bluuebunny/crossref_metadata_2025_split huggingface dataset:
INNOVATION IN SHIP DESIGN: ARE WE WILLING TO RISK?
Authors: JOHNSON ROBERT A. 
Published: March 2009

ABSTRACTDuring the last five years the Naval Sea Systems Command (NAVSEA) has been studying, developing and revising design alternatives for a major class of mid‐mix surface combatants that will be operating in the surface fleet well into the 21st century. Early tasking directed that design alternatives be investigated to consider innovations, technology developments and cost reduction items while still basing the design on low risk technology. In order to fulfill these directives, comprehensive hull mechanical and electrical (HM & E) technology surveys were conducted. The purpose of these surveys was to identify and assess potential technology developments that could yield acquisition or operational cost reductions or provide significant performance improvements. R & D programs as well as developing technologies in the private sector were reviewed. Numerous trade‐off and design studies were conducted to evaluate concepts. Several of the concepts and developmental systems were incorporated into two different concept design baseline alternatives and presented to higher authority. After initial acceptance of one of the concept design alternatives the subsequent design evolved away from the more innovative concepts to a more conservative design. Many of the concepts initially incorporated into the concept design alternatives are reviewed. However, questions arise such as what risk (if any) is acceptable in the HM & E area for a new major class of ships? What can the designer do to ensure that technological developments affecting HM & E subsystems are exploited to the fullest, yet still minimize risk in the design? An attempt is made to address these questions through the design example presented.
RACER — A DESIGN FOR MAINTAINABILITY
Authors: DONOVAN MICHAEL R. , MATTSON WAYNE S. 
Published: March 2009

ABSTRACTThere is a great deal of emphasis currently in the Navy on the issues of reliability and maintainability. If a system or component is out of commission, it obviously cannot perform its mission. Thus, systems and components must be reliable, with low failure rates, and maintainable, with short repair times when the system does become inoperable. To be effective, these attributes must be incorporated into new ship systems early in the design stage.The Rankine cycle energy recovery (RACER) system is a heat recovery steam cycle designed to recover energy from the exhaust of an LM2500 gas turbine for augmentation of a ship's propulsion system. The RACER system provides several advantages to a gas turbine powered ship, one of which is improved fuel efficiency for significant annual fuel savings. This saving does not come free, however, since, in general, any additional system installed in the ship will have some maintenance requirements. In keeping with the Navy's current emphasis, a key philosophy in the design of the RACER system has been to minimize this maintenance burden.After a brief description of the RACER system and its design philosophy, the techniques being used during the design phase to minimize the maintenance burden on the fleet are presented. Trade‐off studies concerning acquisition versus life‐cycle costs, including fuel and maintenance costs, are discussed. Innovations incorporated into this state‐of‐the‐art system are reviewed with an emphasis on design for affordability.
SCENARIO USE IN NAVAL SYSTEM DESIGN
Authors: PACE DALE K. 
Published: March 2009

ABSTRACTWhile scenarios are recognized as an important part of war gaming, their role in technical evaluations that support naval system design is not fully appreciated by everyone in the technical community. Yet scenarios have a significant impact on technical evaluations, which are used to establish system requirements, to determine system characteristics, and to evaluate system performance. This paper provides a construct for technical evaluation that provides a proper perspective about scenarios; it also presents principles for developing good scenarios.
UNDER WA Y REPLENISHMENT: KEEP IT SIMPLE BUT EFFECTIVE
Authors: MILLER MARVIN O. , HAMMETT JOHN W. 
Published: March 2009

ABSTRACTThere have been three important developments in underway replenishment (UNREP) since the jury‐rigged days of World War II. These developments while simple in concept have drastically advanced the state of the art through increased operational effectiveness:

The most important development is the high‐speed, one‐stop AOE UNREP ship that sails with a battle group and increases the staying power of the battle group.
The UNREP system that transfers the cargo between ships is called STREAM. The system is safe, simple and efficient because STREAM doesn't fight to overcome the relative motion between the two ships but through the use of innovative machinery lives with ship motion.
There are not enough UNREP ships to shuttle fuel, ammo and stores to battle groups when operating at high tempo and long distances from U.S. bases. Techniques have been developed to adapt low cost merchant ships so in an emergency they can bring and transfer needed cargo at sea to UNREP ships operating with the battle group.
COMBINING PRESSURE AND INERTIAL MEASUREMENTS FOR SUBMARINE DEPTH DETERMINATION
Authors: GLASS MICHAEL , TER HORST JACOB A.M. 
Published: March 2009

ABSTRACTAccurate determination of depth constitutes one of the critical inputs for a submarine navigation system. The traditional method of basing this determination solely upon a measurement of water pressure demands that a design tradeoff be made between the depth measurement bandwidth (responsiveness) and the degree of rejection of the “noise” component of the pressure signal, arising from surface waves. The technique discussed below comprises a method of overcoming this problem by combining a pressure signal from a piezoelectric transducer with an accelerometer signal from an inertial measurement system. The melding is implemented as a fully digital filter, yielding depth and depth velocity. The algorithm has been incorporated into the design of the DDC Model 6480 retransmission system for the Royal Netherlands Dutch Navy's Walrus class of submarine.
COMBATANT PATROL BOAT TOPSIDE DESIGN
Authors: LAW PRESTON E. , KUNIYOSHI SEIJI , MORGAN THOMAS P. 
Published: March 2009

ABSTRACTAlong with the recent development of shipboard weapon systems of substantial firepower, considerable interest has risen in the design of light‐displacement, high‐speed combatant patrol boats. However, there has been an incorrect notion about patrol boats; “little boats have little problems.” From topside designers' point of view, little boats have many and big problems. Because of extremely limited shipboard topside space of this type ship, severe constraints are imposed for topside designers to effectively arrange shipboard combat systems, such as radars, fire control systems and communication equipment, to fully optimize the overall system performance and to sufficiently reduce electromagnetic hazards and interference (EMI). Recently, computer‐aided design techniques have been extensively utilized in combatant patrol boat topside design by making effective use of NAVSEA's topside design model (TDM), which allows for interactive design in graphically illustrated topside arrangements. Combat systems effectiveness is analyzed in terms of elevation plane optical coverages, radar line‐of‐sight (LOS) range detection, and omni‐directional antenna range prediction. The TDM algorithm includes the cumulative amplitude probability distribution of the HF communications range for the broadband fan and tuned whip antennas. The program is extended to analysis of the radiation pattern of directive antennas showing gain reduction principally due to blockage by superstructures. Finally, a set of candidate topside arrangements are proposed to the appropriate ship acquisition and design manager as feasible options to be pursued in the preliminary design phase.
DOCTRINAL AUTOMATION IN NAVAL COMBAT SYSTEMS: THE EXPERIENCE AND THE FUTURE
Authors: GERSH JOHN R. 
Published: March 2009

ABSTRACTFor the last four years the most advanced surface combat direction system (CDS) of the U.S. Navy has employed a limited knowledge‐based control mechanism. Implemented in the Aegis Weapon System's command and decision element, this capability is called control by doctrine, and is a foundation for the Ticonderoga class cruisers' exceptional performance. Control by doctrine allows CIC personnel to direct that certain CDS functions be performed automatically upon tracks with specified characteristics. In effect, these CDS functions, from identification to engagement, can now be controlled through the specification and activation of general system response rules rather than by individual operator actions. The set of active rules, called doctrine statements, forms a system knowledge‐base.The Advanced Combat Direction System, Block 1, successor to today's Naval Tactical Data System, will also employ control by doctrine. As part of a larger effort investigating Aegis/ACDS commonality issues, a Doctrine Working Group was chartered to consider, among other things, implications for force‐wide interoperability of multiple systems with such rule‐based control mechanisms. The working group produced a set of design objectives for doctrine statement standardization across CDSs. Principal features of these objectives are described.The prospect of several such ships operating together in a battle group has raised questions as to the methods by which the actions of ships with those doctrinally‐automated systems can best be coordinated. Related questions deal with specific design features for the support of such coordinated action. Work is now being carried out to investigate these questions.Combat system automation through doctrine statements is only one kind of rule‐based control. Much work in the area of artificial intelligence deals with the use and maintenance of complex systems of rules, usually in non‐real‐time problem solving applications. Such systems are just now beginning to be applied to real‐time control problems. While the operational constraints of naval combat systems make them different in many ways from such traditional expert systems, lessons in each area can be learned from work in the other. In fact, a general spectrum of rule‐based control can be described, with certain design features related to application areas.
LOGISTICS ENGINEERING AT THE COMBAT SYSTEM LEVEL
Authors: FERENCE DARRELL W. 
Published: March 2009

ABSTRACTIn the late nineteen‐seventies, the combat system engineering communities within the Naval Sea Systems Command were coming of age in the ship overhaul arena. New surface combatant acquisition programs were on the horizon, and questions were being raised from several different disciplines including logistics engineering regarding what could be, and what should be, done at the combat system level in these new construction programs.One of these new programs, the DDG‐51 class shipbuilding program which materialized in 1979, incorporated a combat system engineering approach. The DDG‐51 Class Combat System Project was initiated in support of that approach, and the ILS program that ensued was the first at a combat system level.This paper presents a summary of the logistics engineering efforts associated with that program from the demonstration/validation phase in 1981, into the current early production/deployment phase. The paper also provides assessments on the value of conducting various logistics engineering related tasks at the combat system level. These assessments are offered for consideration in the planning of comparable projects.
FROM TYPHON TO AEGIS — THE ISSUES AND THEIR RESOLUTION
Authors: INMAN BRYCE D. 
Published: March 2009

ABSTRACTThe Aegis weapon system, now deployed in the USS Ticonderoga cruiser class and soon to be deployed in the Arleigh Burke destroyer class, is generally accepted to be, by far, the most capable ship AAW weapon system in the world. The concept for this system was developed in the mid‐1960s as replacement for the failed Typhon weapon sysem. During the concept design and early development phases there arose a number of key technical and programmatic issues. In retrospect, a different decision on many of these issues could have resulted in a much less capable system and, in some cases, to another system development failure. This paper first provides a brief description of the Typhon system concept and why it failed in execution. This is followed by the identification of key early technical and programmatic issues. Each issue is discussed, the options defined, and the final resolution described. With the benefit of hindsight, the impact on the system development from a different decision is suggested. Finally, an attempt is made to reach some general conclusions that could be of value to other similar development efforts.
STATIC AND UNDERWAY ALIGNMENT OF MAIN PROPULSION SHAFT SYSTEMS
Authors: VASSILOPOULOS LYSSIMACHOS 
Published: March 2009

ABSTRACTThe implementation of shaft alignment and its monitoring with a ship underway have been considerably enhanced since the strain gage method was first introduced in this country in 1972 during construction of the first VLCC, the TT Brooklyn.After a brief review of the subject of shaft alignment for marine drives, the paper illustrates the role of strain gages as the ultimate sensor for implementing, checking and verifying the state of vertical and horizontal alignment during the early construction phases, in the course of trials or during service.The instrumentation packages and computer software needed to implement strain gage technology for both bondable and weldable gages are reviewed, starting with the simple static case and proceeding with the use of telemetry when the ship is underway and the shaft rotating. The significant aspects of system modelling that are so crucial for the proper utilization of strain gage technology are then treated in some detail.The main objective of the paper is to show the advantages of strain gage technology to completely define the state of alignment, to predict weardown of bearings, to provide guidance for corrective action, to detect mechanisms causing bearing failures, noise and vibrations, and to afford a systematic approach for predictive maintenance purposes. Recommendations are given for future research that will render this technology more cost‐effective.
ADVANCED DAMAGE CONTROL SYSTEM
Authors: GEER DAVID 
Published: March 2009

ABSTRACTThe principal operational requirement for a warship damage control system is to assure the timely and informed application of the resources of the ship, both men and equipment, to the containment and control of major battle damage. In order to meet this requirement, the damage control system must first survive the initial damage, and then provide the capability for the damage control team to develop and implement a realtime, informed strategy to first contain and then control damage.The damage control solution has five parts:

Define the end‐to‐end, total ship damage control system for a specific ship or ship class
Define the specific level of expected damage the ship and damage control system must survive
Provide the capability for damage control personnel to make informed, real‐time decisions utilizing human observations, progress reports, sensor and equipment inputs, and proven damage control doctrine
Provide the ability to exercise total ship, coordinated, real‐time control of men and equipment at the scenes of damage
Design in predetermined criteria for change‐over from remote, automated control to local‐manual control, either due to damage or to loss of ships' electrical power, in accordance with proven damage control doctrine.

Development of a successful damage control system design requires a survivable, end‐to‐end control system approach, both automated and manual, which integrates sensors, human observation, control and decision processes to rapidly focus resources to engage and control damage. This paper describes the performance requirements and design approach for a survivable ship‐wide integrated damage control system that will meet naval operational requirements for specific damage scenarios during peacetime and wartime.
SHIP EM DESIGN TECHNOLOGY
Authors: LI S.T. , LOGAN J.C. , ROCKWAY J.W. 
Published: March 2009

ABSTRACTThis paper describes the design procedure and engineering design tools used for Navy shipboard exterior RF communication system design. The approach is an iterative process by which candidate RF system designs can be analyzed to determine their relative desirability.Several computer codes have been developed for designing the exterior RF communication systems for Navy ships. The software design aids consist of two packages, one for antenna modeling (such as the NEC‐Method of Moments, NEC‐Basic Scattering, and NEC‐Reflector antenna codes), and another for communication systems analysis (such as DECAL, PECAL, LINCAL, and COSAM II). These codes have been well documented, validated, and applied successfully to design and integrate a number of shipboard exterior communication and topside antenna systems. However, there exist two shortcomings: (1) lack of a user friendly interface, and (2) lack of the ability to enforce design discipline and completeness. The Naval Ocean System Center recognized these shortcomings and has initiated the development of engineering workstations such as the Interactive Graphic Utility Automated for Numerical Electromagnetic Code (NEC) Analysis (IGUANA), the Numerical Electromagnetics Engineering Design System (NEEDS), and the Communication Engineering Design System (COEDS).
HISTORY OF COAST GUARD SURFACE EFFECT SHIP PERFORMANCE IMPROVEMENTS
Authors: LARIMER GARY , McCOLLUM JOE , SCHAUB BENTON , VAN LIEW DONALD , WHIPPLE CHARLES 
Published: March 2009

ABSTRACTDuring the early 1980s the United States Coast Guard took delivery of three surface effect ships (SES) from Bell Halter, Inc. These 136‐ton, 30‐knot plus, aluminum hulled cutters were to be used primarily for drug interdiction in the southeastern United States. By early 1985, however, the full load weight of these cutters had grown to 150 long tons, and their top speed had dropped to below 23 knots in calm water. By mid‐1985, operation of all three SESs was suspended to prevent possible catastrophic failure of their main engines. At this point, the USCG joined ranks with Textron Marine Systems (then Bell Aerospace), and Detroit Diesel to analyze what had gone wrong, and to propose solutions to the problems encountered. From that beginning, the performance of the Coast Guard's SESs has steadily and dramatically improved until at present all three cutters are able to exceed their original performance specifications. This paper discusses the problems experienced with the SESs, including engine overloading, vibration, ride quality, seal wear, poor lift system performance, and metal cracking, along with the corrective actions taken to solve them. The cooperation between government and private industry, which made this dramatic turn‐around in performance possible, is also explored. Lessons learned about SES technology are viewed in relation to the general experience of the Coast Guard with other types of high performance hull forms.
AUXILIARY SHIP HULL FORM DESIGN AND RESISTANCE PREDICTION
Authors: FUNG SIU C. 
Published: March 2009

ABSTRACTIn this paper 154 auxiliary type monohull designs are analyzed for guidance on how to select the appropriate hull form parameters, particularly with regard to the effects of hull section shapes, sectional area and design waterline curves on ship resistance. This paper also discusses the resistance predictions based on (1) the statistical approach and (2) the use of series model test data (such as Taylor's standard series) and associated “worm curve factors” with the help of data management software.
A MODULAR SHIPBOARD HELICOPTER SUPPORT SYSTEM
Authors: RODRICK EUGENE J. , MAURER DAVID M. , GROCHOWSKI RAYMOND B. 
Published: March 2009

ABSTRACTThis paper discusses the conceptual design of a modularized helicopter support facility for the U.S. Army which can be rapidly assembled aboard a commercial containership. The facility includes accommodations, a flight deck, hangar, repair parts storage, and a complete set of shops to support the entire range of helicopter types likely to be involved in low‐ to medium‐intensity conflicts. This capability may be transferred ashore in the area of operations using commercial container port facilities or current logistics over the shore (LOTS) equipment.The U.S. Navy developed a concept for a modular system, called Arapaho, to provide convoy protection using a commercial containership as an antisubmarine warfare (ASW) helicopter platform. A preliminary development model was built to demonstrate the feasibility of quickly assembling such a system onto a merchant containership and performing flight operations safely at sea. The British Royal Navy leased this system and operated it successfully in the Falklands and in Lebanon.The U.S. Army Arapaho system will be configured around a U.S. Army aviation intermediate maintenance (AVIM) company. Army manpower and personnel integration (MANPRINT) and hardware/manpower integration (HARD‐MAN) methodologies are applied to tailor the Arapaho to the functional requirements, organization and equipment of the AVIM company. Functions necessary to maintain and operate the system independently of support from the ship have been identified and form a part of the overall manpower, personnel and training concept of the Arapaho. Trade‐offs are conducted to determine the best approaches to accommodating the personnel and equipment in ISO standard modules suitable for use aboard a commercial containership and ashore. Alternate approaches to arranging these modules aboard the selected baseline ship are examined, and the best configuration in terms of operational effectiveness, supportability, MANPRINT, cost, installation time and readiness is selected.