bluuebunny/crossref_metadata_2025_split huggingface dataset:
Ethanol‐Mediated Fetal Dysmorphology and its Relationship to the Ontogeny of Maternal Liver Metallothionein
Authors: Coyle Peter , Martin Sean A. , Carey Luke C. , Summers Brooke L. , Rofe Allan M. 
Published: March 2009

Background:  Fetal zinc (Zn) deficiency arising from ethanol‐induction of the Zn‐binding protein metallothionein (MT) in the mother’s liver has been proposed as a mechanism of teratogenicity. Here, we determine the ontogeny of MT and Zn homeostasis in rats and mice and then examine the effect of acute ethanol exposure in early embryonic development on this relationship. The protective effect of Zn against ethanol‐mediated fetal dysmorphology is also examined.Methods:  Study 1: Maternal liver MT and Zn homeostasis was determined in Sprague–Dawley rats and C57BL/6J mice throughout gestation. Study 2: Rats were administered ethanol (25% in saline, intraperitoneal 0.015 ml/g) or vehicle alone on gestational day (GD) 9. Maternal liver MT and Zn, and plasma Zn was determined over the ensuing 24 hours. Study 3: Pregnant rats were treated with ethanol and Zn (s.c. 2.5 μg Zn/g) on GD9 and fetal dysmorphology was assessed on GD 19.Results:  Study 1: Maternal liver MT began to rise around GD 9 peaking on GD 15 before falling to nonpregnant levels around term. The pregnancy‐related increase in MT was associated with a fall in plasma Zn which was significantly lower on GD 15 thereafter returning to nonpregnant levels by parturition. Study 2: Ethanol administered to pregnant rats on GD 9 resulted in a 10‐fold induction of MT in the maternal liver and was associated with a 33% rise in liver Zn and a 30% fall in plasma Zn, 16 hours after treatment. Study 3: Ethanol treatment on GD 9 resulted in a significant increase in craniofacial malformations which were prevented by concurrent Zn treatment.Conclusions:  The findings indicate that maternal liver MT levels are lowest in early gestation (before GD 10) making this a sensitive period where ethanol‐induction of MT can affect fetal Zn homeostasis and cause fetal dysmorphology. The study further provides evidence of a protective role for Zn against ethanol‐mediated teratogenicity.
COMBINED DIESEL‐GAS TURBINE POWER PLANTS IN COAST GUARD VESSELS
Authors: CASE ROBERT C. , FORSLUND K. W. 
Published: March 2009

SUMMARYAs was pointed out in the beginning of this paper, the gas turbine as a means of marine propulsion, is making inroads into a field once dominated by steam turbines and diesel engines. More important, it is being realized to a greater extent, that the gas turbine when used in conjunction with other prime movers illustrates definite advantages to be realized. Most important of these is the high horsepower to weight ratio, even realizing at the same time the turbine's additional specific fuel consumption and added weight due to larger inlet and exhaust ducts.The two applications discussed previously are both of the CODAG variety with minor variations. CODAG was selected in both instances due to the fuel requirement for Coast Guard vessels of long range with good top speed characteristics. In both cases, the vessel can operate for most of its normal duties on the diesel engines, realizing the low specific fuel consumption of the diesel and hence the relatively long range produced. For top speed, the turbines are employed; in the 210 footer as a boost power plant, and in the 350 footer as the sole means of propulsion. In this manner it is felt that the most optimum plant was selected in each case to meet the various and many faceted duties of the Coast Guard.A conclusion to this paper cannot really be written. Only after successful vessel trials and successful operating experience can a purely objective conclusion be reached. It is the author's opinion, however, that more combined plants will be used for marine propulsion in the future, whether they be CODAG, COSAG, or COGAG. As the frequency of successful applications grow, the natural reluctance many feel toward these types of propulsion schemes will most certainly diminish, until someday gas turbines combined with other modes of propulsion will be as common as the presently out‐moded Scotch marine boiler and triple expansion engine.
ON CURVE FITTING, SIMPSON'S RULE AND FOURIER COEFFICIENTS
Authors: PEACH R. W. 
Published: March 2009

SUMMARYTHE PROBLEM OF finding Fourier coefficients can be solved readily if the equation of the curve for which the coefficients are desired is known. Usually the equation is not known if the curve is obtained from experimental data. Therefore, a method must be found which will give the coefficients from the curve at selected points on the curve. It is shown that any method which is based on fitting a polynomial to the data of a curve can introduce errors that might be significant for any particular problem.The method used for finding the coefficients is based on the fundamental definitions of the Fourier coefficients and involves integration under derived curves for each harmonic for the area. The coefficient is a function of the mean ordinate which by a neat manipulation of Simpson's Rule is readily obtained.For those who prefer, the area can be obtained by use of planimeter and the coefficients determined. Both methods give engineering order accuracy which is dependent on the faithfulness of the representation of the area using Simpson's Rule or the mechanical fineness of the planimeter.
Search Operations In The Thresher Area – 1964 Section I
Authors: ANDREWS FRANK A. 
Published: March 2009

ABSTRACTA three unit task group, USS HOIST, USNS MIZAR and Research Vehicle TRIESTE II, conducted tactical and technical development operations in the THRESHER loss area during the summer months 1964. A team of Naval Research Laboratory scientists constructed and operated a highly successful towed vehicle which obtained photographs of the majority of THRESHER hulk. MIZAR was the laboratory and tow ship for this effort. TRIESTE II suffered an unfortunate main motor fire and hence did not possess adequate mobility for satisfactory search performance. However, the NRL acoustic tracking system on MIZAR was able to provide a precise location on THRESHER wreckage and of TRIESTE relative to a bottom transponder. Consequently, TRIESTE II was directed to THRESHER hull and conducted a one hour close inspection (5–7 feet) of a portion of the hull. This paper is a summary of the 1964 operations with comments on operational problems and solutions by the Task Group Commander.
TELEPROCESSING COMPUTER PROGRAM ASSISTS NAVY R&D MANAGEMENT
Authors: VITTUCCI R. V. 
Published: March 2009

ABSTRACTThe Navy Exploratory Development Division is now successfully using a newly developed teleprocessing computer program to assist in managing its million dollar a day development program. The computerized Financial Data System (FDS), completed under Rear Admiral A. S. Goodfellow, Chief of Naval Development, is the first of its kind to be used at the headquarters office. The system provides for man‐machine dialog in simple, English language. It automatically divides the program's total funds, takes into account management's various constraints and weighting factors and delivers a balanced program neatly typed. As the available funds fluctuate, the various parts of the program are proportionally increased or decreased after first providing for various exceptions to this method. The computer assists in the quick reallocation of dollar resources, either preserving the technical mix of the program or intentionally effecting a change in technical emphasis by controlling the funding.
WELDING PROCESSES IN THE DEEP OCEAN
Authors: SILVA E. A. 
Published: March 2009

ABSTRACTThis paper anticipates a future need for welding processes in depths to 5000 meters. Arc cutting and joining processes are found to be the most suitable for depths in excess of 1500 meters because they avoid the problem of gas liquification. The underwater arcs are enhanced by constricting effects produced by the deep ocean environment, and no problem with heat generation is expected. Argon or nitrogen shielded arcs are advised for deep sea work. Their use can lead to reduced power requirements, control of penetration and metal transfer rate, and a reduction in porosity and slag inclusions. The cumbersome diving dress required to offset the cold and the problem of visibility in bottom waters is expected to produce the most serious operating difficulties for the welders. Cryogenic gas transport and experimentation in the laboratory and at sea are recommended.
Pert/CPM Management For Tough‐Minded Shipyard Managers
Authors: HONSINGER VERNON C. 
Published: March 2009

ABSTRACTPERT/CPM (Program Evaluation and Review Technique/Critical Path Method) is a network technique for planning, scheduling, and controlling the progress of a project, usually a large and complex project such as the construction, conversion, or overhaul of a ship. PERT/CPM provides a comprehensive method for communicating among all of the supervisors and managers of a shipyard project. It is used widely in firms both large and small, government and private, including naval and private shipyards. PERT/CPM can be a tremendously effective tool for shipyard project management. Although this paper is addressed to shipyard managers, the remarks are equally applicable to all other managers who use, or might use, PERT/CPM.
FULL SCALE SAILING YACHT FLOW‐LINE EXPERIMENTS
Authors: HIRSCHBERGER CARL R. 
Published: March 2009

ABSTRACTPresented are qualitative data, photographic and sketch, of flow‐lines about the hull of a 43 modern racing‐cruising yawl. Utilizing a streamer technique following closely that of the David Taylor Model Basin, the experiments demonstrate reparation or unstable flow In the region of the after water‐lines under close‐hauled sailing conditions. Streamer, photographic, and observation techniques are described, as well as the parameters for selecting location and conditions for the runs. within the limits of the accuracy of the ship's equipment, the data are recorded, and calculations of various design and test parameters such as Reynolds numbers, displacement‐length quotients, Taylor and Froude numbers, sail force, balance, and resistance figures are included and discussed. Separation drag is calculated and attention drawn to the critical nature of terminus angles, particularly between hull slope and incoming flow.Although the techniques utilised in these experiments are time‐consuming and costly, it is only in such full‐scale treatment that actual conditions of flow can be proven.
U.S. NAVY GAS TURBINE POWERED OCEAN ESCORT
Authors: MARRON HUGH W. , BAYLES GROVER C. , ROBINSON PETER G. , MITCHELL WILLIAM D. 
Published: March 2009

ABSTRACT“This article is from a paper presented in Washington, D. C. at the Association of Senior Engineers Naval Ship System Command 6th Annual Technical Symposium. The paper describes the special features of a gas turbine propulsion system concept of integrating high horsepower and C. P. propellers into a complete propulsion system. This advanced propulsion system design is unique in that it was developed to fit into an existing D. E. ship design and proposed for the fiscal year 1968 building program. The ship has been cancelled, however, the design should be of interest to people both within the Navy and in that sector of private industry concerned with the future of our Navy shipbuilding programs. The focus is now on the gas turbine as a prime mover for warships, and it seems likely that there will be an increased emphasis on the use of gas turbines in the U.S. Navy's future shipbuilding programs.”
A STUDY OF ELECTRICAL EQUIPMENT RELIABILITY USING MAINTENANCE DATA COLLECTION SYSTEM
Authors: MISKA JAN K. 
Published: March 2009

ABSTRACTFor reliability of electrical shipboard equipment prediction and evaluation, the data on failure rates of parts and equipment is required. Maintenance Data Collection System (MDCS) contains maintenance data which, with certain limitations, may be ultilized for derivation of the data on electromechanical equipment for reliability evaluation and prediction. This paper presents a method of utilization of MDCS for reliability purposes.
DON'T WRITE IN THE BATHTUB
Authors: BROCK JOHN E. 
Published: March 2009

ABSTRACTI don't have the competence —or even the gall—to try to tell you how to become a good writer, but I can give you some simple rules for becoming a better writer than you are now. Some of the rules and suggestions in what follows are so very simple that by putting them into practice you can improve your writing immediately with almost no effort. Other rules and suggestions do call for some work—but that's life.This presentation will be divided, for convenience of organization, into PLANNING EXECUTION CRITICISM AND CORRECTION MDITIONAL REMARKS
A SECOND APPROXIMATION FOR STABILITY ANALYSIS OF SIMPLE STRUCTURES
Authors: BROCK JOHN E. 
Published: March 2009

ABSTRACTStability analysis of simple structures usually involves a rather complicated transcendental system. Previous work has shown the usefulness of a first approximation of hyperbolic form. Herein it is demonstrated that a second approximation, leading in most cases merely to a quadratic equation, provides substantially greater accuracy and permits dealing with problems that do not yield to the first approximation. The argument is illustrated by two examples.
SOME ASPECTS OF THE DESIGN OF DIESEL ELECTRIC ICEBREAKER PROPULSION SYSTEMS
Authors: LEWIS JACK W. 
Published: March 2009

ABSTRACTThe nature of the icebreaking process imposes certain unique loads on the propulsion systems of ships applied to such service. Propulsion systems in present use are not totally dependable when subjected to these loads. Consequently, these systems are subject to inefficient operation in addition to possible failure of propellers, shafting or other system components. To better the understanding of these loads, a brief description of the icebreaking process is presented and methods for calculating load torques are developed. Speed of advance of the ship through an ice field is chosen as a performance index for the propulsion system and used to derive a number of propulsion system performance requirements. An introduction is given to methods which utilize steady state, quasi‐steady state and dynamic techniques for synthesizing a propulsion system which meets given performance requirements.
A STUDY OF THE OPERATIONAL INTERFACE THE COASTAL HYDROGRAPHIC SURVEY SHIP SYSTEM CONCEPT FORMULATION
Authors: JAYNE GARY L. 
Published: March 2009

ABSTRACTNaval Engineering in the past has been directed primarily at solving problems inherent in a particular ship of prescribed principal characteristics. In the very beginning of the traditional ship development process, these characteristics are varied slightly but they become fixed fairly early in the preliminary design phase. The ship proper then establishes the boundaries for the practice of Naval Engineering. This procedure is no longer always used.Now the Naval Engineer must be concerned with the ship's entire operating environment. He must investigate the total mission, consider operational factors, and integrate these into the ship development process to develop a total ship system. In this procedure, the ship is no longer treated as an entity but as a highly dependent subsystem in the design of a much broader sea‐based system.This new approach is known as Concept Formulation. The Hydrographic Survey Ship System is being developed under this process during which surveying instrumentation, surveying vehicles, data processing and cartographic equipment, and the mother ship configuration are being treated jointly as system variables. Designers will be expected to provide the design which is optimum from the standpoint of the total system. This will require Naval Engineers to understand total system objectives and the effectiveness analyses which will determine the specifications of the entire system.This paper discusses the procedures used in Concept Formulation and shows some of the tech‐niques used in solving the Naval Engineering problems that arise from the consideration of the ship and its interface with the operational environment.
ALUMINUM‐MAGNESIUM ALLOYS 5086 AND 5456‐H116
Authors: BROOKS CARSON L. 
Published: March 2009

AbstractAlloys 5086‐H116 and 5456‐H116 represent sheet and plate materials equivalent in all properties to 5086‐H32 and 5456‐H321, with an additional requirement of full compliance with Interim Federal Specifications QQ‐A‐00250/19 and QQ‐A‐00250/20 (Navy Ships) 12/31/68, respectively. Compliance With these specifications requires testing and control procedures which check that the sheet and plate as received by the customer is predominately free of continuous grain boundary networks which could be susceptible to exfoliation or severe intergranular corrosion in some applications. These tempers of these alloys are appropriate for boats, ship hulls, and structures associated with marine environments.5086‐H116 is a preferred choice over 5456‐H116 because its lower magnesium content gives this alloy a lower potential for developing trouble in fabrication and use.
THE NAVAL SHIPYARD COMPLEX
Authors: DOLAN JOHN W. 
Published: March 2009

SUMMARYThe U. S. Naval Shipyards are a tremendous industrial capability, of irreplaceable value to the Fleet. Their specific capabilities have been tailored to meet the needs of a changing mix of ship types that make up the Fleet today, and the modernization program now underway is keyed to the needs of the Fleet of the future.The workforce in the naval shipyards contains skills and expertise necessary to the maintenance of the complex weapons systems essential to a modern Navy. There are programs to keep the workforce current in an everchanging technology, and also to insure a constant input of trained personnel.The continuation of the Naval Shipyard system, ready and capable to support the fleet, is as important an ingredient of National Defense as the continuation of the Fleet itself.
THE MISSION RELIABILITY OF SHIP PROPULSION
Authors: WOODWARD JOHN B. 
Published: March 2009

ABSTRACTTHE APPLICATION OF RELIABILITY theory to ship propulsion machinery is briefly reviewed, and then the weaknesses of the conventional approach to this application are pointed out. These weaknesses are principally the lack of distinction between complete failures and partial failures, and the inability to show the significance to the value of machinery reliability found. It is then pointed out that the significant information is the probability that the ship complete its assigned mission, not the probability that the machinery operate without failure, and that these two probabilities are not the same. The weather is used as an example of another uncertain factor that bears on the probability of a successful mission. A simulation technique is then outlined for finding the probability of mission success, this probability being called the mission reliability. For purposes of discussion, success is simplied to mean completion of a voyage within a specified time. The simulation technique examines all factors that influence voyage time, and calculates this time for enough cases to build up a statistical picture. The result can be presented as a distribution of voyage times; the mission reliability can be read from the distribution, and the effect of changes, such as relaxing the specified voyage time, can also be seen. Partial and complete failures in the machinery plant are examined component by component, and their influence on voyage time is included in the analysis, but no propulsion plant reliability, as such, is found. Results of examples worked for both commercial and military ships are included to further explain the method.
ENGINEERING OPERATIONAL SEQUENCING SYSTEM
Authors: CALOGERO ROBERT , McMANUS DONALD 
Published: March 2009

ABSTRACTThe many varied types of engineering plants extent in today's modern Navy requires an ever creasing range and depth of operational knowledge by engineering personnel at all levels of shipboard operations. The Engineering Operational Sequencing System (EOSS) provides each of these levels with the required information to enable the engineering plant to respond to any demands placed upon it which are within its design capability.The Engineering Operational Sequencing System is a set of systematic and detailed written procedures utilizing charts, instructions and diagrams which provide the information required for the operation of a shipboard propulsion plant.The purpose of this paper will be to define and discuss the EOSS; to describe the system background, current status and future implementation plans.
Description of Propulsion System for DDH‐280 Class Gas Turbine Destroyers
Authors: SACHS R. M. 
Published: March 2009

ABSTRACTFour helicopters carrying destroyers are being built for the Canadian Armed Forces incorporating an advanced all gas turbine COGOG propulsion system supplied by United Aircraft of Canada Limited. The propulsion system installation described herein comprises two shaft lines, each with a Pratt & Whitney Aircraft FT4A‐2 main engine and a Pratt & Whitney Aircraft FT12A‐3 cruise engine, a reduction gearbox, propeller shaft and bearings, and a push rod actuated controllable pitch propeller.The associated ancillary systems, controls and monitoring instrumentation are described with comments on the underlying objectives and design philosophy.
FATIGUE‐CRACK GROWH IN PERSPECTIVE
Authors: GROSS M. R. 
Published: March 2009

ABSTRACTTHE SIMILARITIES BETWEEN the crack‐growth rate [d.(2a) /dN] versus stress‐intensity range [ΔK] relationship, and the conventional stress [S] versus number of cycles to failure [N] relationship are discussed. The results of published fatigue‐crack growth studies are analyzed in terms of broad spectrum fatigue life and limiting conditions. It is concluded that fatigue‐crack growth rate is not a simple power function of stress‐intensity‐factor range as some contend. Furthermore, the scope of fatigue‐crack growth studies must be greatly expanded to cover the majority of fatigue failures that occur in service.
SHIP PERFORMANCE OF THE PG 84 CLASS PATROL GUYBOAT
Authors: BERG DAVID J. , SPARKS GEORGE T. 
Published: March 2009

ABSTRACTThe PG 84 Class patrol gunboat is the U. S. Navy's first ship class with a combined diesel engine or gas turbine (CODOG) propulsion plant. Centralized control is provided for the propulsion system from either the pilot house or machinery control station. Extensive performance trials have been conducted on USS Ready (PG 87) to determine the class performance. Results of standardization, tactical and maneuvering and fuel consumption trials are presented for both the programmed control of the propulsion system and independent control of propeller speed and pitch.