bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Regional Deterrence Ship (RDS 2010)
Authors: Calvano Charles N. , Riedel Lt. Jeffrey S. 
Published: March 2009

ABSTRACT  This paper describes the design of a Regional Deterrence Ship (RDS 2010) for the 2010 timeframe. The requirements for the design were for a ship to operate in littoral areas of the world with a mission of deterring regional conflicts and of hampering the efforts of the aggressor in such a conflict. In addition the ship's mission included the evacuation of friendly personnel as hostilities become likely.The problem countering the littoral threat during times of constrained budgets is addressed. Top level requirements for the design, generated in parallel with “…. From the Sea” [1], were used to set the design goals. The paper describes the manner in which littoral warfare changes the nature of the challenges faced by Navy surface combatants, including a ship such as the RDS 2010. A number of factors become more crucial design concerns than for blue water ships, including reduced reaction times, likelihood of attack from hidden land sites, shallow water mines and shallow water USW. Certain other factors become less critical in littoral areas and this also has ship design impacts.While some present ship designs can perform some of the tasks needed in a littoral warfare/regional conflict environment, none represents a completely integrated design (hull, mechanical & electrical; combat systems; fiscal and manning constraints; reduced vulnerability; robust self‐defense, etc.) for a vessel stationed in waters that, without warning, can become hostile. After describing the mission requirements to which the RDS 2010 was designed, the paper discusses the controlling design philosophy and decisions and describes the process used to assess threats to the ship. The process of combat system selection, against the backdrop of expected threat scenarios, is described and the intended approach to integration of the combat system is discussed. In continued on next page recognition that decreased reaction times and surprise attacks are likely to threaten a ship engaged in regional deterrence, discussions of features intended to reduce ship vulnerability and crew casualties are presented in the paper. A description of the characteristics of the final design is presented and accompanied by a design evaluation. The authors also present suggestions for further investigation of promising design features and technologies for employment in such a ship. The paper includes a discussion of lessons learned in the process of producing the design and includes appropriate acknowledgments.The design was performed at the Naval Postgraduate School under the direction of author Calvano by a group of four officer students, which included author Riedel.
3D Visualization Applied to Electromagnetic Engineering
Authors: Elbinger S.Z. , Routier R. 
Published: March 2009

ABSTRACT  Over the past few years, the Naval Sea Systems Command (NavSea) Topside Design Group has conducted extensive development of the electromagnetics code for naval ship topside design. Analysis of computational electromagnetic data has long been a challenging task for surface ship designers. There are a number of very good computational models for analyzing a surface ship's electromagnetic characteristics. Unfortunately, the output of these models consist of huge matrices of real numbers that are very difficult to analyze.This paper will show how NavSea, in conjunction with Naval Command, Control and Ocean Surveillance Center RDT&E Division (NCCOSC/NRaD) and Rockwell International, is using computer graphics to help surface ship topside designers optimize the electromagnetic characteristics of a ship's design. NavSea has developed 2D and 3D scientific data visualization tools that provide an intuitive “feel” for the output of the numeric computational electromagnetic models.This paper will also describe how industrial software standards and fast, inexpensive graphics engines will provide electromagnetic design engineers with much more capable, robust, flexible, portable, and economical scientific visualization tools.
Environmental Compliance: Requirements and Technology Opportunities for Future Ships
Authors: Nickens A.D. , Pizzino J. F. , Crane C. H. 
Published: March 2009

ABSTRACT  Navy ships must be able to operate anywhere in the world and visit any port unencumbered by environmental restrictions. The Office of the Chief of Naval Operations (OCNO) has formulated a vision for the environmentally sound ship of the 21st century, which will ensure compliance with environmental requirements applicable to Navy ships, while maintaining fleet effectiveness and readiness.Navy ships generate a variety of solid and liquid wastes and atmospheric emissions. Ships have limited capabilities for holding wastes for offload to shore. Working closely with the OCNO, the Naval Sea Systems Command (NavSea) is developing systems, equipment, and procedures to process and manage ship wastes in an environmentally responsible manner. Several pieces of shipboard equipment have been successfully developed to process solid and liquid waste, hazardous materials and ozone‐depleting substances (ODSs).The technologies and practices being developed under this program will:

ensure compliance with environmental laws and regulations
significantly reduce the logistic burdens and costs associated with shoreside offload and disposal of ship wastes
implement Navy environmental and occupational safety and health policies
enhance the quality of life aboard ship, and
continue the Navy's leadership role in protecting the marine environment.
Variable Pole Flywheel Motor‐Generator for Clean Power, UPS and IPS Energy Storage Module Applications
Authors: Tozzi John , Johnson W. , Roesel J. , Morash R. 
Published: March 2009

ABSTRACT  This paper examines a class of permanent magnet machines that offer advantages for clean power, UPS and IPS energy storage module applications. The chief feature of this class of machines is the ability to control the location and number of poles on the rotating field structure. Using this technology, motor‐generators with integral flywheel high inertia can supply a constant frequency (for AC application) and constant voltage (AC or DC) output over a wide range of shaft rotation speed.This technology is proven and in service in many applications throughout the country, including severe environment service for weather radars. 400 kW and larger machines are under development which merit consideration for Navy requirements for clean power, uninterruptible power supply (UPS) and integrated power system (IPS) energy storage module applications and which could reduce or eliminate the need for battery backup systems. This capability can be backfit into current AC distribution systems and forward fit into IPS AC/DC distribution systems.
Advanced Development and Fleet Needs— A Real‐Time Dilemma?:Integrated Product Teams (IPTs) and Technology Windows
Authors: Grubb M. , Skolnick A. 
Published: March 2009

ABSTRACT The advent of integrated product teams (IPTs), which have been formulated and strengthened by recent acquisition reform initiatives, offers fresh opportunity for managers of modest‐sized programs (below the ACAT level) and their headquarters' sponsors to achieve alignment with today's budgetary realities. Ideally, IPTs bring together all the necessary people knowledgeably involved in various phases of product life cycle management, so that a new design or concept will receive the benefit of their accountability, experience and insight.While projections of a combat system's use are in decades, technology currently changes every 6–18 months. Can IPTs and planned technology insertion smooth this phase gap? The revolution or upheaval that occurs with technology change must also be within the capacity of the IPT to assimilate and manage successfully. This paper discusses the practical application and utility of IPTs to the delivery of emerging technology that provides practical solutions to urgent Fleet problems. The discussion assesses integration of the IPT process with a program of moderate size in the midst of a sponsor‐directed transformation to solve Fleet problems in a more responsive and timely manner.The questions — can the existing universe of IPTs be used to help accomplish the goals of accelerated‐development processes?, do such processes need an IPT of their own to fine tune project deliverables and program direction?, or, does the IPT approach lack significance in such applications? — are addressed to clarify the issue of IPT use in developmental programs of modest size targeting specific Fleet needs.
Reducing Maintenance Workload Through Reliability‐Centered Maintenance (RCM)
Authors: Jacobs K. S. 
Published: March 2009

ABSTRACT  Recent work is bringing the benefits of Reliability Centered Maintenance (RCM) to the Fleet. In 1996, a one‐time review of the existing scheduled maintenance program for eight MCM 1 class systems, using RCM principles, reduced their PMS labor requirements by 56%, from 1,688 man‐hours per ship per year to 751. In the same year, a one‐time RCM‐based review for the CNO's Smart Ship Project reduced the Planned Maintenance System (PMS) labor requirements for all systems aboard USS Yorktown (CG 48) by 46%, from 46,540 man‐hours per year to 25,108.Both reviews examined ships that had been in service for years. They asked three fundamental questions:Is there evidence of significant age degradation?Does the task benefit the hardware?Does the task pay for itself—that is, are the benefits from the task greater than its costs?Each review found many situations where the answer to one or more of these questions was, “No.” In many cases where an answer was “no”, the task was retained with a longer periodicity. Other tasks were shifted from “scheduled maintenance” to “unscheduled maintenance” or were deleted outright, further reducing annual workload.The next step is to spread these benefits to the rest of the surface fleet, through the Surface Ship Maintenance Effectiveness Review (SURFMER). In the SURFMER process, each significant maintenance requirement for surface ships will be reviewed periodically by the appropriate In Service Engineering Agent (ISEA), using RCM principles. All decisions will be documented together with their rationale. The SURFMER process began in late 1996. Its first results will be implemented in October 1997.
Keeping Ships Ready: First of All, The Gear Must Work Ten Precepts of Maintenance for Engineers Afloat and for Engineers Ashore
Authors: Keithly Thomas M. 
Published: March 2009

ABSTRACT  Top material condition is an absolute prerequisite for combat readiness. Although we might find it more interesting to read about new technologies and advanced concepts that promise new capabilities for the fleet, the primary task of Navy engineers—afloat or ashore—is keeping our existing equipment running. Historical example and personal experience make this clear: the gear must work. Accordingly, it's essential to our mission to focus on those precepts that help achieve top material readiness.This paper, in a departure from the usual style seen in Naval Engineers Journal, makes the case for good maintenance. It presents examples of how material failures can affect the course of war, as well as impact operations in time of peace. The goal is to offer some practical ideas, based on recent experience driving and maintaining ships, to help “ship's force” keep their systems in good working order. This paper suggests a “warfighter's” perspective to the Navy's engineering infrastructure, offering ideas to keep in mind as they design, repair or support the components and systems the fleet depends on to accomplish its mission.
CVN 68 Class Solid Waste Flow Analysis
Authors: Markle Stephen P. , Gill Sean E. 
Published: March 2009

ABSTRACT  Through a detailed Research and Development Program, the U.S. Navy has developed a suite of shipboard solid waste management equipment enabling compliance with federal and international law. Four major equipment types have been developed to outfit twenty‐seven classes of naval surface ships. The major equipment types are: Plastic Waste Processor (PWP), Metal/Glass Shredder (MGS), Large Pulper (LP), and Small Pulper (SP). The Navy is aggressively procuring and installing this equipment aboard all ships of FFG 7 Class and larger. A deadline of December 31, 2000 has been set for completion.Engineering analysis and field waste generation studies were conducted to select the specific equipment suite and develop alteration documentation for each ship class. Specific factors in this process were: solid waste generation rates, equipment reliability analysis, ship arrangement considerations, daily equipment operation limits, and shipboard quality of life issues.A solid waste management study was conducted in the fall of 1997 to validate Navy equipment and ship design parameters onboard the USS John C. Stennis (CVN 74). Generation rates for shipboard solid waste were determined for plastic, metal and glass, food, paper, cardboard, fabric and wood. Engineering analysis of data allowed a decrease in CVN 68 Class design waste generation rates.Engineering analysis enabled a reduction in the number of PWPs and MGSs required, and fewer spaces for efficient operation. Ship arrangement studies were conducted to optimize efficiency and equipment mix of Solid Waste Processing Rooms (SWPRs) relative to waste generation sites.This paper briefly articulates the process followed by the Navy in responding to regulations governing solid waste management in the marine environment. Evidence validating the engineering procedures followed is presented.
Stern Flap Powering Performance on a Spruance Class Destroyer: Ship Trials and Model Experiments
Authors: Cusanelli D. S. , Hundley L. 
Published: March 2009

ABSTRACT  Model and full scale testing by the U. S. Navy indicate substantial powering improvements due to the installation of a stern flap on Spruance Class (DD 963) Strike Destroyers, and Ticonderoga Class (CG 47) AEGIS Cruisers. An appropriate stern flap design was determined through model scale experimentation, and full scale powering improvements were predicted. The destroyer Arthur W. Radford (DD 968) was then fitted with a prototype stem flap in order to demonstrate full scale performance improvements. Speed/power ship trials indicate considerable performance improvements due to the stern flap:

reduction in power of 6% to 14%, resulting in an 11.7% time‐averaged powering reduction
0.75 knot increase in top speed
$240K annual fuel cost avoidance (savings)
retrofit cost amortized in less than one year

The flap design on the A. W. Radford, and the associated fuel savings, can be applied to each ship of the DD 963 and CG 47 Classes, for a multi‐million dollar life cycle fuel cost savings.An economic cost analysis was performed on the stern flap installation for both the Spruance and Ticonderoga Classes. The stern flap fuel cost avoidance and retrofit costs place the Net Present Value at $60 million. The internal rate of return on investment may reach as high as 262%.The physics surrounding the operation of a stern flap on this combatant, and some identified mechanisms that account for the improved performance, are also discussed.
Conditions for Future Military Innovation
Authors: Engevall T. E. 
Published: March 2009

ABSTRACT  Innovations have always played a key role for armed forces around the world. In times of reduced spending on defense, it will become more and more important to get usable results from investment in innovation.It is the responsibility of the leaders of nations and armed services to create the environment where the innovative processes have good possibilities for success. Until now, Sweden has been able to create such a climate within its borders. However, in a changing security environment, it is necessary to further develop the tools for innovation. This paper discuss Swedish experiences and suggest a framework built on four factors—incentives for innovation, climate for innovation, well defined responsibilities between the actors, and new focuses for innovation—that can be applied to develop the innovative tools for the unknown future.
Definition of Evaluation Criteria for System Development Acquisition Modeling and Simulation
Authors: Leite M. J. , Mensh D. R. 
Published: March 2009

ABSTRACT  This paper defines, develops and examines a set of generic analysis tools that can be applied to Models and Simulations at the Systems Engineering level of fidelity. The tools examine the performance and effectiveness of Sensors; Weapons; and Battle Management, Command, Control, Communications, Computers, and Intelligence (BMC4I) systems and equipment.The Measures of Performance (MOPs), Measures of Effectiveness (MOEs) and Measures of Force Effectiveness (MOFEs) were extracted from the Modular Command and Control Structure Paradigm which was developed at the Naval Postgraduate School. The paradigm provides for the development of evaluation criteria (MOPs, MOEs, and MOFEs) in a framework that ensures the traceability of system performance and effectiveness to the system operational requirements as specified in the Operational Requirements Document (ORD).Also, the analysis tools provide insight and valid estimates of numerical measures of the defined system functionality threads, which represent the system's operational requirements as specified in the ORD. The tools are directly transferrable and applicable to test and evaluation exercise events which are conducted in support of the development and acquisition of systems and equipment.Once the levels of system performance have been defined, the Paradigm generates a quantitative database that becomes a useful tool in system tradeoffs and selection. Once the alternative system suites have been defined, the suites can be analyzed in terms of system functionality threads and their corresponding performance capabilities versus cost.
The Redefinition of Supportability and Its Role as a Systems Engineering Tool
Authors: Blackwell Paul , Hausner Erich 
Published: March 2009

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

AbstractIn today's cost‐constrained environment, acquisition reform is a critical component in the design, production, and support of modern warships. This reform includes policies that require system acquisition programs to pursue commercial management and systems engineering practices. The application of Integrated Product and Process Development (IPPD), concurrent engineering, open systems architecture, Total Quality Management (TQM), and Integrated Design Environments (IDE) have produced noteworthy commercial successes. Many defense acquisition programs have followed suite, implementing similar process improvements. However, as many commercial industries are finding, there are limits to the success of these improvements.Using the methods of System Dynamics, this paper examines the mechanisms which have lead to program instabilities in cost, schedule, and effectiveness. Modeling of these mechanisms provides a means to study past programs, and assess the potential savings that can be generated with the introduction of process improvements.As a case study, the paper examines the structures and resultant trends that impacted the design and acquisition of DDG 51. General process structures are studied including design interactions, schedule, resources, and allocation. Specific dynamic relationships between cost thresholds, design effort, and schedule are studied to show the ability of modeling to capture dynamic trends and predict results. Finally, a “what‐if?” scenario that looks at the application of IPPD is examined.
The Shipbuilder and the Supervisor—Partners in Naval Ship Construction
Authors: Caskey M. R. , Goddard C. H. , Roberts T. J. 
Published: March 2009

ABSTRACTA partnering concept, under which the government and a prime contractor work as a team to produce the best product at the lowest reasonable price, has emerged in high value contracts such as shipbuilding. The Strategic Sealift Program has successfully made the transition from an adversarial contract relationship to a partnership. Such partnerships benefit both the Navy and the Contractor.
Probing pressure, a highly undervalued unit of measure in periodontal probing: a systematic review on its effect on probing pocket depth
Authors: Larsen Christian , Barendregt Dick S. , Slot Dagmar E. , Van der Velden Ubele , Van der Weijden Fridus 
Published: March 2009

AbstractAim: To investigate the influence of probing pressure on the probing pocket depth (PPD) in diseased and healthy periodontal tissue conditions through a systematic review. In addition, to facilitate comparison of the study outcomes, an attempt was made to provide a correction factor that compensates for the different probing pressures used.Material and Methods: The MEDLINE‐PubMed and Cochrane Central Register of controlled trails (Central) were searched up to June 2008 to indentify appropriate studies.Results: The search yielded 3032 titles and abstracts. In total, five papers fulfilled the eligibility criteria. These studies provided data with probing pressures ranging from 51 to 995 N/cm2. For the evaluation of the results a distribution was made between diseased and healthy/treated sites. The incremental change in PPD in healthy/treated sites decreased as the pressure increased above 398 N/cm2. In diseased sites, this phenomenon was already present at pressures above 100 N/cm2. At healthy/treated sites, a mean increase of PPD of 0.002 mm per increase of 1 N/cm2 in probing pressure could be calculated whereas at diseased sites this value amounted to 0.004 mm.Conclusion: The results show that with increasing probing pressure, the PPD increases. The dimensions of the increase are dependent on the periodontal tissue conditions.