bluuebunny/crossref_metadata_2025_split huggingface dataset:
STRUCTURAL ANALYSIS AND DESIGN OF A CATAMARAN CROSS‐STRUCTURE BY THE FINITE ELEMENT METHOD
Authors: MANSOUR DR. A. , FENTON LCDR. PAUL H. 
Published: March 2009

AbstractOne of the problems encountered during the design of the ASR‐21 Catamaran is the determination of the effectiveness of the cross‐structure deck plating. In this paper, this problem is examined using the Finite Element Method. The behavior of a multicell box girder representing a catamaran cross‐structure is studied. Because of the relatively low length‐to‐breadth ratio of a typical catamaran cross‐structure, the deck plating effectiveness is found to be rather small. Parametric studies are performed, and curves of the effectiveness as a function of the relevant geometric and loading parameters are presented. These curves may be helpful in the early stages of new designs.
PERFORMANCE ENVELOPES OF DISPLACEMENT TYPE VEHICLES USING CHEMICAL PROPULSION SYSTEMS
Authors: BODNARUK ANDREW , QUANDT EARL R. 
Published: March 2009

AbstractA new method of analyzing the speed‐range performance of displacement type vehicles is presented. This approach requires defining the power and energy specific weights required of the propulsion system in order to meet a given mission. These factors were selected since technologically permissible envelopes of chemical propulsion system performance may be expressed in these same variables, independently of ship characteristics. It is illustrated how these envelopes are determined by the physical laws responsible for the operation of propulsion components. The general approach has been found to provide a useful overall perspective of non‐nuclear ship propulsion and a means for assessing the impact of research and development advances on future ship performance.To assist the reader in understanding the Symbols and Equation development, a List of Symbols as used by the authors is in APPENDIX A at the end of the paper.
AN AUTOMATED SHIP MAINTENANCE SYSTEM
Authors: STECKMAN GARY L. 
Published: March 2009

AbstractAny shipboard computer system meets its system objectives only when it is totally operational. When it is down due to a system failure it is a useless collection of electronic components. In present and future ship computer systems, maintainability is not only desirable, it is mandatory. Also system maintainability must keep pace with the increased sophistication and complexity of the systems themselves.To meet this maintainability requirement, system designers must consider system maintenance at the time of system design and development. In the philosophy of an automated maintenance system such as the one discussed in this paper, the system design and development process is geared to making all operating system information, which could be used in system maintainability, available in an orderly meaningful manner. This process means designing the system software to monitor system status and performance data, to use this data along with preventive maintenance scheduling and fault prediction analysis in performing total system evaluation. This evaluation process then results in the definition of recommended preventive testing or the required fault detection and isolation testing. During the latter stages of fault isolation testing and continuing through fault correction, the system is also responsible for making the available reconfiguration recommendations for the failure being corrected.Following the correction of a system failure the system is automatically reconfigured to the normal operating system. Data appropriate to the system failure is categorized and, recorded to be used in future fault prediction and preventive maintenance scheduling.All of this occurs in real‐time and on‐line, in conjunction with the normal operation of a system program. This capability is provided for during the software design period. While not totally automatic or totally comprehensive, it provides maintenance personnel with the information required to determine what is happening within the system. This data combined with other features mentioned greatly reduces the essential and critical tasks of the maintenance personnel. Finally the entire process results in the required expansion of critical system availability.
REAL TIME DYNAMIC PROJECTED DISPLAY FOR GROUP VIEWING
Authors: THOMAN RICHARD E. 
Published: March 2009

AbstractThere has long been a need for a real time dynamic projected display for group viewing in applications such as command and control. Recent developments in projection cathode ray tubes and projection optical systems have produced a Dynamic Group Display which exceeds the capabilities of existing equipments and fills the needs of most systems. An advanced cathode ray tube, specifically designed for a reflective optical system, incorporating a ground and polished faceplate produces a very high resolution image at a brightness level of 20,000 foot‐lamberts. A newly developed catadioptric optical system with an aperture of f/0.7 provides a resolution of 1500 lines over the entire viewing area. The combination produces a very high resolution image at 15 foot‐lamberts on a 5′ by 5′ projection screen.The Dynamic Group Display is an advanced state‐of‐art system which is very high resolution and flexible in operation. The equipment may be configured to operate in the TV mode, the random plot mode, or a combined mode on either a front or rear projection screen. The projector is compatible with the driving requirement of current display systems and may be utilized in all applications where CRT's are used. It does not limit the designer to specific update cycles, and there is no consumable requirement. Interactivity may be provided by a separate key set containing such interactive controls as function keys, and alphanumeric keyboard, and a trackball or force stick. Background data may be overlaid on the screen through the use of conventional slide projection techniques further enhancing the system. The Dynamic Group Display is without equal for the presentation of data in real time to a viewing audience.Group displays have been installed in ship and shore facilities of the U. S. Navy as well as the Massachusetts Institute of Technology's Lincoln Laboratories. Additional equipments are under construction for installation in an FAA experimental oceanic control sector and at the U. S. Army's Headquarters MASSTER. The latter equipment uses color to differentiate the friendly from the hostile forces.
NAVY QUALITY ASSURANCE AT PRIVATE SHIPYARDS
Authors: CULVER JOHN A. 
Published: March 2009

SummaryThe proper mix of inspections and controls is considered mandatory in order to move out of “trivia” into the “vital few”. A common mode of operation for all SUPSHIPS is essential and should be based on a logical sequence of events that occur in any ship construction process regardless of the shipbuilder.The proposed scheme is practical and workable. It is system oriented and uses acceptable Quality Assurance principles. It puts general engineers into the quality business. It provides for the proper mix of controls and inspections. It can be used by any SUPSHIP since its operation is common to ship construction.The proposed scheme includes engineering, planning, operating packages, auditing, inspecting and collecting data. It has a monitoring capability from the point of view of selecting ship components and of selecting specific construction/fabrication areas of the Shipbuilder. It has a built‐in operating package of attributes from selected—“vital few”—components. The attributes are from ship specifications and the Shipbuilder's procedures, practices and criteria. An adjustment capability is included which depends on the scope and depth of the Shipbuilder's system. It leans heavily on the audit operation to correct assignable causes of shipbuilder problem areas. A completed ship inspection is included which uses existing methods of ship acceptance. It has a data collecting capability that allows decisions to be made at each echelon of the SUPSHIP/NAVSHIPS organizational ladder.The proposed scheme brings together an integrated system with all of the essential parts of a NAVY Quality Assurance System for use in a private Shipbuilder's facility.The approach of using an independent NAVY System based on selecting components from a system block diagram and selecting areas of the Shipbuilder's operation for Quality Assurance actions can only result in the NAVY ending‐up with assurance that ships will perform as intended when they leave a private Contractor's shipyard.
AIR CUSHION VEHICLES—NEW TECHNOLOGY IN THE NAVY
Authors: WACHNIK Z. GEORGE 
Published: March 2009

AbstractIn 1970 the U.S. Navy undertook another major effort in air cushion vehicle technology. While the SES 100, a rigid sidewall craft, was being built, two Navy contracts were signed under the Amphibious Assault Landing Craft Program to design and build a fully amphibious air cushion vehicle. Although the major Research and Development effort in the AALC Program in support of the craft was performed by the two contractors, the Navy also undertook some research effort.This paper discusses Research and Development effort in the AALC Program addressed by the Navy, major ACV technologies—their importance to craft performance and direction for future R & D effort—and outlines the basis for the ACV design criteria development.
The Navy Standard Hardware Program
Authors: MERZ JOHN A. 
Published: March 2009

ABSTRACTThe Standard Hardware Program represents the start of an endeavor to standardize the modular building blocks of all Navy solid state electronic systems. When fully expanded, this vital program will lower the cost and increase the availability of electronic systems for the operating forces.The administrative, electrical and mechanical principles of the program are explained. It is shown that forecasting and controlling system costs can be simplified because: 1) the characteristics of the standard modules are known quantities; 2) the designs have been tested; 3) Vendors have been qualified, and 4) production costs are known and stable.The impact on maintenance and training is discussed as a function of using modules that are inexpensive enough so that they can be economically discarded upon failure. Statistics derived from Fleet operations are shown to illustrate much better than average reliability for the standard modules.
POWER FROM TIDES— THE RANCE TIDAL POWER STATION
Authors: LEBARBIER CLAUDE H. 
Published: March 2009

ABSTRACTThis paper discusses the Rance Tidal Power Station, the world's first, which has been operating at full capacity since 1968 and appears to be a very successful achievement.The following areas are covered: 1) Tidal Power Generation including basic engineering and economic requirements, economic optimization, the different possible cycles available, and site selection; 2) Design and Construction Problems including general layout, component structures, cofferdams, and bulb units; 3) Cost and Benefits including reasons for construction decision, running costs, efficiency, indirect benefits, and environmental effects; and 4) Operation Experience including energy generation, efficiency and dependability, and corrosion problems.
PROJECT INDEPENDENCE, NATIONAL SECURITY, AND THE ENVIRONMENT
Authors: PETZRICK PAUL A. 
Published: March 2009

ABSTRACTA correlation is drawn between the world's energy problem and its material resource problems. Examples are cited to illustrate the friction which develops when nations compete severely for limited resources. The focus of this friction as severe economic competition at this point in time intensifies the power of the few who are in a position to control limited resources. Special definitions of national defense and national security are provided to focus on the need for world economic cooperation. A comparison of the relative power of the United States and the balance of the world is made—first, on the basis of petroleum alone and then based on the addition of petroleum‐related fossil fuels, coal, and oil shale, to illustrate the strength that might be achieved through diversification. It is proposed to optimize the value of oil shale desposits by combining their hydrocarbon content and mineral values to make production of oil shale competitive with petroleum. It is suggested that such optimization might make numerous other marginal natural resources competitive with the cheap, convenient sources which have become the subject of international friction. The cost and possible consequences of national energy independence are cited, supporting the need for world cooperation. The environmental problem is bracketed by comparing the burning of coal in the eastern United States with delays in completion of the Alaskan pipeline. A plan of action is proposed involving a first step of using refinery feedstock derived from oil shale for strategic storage.
MARGINS IN NAVAL SURFACE SHIP DESIGN
Authors: GALE PETER A. 
Published: March 2009

ABSTRACTThe reason why margins are utilized in the development of a ship design are outlined. A system for classifying margins is presented (Design and Construction margins vs. Future Growth margins; ship system level vs. subsystem level margins; performance characteristics vs. physical characteristics margins), and the distinctions between groups are clarified. Some philosophy concerning margins is expressed and, based on this philosophy, some key features of a rational Design and Construction margin policy are proposed. Issues relating to margins and the “Design‐to‐Cost” and “Design‐for‐Change” philosophies are discussed.For selected ship system level margin categories (weight, KG, speed/power, and electric load), data is presented on the actual growth experienced during the design and construction phases for recent naval ship designs. Future growth margins, both the OPNAV controlled and Service Life categories, are discussed. For a hypothetical aircraft carrier, the impacts of varying the amounts of specific future growth margins on ship size, cost and speed are predicted.
“ORGANIZING FOR LIFE‐CYCLE NAVAL SHIP ENGINEERING”
Authors: DREWRY JOHN T. 
Published: March 2009

ABSTRACTThe purpose of this paper is to examine the current Naval Material Command (NAVMAT) organization for performing life‐cycle ship engineering, to identify related problems and issues, and to find ways to improve the organization based on sound management principles. Life‐cycle ship engineering involves three phases: research and development, ship design, and Fleet maintenance. The approach taken is to identify alternative organizational arrangements with potential for solving existing problems, specify criteria for selection derived from management principles, define the characteristics of the three kinds of engineering, and to evaluate the alternative organizational arrangements in light of these characteristics and criteria, leading finally to conclusions about a preferred organization. The conclusions are that the NAVMAT engineering organization can be improved by 1) centralizing all design engineering, 2) separating organizationally the activities of design and field (Fleet maintenance) engineering, and 3) placing the development engineering activities of research and development under the direction of the design engineering organization.
ELIMINATION OF MAIN STEAM BOILER TUBE FAILURES CAUSED BY EXCESSIVE VIBRATION ON AFS 1 CLASS SURFACE SHIPS
Authors: STOGOSKI DONALD B. 
Published: March 2009

ABSTRACTExcessive ship environmental vibration can adversely affect crew comfort, health, and proficiency. It can also cause abnormal mechanical wear, and, in cases of extreme vibration, induce component failure and shut‐down of ship's machinery and equipment.This paper describes corrective action taken on USS MARS in the AFTS 1 Class to eliminate main steam boiler tube fatigue failures caused by resonant vibration conditions. The failures resulted from violent “harpstring like” bending vibration of the approximately 14‐foot long, one‐inch O.D. boiler tubes excited by propeller blade rate hull vibration. Stiffening bars, 5/8‐inch square, were installed between the boiler tube rows to raise tube bending vibration natural frequencies beyond the operating range of propeller blade rate excitation. Post‐alteration underway tests on MARS showed that stiffening reduced tube vibration to acceptable levels.Causes and effects of ship's hull, machinery, and equipment vibration are discussed, together with recommended design changes and administrative action to control ship vibration.
AIRCRAFT CARRIER FOODSERVICE—AN INTEGRATED SYSTEMS DESIGN PROBLEM
Authors: ROWE JERROLD C. 
Published: March 2009

ABSTRACTAs much as a creative designer hates to be burdened by a limited budget, cost constrained design is a reality in today's economic climate. In consideration of the soaring costs involved in building and manning Navy ships, current trends are pointing more and more towards increased automation in compact, but more versatile hull configurations.This paper will focus on one ship subsystem, Foodservice, and some of the design concepts being employed and considered to pare space and manning requirements. Along with an integrated systems approach to the many facets of foodservice, some different ways of combining the functions of foodservice are examined to reduce redundancy of outfit and function, and to increase manningefficiency. Many traditions and conventions are to be reevaluated to ascertain theirapplication to the modern Navy.One potential for significant savings, the centralized galley concept, will be analyzed for aircraft carrier application to illustrate the role that foodservice can play in reducing the scale of new ships without compromising the design goals for mission effectiveness and capability.
THE UNITED STATES NAVY'S “DESIGN WORK STUDY” APPROACH TO THE DEVELOPMENT OF SHIPBOARD CONTROL SYSTEMS
Authors: PLATO ARTIS I. , GAMBREL WILLIAM DAVID 
Published: March 2009

ABSTRACTThe purpose of this paper is to discuss a system analysis technique called “Design Work Study”, that is used by the U.S. Navy for the development of improved ship control systems.The Design Work Study approach is one which brings about the most efficient and cost effective man‐machine combination for the ship control functions. Adherence to this process insures that the advantages of automation are balanced against incurred operational and maintenance expense.At present, U.S. Navy doctrine requires that certain ship operating stations, such as steering and propulsion control, be manned at specified ship conditions of readiness. Therefore, if personnel are needed to fulfill these combat environment obligations, excessive automation may only result in unnecessary additional acquisition costs and increased personnel skill requirements. The Design Work Study process can be applied to establish the required fine balance between the degree of built‐in automation and the shipboard manpower levels.In order to explain the techniques that are used for this process, the Authors will present a brief summary of the Design Work Study approach for optimizing shipboard control systems, including an explanation of the formal procedural tools that are applicable. In addition, a practical case study of ship control system design for one of the latest classes of Navy destroyers will be presented. This example will illustrate the resultant savings and benefits that can be realized by a judicious application of this technique.
NAVAL ENGINEERING AT THE NAVAL POSTGRADUATE SCHOOL‐EDUCATING FOR TOMORROWS NAVY
Authors: MARTO PAUL J. 
Published: March 2009

ABSTRACTThis paper reviews the current academic program in Naval Engineering at the U.S. Naval Postgraduate School, Monterey, Calif. Included are student qualifications for admission, degrees offered, courses available in Mechanical Engineering and Management, student thesis research areas, and complementary laboratory facilities. The evolvement of the unique qualities of this program, with its strong Naval relevance, is emphasized. Future trends in student and Faculty composition, graduate level courses, and continuing education are discussed.
THE ARCTIC SURFACE EFFECT VEHICLE PROGRAM
Authors: KORDENBROCK JAMES U. , HARRY CHARLES W. 
Published: March 2009

ABSTRACTThe potential of the Surface Effect Vehicle (SEV) for operating in the Arctic was investigated. Investigation and development of the technology, for vehicle systems was undertaken as well as definition of the unusual and severe environmental conditions encountered. Photographic and laser data were taken and summarized to establish the surface characteristics of the sea ice in the Arctic Ocean as well as topographic features of coastal and land areas. First‐hand experience was gained in the Arctic during a six‐month test program with an SK‐S SEV at Barrow, Alaska.Designs for SEV's up to 1,000‐tons gross weight with speed capabilities up to 120 knots were prepared. Numerous skirt designs were tested over simulated terrain to establish feasibility of skirts higher than those currently in use. The prediction of the dynamic response of SEV's operating at high speeds over ice and other rough terrain required analytical programs different from those used for operations over water.The detection of ice ridges and estimation of their height is required for high speed operation, and a system utilizing a 95GHz radar was designed and tested. Specific designs of 150‐ton and 500‐ton vehicles were developed to establish their feasibility for conducting long‐range Arctic missions.
STRUCTURAL INTEGRITY TECHNOLOGY FOR ADVANCED SURFACE SHIPS
Authors: VANDERVELDT H.H. , CROOKER T.W. , CORRADO J.A. 
Published: March 2009

ABSTRACTThe Navy has initiated development of new classes of advanced surface ships, such as hydrofoil and surface effect ships, which require weight‐critical structures utilizing high‐strength materials. The material/structures systems of these high performance ships demand coordinated and systematic application of new technology to assure their structural integrity. Criteria for materials selection, design, fabrication, inspection, and maintenance must take into account the characteristics of high‐strength metals. Considerations of fatigue, crack growth, and fracture will assume vital roles in the total life‐cycle of advanced surface ships from earliest conception to termination of service. This paper describes the new structural integrity technology required for advanced surface ships, outlines the benefits to be derived from this approach, and indicates the means by which this technology can be implemented.
TIME FOR A CHANGE IN SPECIFYING SEARCH RADAR PERFORMANCE
Authors: ADAMS JOHN Q. 
Published: March 2009

ABSTRACTThe role of modern search radars is changing. No longer does it simply produce a video for PPI display for operator interpretation. Now, in addition to PPI video, the radar will automatically produce definitive information about the location, course and speed of aircraft. This information is derived by associating current detections of this aircraft with its own immediate time space history in a digital computer thereby establishing a track on the aircraft. Tracking is being recognized as a radar function rather than a Command and Control function.The measures traditionally used for specifying radar performance are essentially “detection measures” since they reflect the operation of the radar as it scans by the aircraft. These measures are no longer adequate. Instead, new measures, explicitly reflecting the new desired track outputs are required.The paper suggests a number of track performance measures for consideration along with the rationale for their selection as candidate measures.