bluuebunny/crossref_metadata_2025_split huggingface dataset:
LOW‐DRA G SECTION DESIGN METHOD UTILIZING INTERACTIVE GRAPHICS
Authors: CODER DAVID W. , NORTON RICHARD M. 
Published: March 2009

ABSTRACTAn interactive graphics computer program was developed to implement the design of low‐drag fairings to house components of various geometrical shapes. These low‐drag fairings are useful to reduce either hydrodynamic loads on structures or the hydrodynamic resistance of vehicle appendages.The program features four libraries: one of low‐drag airfoil section shapes; one of airfoil section fluid‐dynamic characteristics; one of various component shapes; and one of various arrangements of these components. The program operator may call up any of the library information for display on a Cathode Ray Tube (CRT), make modifications, or create and catalog new library information.The normal fitting mode proceeds as follows: After the operator L satisfied with the internal component arrangement displayed on the CRT, Section Shapes are called up from the library, modified, or created and placed interactively around the arrangement by specifying the location of the leading edge and trailing edge. The Section Shape, arrangement, or individual components, my be modified until the user is satisfied with the overall geometry.The design then may be evaluated for hydrodynamic characteristics by calling up information from the appropriate library or exercising an analysis program. The inputs to the analysis program ace Section Shape, Reynolds Number, and surface roughness. The outputs are lift, drag, moment coefficients, and pressure distribution. Thus, design and off‐design conditions may be evaluated easily and the user can drive the design in the desired direction.
SESSION NO. 1 KEYNOTE ADDRESS: THE CHALLENGE OF DESIGN
Authors: LISANBY REAR ADMIRAL JAMES W. 
Published: March 2009

ABSTRACTThis paper provides a critical analysis of the U.S. Navy's ability to design effective warships relative to the threat we face. Influencing our ability to design are resources, organizational, and philosophical issues. The Russian Fleet is, by any standard, a formidable opponent dedicated to achieving naval superiority. In addition to the well documented differences in design philosophies, there exist fundamental dissimilarities in Russian innovation and their ability to introduce new technologies into an operational environment in comparison to our own conservative, often lengthy, process. We need to reevaluate.In the limit, our collective deteriorating will to design and build effective naval ships is adversely affecting our ability to accomplish the goals we need to achieve. A strengthening of our design resources must be coupled with a reassertion of will and strong technical leadership to revitalize the ship design process.
SESSION NO. 1 DEVELOPMENT OF REQUIREMENTS
Authors: PARKER JOHN T. 
Published: March 2009

ABSTRACTOne of the initial steps in the ship acquisition process is the development of performance and force level requirements. This paper explores the ship requirements definition process, outlining it as it has evolved to its present form. A discussion of the organizational responsibilities and functions of various offices in the Navy and the interplay with DOD, CMB, and Congressional Staffs serves to illustrate a few of the organizational obstacles that must be overcome. Concept definition, constraints imposed, costs, effects of inflation displacement, weaponry, and similar factors affecting the process are addressed. Additional observations regarding other influences which have an effect upon the process, for example, uncertainties about the future course of surface warfare which engender caution in platform design, also are discussed. Lastly, the paper identifies opportunities for changes in the process of requirements definition.
A LOGICAL INTEGRATED APPROACH TO NAVAL COMBATANT DESIGN
Authors: REED LCDR. MICHAEL R. 
Published: March 2009

ABSTRACTNAVSEA promulgated the Ship Work Breakdown Structure (SWBS) in 1973 to provide a single language to span the entire ship life cycle from early design/cost studies through disposition. This system and its predecessors have been primarily used as an accounting system for weight and cost estimates in the latter stages of ship design, i.e., contract and detail design. The position is taken that the SWBS system can be the center of the logical approach to ship design for each and every phase of the design. Using this approach, systems engineering/ship integration can be done ensuring the consideration of each functional area in early stages of design. A matrix approach is developed which tracks the design by looking at each functional area for various systems disciplines, such as cost, manning, survivability, reliability, etc. The overall approach allows for the disciplined analysis of each functional area of the ship, with decisions/selections made by using a ship system/ship impact oriented design philosophy. Properly set up and orchestrated, this logical approach should lead to a thoroughly developed and balanced ship design, which is managed by initially putting everything from R&D, weight estimating, cost, etc., into the system that becomes even more valuable as the design matures, i.e., SWBS.
A LOOK AT FUSION POWER
Authors: DANIELSON WILLIAM F. 
Published: March 2009

ABSTRACTFusion power is produced from a controlled thermonuclear reaction inside the fusion device. The early sections of this article discuss fusion fuel, its transformation into plasma, and the required character of this working substance for power production. Next, the thermonuclear reaction is investigated and it is shown that it will become self‐sustaining with a net power output. Later sections review a typical fusion device and answer why a reaction at 100 million degrees can be adequately contained using magnetic fields. Lastly, a preferred fusion device is examined for operational restraints and a simplified operating scenario of such a device is outlined.
SHIP DESIGN ‐ PERFORMANCE THROUGH INNOVATION
Authors: BASKERVILLE JAMES E. , WHIDDON W. DAVID 
Published: March 2009

ABSTRACTUsing the design of an advanced 3,500‐Metric Ton Frigate as a baseline, the impacts of various innovative and/or advanced technologies are developed. Included in the discussion are advanced concepts and design innovations related to the design of gas turbines, combat system, survivability, habitability, electrical cables, hull structures, and fabrication techniques.
A SURVEILLANCE ASPECT OF SHIP WAVE MEASUREMENTS
Authors: McCORMICK MICHAEL E. , BHATTACHARYYA RAMESWAR 
Published: March 2009

ABSTRACTIt is shown that “at‐sea” measurements of the transverse waves generated by a deep‐draught ship can be used to determine the course and speed of the ship and its distance from the point of measurement. Three staff gauges in a close proximity are required along with telemetering equipment and a spectral analyzer. By continuously monitoring the wave spectra at three points, the transverse waves in the ship's wake are detected as spikes in each of the spectra. A narrow band about the transverse wave period can then be monitored to obtain the necessary information.
THE PROCESS OF NA VAL SHIP GENERAL ARRANGEMENT DESIGN AND ANALYSIS
Authors: HOPE JAN PAUL 
Published: March 2009

ABSTRACTThis paper describes naval ship general arrangement design and analysis, a system engineering process that seeks the optimization of the ship as a total system. Through this system engineering process, the ship is geometrically defined by allocating scarce resources of area/volume and functional location.The general arrangement design team synthesizes a design from subsystem requirements, system constraints, and policy‐maker influences through iteration and negotiation into the optimum general arrangement. The use of volumetric and area ratios and indices in this process are highlighted.The paper concludes with a discussion of a new methodology now under development for analyzing and comparing general arrangement alternatives. This new general arrangement evaluation methodology links operational performance objectives to ship design philosophy and subsystem effectiveness.
NAVSEA MARINE GAS TURBINE MATERIALS DEVELOPMENT PROGRAM
Authors: SHEPARD SAM B. 
Published: March 2009

ABSTRACTThe major problem encountered by gas turbines in the marine environment is hot corrosion of hot section materials, particularly first stage blades and vanes. Prior to the decision in 1969 to use LM2500s as the main propulsion engines on the DD 963 Class ships very little progress in developing hot corrosion resistant alloys and coatings had been made. Results from early field testing of the LM2500 in the GTS CALLAGHAN indicated a first stage blade life of less than 2000 hours. Changing the blade alloy to Rene 80 and the coating to CoCrAIY improved the blade life to 7000 hours for a power profile that was almost constant at near full power. The LM2500 was eventually operated to a much lower power profile and one that represented a DD cycle. At the lower power the corrosion rate greatly increased instead of decreasing as expected. This was the first time the Navy recognized what is now called low temperature (low power) hot corrosion which occurs at metal temperatures of 1200‐1400°F.Under NAVSEA sponsorship laboratories from the Navy and industry developed a good understanding of the mechanisms of the low power attack. Also a blade coating with a life of 9,000 hours or more than two times the life of the current CoCrAlY coating was developed and will become the near term bill of material coating for the LM2500 first and second stage blades. However, increased first stage airfoil life is still needed to meet the MTBER goals for destroyer propulsion engines.One coating and two alloy development programs have been initiated with industry. The primary objective of the coating program is to identify new coating compositions with hot corrosion resistance of four times the current CoCrAlY overlay coating used on the LM2500 first stage blades when operating to a DD 963 type profile.The objective of the alloy development programs is to identify directionally solidified (DS) alloys with up to four times the hot corrosion resistance of LM2500 blade alloys. Strength equal to or better than that of current alloys must be maintained. Directionally solidified cast alloys have increased strength, ductility, and thermal fatigue properties when compared to conventionally cast structures. One program is using the DS columnar grain (multicrystal) process which permits the use of conventionally cast alloy systems with marginal strength but good corrosion resistance. The other program is using the DS single crystal casting process. Single crystal materials do not require grain boundary strengtheners such as carbon, zirconium, boron, and hafnium which allows a still greater flexibility in altering compositions for corrosion resistance and strength.
THEBELAND OR THE MINIMUM MANNED SHIP
Authors: KOBURGER CAPT. CHARLES W. 
Published: March 2009

ABSTRACTOne of the hard facts of maritime economics is that high ship manning costs are undermining the competitiveness of Western shipping. Western ships are inexorably being driven back to the linear trades. We are also being freed to develop capital‐intensive ships, relying on extensive mechanization and automation to replace unnecessary manpower, and on careful management. One potential dividend should be greater operational safety.In Sweden the rising costs of operation have forced Brostrom's Rederi AB – with the full cooperation of labor unions and government – to develop the Thebeland class of 16 man ships. These have, of course, only a “cockpit crew,” intended simply to drive the ships from sea buoy to sea buoy. Heavy reliance is placed on port services at either end of a voyage, and on shoreside maintenance and upkeep.There are many implications to all this. Crew design must be placed by (1) bridge, cargo handling, and engine room design; (2) personnel restructuring; and (3) extensive education and training. Shipboard system integration also requires proper shipping infrastructure to support it. These countries which have a close working relationship between government, builders, owners, insurers, manufacturers, and labor stand a better chance than those which do not.It seems clear that Brostrom's new ships represent a real quantum leap into the maritime future. But one can reach a point where, in the interest of economy, too many people are displaced, and the safety of the vessel is jeopardized by the technology aboard. Do we not need to begin scientifically – not emotionally – to determine today's real economic and safe limits of crew size, and to set standards?
“DESIGN BUDGETING” ‐ A BOLD NEW SHIP ACQUISITION STRATEGY… NOW A PROVEN CONCEPT
Authors: JARVIS PAUL S. , KAZAL J. DAVID , CAMPBELL DONALD B. , HAFF MAURICE W. 
Published: March 2009

ABSTRACTTraditional ship acquisition practices no longer support the requirements of today's shipbuilding programs. These practices require development of major combat and ship systems to be essentially complete prior to issuance by the government of the Request For Proposal (RFP) for ship detail design and construction. With the need for timely delivery of warships equipped with the most modern weapon systems possible, and maximum remaining years of functional effectiveness after delivery becoming increasingly important, new acquisition strategies are essential. “Design Budgeting,” an innovative new Navy acquisition and design strategy, is now a proven concept. Developed and implemented by the AEGIS Shipbuilding Project, it has been explored in depth with the Shipbuilding Industry as an alternative acquisition process that enables Combat System development and ship acquisition to proceed concurrently. Applied for the first time in the acquisition of Ticonderoga (CG‐47), its use permitted development of major portions of the AEGIS Combat System (later to be Government Furnished Equipment to the shipbuilder) to continue well into ship detail design and construction without impact on overall schedules. Hundreds of changes to the ship engineering baseline which resulted from continued development and test of Combat System, were incorporated into the shipbuilding contract with no cost increase or delay and disruption of the shipbuilding schedule. Proven, adaptable, and available now, “Design Budgeting” is an acquisition and design strategy than can satisfy the requirements of current and future shipbuilding programs.
HANDE ‐ A COMPUTER‐AIDED DESIGN APPROACH FOR HYDROFOIL SHIPS
Authors: KING JAMES H. , DEVINE MATTHEW D. 
Published: March 2009

ABSTRACTA powerful computer‐aided design tool for use in hydrofoil ship engineering, the Hydrofoil ANalysis and DEsign program (HANDE), is described. Its relevance, structure, features, and use are delineated. The value of HANDE for design verification and variation, research studies, and rapid response studies is related through case histories. Future application and development of HANDE and related design tools are forecast.
ENERGY CONSERVATION FOR PROPULSION OF NAVAL VESSELS
Authors: BRADY EUGENE F. 
Published: March 2009

ABSTRACTEnergy conservation for powering of U.S. Surface Ships continues to be of prime importance in their design. Depletion by consumption of world petroleum reserves, combined with rapidly rising petroleum fuel costs, intensifies the need for improving the efficiency of current gas turbine power plants.Present gas turbine power plants, with a capacity adequate for naval ship propulsion, have a fuel consumption rate approaching 0.42 lbs. per brake horsepower hour at full power. Using a waste heat recovery unit, system studies show this can be reduced to less than 0.32 Ibs/BHP‐HR. This 24% reduction in fuel consumption rate at full power or 35% at part power can produce either a corresponding increase in cruising range (for the same fuel loading), or a reduction in the required fuel loading and tankage (for the same cruising range).Therefore, to evaluate the merits of COGAS systems for U.S. NAVY Surface Ship propulsion, a study was made to evaluate their benefits. Ship impact studies and “trade‐off” evaluations were completed. The results show that ultimate fuel consumption rates of 0.28 Ibs./BHP‐HR at full power may be achieved, using large, efficient gas turbine units.This study also showed that, to obtain this fuel consumption improvement, this system required additional space and weight. Ship arrangements are also impacted. However, the effect on ship stability is slight. The net gain justifies the use of COGAS propulsion on future naval surface ships.
THE AGE OF SAIL‐IS IT OVER?
Authors: MORISSEAU KENNETH C. 
Published: March 2009

ABSTRACTThis paper explores the history, current trends and recent studies, experiments, and initiatives in the area of wind propulsion. The recent history of the development of sail as a means of ship propulsion is reviewed with regard to both sail and hull type. Studies and experiments are discussed such as evaluation for the U.S. Navy in 1956 of the use of ladder type hydrofoils with Marconi sails; a surface penetrating foil design, called an aerohydrofoil, developed in the early 1960s and recently successfully built and tested by its inventor; and the German Dynaship concept which uses an updated square rig sail configuration. Potential uses of sail for naval and commercial applications are presented, involving various sail forms such as air‐foils, the Dynaship concept, the Flettner rotor, and Marconi rigs, and hull designs such as SWATH, Hydrofoil and Displacement. The paper also discusses some of the characteristics of wind over the world's oceans and their impact on the use of sail in naval and commercial service. The need for auxiliary fossil‐fuel propulsion systems also is reviewed. An economic comparison of the cost of building and operating various sized sail‐powered ships on selected routes is provided.
U.S. NAVY SHIPBOARD ENERGY R&D ‐ AN OVERVIEW
Authors: KROLICK C. F. 
Published: March 2009

ABSTRACTThe U.S. Navy shipboard energy situation is presented both in terms of historical, current, and projected postures. R&D Programs to minimize the impact of diminishing fossil fuel resources while ensuring full operational readiness are described. Near term efforts are directed at the achievement of the 1985 Chief of Naval Operations goal of twenty percent reduction in fossil fuel consumption per underway steaming hour, and they are intended primarily for the conventional steam‐powered Fleet which presently comprises eighty‐four percent on an installed horsepower basis. Longer range efforts attempt to facilitate the goal of a more energy‐efficient future Fleet in terms of new construction ships. Alternate Fuels Programs are structured to provide a capability to operate on future fuels which are readily available, and they include development of guidelines for the use of a broad range of petroleum‐base fuels as well as the qualification of snythetic fuels derived from coal, oil shale, and tar sands.
SEALIFT CAPABILITIES AND SEA SHED
Authors: ROCHE JOHN J. , CORKREY RON , BENEN LAWRENCE 
Published: March 2009

ABSTRACTProjecting our power to far corners of the earth depends on a strategic mobility triad composed of: airlift, prepositioned equipment, and sealift. Airlift can move personnel effectively and limited supplies quickly over great distances. Prepositioned equipment and supplies can extend the effectiveness of those personnel if the circumstances are right, and if we have chosen our positioning sites well. Sealift will provision the lion's share of any protracted engagement, and the ships of the Merchant Marine are a key element in our sealift resources.This paper describes various ways that the Merchant Fleet is being made more responsive to its possible role as a naval auxiliary, and it describes a new concept called SEA SHED which can quickly expand the versatility of Containerships.Containerships have revolutionized marine transportation and they now represent a large and growing portion of the Commercial Fleet. They are limited in the types of cargo they can carry, however, excluding much of the larger equipment required by military units. SEA SHED is a cargo module which fits into the cell guides of a Containership and effectively converts it to a 'tween deck, break‐bulk ship which can carry almost all military equipment.
INNOVATIVE CONCEPTS FOR NAVAL SHIP SYSTEMS
Authors: BRADY EUGENE F. , DUBOIS JOSEPH P. 
Published: March 2009

ABSTRACTIncreasing demands are being made of U.S. naval ship designers, to provide increased efficiency in both the use of space, and in the development of “highly energy‐efficient” shipboard systems. This efficient use of space will allow the placement of additional (or larger) weapons systems on combat ships. The reduction of energy consumption, using energy‐efficient ship systems, will extend a combat ship's cruising range. Therefore, the development of suitable advanced systems will enhance the military effectiveness of U.S. Naval Combat Ships.To achieve such improvements in naval ship design, many development programs are now in progress, both in the private sector (including Ingalls Shipbuilding Division) and in the U.S. Navy Establishment. An example of a major “NAVSEA‐sponsored” program is the RACER program, in which a “highly‐efficiency” COGAS (Combined Gas and Steam) system will be developed. This propulsion plant will be suitable for use on U.S. Navy Destroyers, and on other future naval combatants.In order to contribute to naval ship improvement, Ingalls Shipbuilding Division conducts an Independent Research and Development Program. This program includes the development of improved propulsion, ship's service power, and auxiliary systems. These include advancements in their type, efficiency (space and energy), and shipboard configuration.This paper will describe recent advances in these ship systems. Innovations to be described included advanced power plants (COGAS and other power plant configuration), and reduction of hull and appendage drag. Innovative auxiliary systems will include water purification, and energy‐efficient auxiliaries. The emphasis will be on their viability for U.S. Navy application, and the potential for improved energy efficiency.Not all of the concepts described will be eventually implemented on naval ships. However, if those which do not result in hardware serve to stimulate discussion, and development of other innovative systems, this paper will have served its purpose.
TO FOSTER INNOVATION IN NAVAL SHIPS
Authors: POWELL ALAN 
Published: March 2009

ABSTRACTAfter contrasting the R&D climate of air and sea vehicles to provide the background, several specific inhibitors to innovation in naval ships are made evident through an analysis of some of the history of roll stabilization. These and other inhibitors recur many times elsewhere, and suggestions are made as to how the underlying cause of these inhibitors might be alleviated by giving attention to various aspects of the R&D environment for innovation in naval ships.