. In September 1980, the overhaul for USS Sacramento was classified by the Navy as “complex”, confirming specific management action and attention to be given during the planning and overhaul phases.This technical paper describes the application of the planning contract concept to the planning and overhaul of USS Sacramento. Actual experiences including issue of the negotiated Request for Proposals (RFP's), performing pre‐overhaul test and inspections (POT & I) procedures, accomplishing ship check and drawing preparation, and scheduling, including proper phasing of all elements and critical path analysis, will be reviewed in detail. Comparisons to conventional procedures will be made, along with concepts for modifying the methods employed to custom fit the characteristics of future overhauls. The closure will include a summary of “lessons learned” to date with specific recommendations for application of procedures to future overhauls.
AN OVERVIEW OF THE ROLE OF THE NAVSEA HUMAN FACTORS ENGINEERING PROGRAM IN SHIP DESIGN
Authors: STEIN NORMAN I. , BENEL RUSSELL A. , MALONE THOMAS B. 
Published: March 2009

ABSTRACTThis paper provides a context within which the role of human factors engineering (HFE) for Naval ship design may be understood. HFE is defined and its history as part of engineering design teams is traced. The role of HFE in ship systems design is defined, and the HFE Technology for Ships Program, managed by SEA 061R, is described. The rationale for inclusion of HFE in the design process is presented, the methodology whereby it is incorporated into the design process is detailed, methodology to assess the application of HFE is outlined, and the benefits that will accrue as a result of inclusion of HFE considerations in the design process are documented. The counterpoint to inclusion is illustrated through instances of design‐induced human errors. A specific application of HFE in the acquisition process is illustrated through use of the Landing Craft, Air Cushion HFE program plan. The difficulties which may be encountered as the size of the target system expands are described. Potential roadblocks to the required incorporation of HFE are examined for their source and possible ameliorative steps.
DESIGN TRADEOFFS FOR DESTROYERS
Authors: RAINS DEAN A. 
Published: March 2009

ABSTRACTSelecting a destroyer design depends on understanding the influences of combat system and platform subsystem selection on ship displacement, first cost, and life cycle cost. This paper presents the results of a study of a group of combat and plat‐ form system combinations. Both current and advanced technologies are considered. Conclusions are drawn on the relative sensitivity of these destroyer characteristics to subsystem selections.
DESIGN CONSIDERATIONS IN THE DESIGN ARCHITECTURE OF SALVAGE SHIPS
Authors: MILWEE WILLIAM I. 
Published: March 2009

ABSTRACTThe successful design of specialized ships is dependent upon the designer's knowledge of the ship's service and factors particularly germane to the design. Salvage is a specialized service comprised of a number of highly specialized functions. For versatility, a ship for general purpose salvage must compromise its ability to perform any specific function. Specialization for its primary mission may affect the commercial success of a particular ship design.Rescue towing is a specialized form of ocean towing requiring features which may be quite different from those appropriate in point‐to‐point towing. The first portion of this paper discusses the characteristics of the rescue tug and how those characteristics distinguish it from the general ocean tug.The second part of the paper considers the features of the pulling ship, which is tailored for a very different type of salvage service and which requires particularly careful and knowledgeable design.
NEW TECHNOLOGY ANTIFOULING PAINTS: U.S. GOVERNMENT RESEARCH AND ASSESSMENT
Authors: BOHLANDER GERARD S. , PREISER HERMAN S. 
Published: March 2009

ABSTRACTMarine fouling growth on the hulls of ships results in unacceptable increases in drag and consequent increases in fuel consumption. Conventional paints cannot maintain hulls free of fouling for the extended operating cycles now being imposed. Accordingly, new antifouling paints featuring organometallic polymer (OMP) toxicants have been developed at a U.S. Government laboratory in response to these requirements. In addition, commercial paints based on the use of OMP biocides have become increasingly available in the last several years, most of which have ablative properties that enhance antifouling performance and promote retention of smooth surfaces. Screening tests that include static and dynamic panel exposure and laboratory evaluation of coating properties are being conducted to qualify candidate materials for ship trials.This paper describes several ship trials that are now underway on various types of ships. Over twenty different commercial and U.S. Government specification paints have been applied as patches, as bands, on entire hulls, and on exposure test panels mounted on bilge keels. Periodic inspections utilizing diver‐operated still and video cameras are made. The factors of ship power, paint condition, and hull roughness are being correlated for selected test vessels.New trends in antifouling paint technology are also discussed, as are problems associated with application and removal of toxic paint materials.
U.S NAVY SHIPBOARD HABITABILITY DESIGN STANDARDS AND TRENDS
Authors: CASTLE JOSEPH E. 
Published: March 2009

ABSTRACTIn December 1980, USS Eisenhower returned home from a 251 day deployment, the longest for a Navy ship since World War II. During that deployment, the men aboard had one fiveday port visit to Singapore. That single break came after 94 days at sea and it was followed by another 152 continuous days out of port. Rear Admiral Byron Fuller, USN, the Commander of the Carrier Group, joking at the arrival Press Conference in Norfolk, said the deployment could be summed up in a single message: “WE HAD TWO PERIODS AT SEA AND THE REST OF THE TIME WE WERE IN PORT.”In order for ship personnel to operate effectively under such strenuous conditions, it is imperative that they be provided adequate living and working conditions. Due to its effect upon ship size, there is considerable debate within the Ship Design and Acquisition Community as to what level of habitability should be provided in future warships. To help answer this question, this paper first discusses the development of shipboard habitability design standards, their impact on ship size, and the current U.S. Navy Habitability Program; it then discusses the current habitability developments and trends in naval ship design.
COMBATANT SHIP DESIGN GUIDANCE THROUGH MISSION EFFECTIVENESS ANALYSIS
Authors: RAINS DEAN A. 
Published: March 2009

ABSTRACTA combatant ship design technique is described that provides guidance for new designs and can assist in evaluating current designs and their revisions. The technique attempts to provide design evaluations by comparing competing designs in a mission performance context. For a selected mission, a number of ship alternatives are selected for study. Task groups are then selected to carry out the mission. The ship characteristics are determined to match each of the ship alternatives including size, first cost and life cycle cost. Then the task groups are put through a simulated mission including enemy attack (defense by the group) and their offensive mission. The losses resulting from enemy action and the performance of the group in carrying out their mission are computed for various enemy threats. Measures of effectiveness, both for the mission itself and the ship operating in a peacetime format are then determined. For the mission, the effectiveness is defined as the percent of mission completion divided by the total mission cost (including all ship operations and losses). For the peacetime mode, two measures of effectiveness are determined: ship capability per unit of first cost and ship capability per unit of life cycle cost. The relative merits of each design selection, whether it be combat system, survivability feature, or subsystem selection or combinations of design features can be assessed in a systematic way. Design guidance is directly forthcoming.Several full examples are examined including a strike mission and an amphibious assault operation. The value of different ship types, armor, radar cross section reductions, task group compositions and missile allocations between defensive and offensive use are examined. Conclusions are drawn and the usefulness of the approach is analyzed.
CURRENT TRENDS IN NAVAL DATA HANDLING SYSTEMS
Authors: WAPNER MARTIN , FASTRING RICHARD 
Published: March 2009

ABSTRACTThe hardwired point to point cabling that has been the mainstay of data handling on naval ships is slowly but surely giving way to more advanced techniques that include data bussing and high speed switching networks.The U.S. Navy's AN/USQ‐82(V) Shipboard Data Multiplex System (SDMS) is now installed and operating for technical and operational evaluation purposes on USS Oldendorf, a DD 963 class destroyer. The distributed switching system “SITACS” introduced at ASNE Day 1982 has now been breadboarded. In the foreign arena, NATO standard bus and network interfaces are being implemented in Norwegian, United Kingdom and Canadian shipboard systems. These developments are reviewed, and projections are made regarding future trends in naval data handling systems.
THE NEW JERSEY — TOMAHAWK STORY: FROM RETIREMENT TO RENAISSANCE —A NEW STRIKE WARFARE CAPABILITY
Authors: BELL GERALD R. 
Published: March 2009

ABSTRACTThe enormity of the task of reactivating a forty year old battleship, the USS New Jersey, for the fourth time, outfitting her with new technology surface warfare and strike capabilities, improved self defense weapons and modernized communications installations at minimal cost during a fifteen month industrial period is described in this paper. Challenges involved included the Tomahawk weapons system design modifications necessary to enhance the capabilities of the not yet operational eight missile Spruance class destroyer baseline configuration to a thirty‐two missile battleship suite. Incorporation of the Tomahawk system brings to this venerable dreadnought the capability of operating offensively with battle forces in the highest threat areas and conducting offensive operations against surface ships and targets ashore, using Tomahawk land attack and antiship missiles (ASM). The revitalized New Jersey also provides self‐defense against ASM and attacking aircraft at short range. The design of her combat system remains in consonance with the original attributes of the ship's design—sur‐vivable, dependable, and redundant.This paper examines the adaptation of the Tomahawk weapons system for installation in New Jersey. The design modifications have been particularly critical, since the baseline system is currently under development in USS Merrill. Urgent Navy requirements dictated that the battleship‐Tomahawk effort overtake and lead the baseline development in Merrill. Emphasis in this paper is placed upon the discussion of planning, implementation, problems encountered, and the advanced capabilities surrounding New Jersey as a result of installing the Tomahawk Weapons System.Finally, the paper concludes with a discussion of the potential operational utilization of New Jersey in the strike warfare role that was lost to the surface Navy in World War II, when aircraft carriers supplanted battleships as the Navy's main striking arm.
ORGANOTIN ANTIFOULING PAINTS AND THE ENVIRONMENT — DRYDOCK PHASE
Authors: ADEMA CARL M. , SCHATZBERG PAUL 
Published: March 2009

ABSTRACTFuel savings of several hundred million dollars annually are expected from a pending Navy decision to use antifouling hull paints based on tributyltin compounds. Several Navy and commercial ship trials have demonstrated that these paints routinely outperform the current military specification paints based on cuprous oxide. Additional savings are expected as a result of less frequent drydocking and the elimination of underwater hull cleaning. However, because the organotin compounds are more toxic than cuprous oxide, the potential effect on the environment must be considered. Organotin discharge regulations and current drydock practices are reviewed, and the quantity of organotin generated during drydock operations is estimated. An environmental assessment of the Fleet‐wide use of organotin antifouling paint is in preparation.Several procedures and processes to manage organotin paint wastes have been evaluated. They include landfill disposal of solid waste; incineration of solid waste; wastewater treatment plant disposal of organotin‐contaminated water; activated carbon removal of organotin from wastewater; paint application and removal within an enclosure; paint removal with cavitating water jets; and paint removal with high energy beams. It is anticipated that a proper combination of these procedures and processes will provide adequate management of organotin wastes to protect the environment.
TESTING OF A MAGNETICALLY TREATED WEST GERMAN DIESEL ENGINE
Authors: WHITE JAMES W. 
Published: March 2009

ABSTRACTAluminum block nonmagnetic diesel engines have been less reliable in service than their cast iron counterparts. Additionally, nonferrous engines are produced in small numbers exclusively for military use and thus have no commerical base with which to enhance logistics support.A West German engine manufacturer, Motoren‐und‐Turbinen‐Union (MTU), has developed a method for magnetically treating cast iron engines in such a way as to reduce their magnetic signatures and thus make them available for mine countermeasures applications. In order to take advantage of the improved reliability and supportabitity of ferrous but magnetically treated production engines, the U.S. Navy conducted an extensive test and evaluation program to confirm or question the suitability of the engine for a new class of mine countermeasure ships.Testing consisted of a 1000‐hour endurance run in accordance with military specifications for high speed diesel engines and high impact shock testing. The magnetic signature of the engine was mapped before and after each test in order to verify that neither shock nor extended running could change the magnetic properties of the engine. A maintenance demonstration was also performed in which Navy mechanics carried out various tasks in an effort to identify engine details which could be altered and thus improve the engine's maintainability. Subsequent magnetic testing was intended to show‐that part interchanging and routine maintenance would not change the magnetic character of the engine.This paper describes the unique characteristics of the MTU 6V396TB63 diesel engine and will consolidate and illustrate the results of endurance, shock, magnetic, and maintenance testing.
NAVAL SHIP DESIGN: THE SHIPBUILDERS‘ EMERGING NEW ROLE
Authors: JOHNSON ROBERT A. 
Published: March 2009

ABSTRACTAs the Navy builds towards its 600‐ship goal, private shipbuilders are assuming an expanded role in the formal ship design process beyond their traditional involvement in the detail design and construction phase. Not since the total package procurement of the DD‐963 class have shipbuilders been as totally involved in the various naval ship design stages as they are now. Until recently this expanded involvement has been primarily in naval auxiliaries procurements. This paper, however, discusses shipbuilders' emerging new role in naval surface combatant design. Two recent designs are discussed in which the shipbuilders have been extensively involved in the early design stages. The two design approaches are contrasted, and their relative merits are addressed.
NEW ELECTRIC MOTOR DRIVEN VAPOR COMPRESSION DISTILLING PLANT FOR NAVY SURFACE SHIPS
Authors: ROSE CHARLES D. , HECK JAMES , PERGANDE WIL 
Published: March 2009

ABSTRACTVapor compression distillation is described. A process flow diagram is presented and the cycle reviewed. A brief history is presented. Initial problems, advantages and disadvantages are discussed along with recent technological improvements.The new vapor compression plant as specified for the DDG‐51 program and the specific units tested and installed aboard the DD‐964 (USS Foster) and DD‐998 (USS Thorn), are reviewed with a complete description of the major components and their function. Photographs and test data are presented. Cycle efficiency, scaling and chemical feed treatment, operating procedures and reliability features are discussed.Preventive maintenance requirements are reviewed. Chemical treatment procedures to hold scaling to a minimum are summarized. A conclusion is made.
NAVY AIR COMPRESSORS — PAST, PRESENT AND FUTURE
Authors: KRINSKY J.L. , SKRUCH H.J. , VEDDER W.H. 
Published: March 2009

ABSTRACTAs part of a program to improve shipboard air compressor reliability, the Naval Sea Systems Command (NAVSEA) and David Taylor Naval Ship Research and Development Center (DTNSRDC) are developing a new generation of rotary machines to replace ships service reciprocating piston air compressors with new, smaller, lighter, more reliable designs.The successful development of completely water flooded 125 psi air compressor units by DTNSRDC resulted in the award of a four phase contract by NAVSEA to a compressor manufacturer to design, build, and test low and high pressure shipboard prototypes.A review of the shipboard air compressor history which led to the current approach is presented along with details of the new compressor development philosophy, the low pressure design phase of the contract and the building and testing of the low pressure prototype. The results of a design analysis with respect to reliability and maintainability goals are also presented and compared to the current oil free reciprocating piston compressors.
PROBABILISTIC DESIGN TECHNIQUES APPLIED TO MECHANICAL ELEMENTS
Authors: WELLING MORRIS , LYNCH JOHN 
Published: March 2009

ABSTRACTA little known stress analysis technique is applied to the design of a titanium tension member of a complex mechanical coupling in a situation where space limitations preclude the application of the conventional factor of safety. The computed safety factor for the critical section in this instance is a normally unacceptable 1.42 based on the tensile yield point and only slightly higher based on the ultimate tensile strength.The stress‐strength probability technique, applied here, is in some ways a more realistic design method in that it takes into account the potential for variability of the yield strength (or ultimate strength if desired) of the material as determined from a significant amount of test data. It also accounts for variations in the calculated stress by allowing for dimensional variations as expressed by dimensional tolerances as well as for any potential for variation of the maximum design loading.In this instance, each of these “random variables” can be expressed as a normal or Gaussian distribution in terms of a mean value and a standard deviation; the relatively uncomplicated mathematics of random variables is applied to determine the percentage of overlap between the calculated (Gaussian) stress distribution and the known strength (yield point) distribution. This overlap gives the probability of failure.The calculated probability of failure for the critical section of the tension member under study is less than 1 times 10‐7, or less than one failure in 107 such units that could be manufactured. The corresponding reliability for the section is 0.9999… to seven decimal places, a very safe value for this application, despite the low factor of safety.The paper discusses the significance of the reliability value vis‐a‐vis the “factor of safety” design approach as well as the limitations involved. Guidance is offered for establishing overall reliability goals for a unit or assembly with several significantly stressed sections.The probability design techniques are shown to be compatible with sophisticated stress analysis techniques such as finite element analysis, although a little ingenuity is required. An example is given.
AUTOMATION OF PROPELLER INSPECTION AND FINISHING
Authors: STERN HOWARD , METZGER ROBERT 
Published: March 2009

ABSTRACTShip's propellers are currently measured by manual procedures using pitchometers, templates and gauges. This measurement process is extremely tedious, labor intensive and time consuming.In an effort to provide increased accuracy, repeatability and cost effectiveness in propeller manufacture, an automated propeller optical measurement system (APOMS) has been built which rapidly and automatically scans an entire ship's propeller using a 3‐D vision sensor. This equipment is integrated with a propeller robotic automated templating system (PRATS) and the propeller optical finishing system (PROFS) which robotically template and grind the propeller to its final shape, using the APOMS‐derived data for control feedback. The optical scanning and the final shape are both controlled by CAD/CAM data files describing the desired propeller shape. An automated propeller balancing system is incorporated into the PROFS equipment.The APOMS/PRATS/PROFS equipment is expected to provide lower propeller manufacturing costs.
A NEW GENERATION OF HIGH‐PERFORMANCE PLANING CRAFT
Authors: JONS OTTO P. , KOELBEL JOSEPH , SHELDON RAY 
Published: March 2009

ABSTRACTKey aspects of the design development of a capable yet affordable high performance craft are addressed. These aspects include the development of mission requirements, the rationale for major design decisions, performance capabilities, and system and subsystem selection. The superior performance of the design, as demonstrated by an extensive model test program, led to the decision to develop a family of advanced fast patrol boat concepts. Selected family members are also briefly introduced. The paper, furthermore, demonstrates the successful integration of many major computer‐aided design (CAD) programs currently in use for U.S. Navy ship design.