bluuebunny/crossref_metadata_2025_split huggingface dataset:
Near‐Term Organic Mine Countermeasures Ship (NMCM): Ship Conversion Feasibility Study
Authors: Rechel A. A. , Lavallé J. J. G. , Gooding T. R. , Chrisospathis A. 
Published: October 2008

ABSTRACTThe recent proliferation of regional conflicts and the shift in naval operational theaters from the open ocean to the littoral environment has accentuated the danger of asymmetric threats to U.S. forces. One of the more effective of these threats has been waterborne mines. The historical approach to a mine threat has involved special purpose systems that are very effective, but slow to respond to developing crises. The accelerated pace of modern and future operations calls for a mine countermeasures (MCM) system that can rapidly respond to changing operational conditions. This study evaluates the feasibility of converting FFG 7 class frigates into MCM platforms that can deploy with battle groups to provide instantly available MCM capability. This conversion would be an interim solution, until a new platform can be developed, so it is called the Near‐Term Mine Countermeasures Ship (NMCM). The study determined that such a conversion would be feasible, with an estimated cost of $67.3 million per ship.
Technologies and Sociotechnical Systems For Future Destroyers
Authors: Desclèves E. , Letot L. 
Published: October 2008

ABSTRACTBeginning in 2010 most of the French Navy's Surface Combatants will have to be replaced. This major investment is being actively prepared through detailed analysis in which technological developments are major considerations that have to be optimally selected and combined. However, many of the assumptions that guided planners in the past no longer apply. Constrained defence budgets, a wide range of military scenarios, and significant changes in possible threats, as well as sociological evolutions require solutions marking a disruption with current technologies, which have not fundamentally changed since the Second World War. The aim of this paper is to develop different operational requirements and their technological answers, which are currently being investigated.
Salvaging of USS La Moure County (LST 1194) in Cinfuncho Bay, Chile
Authors: Baumann G. W. , Dean M. S. 
Published: October 2008

ABSTRACTOn September 12, 2000 USS La Moure County (LST 1194) ran aground in Cifuncho Bay, Chile during a joint USMC amphibious assault exercise. While transiting to the intended anchorage site in the early morning hours, the ship struck an outcropping of rocks and was unable to free herself. Hard aground and in the surf zone, the ship pounded further onto the rocks and into a perilous situation. Fortunately for the crew, a Chilean ATF was in the vicinity and quickly pulled the vessel free and into a safe haven.The damage that resulted from the initial impact and the subsequent pounding in the surf while aground was extremely serious. Numerous holes, dents, tears, and areas of severe structural damage were scattered from the bow to amidships. Further aft, both propeller hubs each lost a blade while both rudders incurred impact damage with one completely inoperable. Flooding was rampant and affected 29 tanks and spaces. Thousands of gallons of diesel fuel spilled and polluted the waters of Cifuncho Bay. However, the worst and most serious damage was a 40‐foot hole amidships which spanned from bilge radius to bilge radius and encompassed shell plating, all structural members, and numerous piping systems. With the hull in a critical hogging condition, the 4TH deck was now the bottom most longitudinal strength structure amidships. USS La Moure County was definitely in need of immediate salvage assistance.This paper summarizes the damage control and salvage efforts that took place after the ship was pulled from the rocks. It addresses some of the immediate damage control measures effected by ships force, the cooperative salvage actions of the U.S. Fleet, the Naval Sea Systems Command Headquarters, and the Chilean Navy, and the joint Navy/contractor repair and oil pollution abatement efforts. Additionally, it addresses the logistic difficulties encountered in mobilizing and demobilizing personnel and equipment in the remote area off the Chilean coastline. Lastly, it discusses the requirements necessary to support a large‐scale salvage crisis in a distant portion of the world, such as the USS La Moure County grounding in Cifuncho Bay, Chile.
Navy Mobile Instrumentation System
Authors: Coussa Michael R. 
Published: October 2008

ABSTRACTIn response to declining DoD budget levels, Strategic Systems Programs (SSP) has drastically reduced the number of live‐fire TRIDENT missile flight tests over the last five to six years. Consequently, the data from each of the remaining flight tests becomes that much more valuable so means have been sought to affordably provide more perceptive information from each of the reduced number of missile tests. In response to this situation, new instrumentation systems have been developed, which collectively are called the Navy mobile instrumentation system (NMIS). These may temporarily be installed on ships of opportunity, provided by the Naval Oceanographic Office (NAVO) and sailed into broad ocean areas (BOAs) to collect reentry body data. The design of our instrumentation, and our memorandum of agreement (MOA) with NAVO, allows NAVO to continue to conduct their surveys enroute to the terminal (impact) area. The NMIS consists of the following subsystems: (1) C‐band and X‐band radars; (2) optics recording and display; (3) S‐band multi‐object tracking and recording; (4) scoring of reentry impacts; and (5) weather profile collection and recording. The subsystems use commercial off‐the‐shelf (COTS) equipment whenever possible (Buckman and Vetter 1998). This paper will discuss specific technical innovations of the individual NMIS systems and will showcase samples of data that have been obtained from developmental testing during actual Trident missile flight tests. Also, this paper will describe the NMIS operational support concept and maintenance concept.
Commercial Marine Emissions and Life‐Cycle Analysis of Retrofit Controls in a Changing Science and Policy Environment
Authors: Corbett James J. , Fischbeck Paul S. 
Published: October 2008

ABSTRACTThis paper considers the technical feasibility of achieving NOx reductions through engine controls on existing ocean‐ going ships. International transport ships account for most of the NOx emissions from shipping globally and regionally (Corbett and Fischbeck 1997; Corbett et al. 1999). Recently, regulatory efforts to control NOx from ship propulsion have been adopted at the international level (IMO 1998) along with related efforts at national levels (EPA 1998a; Lemieszewski 1999; National Swedish Maritime Administration 1996; Swedish Port and Stevedores Association 1999). The long working life of modern commercial ships, with world fleet averages greater than 20 years (UNCTAD 1995), implies that new‐engine policies have limited value in meeting air‐quality objectives in the near term. This has motivated efforts to control shipboard emissions with retrofit technologies. Nine technologies, demonstrated to control NOx from existing engines, are described in terms of their ability to reduce emissions at the lowest life‐cycle costs. The costs for these technologies are within the cost range of similar controls proposed for new marine engines and within the cost ranges for various land‐based NOx control efforts, suggesting that these are not only technically feasible but also are economically reasonable technologies for pollution control.
In This Special Issue the Naval Engineers Journal Features Reliability‐Based Load and Resistance Factor Design (LRFD) Guidelines for Surface Ship Structures
Authors: Mccarthy Robert H. 
Published: October 2008

For many centuries, ship structural design has been accomplished under conditions of uncertainty about materials, loads, structural behavior, and failure modes. Structural engineers traditionally use factors of safety to deal with uncertainty and produce acceptable designs. Existing Navy design practice is documented in design data sheets, the Navy's surface ship structural design manual, and ship specifications. The collection of papers presented in this special issue provides an insight into advancing the state‐of‐the‐art of Navy structural design by rational and purposeful treatment of uncertainty. Partial safety factors are used for various design variables instead of a single safety factor as currently employed. These partial safety factors, that correspond to load and strength variables, permit a rational allocation of a desired safety margin to its source in a proportional manner.These papers summarize the last decade of work in reliability‐based design methods and provide the basis for future development in this area of design. A Navy design guideline document currently in preparation will ultimately complement the currently used design approaches provided in the U. S. Navy design manual and the Design Data Sheets (DDS). However, this guideline will not necessarily supercede existing DDSs, Naval Sea System Command (NAVSEA) instructions, military standards, or other design criteria and practices documentation.The authors of these papers provide us with a window on the future of structural design of surface ships. These papers represent a milestone towards transforming our design practice from working stress design to reliability‐based limit state design.
Reliability‐Based Load and Resistance Factor Design (LRFD) Guidelines for Hull Girder Bending
Authors: Ayyub Bilal M. , Assakkaf Ibrahim A. , Sikora Jerome P. , Adamchak John C. , Atua Khaled , Melton William , Hess Paul E. 
Published: October 2008

ABSTRACTFuture guidelines for ship hull girder design will be developed using reliability methods, which can be expressed in a special format such as the Load and Resistance Factor Design (LRFD) format. The main objective of this paper is to summarize the development methodology and results of reliability‐based guidelines (i.e., LRFD guidelines) for ship structures that were performed for the U.S. Navy and other government agencies. The methodology for developing the LRFD format for ship hull girder bending used in this paper consists of the following steps: (1) Probabilistic characteristics of basic strength and load random variables that are used in structural design were analyzed. Values for these characteristics were recommended for reliability‐based design purposes. They were determined based on the statistical analysis of data collected on these design parameters, on values recommended in other studies, or sometimes based on personal judgment. (2) Different load combinations were established and presented with combination and correlation factors; these combinations included stillwater, wave‐induced, and wave dynamic bending moments. The correlation between these different load components was accounted for and expressed in the form of correlation factors. (3) Limit states for these load combinations were established based on structural modes of failures. (4) A comparison of different design practices was conducted based on the determination of the nominal values of strength and load values for ship structures to recommend the format required for each design variable. Methods for determining the design (nominal) values of both strength and load variables were presented as detailed calculation procedures. (5) Target reliability levels as used in other studies were summarized and ranges of target reliability levels were selected for the limit states. (6) Partial safety factors for the ranges of target reliability levels were calculated based on level 2 reliability methods.The paper also includes a detailed description of the methodology and sample guidelines for ship hull girder design with examples demonstrating their use.
Collaborative Engineering Across Organizational Boundaries
Authors: Boyars Art , Kusmik W. Aldo , Yukish Mike 
Published: October 2008

ABSTRACTThe design of next‐generation undersea weapon systems involves optimizing over many competing disciplines and objectives, and requires a broad range of technical expertise that is not resident within a single organization. Thus, the optimization and development of these systems requires the involvement of multiple government, academic, and commercial organizations. This paper provides lessons‐learned as a result of a four‐year effort in the Simulation Based Design (SBD) of undersea weapons. During this time, Naval Undersea Warfare Center (NUWC), Naval Surface Warfare Center (NSWC), and Applied Research Laboratory at the Pennsylvania State University (ARL/PSU) have explored different methods of collaborating across the organizations, and have identified many sources of friction hindering the collaboration. Some are well known, such as file incompatibility between CAD systems. Others are less studied but more fundamental, such as cultural differences between organizations. In order to facilitate collaboration and ultimately support the change in paradigm of acquisition, each must be addressed and resolved.
Assuring a Sea Vehicles Science and Technology Base for Transforming the 21st‐Century Navy
Authors: Metrey Richard E. , Truver Scott C. , Whitman Edward C. , Wright Mid’n. Ashley 
Published: October 2008

ABSTRACTWith general agreement among the government and commercial sectors on the importance of maintaining both naval supremacy around the world and viable maritime industries at home, the need for developing a “critical mass” of supporting science and relevant engineering practice should be apparent. Moreover, with increasing calls for “partnership” between government and industry as a key element in revitalizing U.S. shipbuilding, the existing public‐sector infrastructure of research and development centers and their associated technology base are unique resources. More urgently, achieving the George W. Bush administration's goal for widespread “transformation” of the U.S. armed services — the Navy and Coast Guard among them — will require creating new, innovative technologies to support advanced naval platforms for the agile, survivable, and affordable sea‐going forces of the 21st century. These factors create an urgent need to reemphasize the importance of a robust technology base in marine engineering for both national and economic security. This paper reviews the arguments for increasing government support for these important disciplines. It further proposes several alternatives — driven by national economic realities — for collaboration between the public and private sectors in creating and sustaining a focal point for maritime technology at the Carderock Division of the Naval Surface Warfare Center, currently the Navy's “flagship” facility for naval platform architecture and marine systems engineering.In his seminal work, The Influence of Seapower Upon History, Alfred Thayer Mahan traced a clear connection between the sea power of ocean‐going nations and their civilian maritime infrastructure—the fishing fleets, merchant marine, shipyards, harbors, port facilities, and experienced manpower that create and maintain traditions of seafaring within the lifeblood of the state. He noted:While many aspects of Mahan's sea power theories — such as “fleets in being”—have been left behind by the events of the 20th century, this fundamental truth remains: naval power and ocean industries are deeply intertwined, each depending on the other for sustenance and survival. Particularly with growing “globalization” and the beginnings of a “new world order” following the breakup of the Soviet bloc, freedom of the seas both to facilitate ocean commerce and to guarantee access for upholding national interests has never been more important to the United States. But only a world‐class navy that is attuned to technological change and is supported by an industrial base characterized by both innovation and high productivity can maintain freedom of the seas. This paper identifies a growing national deficit in the technologies required to sustain maritime industries responsive to both naval and commercial needs in the 21st century. It further proposes concerted government‐industry measures to redress the current inadequacy.
Patrol Craft Requirements and Technology Predictions Through 2020
Authors: Overman Jack P. , Cohen Steven H. , Hoggard Mark M. , Guilfoyle Jack , McKesson Chris B. , Oakes Mark C. , Scott Robert J. 
Published: October 2008

ABSTRACTIn 1992 a paper was presented entitled “Patrol Craft Requirements and Technology for the Next Century”. This paper updates that information to 2001. Patrol craft have been and will continue to be a part of world wide naval and coast guard inventories for decades. Their unique capabilities and the budget constraints of many navies including the U.S. Navy highlight the need for small surface combatants in future naval activity. This paper surveys patrol craft from 100 to 2,000‐tons displacement with speeds over 20 knots and presents the patrol craft technology in terms of platform configuration, combat systems, and hull‐mechanical‐electrical systems. Evolving platform types and supporting technologies for the future are presented. The initial portion of the paper discusses patrol craft missions and markets based upon data for craft delivered since 1980. The trends for future patrol craft capabilities, design, construction, and operation are presented. The concluding portion of the paper discusses future opportunities for patrol craft design, construction, and for technology advancement of craft subsystems.
Unstructured Grids for Ship Unsteady Airwakes: A Successful Validation
Authors: Ramamurti Ravi , Sandberg William C. 
Published: October 2008

ABSTRACTThe unsteady airflow over the aftdeck of the LPD 17 is computed. The primary goal of this paper is to demonstrate that a computational capability is available to confidently predict the airwake about ship superstructures. The unstructured mesh based incompressible flow solver, FEFLO, is used to compute this unsteady flow. Computed results are compared with wind tunnel model test experimental data at select locations and shows good agreement. The effect of tunnel walls and heading are studied. The unsteady flow field from the computations can serve as input to the Manned Flight Simulator (MFS) and can also be navigated in a virtual immersive environment in the Grotto at the Naval Research Laboratory.
A Lesson from the Greeneville Accident
Authors: Sacks Stephen 
Published: October 2008

ABSTRACTThe court of inquiry into the collision between the submarine Greeneville and the motor vessel Ehime Maru focused on human performance and functioning of equipment at the time of the accident. This commentary addresses whether alternative equipment, particularly equipment addressing communication and interpretation issues, would have made a difference. It also looks at whether generalized equipment of this nature would be of benefit in other hi‐tempo scenarios that could be anticipated in the future.
A Self‐Consistent Context for Unit‐ and Force‐Level Tactical Decision‐Making
Authors: Luessen Lawrence H. 
Published: October 2008

ABSTRACTAs the U.S. Navy and other services continue the transformation to network centric operations, there is a need for a self‐consistent context for describing and understanding the tactical decision‐making process at both the unit and battle force levels. A self‐consistent context will allow the combat systems engineer a framework for allocating “system” combat control functions at the unit level, as well as “system‐of‐system” command and control functions at the battle force level. This paper will recommend the use of a context used for many years by the Navy to describe an engagement or mission sequence: detect, control, and engage (DCE). It will be shown that DCE has as its foundation the observe, orient, decide, act (OODA) loop developed by Colonel John Boyd in the mid‐1980s. Using the OODA‐based DCE sequence, as well as the Department of Defense Joint Directors of Laboratories’ (JDL) Data Fusion Model, a unit‐ and force‐level context can be developed for the tactical decision‐making process and allocation of system functions. Further, the DCE sequence can be extended to the force level within the framework of network centric warfare introduced by VAdm. Arthur Cebrowski in 1998.
USS Annapolis:The Wardroom and The Crews Mess
Authors: Maissian E.D. 
Published: October 2008

BACKGROUNDUSS Annapolis (PG‐10) was the first of four gunboats (Vicksburg, Newport, Princeton) built during the transition period of the maritime world, that is ‐sail to steam, wood to steel.The Annapolis’ original barkentine rig was of the composite type, typical for the day — steel keel and frames, steel shell plating from main deck to waterline, and wood planking with copper sheathing to the keel. Copper being resistant to barnacles, this method was used, in as much as dry docks were a scarcity in those days.Rear Admiral Phillip Hichborn, chief constructor of the Bureau of Construction and Repair, designed the hull.Rear Admiral George Wallace Melville, chief of the Bureau of Steam Engineering, designed her power plant. He was one of few survivors of the Jeannette expedition through the Bering Straits to the North Pole.Her power plant was a triple expansion reciprocating steam engine, better known as an “Up‐n‐Downer”. Steam was supplied by two watertube boilers at 180 psi. These gunboats were pioneers in the use of watertube boilers.
Mechanical Inventions for Navigating Without Sails or Oars
Authors: Molina Ricardo Hernández 
Published: October 2008

ABSTRACTThe following study looks into some of the research efforts that were carried out in Spain during the eighteenth century around the subject of naval propulsion with the aim of replacing oars and sails as a means of powering seafaring vessels. Such efforts reflect a profound interest in inventing auto‐mechanically driven vessels.
Designing Navy Hull Forms for Fuel Economy
Authors: Karafiath Gabor , McCallum Donald , Hendrix Dane 
Published: October 2008

ABSTRACTDuring initial hull form design, a multitude of requirements need to be met. Among these are mission, ship size, armament, communications, stability, speed, sea keeping, etc. Tools such as ASSET are used to arrive at a design solution that will satisfy all these requirements. However, at this early design stage, attention needs to be given to the hull form shape, and its impact upon fuel consumption. Rising fuel costs and the need to conserve energy have mandated that Navy designs become more “energy efficient.”This paper documents a new design metric “CPE” for evaluating the resistance of any hull design. A CPE database is developed from historic model test data residing in the U.S. Navy Hull Design Database System (HDDS). CPE compares the resistance of a hull form to that of a similar Taylor Standard Series hull form. The paper also introduces a new hull form optimization computer program developed by Naval Surface Warfare Center (NSWC) and applies this program to show the potential for hull form improvement and fuel cost savings.
An Integrated Lean Implementation Model for Fleet Repair and Maintenance
Authors: Verma Alok K. , Ghadmode Anand 
Published: October 2008

AbstractThis paper develops a model for fleet repair and maintenance based upon lean principles and current best practices. A few generalized implementation models are discussed first. A survey of existing lean implementation models for ship repair and maintenance is done to assess their effectiveness. A new implementation model is presented at the end of this paper. This model incorporates current best practices as well as Lean and Six Sigma principles.