Ship Concept Research Articles

Ship Impact Studies

ABSTRACTA major role of the naval architect is assessing the value of future equipments and costs of requirements to the Navy. The means of doing this is a series of ship feasibility studies. Setting R&D priorities or establishing the requirements for a new ship class often means 40 to 100 of these studies. The paper presents, in an appendix, the titles of a sample series of impact studies from the early stage design of the DDG‐51: 7 baselines with a total of 52 excursions. The amount of work is so demanding that the nature of the process itself is often obscured by the massive amount of output.There is no “universal” system impact; the ship impact assigned to something is dependent on a series of factors. It depends on what baseline ship is chosen, if the ship is near a machinery step function, in what order the questions are asked, what the subsystems of that ship are, whether a knee in the curve has been reached, fleet operational preferences, the fact that savings are not cumulative and inherent flaws in the process.The paper discusses how changes in basic ship architecture alter the results of ship impact studies. A second appendix describes three generations of destroyers (CL‐51, DD‐963 and the DDG‐51) of similar displacement but with radically different ship impact responses.The variable nature of ship impact results is why “savings” of systems which are widely advertized in technical society papers and new‐system‐advocate pitches are sometimes not found in procurement ship studies. The users of the ship impact studies (the OpNav requirement writers and the R&D investment selectors) should understand the strengths and weakness of assessing ship impact. They should also understand the need to prepare design tools in advance and the need to study the impact on future ship concepts rather than existing ships.

THE AMERICAN SOCIETY OF NAVAL ENGINEERS takes great pleasure in presenting: THE GOLD MEDAL AWARD FOR 1991

THE AMERICAN SOCIETY OF NAVAL ENGINEERS takes great pleasure in presenting: THE GOLD MEDAL AWARD FOR 1991

Naval Surface Warfighting Vision 2030

The Naval Surface Warfighting Vision 2030 was developed by a small team of naval analysts at the Naval Surface Warfare Center for the purpose of developing future warfighting concepts. The Warfighting Vision 2030 is a strategy-framed, top-down description of surface warfare, which focuses on future warfighting needs. A surface warfare concept of operations is presented and evaluated in several different naval campaign scenarios, which are varied depending on future world geopolitical alternatives. A naval surface force structure is postulated and analyzed in terms of the surface ships and combat systems required to implement the concept of operations. Ship and combat system characteristics are generated for conceptual ship-types. Performance goals are analyzed based on parametric tradeoffs conducted at the operational level of warfare. A mother ship concept, which features smaller scout-fighter vehicles (surface, sub-surface, and air), is presented as a means of performing specialized missions, such as mine countermeasures, special forces operations and shallow water ASW. The “vision” surface force structure is introduced as a way to rebalance and evolve from today's force structure to a more flexible, adaptable, and affordable force for the future.

Database System Approach for Maneuvering Performance Prediction

A study on the database system aimed at the prediction of ship's maneuverability has been carried out. The database system covering full-scale ship's performance, hydrodynamic ship model data and ship geometry is presented. The full scale ship maneuvering performance data and model hydrodynamic data are analyzed here. The results are explained by comparison with series ship model test data. It is pointed out that the use of the database system has limited accuracy if only ship's main particulars are used for the database access. To remedy this situation, an idea of using a type ship concept for improvement of the maneuverability prediction is proposed.

Small Ships, Advanced Technology and Warfighting Performance

ABSTRACTChanging threat requirements and radical budget shifts imply that Navy operational needs will broaden and engineering solutions will face tougher constraints. Existing and emerging technology promise increased combat capability in smaller packages; space‐based assets will allow operator orchestration of widely dispersed naval units via connectivity attributes previously unavailable. Tactical data relay by downlink may permit reallocation of responsibilities among several platforms, space, air, or seaborne, so ships can be outfitted for custom‐use (sensing, unique data processing, high‐firepower) and optimized to meet specific mission needs. These evolving capabilities demand a fresh look at ship concepts and prospective force structures consistent with global and fiscal realities. Warfighting performance formerly unknown in small ship design may offer a very effective solution to the intricate, interacting issues of falling defense budgets, diverse operational requirements and complex national priorities. Multimission ships which take advantage of new or current technology to reduce ship size, manning and cost could be affordable in sufficient numbers to meet our continuing worldwide obligations, complement our larger ships' force structure, and produce a balanced fleet. These same ships could satisfy U.S. maritime needs beyond the Navy and improve export trade through foreign military sales (FMS).

A structural modeling of torsional ship motions

This study is concerned with a structural modeling for torsional motions of thin‐walled girders of ships by beam idealization on the basis of three‐dimensional theory of elastodynamics. In the modeling, (1) the fundamental equations of elastodynamics are expressed in a unified variational form that is expressed by means of Hamilton's principle through Friedrichs's transformation [M. C. Dökmeci, IEEE Trans. UFFC‐37, 369–385 (1990)]. Next, (2) a series representation in the aerial coordinates of cross section is introduced for the displacement field. Mindlin's averaging procedure in the variational form is used so as to derive the one‐dimensional governing equations of torsional motions. The governing equations that are expressed both in local and variational forms incorporate all the significant effects of motion; the warping of cross section, the geometrical nonlinearity, and the fluid effect by the added mass concept of ship are all taken into account. Further, (3) special cases are discussed and, in particular, the fully linearized governing equations are studied. The sufficient conditions are enumerated for a unique solution of the linearized governing equations by use of the logarithmic convexity argument.

知識ベース・システムを用いた自動避航操船実験

A collision avoidance system has been developed using a knowledge-based (expert) system originally built for experimental study on integrated autonomous ship control for piloting, navigation and on-board management under substantially no assistance by the crew. For confirmation of its effectiveness, full-scale performance trial was carried out using an experimental prototype of the above system and an ARPA as the target ship sensor on board a 425 GT-training ship 'Shioji-Maru' of The Tokyo University of Mercantile Marine, off the Bay of Tokyo near the Uraga Suido Traffic Route. Tests were run repeatedly over a period of a month and its autonomous collision avoiding performance was demonstrated successfully for real encounters, including fairly complex multiple meetings. On-board evaluations were made regarding the use of the system's graphic terminal display as a bridge collision-avoidance/navigation-aid, and its apparent adequacy has been verified. The system's potential multi-lateral use is pointed out as a navigation-aid and autonomous fail-safe system for existing ships, though an ARPA is still in some ways limited in automatic target acquisition reliability. From the viewpoint of an intelligent ship concept, future prospect of the above-mentioned system is discussed.

A New Cruise Ship Concept for Hawaii

The Hawaiian interisland cruise trade is presently served by two U.S. flag Vessels, the Constitution and the Independence. These vessels, in their 35th year, are approaching the end of their useful life and the only proposed replacement is the conversion of another existing vessel, the Monterey, which will enter the trade in 1988. As a Jones Act trade, any new replacement vessel must be built in the United States. The existing vessels employ U.S. crews and older, inefficient steam plants, but have a near zero capital cost. Any new competing vessel therefore suffers from its high initial capital (construction) cost and must provide savings in operating costs and enhanced passenger amenities to compete. In this paper, the present cruise trade is examined, and a new concept design is proposed that will meet the needs of the growing Hawaiian cruise trade, provide a superior cruise atmosphere, reduce U.S. construction costs and, perhaps, provide a competitive service. The reduction of construction cost would be obtained by a unique vessel arrangement and method of construction, whereby the base hull and machinery are built in the U.S., but the accommodation is built outside the shipyard and transported in a unique fashion to the construction site. This method would be consistent with Jones Act requirements. The concept design has been taken to sufficient detail to be compared with another new, conventionally arranged, proposed Hawaiian cruise ship.

AIR CUSHION VEHICLES FOR ARCTIC OPERATION

ABSTRACTThe paper presents the results of the NavSea FY8S Surface Ship CONFORM Design Study for an initial operational capability (IOC) year‐2000 air cushion vehicle (ACV) suitable for logistics and for general search and rescue duties in the Arctic. The study is one of several design studies produced each year by the CONFORM program to provide OpNav with alternative feasible ship concepts for varying IOC dates and to provide R&D planners with feedback regarding R&D alternatives. Two complete feasibility designs were developed. The first design was developed with the aid of an ACV design synthesis math model. The second design evolved as a derivative of an existing U.S. production craft and, as such, offered a lower risk approach. The results of performance and cost trade‐off studies are presented from which it is concluded that gas turbines are the preferred choice of power plants and aluminum alloy is the preferred choice of hull structural material. The most suitable skirt height was found to be approximately 12 ft.

EXTENSION AND APPLICATION OF SHIP DESIGN OPTIMIZATION CODE (SHIPDOC)

ABSTRACTAn existing nonlinear ship design optimization program designated SHIPDOC has been extended and a new surface effect ship (SES) description input file is being developed under the sponsorship of the Naval Sea Systems Command's surface ship concept formulation (CONFORM) program. SHIPDOC is currently being used in support of several feasibility and preliminary level SES designs.The program has several novel features including an open‐ended, user‐created ship description and the potential to model all types of ships both enhanced and conventional, surfaced and submerged. This capability has been combined with a nonlinear optimization algorithm that solves for the minimum weight ship subject to user controlled constraints.This paper presents a brief overall description of SHIPDOC and its current capabilities followed by a synopsis of ship types, both surface and submerged, which have been designed with the program in order to illustrate SHIPDOC's practical design capability.

Chemical Waste Incinerator Ships: The Interagency Program to Develop a Capability in the United States

In February 1980, an interagency work group undertook a study of at-sea incineration and the alternatives available to the Federal Government for encouraging the design, construction, and operation of U.S.-flag incinerator ships. The group examined previous incineration operations, various federal assistance programs, safety and control measures, incinerator ship conceptual designs, environmental impacts, and waterfront facilities. In September 1980, the work group concluded that chemical waste incineration at sea aboard specially designed and equipped vessels is a cost-effective, technically efficient, and environmentally acceptable technology for destroying many combustible hazardous wastes. The work group was expanded, designated the Interagency Review Board for the Chemical Waste Incinerator Ship Program, and now coordinates and expedites all Federal Government activities related to developing an incineration at sea capability in the United States. This paper presents the findings of the work group and the work program which the Interagency Review Board has initiated. Important ship design factors, such as the regulatory requirements, incinerator technologies, and incinerator system research recommendations, are explained. Details of a conceptual dual-mission ship design, which can incinerate both liquid wastes and solid wastes, are given. Anticipated operations permits, environmental monitoring, vessel design requirements, and waterfront facilities are discussed.

THE CONSTRUCTION OF VARIABLE PAYLOAD SHIPS

ABSTRACTThe decoupling of combat systems from the platform makes it possible for shipyards and combat system suppliers to work in parallel without schedule or technological conflict. Great benefit is derived from building one, standard platform able to accommodate a variety of combat systems. The capability to build and test the payload modules independently, in a well equipped shore‐based facility, means higher production efficiency and improved quality control. The standardization of payload‐platform interfaces means that the detail design and construction of foundations and distributive systems need not be delayed if some of the combat system components are being upgraded at the time when the ship is in construction.Additionally, shipyards recognize the value of the variable payload ship concept for major combat systems and weapons upgrades. Analysis shows that combat system changes will not lie on the critical path from a scheduling point of view if the payload items are modularized and conform to the Ship Systems Engineering Standards.The shipyards intend to participate actively in the conservation of tenth‐scale models and full‐scale mock‐ups. These mock‐ups should prove valuable in the definition of interface requirements which must be incorporated in the Ship System Engineering Standards. The module installation procedures and clearance requirements for both weapons modules and pelletized electronics can be checked in this effective way.Variable payload ship platform construction poses no technical problems as far as new facility requirements are concerned. Shipyards interested in assembling, testing, and installing payload modules would, however, have to use appropriate buildings, equipment, and cranes. These capital requirements are significant but reasonable for those yards that are likely to be interested in building frigates, destroyers, or cruisers. Furthermore, these yards generally plan for production improvements through better facilities, many of which would support variable payload production.However, the shipyards are concerned about weapons module designs. The weapons module alignment requirements and techniques are of particular concern. The dynamic alignment procedures, which compensate for mechanical misalignments by computer software, are not yet a reality. Therefore, an alternate alignment approach and technique is proposed in the paper for further study. The shipyards are also extremely interested in the design of the destructive system connections between the ship and these weapons modules. Useful guidelines are provided in this area to aid the interface designer.

A crack in the shield: The capital ship concept under attack

(1979). A crack in the shield: The capital ship concept under attack. Journal of Strategic Studies: Vol. 2, No. 1, pp. 47-82.

A COMPARISON OF SEVERAL HYBRID SURFACE SHIP CONCEPTS

ABSTRACTIn this paper several hybrid surface ship concepts are described and their estimated speed—power and range performance compared under calm and rough water conditions. The concepts analyzed are the Small Waterplane Area Single Hull (SWASH) Ship, Hydrofoil Small Waterplane Area Ship (HYSWAS), Large Hydrofoil Hybrid Ship (LAHHS), Hydrofoil Air Cushion Ship (HYACS), and Small Waterplane Area Air Cushion Ship (SWAACS). All concepts investigated are of 2,000–ton (2,032m ton) displacement having various combinations of buoyancy, foil lift, or powered static lift from an air cushion.Analysis showed that HYSWAS and LAHHS with about 70% buoyant lift and 30% dynamic lift are expected to have generally favorable characteristics in both calm and rough water over a broad speed spectrum leading to relatively good speed and range performance. These concepts, therefore, appear to be promising configurations for future consideration. However, for special purpose missions where, for instance, only a segment of speed spectrum is dominant or rough water operations are not anticipated, other hybrid forms may show potential and might be pursued further.

AN APPROACH TO THE SELECTION OF ALTERNATIVE SHIP CONFIGURATIONS TO MEET ESTABLISHED NAVY MISSIONS

ABSTRACTThis paper describes a technique for selecting and implementing a mix of Research and Development (R&D) projects to develop surface ships with operational capabilities to meet the Navy's needs near the torn of the century.This technique permits a unified approach by both the technical and operational communities. Technical and threat projections, operational capabilities, and costs are evaluated in relation to the projected ship mission requirements in a manner which provides logical and objective selection of subsystems to be developed with due regard to their military worth. The end product of the evaluation defines total ship system alternatives which meet the projected mission requirements. The use of this evaluation technique is illustrated by a simplified application to a hypothetical surface warfare requirement.Successful completion of R&D projects is vital for achievement of needed operational capabilities. The approach monitors the progress of individual projects throughout the typical seven to eight year R&D cycle and highlights potential technology delays. Thus, the intent is that alternative total ship systems be available to provide the required operational capability at the time ship concept development is scheduled to begin.

Modular Ship Design Concepts

ABSTRACTThis paper reviews past and present modular ship concepts with a basic thrust toward detailing the latest advances in the state‐of‐the‐art of modular design techniques which are being considered in future developments.A proposed methodology for the evaluation of ship modularity and module category definitions is provided. The crucial issues affecting the use of modularity are discussed, and the benefits and negative aspects of modularity in ship design are summarized.The impact of the modular concept on the ship design process is analyzed and conclusions are drawn as to the concept's technical and economic feasibility.

THE ADVANCED NAVAL SHIP AND ITS COMBAT SYSTEM

ABSTRACTThe present Navy planning procedure is not well suited for successful development of non‐conventional, advanced naval ships. This paper highlights the key problems and recommends some solutions.In the early stages of concept design of the advanced naval ship, many of the key ship parameters, as well as cost ceilings, become arbitrarily set and frozen. Mission analysis, which should be done at the earliest stage of designing the ship, is often performed after‐the‐fact or is pro forma, and its results are often ignored. Thus, they do not impact ship design. Typically, considerations of hull and propulsion dominate, while the ship's proposed combat system and concepts of operations, which may ultimately make or break the ship program, are ignored or relegated to second class status. In many cases, combat system configuration selected does not exploit the unique performance capabilities of the ship. Consequently, the resulting ship has limited military utility and does not usually stand up well in a comparison with conventional ships on the basis of effectiveness, cost and risk. Furthermore, program justification to Navy, OSD and Congressional Reviewing Authorities is shaky.This paper proposes that mission analysis be done in parallel with ship concept design by a balanced team of ship designers, systems analysts, and weapon system engineers. By using mission analysis at the earliest stages of the design process, this team can make a number of “trade‐offs” between ship parameters and weapon/sensor performance leading to the definition of a suitable ship and an effective combat system. These “trade‐offs” should be performed with the objective of attaining highest military effectiveness at minimum cost. Ultimate military effectiveness should never be compromised merely to achieve some exotic ship performance capability. Since high military effectiveness for the advanced ship will result synergistically from the combination of the appropriate weapon or sensor that can capitalize on the unique performance capabilities of the ship, a way must be found to develop those few needed weapon and sensor systems. That way is beset by many organizational and management problems inherent in the Navy's R&D process. Nevertheless, if derived and supported by mission analysis, a detailed set of weapon/sensor performance requirements can be defined. These requirements should be entered into the RDT&E process but must continually be justified and defended along with the advanced ship until completion of their parallel development. Demonstrations of key prototype weapon/sensor systems should be conducted on prototype ships, which should be designed and built in parallel.The advanced ship planner must give greater recognition to the importance and contribution of properly integrated and effective combat system to his overall ship concept. This recognition of the need for high military effectiveness at lowest cost will lead to small displacement ship designs that have greater percentages of their total‐ship cost devoted to the combat system—as opposed to hull and propulsion—than is current U. S. Navy practice. This approach could best assure a highly effective, yet moderate cost, advanced naval ship.

IMPROVEMENTS IN SHIP CONSTRUCTION TECHNIQUES TO REDUCE ELECTROMAGNETIC INTERFERENCE

Naval Engineers JournalVolume 86, Issue 2 p. 13-28 IMPROVEMENTS IN SHIP CONSTRUCTION TECHNIQUES TO REDUCE ELECTROMAGNETIC INTERFERENCE CDR. JAMES V. JOLLIFF, CDR. JAMES V. JOLLIFF USN The author graduated from the U.S. Naval Academy in 1954. Following graduation, he served in USS S.N. Moore (DD-747) and USS Cimarron (AO-22). Between and during intermittent tours in supervisory positions for ship maintenance and repair in both Shipyard Repair and Planning Departments and with Fleet Staffs, he obtained his MS degree in Naval Architecture from Webb Institute and was designated an Engineering Duty Officer (EDO), his MS degree in Financial Management from George Washington University, and his Doctor of Engineering in Ocean Engineering from The Catholic University of America. He also has served as an Instructor and Co-Chairman of the Naval Engineering Division, U.S. Naval Academy and at present is assigned as a Project Design Manager in the Ship Concept Design Division, Naval Ship Engineering Center, Hyattsville, Md. He has published numerous articles relating to the fields of marine and ocean engineering, several of which have been published previously in the Journal, and he is the co-author of the Naval Engineer's Guide published by the U.S. Naval Institute Press.Search for more papers by this author CDR. JAMES V. JOLLIFF, CDR. JAMES V. JOLLIFF USN The author graduated from the U.S. Naval Academy in 1954. Following graduation, he served in USS S.N. Moore (DD-747) and USS Cimarron (AO-22). Between and during intermittent tours in supervisory positions for ship maintenance and repair in both Shipyard Repair and Planning Departments and with Fleet Staffs, he obtained his MS degree in Naval Architecture from Webb Institute and was designated an Engineering Duty Officer (EDO), his MS degree in Financial Management from George Washington University, and his Doctor of Engineering in Ocean Engineering from The Catholic University of America. He also has served as an Instructor and Co-Chairman of the Naval Engineering Division, U.S. Naval Academy and at present is assigned as a Project Design Manager in the Ship Concept Design Division, Naval Ship Engineering Center, Hyattsville, Md. He has published numerous articles relating to the fields of marine and ocean engineering, several of which have been published previously in the Journal, and he is the co-author of the Naval Engineer's Guide published by the U.S. Naval Institute Press.Search for more papers by this author First published: April 1974 https://doi.org/10.1111/j.1559-3584.1974.tb03577.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 Volume86, Issue2April 1974Pages 13-28 RelatedInformation

DEVELOPMENT OF THE USN SURFACE EFFECT SHIP, SES‐100B

ABSTRACTAs a major step toward achieving a 100‐knot capability at sea for the U.S. Navy and an integral part of an overall SES Program, the Surface Effect Ship, SES‐100B, was conceived, built and tested to demonstrate feasibility of the air cushion ship concept specifically with propeller propulsion, and to provide the essential design information for larger ships. This paper summarizes how the program objectives of high speed, efficient performance and good seakeeping characteristics resulted in the SES‐100B Surface Effect Ship. High lift‐drag ratio, low structural weight, efficient lift and propulsion, coupled with good seakeeping and handling qualities, have necessitated unique approaches to ship design to meet these objectives. How these requirements have been translated into hardware and the final verification in terms of full‐scale SES‐100B trials data are presented and summarized for future development of the Surface Effect Ship.

S3—New Type of High-Performance Semisubmerged Ship

The S3 semisubmerged ship concept consists basically of two parallel torpedo-like hulls, submerged to a depth of about two diameters and attached to an above-water platform by means of four vertical struts. Horizontal fins and control surfaces attached to the hulls provide dynamic stability and permit full automatic control over pitch, heave, and roll. The anticipated advantages of the S3 over conventional ships are greatly improved seaworthiness, high-speed potential, large internal volume and deck area, controllability, and many aspects of its unusual hydrodynamic form. The S3 concept appears to be most applicable to small ships (100 to 15,000 tons) having missions associated with the use of sonar—the handling of aircraft, weapons, or submersibles—and for missions requiring a high degree of seaworthiness and stability.