bluuebunny/crossref_metadata_2025_split huggingface dataset:
COMMAND CENTER NETWORK (CCN) —BACKBONE OF FUTURE COMMAND AND CONTROL
Authors: ALLGAIER GLEN R. 
Published: March 2009

ABSTRACTThis paper describes the development of a generalized data communications network which combines high‐speed (10 Mbps) data bus technology with the higher level data exchange protocols such as those developed for the Advanced Research Projects Agency Network (ARPANET). This serves the dual function of providing communication between multiple users, both computers and humans, as well as facilitating the human user interface to these other systems. The Command Center Network (CCN) provider access to the data resident In existing Navy information systems such 88 Navy Tactical Data System (NTDS), Naval Modular Automated Communication System (NAVMACS), Anti‐Submarine Warfare Module (ASWM) and navigation systems. This facilitates the interconnection of command and control subsystems which manipulate this data to provide a higher level view of the environment to the Task Force Commander, a function which is presently performed by numerous Staff officers, using manual techniques. The CCN is designed with a strong emphasis on modularity. This not only allows for evolutionary growth from a small set of interconnected systems, but also provides for easy adaptation as the requirements of command and control change. It provides a mechanism for transitioning from the current large systems, which are structured in a very complex manner, to a number of smaller, distributed systems with standard interfaces which can be easily added or subtracted to provide the desired command and control capability.
COMPUTER AIDS FOR SHIP DESIGN, INTEGRATION AND CONTROL
Authors: CARLSON CRAIG M. , JOHNSON ROBERT A. , HELMING F. WILLIAM 
Published: March 2009

ABSTRACTThis paper presents an integrated approach to Computer‐Aided Ship Design for U.S. Navy preliminary and contract design. An integrated Hull Design System (HDS), currently under development by the Hull Group of the Naval Sea Systems Command (NAVSEA 32). is the vehicle for the discussion. This paper is directed toward practicing ship design professionals and the managers of the ship design process. Primary emphasis of this paper, and of the development effort currently under way, is on aiding ship design professionals in their work. Focus is on integration and management control of the extremely complex set of processes which make up naval ship design. The terminology of the Ship Designer and Design Manager is used. The reader needs no familiarity with the technologies of computer science.
UNDERWATER SHIP HULL INSPECTION
Authors: MITTLEMAN JOHN , WYMAN DAVID 
Published: March 2009

ABSTRACTNavy managers need accurate information in order to make cost effective decisions. In the case of ship hull repair or maintenance decisions, the information can often be obtained through Nondestructive Examination (NDE) of the hull. Newly developed NDE hardware and techniques now permit many inspections to be performed on waterborne ships, thus avoiding the cost and/or necessity of dry‐docking for inspection. These underwater inspections are also used to forecast accurately hull work requirements for upcoming planned overhauls, to plan and to evaluate underwater repair work, and to monitor the status of known defects in hull structures.Underwater NDE techniques being developed at the Naval Coastal System Center (NCSC) under Naval Sea Systems Command (NAVSEA) sponsorship include stereo photography, magnetic particle inspection, ultrasonic thickness gaging and flaw detection, and electromagnetic weld inspection. Individual techniques are currently in various stages of qualification as Navy approved procedures.Throughout the development process at NCSC, field work on Navy ship hulls has been undertaken in order to assure the techniques' operational effectiveness, accuracy, reliability, and utility to Navy managers. Thus, a substantial body of real world data exists.This paper describes procedures which are being qualified, techniques under development, and cites examples of inspection performed on waterborne ships.
INNOVATIONS IN COMPUTER‐AIDED DESIGN OF MARINE TURBINES USING INTERACTIVE GRAPHICS
Authors: GINGRICH JOHN K. , WINTER REINHOLD L. 
Published: March 2009

ABSTRACTThis paper discusses the Interactive Graphics System used by the General Electric Company, Medium Steam Turbine Department (Engineering & Manufacturing) for designing, drafting, and manufacturing applications. A brief overview of the hardware malting up the system is described, followed by a more detailed description of the actual applications. Two‐dimensional applications described include a Heat Balance Analysis, Flow Diagrams, and Electrical Schematics. A more fruitful area for increased productivity gains is described in the three‐dimensional or mechanical applications including turbine design & layout and bucket design. coordination of the design with manufacturing for numerical control tape generation is described through CAM and Plate Frame Cutting applications. Finally, a short review of the engineering design work using Interactive Graphics is discussed.Productivity gains of 2.6 to 1 are being realized, and the overall savings to the Medium Steam Department are outlined.
CABLE BURIAL IN THE DEEP OCEAN FLOOR
Authors: ROCKWELL PHILIP K. , ENGEL JOHN H. , PIERCY WILLIAM BRUCE 
Published: March 2009

ABSTRACTBottom fishing equipment employed by scallopers and trawlers routinely damage or break important Navy Oceanographic cables resulting in substantial repair coats and unacceptable system interruption. The Civil Engineering Laboratory (CEL), sponsored by the Naval Facilities Engineering Command (NAVFACENGCOM), has been developing and validating an engineering concept for a Deep Ocean Cable Burial (DOCB) System. This DOCB System will providethe Navy with an efficient, effective and reliable means of burying cables 3‐feet deap in ocean mediments, at speeds not less than one knot, to water depths of 6,000 feet.The DOCB System b a remotely controlled machine which underruns and buries existing (previously laid) cables. It is powered and controlled from a surface ship via an electromechanical umbilica cable. The machine is self‐propelled by ducted thrusters and supported on water lubricated skids. The excavation system computer an orbital vibrating plowshareand a vertical waterjet. Full‐scale field testing at CEL baa keyed on three areas:

Quantifying the reduction in drawbar force achieved by applying orbital vibration to an upward cutting plowshare.
Evaluating a Vertically impinging jet nozzle for depth of a cut M a function of jet operating parameters.
Demonstrating the effect on the soil drag of a flat‐bottomed skid due to forcing a thin layer of water between the skid and the seafloor.

The field teats of an orbital vibratory plow were performed in a 1 to 2 psi clay simllar to that found on the ocean floor. The results showed that a 70% reduction in drawbar force was achieved by applying an elliptical orbital vibration. It was also shown that the vibration feature would split or push aside buried rocks which would have stalled a conventional stationary plow.The water jet tests demonstrated that a 2 1/2‐in. nozzle cuts 36‐in. deep in 1 to 2 psi clay. The nozzle pressure was 75 psi and flow was 1,200 gpm. The water jet did not produce a clearly defined trench, but it broke up the soil sufficiently for passage of a cable feedshoe. Finally, it was shown that forcing a layer of water between the skid and soil reduced the skid/soil drag by 50% in both sand and clay soils.The results of the field tests, coupled with a thorough feasibility/preliminary design study performed by others under contract to CEL, has brought the DOCB concept to the point where design and fabrication of a full‐scale operational prototype call be initiated.
WATER/ENERGY CONSERVATION IN NAVY SHIPS
Authors: SCHATZBERG PAUL , McPHEE ARCHIE D. , KELLY CHARLES M. , LARD EDWIN W. 
Published: March 2009

ABSTRACTMaintaining adequate underway production of fresh water for potable and boilerfeed consumption her been a chronic problem for many Navy ships for decades. Although “energy free” low pressure auxiliary exhaust steam is used in water production, a recent investigation (Naval Engineers Journal, April 1976) concluded that a significant net energy cost is involved. This energy cost has become more significant due to 1) the rapid rise in fuel costs and 2) the reduction in available auxiliary exhaust steam as the Navy's Energy Conservation Program becomes implemented. Indeed, as the Navy's ships begin to increase their operating efficiency, the energy cost of fresh water will rice. Many ships exceed their water allocation of 30 gal/man‐day by 10 to 20 gallons. A goal was set to demonstrate that potable water consumption can be reduced by 20 to 25 gal/mm‐day without Impairing “Hotel” services by the use of water conserving approaches such as reduced‐flow showers; a modified laundry procedure; installation of flow meters at key locations; and other techniques. This conservation was demonstrated successfully during extended underway periods in USS Saratoga (CV‐60) and USS Jonas Ingram (DD‐938). Fleet‐wide implementation of these conservation approaches could save the Navy millions of dollars.
MACHINERY ARRANGEMENT DESIGN ‐ A PERSPECTIVE
Authors: RESNER MICHAEL E. , KLOMPARENS STEPHEN H. , LYNCH JOHN P. 
Published: March 2009

ABSTRACTThe machinery arrangement design process has remained relatively unchanged over the years. Recently, external demands have been placed on both the product and the producers that call for changes to this process. This paper cites these external demands and traces the evolution of the process changes from the rule‐of‐thumb machinery box sizing routines up to the current automated procedures. The machinery arrangement design practice is presented, and existing analytic and graphics aids are discussed. The user requirements for improved design aids are presented, with implementation guidelines and hardware/software alternatives.
HEAT PIPES AND THEIR POTENTIAL NAVAL APPLICATIONS
Authors: WU CHIH 
Published: March 2009

ABSTRACTThe principle of the heat pipe is very simple. Phenomena involved are surface tension and the latent heat of the working fluid. There are no moving parts. Its effective thermal conductivity is hundreds of times more than conventional solid heat conductors. Substantial research in this field did not begin until the 1960s. Already there have been efforts made to employ heat pipes in various areas. The Navy can benefit from the useful characteristics of heat pipes. Several potential naval applications are discussed in the paper. More and more opportunities for the employment of the heat pipes could be realized as time goes on.
GAS TURBINE WASTE HEAT RECOVERY PROPULSION FOR U.S. NAVY SURFACE COMBATANTS
Authors: MARRON H.D. 
Published: March 2009

ABSTRACTThis paper will discuss the current NAVSEA Program to design, develop, test, and evaluate a Waste Heat Recovered marine gas turbine cruise propulsion plant for non‐nuclear surface combatants. Elements of the paper to be addressed include: alternative systems considered for cruise propulsion development, the combined cycle design objectives of simplicity, low maintenance, high reliability, a 20 percent overall performance goal and minimal ship impact on weight and volume. The need to involve industry support in all phases of system development and into production will be discussed relative to the overall need to reduce initial capital and logistic support costs.
ON OPTIMIZATION OF UNDERWATER HULL CLEANING FOR GREATER FUEL ECONOMY
Authors: PREISER HERMAN S. , LASTER DONALD R. 
Published: March 2009

ABSTRACTThe rapidly increasing cost and the uncertain supply of oil provide strong impetus to And ways to conserve ships' fuel and to optimize its use. Underwater mechanical removal of marine fouling from U.S. Navy ship hulls and propellers has been shown to result in immediate and rather substantial fuel savings. The long‐term savings from underwater cleaning is not nearly so certain because of the interactions between the cleaning techniques, paint performance, and regrowth of the fouling. Of particular interest is the sensitivity of the fuel savings as a function of cleaning frequency.The following three questions are addressed:

Does underwater cleaning lengthen Anti‐Fouling (AF) paint service life?
Does underwater cleaning really save fuel?
Is underwater cleaning cost effective?

The answers to these questions obviously depend strongly upon the use of the ships and the manner in which they are operated. For U.S. Navy ships, underwater hull cleaning will save fuel provided adequate attention is given to the scheduling of the cleaning in terms of drydock cycle and deployment. Additional efforts toward optimization of underwater cleaning also are discussed.
MMS (METEOROLOGICAL MEASURING SYSTEM) DROPSONDE AND MINI‐REFRA CTIONSONDE
Authors: SCHMIDT EDWARD T. 
Published: March 2009

ABSTRACTThis paper is intended to present an overview of a program currently under development at the Naval Air Development Center. The program, which is sponsored by the Naval Air Systems Command (AIR‐370), is intended to provide meteorological sensors and processors which will allow for the tactical exploitation of refractive anomalies by the fleet.
SHIP REPAIR A MEANINGFUL NAVAL RESERVE FUNCTION
Authors: CULVER JOHN A. 
Published: March 2009

ABSTRACTThe activation of three Floating Workshops (YR) has been, in the author's opinion, a giant step for the naval reserve. It provides an unlimited potential to support the regular Navy with a Shore Intermediate Maintenance Activity (SIMA), and bring the Total Force concept into focus.The organization of the reserve unit was orginally based on management from the Engineering Duty (ED) reserve officer community and technical enlisted ratings. The operation provided a repair capability each weekend. The capability was expanded in the summer of 1977 at Newport, R.I. by conducting a Repair Exercise (REPAIREX) where the YR‐26 was manned for eight weeks by reservists and provided repair support for three destroyers and three minesweepers.The reserve unit that was originally activated to man the YR‐26 was the Advance Ship Repair Base – Floating Workshop – Complete Capability Response Unit (ASRB‐YR 201 CRU).The cost for personnel to man this reserve repair operation is 17.2% of the cost of regular Navy manning.The ASRB‐YR 201 unit operated with a mobilization mission to deploy to a forward advance base when and where needed. The mission was changed and the name changed to Ship Repair Base (SRB). The mission was changed to support SIMAs in the Continental U.S. (CONUS). This change resulted in the loss of primary billets for most ED officers and no clear mobilization plans for the YRs. Also, the ownership of the YRs after mobilization is garbled. This change in mission is considered a significant mistake by the author.The recommendations of this article conclude there is a need for a clear definition of the mission by the planners of the Navy and naval reserve, a stronger utilization of ED officers in the management of the units, a plan to utilize other repair oriented units in manning the YRs, a more active role by the technical manager which is the Naval Sea Systems Command (NAVSEA) in the technical aspects of the reserve units, and a clear definition for the control of the YRs.
A GUIDE TO GENERICSEAKEEPING PERFORMANCE ASSESSMENT
Authors: BALES NATHAN K. , CIESLOWSKI DANIEL S. 
Published: March 2009

ABSTRACTThe generic interrelationships between seakeeping performance, hull configuration, and ship displacement are explored. Results are presented graphically as envelopes of Attainable Seakeeping Performance versus Displacement. The scope of the envelope at a given displacement indicates the performance variability attainable through configuration changes. These performance envelopes admit evaluation of seakeeping at the earliest stages of the ship design process. They can be used to establish the performance attainable at a given displacement, the displacement required to attain a given performance level, or the feasibility of simultaneous constraints on performance and displacement.
THE NEEDS FOR MODERN TECHNOLOGY AND THE IMPACTS ON COMBAT SYSTEM DESIGN
Authors: THOMAS LEONARD C. 
Published: March 2009

ABSTRACTThis paper considers a number of combat system studies relating to surface combatants, the results of which indicate certain deficiencies in existing systems and equipments within an increasingly hostile environment. This situation is used as a foundation for new technology applications. An overall systems engineering approach is presented as a means of closing the gap between performance requirements and the environment using available technology within traditional guidelines.The combat system environment is discussed under three headings. The immediate environment considers the ship platform restraints on the combat system together with the effects of the life span of the ship, subsystem autonomy, and operational data requirements. The external environment considers mission requirements, the natural elements, the threats, and man‐made interference. The third aspect of the environment is concerned with the need to maintain operational readiness during peacetime.Based upon the environmental considerations, some fundamental Top Level Requirements are derived. The application of available technology is evaluated using three major combat system elements to illustrate an approach to satisfying the postulated requirements. The examples selected include a Vertical Launching System (VLS), a Multi‐Function Phased‐Array Radar (MFAR), and a Distributed Processing System (DPS). In each case, the new technology concept is stated, examined in terms of requirements, and compared with existing systems. Potential approaches, problems and relationships with the total combat system are discussed.Vertical Launching concepts, Multi‐function Phased‐Array Radar concepts, and Distributed Processing concepts are presented. The closing summary addresses the problem of matching requirements to the environment. The systems engineering approach is reiterated as a method to achieve the optimum balance of performance, availability, and cost.
A FLEET ORIENTED ELECTROMAGNETIC INTERFERENCE CONTROL PROGRAM
Authors: LAYL JERRY N. , ELLIS GEORGE D. 
Published: March 2009

ABSTRACTThis paper describes the implementation of the Waterfront Corrective Action Program (WCAP) in the Pearl Harbor area utilizing the currently existing Navy organization and management structure in coordinating the following activities:—Pearl Harbor Naval Shipyard—Mobile Technical Unit One (MOTU‐1)—Intermediate Maintenance Activities—TYPE Commander (COMNAVSURFGRU MIDPAC)—Contractor supportA typical WCAP scenario is presented to indicate how each participant is most effectively employed. Future WCAP initiatives are also discussed with respect to institutionalization and improvement of electromagnetic interference (EMI) control in the Pacific Fleet.
YRBM(L) 31 IMPROVED FLEET SUPPORT
Authors: CASTLE JOSEPH E. , EDWARDS JAMES F. 
Published: March 2009

ABSTRACTYardcraft Repair, Berthing, Messing (Large)'s [YRBM(L)'s] support ships and submarines during overhauls by providing habitability, workshop, office, classroom and stowage facilities. This paper discusses the recently delivered YRBM(L) 31 from design through activation, illustrating the value of designer/owner/user interaction. An “on‐site” design approach was utilized, in which a design team visisted existing YRBM(L)‘s and worked directly with occupying crews to incorporate fleet lessons learned. The paper highlights the improvements obtained by this approach, including reduced cost and improved fleet support.
ADVANCED INTEGRATED ELECTRIC PROPULSION A REALITY OF THE EIGHTIES
Authors: JOLLIFF JAMES V. , GREENE DAVID L. 
Published: March 2009

ABSTRACTIn recent years there have been such significant advances in electric machine and system technology developments that electric drive propulsion has become highly attractive for use in Navy combatants. Two advanced concepts which are now widely accepted in other application areas are central to this change in attitude. First is the use of water‐cooling of electric machines and equipment to improve power density; and second is the use of high‐power, solid‐state electronic power conditioning to achieve system maneuvering requirements.The conceptual design configuration of an Advanced Integrated Electric Propulsion Plant suitable for use in a major surface combatant, and one which utilizes the two applications previously mentioned, is addressed in this paper. Details of the specific system and subsystem design parameters are provided along with state‐of‐the‐art construction techniques. Simulation results are discussed including impact on ships service Type I power. Information on Land Base/Test Site requirements is included.The information provided in this paper represents a significant effort to define the essential characteristics of an electric drive system employing advanced technology, to establish the feasibility of such a drive system, and to identify the method by which a technical demonstration of the system can be accomplished.
PROGRESS AND PARADOX: BENJAMIN ISHERWOOD AND THE DEBATE OVER IRON VS. STEEL IN AMERICAN WARSHIP DESIGN
Authors: SLOAN EDWARD W. 
Published: March 2009

ABSTRACTBy arguing that iron was preferable to steel for building United States warships in the early 1880s, Chief Engineer Benjamin Isherwood concluded his controversial naval career by appearing to be a stubborn reactionary in the face of technological progress. But was he willfully blind to reality? Was he so self‐evidently wrong for the issues and conditions of that era? Was his professional engineering judgment any less acute than earlier in his career when, in a similar instance of opposition to engineering innovation, his position had been vindicated by empirical testing and operational results?This essay explores, through Isherwood's changing reputation, a general problem of historical judgment, whereby posterity tends to recognize and acclaim historical “winners” — and condemn or ignore historical “losers” — based on criteria which may not be relevant to the situation which the historical participants had to face.
SAFETY OF FLOATING DRYDOCKS IN ACCORDANCE WITH MIL‐STD‐1625A
Authors: WASALASKI ROBERT G. 
Published: March 2009

ABSTRACTRecent accidents involving floating dry docks have raised concern about the rated lifting capacity and stability during drydocking operations. MIL‐STD‐1625A called for renewed attention to the problems of safety in drydocking naval ships in regard to the stability and buoyancy of floating dry docks. The U.S. Navy, as a primary user of floating dry docks in this country, developed MIL‐STD‐1625A to certify drydocking facilities for a rated lifting capacity for drydocking naval ships. The intent of the MIL‐STD is to provide guidance for certifying all new and existing drydocking facilities. This paper addresses the aspects of the MIL‐STD that apply specifically to floating dry docks. Whereas, the MIL‐STD addressed both the design and material condition of the dry dock and the associated machinery, this paper addresses only the lifting capacity and stability of the dock. Specifically, this paper will discuss safety during the operation of floating dry docks as it is affected by lifting capacity, stability and structural strength limits due to keel loading and buoyancy requirements. An example of the kind of data required by the MIL‐STD‐1625A will be presented.