Combatant Ships Research Articles

Structure-borne noise transmission through ship stanchions

Stanchions provide a path for structure-borne noise transmission from a noise source space on one level to noise sensitive spaces on another level in commercial and combatant surface ships. Measurements of structure-borne noise from one level to an adjacent level were made with and without a stanchion in place in the laboratory full-scale model of ship compartments at Hopeman Brothers. Measured data of the structure-borne noise transmission loss across the stanchion and the difference in the airborne sound power levels radiated into the compartments with and without the stanchion in place are presented. Results of statistical energy analysis (SEA) are compared to measured data. Methods for reducing structure-borne noise transmission through stanchions are suggested.

SHIPBOARD DATA MULTIPLEX SYSTEM: A NEW CONCEPT FOR WARSHIP ELECTRONIC SYSTEM INTEGRA TION

ABSTRACTThe Shipboard Data Multiplex System (SDMS) is a general purpose information transfer system directed toward fulfilling the internal data Intercommunication requirements of a variety of naval combatant ships and submarines in the 1980–1990 time frame. The need for a modern data transfer system of the size and capability of SDMS has been increase in unison with the sophistication of shipboard electronic equipment and the associated magnitude of equipment‐to‐equipment signal traffic.Instead of the miles of unique cabling that must be specifically designed for each ship, SDMS will meet information transfer needs with general‐purpose multiplex cable that will be Installed according to a standard plan that does not vary with changes to the ship's electronics suite. Perhaps the greatest impact of SDMS will be the decoupling of ship subsystems from each other and from the ship. Standard multiplex interfaces will avoid the cost and delay of modifying subsystems to make them compatible. The ability to wire a new ship according to a standard multiplex cable plan, long before the ship subsystems are fully defined, frees both the ship and the subsystems to develop at their own pace, will allow compression of the development schedules and will provide ships with more advanced subsystems.This paper describes the SDMS system currently being developed by the U.S. Navy.

EFFECTIVENESS OF SUPERCONDUCTIVE ELECTRIC DRIVES

ABSTRACTThe application of electric power transmission to modern gas turbine‐powered combat ships provides increased flexibility of operation and can substantially improve operating efficiency. The use of superconductive dc machinery permits achieving these results with significant reductions in propulsion system size, weight, and physical layout restrictions. This paper presents results of a study of the application of superconductive electric power transmission to a twin‐shaft general‐purpose Destroyer which shows that reduction in required machinery space, weight, and fuel tankage permits a 9% reduction in ship volume and a 25% reduction in installed power, with no reduction in payload, speed, range, or other mission capabilities. In addition to improvements in operational flexibility, substantial savings in fuel consumption, ship construction costs, and operational costs are projected.

REVERSE‐OSMOSIS DESALINATION FOR SHIPBOARD POTABLE WATER

ABSTRACTReverse‐Osmosis (RO) desalination is under development at the David W. Taylor Naval Ship Research and Development Center to provide a low power, reliable, minimum weight and volume source of freshwater for nonsteam‐powered ship. Investigations of reverse‐osmosis systems and components conducted at a seawater test site have demonstrated significant progress in extending membrane life and system performance through improved prefiltration and water pretreatment techniques. Water pretreatment methods evaluated included chlorination, utrafiltration, cartridge filtration, flocculation, and diatomaceous earth filtration. Operating experience with a 2,000 gal/day RO unit installed aboard MONOB (YAG‐61) is discussed. Future plans include the development of a 12,000 gal/day system suitable for installation aboard combatant ships.

REPORT ON THE SURFACE COMBATANT SHIPS SYMPOSIUM AT VIRGINIA BEACH

Naval Engineers JournalVolume 90, Issue 6 p. 19-19 REPORT ON THE SURFACE COMBATANT SHIPS SYMPOSIUM AT VIRGINIA BEACH CDR. R.H. HOLT, CDR. R.H. HOLT USNSearch for more papers by this author CDR. R.H. HOLT, CDR. R.H. HOLT USNSearch for more papers by this author First published: December 1978 https://doi.org/10.1111/j.1559-3584.1978.tb04307.xAboutPDF ToolsExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL No abstract is available for this article. Volume90, Issue6December 1978Pages 19-19 RelatedInformation

AIRCRAFT CARRIER ELECTRICAL POWER SYSTEM DESIGN PRACTICES

Naval Engineers JournalVolume 89, Issue 4 p. 83-91 AIRCRAFT CARRIER ELECTRICAL POWER SYSTEM DESIGN PRACTICES VERGIL B. SMITH, VERGIL B. SMITH THE AUTHOR:began his professional career with the Department of the Navy in 1941 and subsequently participated in electrical power and lighting system design, ship construction, and maintenance and Fleet Support engineering. In 1958, he assumed the duties as Head of the Large Combatant Surface Ship Electrical Section in the Bureau of Ships and continued in this capacity in the successor organization, NAVSEC, where he is presently Head of the Aircraft Carrier Section in the Surface Ship Power and Lighting Branch. Mr. Smith received his BS degree in Electrical Engineering from Louisiana State University in 1939 and during the course of his professional career has been a lecturer at Massachusetts Institute of Technology in support of the Naval Postgraduate School Program.Search for more papers by this author VERGIL B. SMITH, VERGIL B. SMITH THE AUTHOR:began his professional career with the Department of the Navy in 1941 and subsequently participated in electrical power and lighting system design, ship construction, and maintenance and Fleet Support engineering. In 1958, he assumed the duties as Head of the Large Combatant Surface Ship Electrical Section in the Bureau of Ships and continued in this capacity in the successor organization, NAVSEC, where he is presently Head of the Aircraft Carrier Section in the Surface Ship Power and Lighting Branch. Mr. Smith received his BS degree in Electrical Engineering from Louisiana State University in 1939 and during the course of his professional career has been a lecturer at Massachusetts Institute of Technology in support of the Naval Postgraduate School Program.Search for more papers by this author First published: August 1977 https://doi.org/10.1111/j.1559-3584.1977.tb04234.xCitations: 2 AboutPDF ToolsExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Citing Literature Volume89, Issue4August 1977Pages 83-91 RelatedInformation

Morbidity as a Factor in the Operational Effectiveness of Combat Ships

Abstract : Variations in morbidity rates were examined in relation to operational conditions and situational factors during overseas deployments of five Navy combat ships. Comparisons of gastrointestinal disorder and trauma rates for various phases of the operational schedules indicated that G.I. incidence is primarily related to specific ports visited while trauma incidence is more a function of time of deployment, operational activity, pay grade, and job assignment.

THE MERCHANT SHIP NAVAL AUGMENTATION PROGRAM (MSNAP)

ABSTRACTIn the past two decades the U.S. Overseas Supply Base structure has greatly diminished, stretching the supply lines to deployed Navy forces. At the same time rapidly rising shipbuilding costs have caused new combatant ship construction to squeeze out new replenishment ship construction. The result is longer supply lines with fewer assets to support them. Merchant ships show great promise in augmenting Navy replenishment ships in some situations, but now have no interface capability for “at—sea” transfer of dry cargo. The aim of the Merchant Ship Naval Augmentation Program (MSNAP) is to provide adapter packages that provide a merchant ship with this capability on short notice and with inexpensive components. Some conceptual component designs have been developed, and limited feasibility testing has been conducted. However, many of the critical problems yet remain to be solved by the Naval Engineering Community.

PRE‐SEA TRIAL AUDIT— A USEFUL TOOL?

ABSTRACTA Project Manager must be able to assess the status of his program to maintain control of it. Numerous methods have been used by the Naval Sea Systems Command (NAVSEA). The latest is the concept of Pre‐Sea Trial Audit (PSTA). This paper describes the first application of this audit process to a major, new construction combatant ship, the USS Nimitz (CVN‐68), a nuclear aircraft carrier; outlines the major problems encountered in its implementation; and offers the Author's conclusions on the usefulness of the concept.

A.S.N.E. DAY 1976 TECHNICAL PAPER: COMMENT AND DISCUSSION‐SESSION NO. 7, PAPER #2

ABSTRACTThe “Design to Cost”concept is investigated from a practical viewpoint by analyzing the impact this design philosophy has had on recent Navy ships. The Guided Missile Frigate design is used as a case study to determine the differences between naval ships “Designed to Cost” and those conventionally designed. The case study includes an investigation of naval architectural features, performance, cost, and an analysis of the design “trade‐off” decisions.The analysis of the FFG‐7 “Design to Cost” pointed out a number of significant differences compared to conventional ship design. A substantial weight and cost savings was realized due to the highly constrained design environment. It is estimated that the FFG‐7 would have displaced about 1500 tons (40 percent) more if it had not been for the “Design to Cost” procedure. This savings was achieved primarily as a result of a reduction in performance requirements.The future oP“Design to Cost” as a viable design philosophy for naval ships is discussed. It is concluded that the Navy must follow this concept in order to hold down the cost of combatant ships but that a decrease in overall ship performance must be expected.

SHIPBOARD DATA MULTIPLEX SYSTEM (SDMS) — A NEW DESIGN FOR LOWER SHIP COST AND IMPROVED FLEXIBILITY

ABSTRACTThe Shipboard Data Multiplex System (SDMS) is a general purpose information transfer system directed toward fulfilling the internal data intercommunication requirements of a variety of naval combatant ships and submarines in the 1980 time frame. The need for a modem interior communication system of the size and capability of SDMS has been increased in unison with the sophistication of shipboard electronic equipments and the associated magnitude of equipment‐to‐equipment signal traffic.Instead of the miles of unique cabling that must be specifically designed for each ship, SDMS will meet information transfer needs with general‐purpose multiplex cable that will be installed according to a standard plan that does not vary with changes to the ship's electronics suite (Figure 1). With standard multiplex cabling throughout the ship and standard SDMS interfaces to ship subsystems, adding new equipment will be almost as simple as plugging a TV into standard house wiring outlets. However, the greatest impact of SDMS will be the decoupling of ship subsystems from each other and from the ship. Standard multiplex interfaces will avoid the cost and delay of modifying subsystems to make them compatible. The ability to wire a new ship according to a standard multiplex cable plan, long before the ship subsystems are fully defined, frees both the ship and the subsystems to develop at their own pace, will allow compression of the development schedules and provide ships with more advanced subsystems.

“DESIGN TO COST”—A VIABLE CONCEPT IN NAVAL SHIP DESIGN

ABSTRACTThe “Design to Cost” concept is investigated from a practical viewpoint by analyzing the impact this design philosophy has had on recent Navy ships. The Guided Missile Frigate design is used as a case study to determine the differences between naval ships “Designed to Cost” and those conventionally designed. The case study includes an investigation of naval architectural features, performance, cost, and an analysis of the design “trade‐off” decisions.The analysis of the FFG‐7 “Design to Cost” pointed out a number of significant differences compared to conventional ship design. A substantial weight and cost saving was realized due to the highly constrained design environment. It is estimated that the FFG‐7 would have displaced about 1500 tons (40 percent) more if it had not been for the “Design to Cost” procedure. This saving was achieved primarily as a result of a reduction in performance requirements.The future of “Design to Cost” as a viable design philosophy for naval ships is discussed. It is concluded that the Navy must follow this concept in order to hold down the cost of combatant ships but that a decrease in overall ship performance must be expected.

Organizational Factors and Health Status

Data about 4,586 enlisted crew members aboard six combat ships confirmed an hypothesis that prediction of illness would increase significantly by considering organization or ship. Organizational variance was significant in predicting individual and group illness rates, and the single most effective predictor of individual illness rates was an individual's assigned ship. While further research is needed to determine particular organizational characteristics responsible for this variance in illness rate, it is clear that more accurate predictions of individual illnesses can be made by considering the organizational contexts in which they occur.

THE OPERATOR AND ENGINEER—PARTNERS IN NAVAL SHIP DESIGN

AbstractToday, due to the extreme complexity of modern naval ships, there is a need for the Ship Designer and Ship Operator to work together as partners in designing combatant ships. The ship design process consists of a continual series of “trade off” decisions where one feature is balanced against another. The Ship Designer (PRODUCER) and the Operator (CUSTOMER) must make these decisions together. This paper addresses a number of important design factors which the Engineer and Operator should keep in mind; namely, the meaning and cost of ship performance, the importance of life cycle cost, and the effect of the design spiral. Specific examples are cited explaining the impact that compromises between several performance features can have on a ship design. The message emphasized is that ship performance never comes cheaply and that the Engineer and Operator are in the best positions to make the difficult decisions necessary to produce a balanced ship design.

INTEGRATION OF MODERN MACHINERY SYSTEMS

AbstractWith the advent of gas turbine prime movers for both propulsion and electric power generation, new methods of optimizing thermal efficiency are needed if weight and cost limits are to be achieved by new ship designs without sacrificing operational capability. The balance of primary power generation from fuel and secondary power generation utilizing other energy media must be reviewed. Where once the basic shipboard energy conversion was Bunker C fuel into steam within a large boiler, using steam as the energy medium for all power and heating use, we now have machinery systems that convert fuel into energy at several subsystem levels, i.e. propulsion, electric power, auxiliary steam and so forth. The design challenge for today's machinery system engineer is to optimize thermal recovery from fuel much the same as economizers, etc. that were used in previous steam plant designs. This can be done by making one system dependent upon another for its source of energy. However the design constraint demanded by NAVY combatant ships is that operational flexibility, vulnerability protection and reliability/maintainability/availability goals for each dependent system must be maintained should the primary energy source system fail.This paper presents an engineering approach to generating and evaluating alternative machinery designs within the structure of a set of ship design criteria categories. These categories are defined and examples of machinery system design objectives given. A design process is then proposed which includes determination of energy requirements, identification of alternate energy generation/conversion hardware and verification of adequate energy supply under all operating modes. Discussion is given to the importance of selecting the proper energy medium (fuel, electricity, steam, etc.) for each functional service if energy generation and energy absorption are to be efficiently matched. An evaluation approach is then presented which compares total performance of candidate designs on a system‐level basis.Finally, the paper describes two recent ship designs where integration of machinery systems has taken place: the Canadian DDH‐280 Class Destroyer and the U.S. Navy DD‐963 Class Destroyer. Elements in the “trade‐off” studies for these ships are reviewed and design advantages discussed.

U.S. NAVAL MACHINERY AUTOMATION CONCEPTS

AbstractThis paper briefly outlines the present centralized machinery plant control practices in the U.S. Navy for steam, gas turbine and diesel plants. The level of automatic control existent in the more advanced ships today is described.Problems existing with present automated machinery designs are discussed with some recommended solutions.Present conceptual automated machinery plant control systems for current ship designs are described, together with applicable control concepts. An examination of practical control system design alternatives available for such warships today are presented.Considerations regarding the ultimate practical level of automation for Naval machinery are postulated for the future.Advantages in accepting “on‐line” digital control of Naval machinery in a combatant ship are discussed with an exposition of the side benefits to be gained in utilizing this method of control.Predictions relating to the impact of “on‐line” digital computer control of Naval machinery in the Fleet and the eventual advantages of such a control scheme are related. The interface relationships with personnel training, rate structure, and maintenance philosophy are discussed.

An Application of the Series Turbine to a Highspeed Naval Combatant Ship

An Application of the Series Turbine to a Highspeed Naval Combatant Ship

THE SHIP LAUNCHED PROJECTILE

THE SHIP LAUNCHED PROJECTILE

Naval Strategy in the War of the Pacific

One of the special characteristics of naval warfare is its aggressive nature and the speed of its resolution. Unless combat is avoided, naval warfare is invariably swift and decisive. Armies may stand face-to-face for days or months, both up to their shoulders in mud. When warships meet on the high seas, usually one side will soon be celebrating a victory, It is not often that a nation's sea power comes to rest on a single warship, but in the contest between Chile and Peru (1879-1883) this was the case, because this war occurred during the change from wooden ships to ironclads.Naval strength is customarily measured by counting guns and the weight of the metal they discharge, total tonnage of all combatant ships, thickness of armor plate, and the number of the crews. Before fighting commences this is the only convenient way to assess the strength of opposing forces. But hardware is only one factor of naval power. Once the cannons have been unlimbered an unmeasurable factor can change all calculations, a factor best expressed by the venerable naval maxim: “Men, not ships, win battles.”

Heat-Transfer Studies of Naval Boilers

Abstract During World War II the double-furnace superheat-control type boiler was the prevailing type used on combatant ships. It operated at a pressure of 575 psig and temperature of 850 F. These boilers presented two serious operational difficulties: Adaptation of relatively simple automatic control systems for double-furnace operation; and maintenance of sufficient steam flow through the superheater to coincide with firing rates in the superheater furnace. Because of these and other difficulties associated with size and weight requirements, postwar naval boilers were predominantly the single-furnace integral superheater type. In single-furnace boilers all steam generated flows through and gases of combustion flow over the superheater. There are no positive means of superheat control such as dampers and attemperators, but steam temperature at superheater outlet may be varied by changing combination of lighted-off burners, amount of excess air, or temperature of feed. These or other changes of a similar type generally have a small effect upon final steam temperature and additionally affect cycle and operating efficiencies. Therefore it is imperative that these integral superheater boilers be designed to provide a required superheat temperature. These temperatures should be constant over as wide a range of rate as possible. Boilers that range in pressure from 600 to 2000 psig and temperature from 800 to 1050 F have been tested.