ASNE Day 2004
Naval Engineering:
Transforming Maritime Defense and Sea Power
June 28-29, 2004
Hyatt Regency Crystal City, Arlington, Virginia

TECHNICAL PAPER ABSTRACTS

Contracted Logistics Support and International Law During DoD and Maritime Transformation - The Solution! or the National Strategic Trap?
Russell E. Bryant

One of the many solutions available for transformation and reducing the cost of operations and ownership has been the movement to contracted logistics support (CLS). In several ways this supports and is supported by Joint Vision (JV) 2010 (JCS, 1996), JV 2020 (JCS, 2000), and the 2001 Quadrennial Defense Review (QDR) (DOD, 2001). While offering assistance, CLS also has some included risks which may have been weighed at some levels of decision making, and still possibly not fully addressed through discourse with and by those that are represented by the decision makers - the public. The events of September 11th, 2001 highlight and emphasize several of these. Additionally, during the international war on terrorism there is the realization that all institution entities (government and non-government) become targets of an opposition group.

Questions addressed in this paper that might need resolution are: Do long term world demographics pose a problem with current International Law interpretations regarding conflict and war? Does the use of public key infrastructure, public key encryption (PKI/PKE) potentially cause a shift in protected status of units and facilities with respect to standing in International Law? Does the shift to contracted support for military logistics functions place individuals and organizations in positions of additional unacceptable risk with respect to conflict and war? Does the implementation of new information technology ideas necessarily augur improved solutions? - Will there be 'unintended consequences' that result from the new applications of technology? Will these factors make our Maritime Transformation efforts even more challenging?

The attacks against the World Trade Center and Pentagon of September 11th point out the need for a short stroll along this path for reflection and discussion of some consequences of these points - both unintended and intended.

This paper attempts to start that discourse (or continue it, depending on your reference position) through discussion of concerns in these areas, and notes some opportunities for mitigation of those concerns.

The attacks against the World Trade Center and Pentagon of September 11th point out the importance of taking a short stroll along this path for reflection and discussion to explore some consequences of these points - both unintended and intended. When considering the CNO's words: "Innovative concepts and technologies will integrate sea, land, air, space, and cyber space to a greater extent than ever before.", it is worthwhile to examine some of those potential unintended consequences - a path not often traveled while moving through Joint and DOD Transformation efforts.

Sea-Base Logistics Assessment Tool [SLAT]
Dr. William T. Baylis

With the uncertainty surrounding the United States' ability to operate from the territory of its allies and coalition partners, an alternative capability must be developed. Sea Basing is one such alternative.

One major objective of Sea Basing is to compress deployment and employment times to permit ground combat power projection within days rather than weeks or months, without reliance on ports or airfields ashore. By operating from ships, the logistics base reduces the operational footprint ashore; provides for phased at-sea assembly and arrival of equipment; selective offload of specific equipment to support a variety of missions. It is in this capacity that the Sea-Base Logistics Assessment Tool [hereafter known as SLAT] enhances the Sea Base concept.

This paper focuses on the 'Amphibious Logistics' component of the Sea-base and presents the steps involved in the development of the first module specifically, the unloading of cargo from the Landing Craft Air Cushion (LCAC) to its storage location in the well deck.

Virtual Instructor, Universal Classroom: Learning to Operate and Maintain Innovative Maritime Technologies with Innovative Technology
Julie Ennis, Mike Nagorski, Daryl Pittman

With naval technologies advancing rapidly, the challenge is to keep ship's forces prepared to operate evolving communications, weapons, reconnaissance, and control systems to the full extent of their impressive capabilities. CAE, the world leader in simulation, tackles the challenge of ship force preparedness by integrating high fidelity machinery system and control system simulations with SCORM-compliant computer-based training applications that offer situation-specific feedback and guidance during practice sessions on the simulation. The objective is to provide a PC-based solution and the best cost-to-crew-trained ratio without relying on an existing ship or shipset of equipment, and to make the training modules accessible from anywhere in the world, at any time. The training-simulation modules must also be easily handled by a Learning Management System (LMS) for course administration and record-keeping.

The use of high fidelity simulation software as an adjunct to interactive courseware enables delivery of innovative operator and maintenance training via a standard PC environment, either remotely or locally. The trainee learns principles, concepts, techniques, and procedures; and practices these using a Human Machine Interface that is identical to that presented to an operator or maintenance technician on board ship. The simulation reports trainee actions within the simulation to the courseware, which then provides specific detailed feedback and direction to the trainee.

This innovative simulation-training application takes advantage of recent and emerging network technologies and has the potential to bring an entire crew to the fleet fully prepared to operate and maintain the most technologically advanced ship systems safely and effectively.

The proposed paper explains CAE's simulation development tools, the Application Programmer Interface (API) by which the simulation and the courseware communicate, and the bandwidth solutions that enable the training-simulation modules to be delivered efficiently via the web.

Conclusion: While cyberspace offers tremendous potential in the arena of maritime security operations, command and control, intelligence, computer, and engineering control systems, it is also essential to ensuring that Naval and Coast Guard crew can perform those operations and maintain those systems. As technology advances, the level of understanding required to take advantage of those technological advancements increases dramatically. To deliver theory, hands-on practice, and guidance responsive to trainee performance via a single training vehicle, and to have the capability to do it remotely, is the solution.

The Role of Supportability Engineering in Designing Open Systems
Michele Hanna

There is a drive in industry to design for Open Architecture (OA) and Open Systems (OS). In the defense world, the Office of the Secretary of Defense (OSD) Open Systems Joint Task Force (OSJTF) has developed a definition of the characteristics and objectives of OA. This paper will expand upon each of these characteristics by defining the Supportability Engineering aspects and implementation for each of these objectives.
The open systems approach is an integrated strategy that employs a modular design, and where appropriate, defines key interfaces using widely supported, consensus-based standards. Engineering in open systems provides opportunities to reduce supportability costs by planning for the interoperability, supportability and affordability of alternative acquisition solutions. To meet these goals requires the integration of supportability engineering into the systems engineering design team to provide a life cycle balanced solution and best-value to the customer.

Naval Vessel Rules: A NAVSEA/ABS Partnership for the Future
RADM Paul S. Sullivan USN, Howard Fireman, Ray Finney and Glenn Ashe

The American Bureau of Shipping and the Naval Sea Systems Command have been working together over the last several years in a measured initiative to develop and apply classification Rules for naval vessels. The tack taken has been structured to allow for sufficient development time and feedback from initial application to ensure proper integration of prior naval experience with current Rule approaches. The areas initially targeted for development included Structures, Naval Diesel Engines, Naval Gas Turbines, Electrical Systems, Materials and High Speed Naval Craft. However, at the beginning of 2003, PEO Ships expressed a need to complete the entire Naval Vessel Rules as quickly as possible for application on the DD(X) and LCS Programs.

Responding to this requirement, NAVSEA 05 accelerated the work underway in this area with ABS and targeted the beginning of 2004 as the point at which a mature draft of Naval Vessel Rules would be ready for use by both DD(X) and LCS as well as available for other programs such as LHAR. VADM Balisle USN COMNAVSEA and ADM Bob Kramek USCG (ret), President of ABS signed on 1 October 2003 a Cooperative Agreement which institutionalizes the ABS/NAVSEA partnership and looks forward to classification being applied to a wide range of combatants as well as auxiliary and MSC ships.

This paper reviews the background supporting this initiative, describes the concept and approach adopted and reviews the current status of application.

A Network-Centric Approach to Maritime Domain Awareness
Cdr. Michael Anderson, USCG, and Bruce Winterstine

The Integrated Deepwater System's C4ISR (command, control, communications, computers, intelligence, reconnaissance, and surveillance) system is a critical element in the U.S. Coast Guard's efforts to modernize its aging force structure and implement its maritime strategy for homeland security.

Conceived during the 1990s, the fully implemented Deepwater program will consist of three classes of new cutters and their associated small boats, a new and upgraded fixed-wing manned aircraft fleet, a combination of new and upgraded helicopters, both cutter-based and land-based unmanned aerial vehicles (UAVs), and highly improved systems for C4ISR and advanced logistics capabilities. Integrated Coast Guard Systems (ICGS, a joint venture between Lockheed Martin and Northrop Grumman) is Deepwater's partner in industry and systems integrator.

Deepwater's C4ISR capability improvements will contribute to higher levels of maritime domain awareness (comprehensive information, intelligence, and knowledge of all relevant entities within the U.S. maritime domain, and their respective activities, that could affect U.S. security, safety, economy, or environment). The Integrated Deepwater System (IDS) will play an important role in transforming the Coast Guard to meet the nation's 21st-century maritime-security requirements.

Modeling Ship Motion Effects on Human Performance for Real Time Simulation
J.L. Colwell

Modeling the effects of ship motions on human task performance is an emerging technology, and implementing these models in real time distributed simulation for virtual naval platforms is a new discipline. The environmental, ship and computer technologies embodied in the virtual naval platform concept are summarized. The types and severity of human performance problems related to ship motions are reviewed and task performance issues are discussed. Requirements for modeling fatigue, motion sickness, biodynamic problems and task performance are discussed, and existing models are described. Recommendations are made for developing new performance models and for enhancing existing models.

The HV-911 Eagle Eye Tiltrotor VUAV: An Exciting Future for Coast Guard Aviation
LCDR Troy Beshears, USCG & CAPT Gordon I. Peterson, USN(Ret.)

In February 2003, Bell Helicopter, Textron Inc., was awarded a contract to commence concept and preliminary design work on its HV-911 Eagle Eye tiltrotor vertical takeoff-and-landing unmanned aerial vehicle (VUAV) as part of the U.S. Coast Guard's Integrated Deepwater System (IDS) Program.

With initial operational capability (IOC) projected following the National Security Cutter's IOC in 2007, Eagle Eye will open a new and exciting chapter in Coast Guard's long aviation history-at a time when the military, multimission, and maritime service's responsibilities for U.S. maritime homeland security have taken on a heightened sense of urgency.

A Systematic Approach to Assessing the Benefits of Fuel Cell Technologies for Naval Applications
Volker Stammnitz and Philippe Lopez

The Office of Naval Research (ONR), as a significant contributor to the technology developments necessary to achieve all-electric ship architectures, prioritizes its investments to better optimize its resources, focusing on technologies that provide the best improvements in the overall ship performance and affordability.

To facilitate this decision-making process, a methodology has been developed to compare the net worth of a variety of electric ship technologies as they relate to ship performance and life cycle cost. The assessment methodology addresses technologies in the areas of propulsion, power generation, power conversion, distribution and control, and energy storage. For each technology, input parameters are defined and translated into impacts on the major ship performance characteristics and life cycle cost. These impacts are addressed at the component level, subsystem level and, most importantly, at the ship level, therefore making it possible to assess the potential net worth of a specific technology.

The TIES (Technology, Identification, Evaluation, and Selection) method provides the decision maker (and designer) with the ability to easily assess and balance the impact of various technologies. The method also provides a framework where technically feasible alternatives can be identified with accuracy and speed. This is achieved through the use of various statistical methods, such as Response Surface Methodology and Monte Carlo Simulations. Formalized techniques, borrowed from other scientific and engineering fields, are utilized to identify alternative concepts and aid in the decision making process. These techniques include Morphological Matrices, Pugh Evaluation Matrices, and Multi-Attribute Decision Making methods. Through the implementation of each step, the best alternative for a given evaluation metric (or criterion) can be identified and assessed subjectively or objectively

Within the scope of the development of its Sciences and Technology (S&T) investment strategy, ONR is using this technology assessment methodology to identify the benefits of fuel cell technologies as they apply to future electric warships and prioritize its investments for the Advanced Capability Electric Systems (ACES) Future Naval Capability (FNC) program.

Electromagnetic Modeling For Ultra-Fast Actuation
Dr. Vincent Leconte, Dr. Olivier Chadebec, Dr. Vincent Mazauric, and Philippe Wendling

The numerical tools required for the transient modeling of electrical machines are reviewed from an energetic viewpoint. The consistency with the finite element method is given. The impact of these modeling capabilities is stressed on two ultrafast devices, namely the Thomson effect device and the electric railgun. While the choice of 3D current-based formulations consistent with thermodynamics is highlighted in the latter, attention should be paid, in the former, on couplings between the magnetic field and (i) the electric circuit along with (ii) rigid body motion. Ultimately, further 3D-developments should include both (i) current-based formulations consistent with electric circuit coupling, and (ii) remeshing techniques to take into account general rigid body motion.

PEEC Method For Power Busbar Design
J.-P. Gonnet, Dr. V. Mazauric, Dr. J.-M. Guichon, and P. Wendling

This paper presents the power of the PEEC (Partial Element Equivalent Circuit) method to deal with electrical distribution networks. Because the air regions are not meshed, this method is very efficient for modeling the electromagnetic behavior of busbar systems surrounded by large air volumes-i.e., any power distribution system. Furthermore, this method is shown to be efficient for both high and low frequency problems. Thus, the electromagnetic disturbances caused by wirings are evaluated. This method is not only a modeling method. It also enables the evaluation of the design of busbars or trunkings, leading to the optimization of their layouts and even of their shapes for electromagnetic considerations.

Design of a Detection Signal for Fault Detection and Model Identification on Systems with Multiple Delays
Dr. Kimberly J. Drake and Dr. Stephen L. Campbell

ABSTRACT
Failure detection is an important part of reliable and economical operation of a variety of Naval systems. Recently an approach for multi-model identification and failure detection in the presence of bounded energy noise over finite time intervals has been introduced. This approach involved offline computation of an auxiliary signal and online application of a hyperplane test. This approach is first summarized and then extended to handle problems that include delays. The first extension is through the Method of Steps, reformulating the system without delays so that existing theory might be applied with modifications. Also, the delayed system is approximated using splines and central differences, eliminating the delay so that existing theory will apply. Approximations allow for more complicated models than the Method of Steps; however, the Method of Steps is a true solution, rather than an approximate one. Thus, solutions using the Method of Steps serve as a basis of comparison and verification of the approximate methods.

Thermal Management for the Electric Warship
Mark Zerby & Kevin King

The projected design features of the All Electric Ship (AES) will generate additional waste heat. The addition of advanced power electronics, advanced radar, advanced defense systems, and weapons systems such as the EM Railgun and the Free Electron Laser in future Naval combatants, may result in heat loads eventually requiring a 700% increase in cooling capacity. Advanced power electronics, high power sensors, and weapons inserted in high-speed naval vehicles require an evolution in cooling technologies and architectures.

New cooling technologies have been studied and identified as candidates to provide cooling for the future Navy. These technologies also require a systems approach to transfer the extremely high heat fluxes to the sea. To determine the impacts of inserting a particular advanced thermal management technology requires an integrated systems approach. A new technology may or may not be effective within existing system architecture. New system architectures may be necessary to fully implement these technologies. Also, there are instances where the new technology is the new system architecture. Using an integrated systems approach accounts for interactions and resulting benefits/ adverse effects. A number of thermal management architectural concepts have been studied for consideration in the AES.

High power sensors and weapons require a systems approach based on the documented emerging cooling requirements to enable effective thermal management on next generation naval vessels. The fundamental payoff for implementing advanced cooling technologies and architectures is the enabling of advanced propulsion technologies and weapons, and the introduction of a new class of non-chemical air conditioning and refrigeration technology to the Navy.

Shock Trial Simulation for Naval Ships
Lt. Jarema M. Didoszak, USN, Dr. Young S. Shin, and Capt. David H. Lewis, USN

Current OSD Live Fire Testing & Evaluation (LFT&E) Navy implementation of statutory requirements for naval surface combatants dictates the performance of a ship shock trial in order to determine the vulnerability of a ship to an underwater explosion (UNDEX) non-contact shock threat environment. The shock trial features a series of shots, typically three to four, at increasing levels of severity culminating in a two-thirds ship design level shock. The intensity is limited to two-thirds design primarily for crew safety considerations. Velocity and acceleration response data collected during the shock trial is then extrapolated to full design level and compared to equipment shock qualification levels in order to predict equipment performance.

Over the past 20 years, five whole-ship shock trials have been conducted on AEGIS ships: CG 48, CG 53, CG 62 (limited), DDG 53 and most recently on DDG 81. Although tAlthough the lessons learned from these shock trials have been invaluable, we have now reached a level of diminishing returns (Shin and Schneider 2003). Furthermore, we have now reached a level of diminishing returns. Furthermore, today's battlefield threat scenario has changed dramatically from that which formed the basis for the existing LFT&E shock triexisting LFT&E shock trialal requirement. In view of this, and given the significant costs and the environmental considerations associated with conducting shock trials, the time is ripe for a new approach. The computer modeling and simulation process presented herein has been shown to be a multifaceted and cost-effective predictive tool with the potential of changing the existing paradigm in ship shock trial program.

Integrated Design Process for Advanced Hydrodynamic Hull Forms
Matthew R. Whitten and Dr. Robert E. Henderson

An integrated process was developed to enable a controlled distributed computing environment to aid in the hydrodynamic design of complex ship systems, including the definition of ship requirements, initial hull form selection, and concept propulsor configuration specification. The Propulsion-Acoustic Integrated Design Process (PA-IDP) is a platform independent design management and decision support environment that integrates existing design codes with no rewriting, and enforces a design manager defined design process. Specific features of the PA-IDP include design space visualization and decision support for concept optimization, modeling the hull/propulsor interaction effects, flexibility to account for both measured and computational input data, and design tool independence. Integration procedures and results of a nominal design process, as well as lessons-learned from the development of the concept design PA-IDP are discussed.

Operating Speed Profiles and the Ship Design Cycle
CDR Steve Surko, USN and Michael Osborne

One key, but little documented and empirically supported, input in the ship design cycle is the expected operating speed profile. This profile drives numerous decisions affecting hull form and power systems, from fuel tanks through main propulsion and ship's service machinery selection and operation, and these decisions ripple through the design of a ship in ways that are often hard to discern, but clearly impact Acquisition Cost, Life Cycle Costs, and operational performance. Studies demonstrate that the Navy has regularly operated with speed profiles considerably different than expected. In general, warships operate in standard orders and at lower speeds than designed for. The potential impact of operating speed profiles on a ship's design will grow with integrated electric drive, underscoring the need to improve their accuracy.

Ship Topside Air Contamination Analysis: Unsteady Computations and Experimental Validation
W.C. Sandberg, F.E. Camelli, R. Ramamurti, and R. Löhner

An issue related to the force protection aspect of Sea Shield that is relevant to both the Littoral Sea Control and the Homeland Defense missions of Sea Power 21 has been addressed. That issue is ship topside air contamination. One may have become accustomed to taking for granted that ship air intakes will provide high quality air to the shipboard living spaces. One may also have assumed that crew members working on the topsides are not in danger from the air they breathe. These assumptions are usually valid but they may not necessarily be so, particularly in view of the increasing level of worldwide terrorist activity. A computational capability to analyze the unsteady aerodynamics of ship topside air flow, the unsteady dynamics of hot gas ejected from multiple stack uptakes, the spatial and temporal distribution of chemical constituents in the gas, and the likelihood of toxic gas ingestion into the air intakes for the HVAC system are capabilities which are of immediate design value in determining if ship operational performance specifications and shipboard habitability, and possibly crew survivability requirements are likely to be met. The hot gases and particulates from the stacks can become trapped in re-circulation zones and therefore the concentration levels of species like SO2, NOx or CO rise above allowed levels, in addition to the associated temperature rise. This type of situation, while not lethal, can adversely affect the health and performance of the crew and degrade the operation of the ship's electronic equipment. The computational capability to assess gas concentrations and trajectories may however be of considerably more value to our shipboard personnel in the future should they find themselves operating in a chemically contaminated environment, above and beyond that associated with combustion products such as stack gases.

In order to demonstrate that a computational capability exists to predict contaminant trajectories and gas temperature and constituent concentration distributions temporally as well as spatially, we have carried out such an analysis and validated the computations against experimental data for the T-AKE 1 design. We describe in the paper the 3-D unsteady Very Large Eddy Simulation (VLES) computational technology that has been used to compute the aerodynamics about the ship topsides for a number of different geometric and operating conditions, several of which included the operation of the ship HVAC system. The comparison of computational results for gas temperature and concentration with the experimental data from the Danish Maritime Institute (DMI) is presented, and the agreement is shown to be very good. Visualization of computational gas particle trajectories is also shown and compared with DMI smoke visualization and the agreement is very good.

Flexible Corrosion Preventative Coverings
Thomas Nelson & Nabil A. Elkouh, Ph.D.

Corrosion continues to be one of the most costly problems for the Navy and other branches of the US military. Envelop Protective Covers, developed under Navy SBIR funding, are a patented corrosion preventative covering system that has been proven to mitigate corrosion significantly on Naval topside equipment. Testing has shown that Envelop, when compared to the traditional coverings used by the Navy, (1) reduces corrosion by as much as 95%, (2) lasts as much as four times longer, and (3) represents a significant Return on Investment. Both ship validation and laboratory-scale test results will be presented along with example Envelop applications that will assist the Navy and US military in significantly reducing equipment maintenance, refurbishment, and replacement burdens. It will be shown that Envelop has applications not only in the military, but also for many industrial and commercial applications where corrosion problems have been vexing.

Evolution of the Assessment Visit; Continued RCM in the new Century
Michael W. Harris and Albert A. Trippel

All things change and as Navy maintenance has transformed to meet the new challenges of the new century, the material condition assessment visit process has also evolved to keep pace. Although the manner, scope, and integration of the assessment visit into the overall maintenance continuum have grown, the core values have remained the same - whether TARGET in 1993, SEMAT in 1998, or HMERA in 2002. In simpler terms, the process has matured while remaining true to the basic principles of reliability-centered and condition-based maintenance.

This paper will look at the recent changes, improved value added efforts, long term accomplishments, and the next steps in the transfiguration of the assessment visit process. One key area noted for special attention is the broadening demand for standardization (largely due to the increased attention by the Commander Fleet Forces Command) across TYCOM levels, as well as preparations for migration into ERP/NEMAIS. The paper will also cover the development trends from inception through today and into tomorrow and show the continued growth and maturing of the assessment visit process concept. Finally it will discuss some of the key problems or barriers that are looming on the horizon - especially the chaos of Navy configuration.

Comparative Analysis of Anti-Swing Control of a Gantry Crane
Qing Dong, and Saroj K. Biswas

Cargo transfer between US Naval ships and ground transportation is an expensive and time-consuming activity. The demand for faster loading and unloading are reflected in the current trends toward faster, higher powered machinery and better controllers.

The objective of this research is to design and implement digital controllers which enable the overhead crane to transport a payload from one point to another with minimum swing. This paper will present a comparative analysis of some simple feedback control methods which can accomplish this with high positioning accuracy. Robustness of the controller for load variations is also investigated. Several hardware/software specific issues are addressed for successful implementation of the control systems.

The controllers were successfully implemented in the laboratory. Payload transport was accomplished within the desired time. There was zero steady state error and minimum payload swing. The control algorithms were simple and easy to implement with a minimum number of sensors. The trajectory following controller shows that the crane can be controlled to follow a desired time varying trajectory. These control methods could easily be adapted in practical applications, such as in industries and shipyards.

Modular Stowage Is Here for The Transformed Fleet
Pat Lane and Ted Williams

Recent direction in Navy operating philosophy has been heavily towards mission flexibility, primarily through modularity and open architecture. To this end, much work has been aimed at the mission systems themselves in terms of reconfigurability, rapid changeout, open interfaces, flexible integration, etc. However one area, vital to the support of these systems has received far less attention - stowage.

While some stowage systems, notably pre-outfitted parts cabinets, and to a lesser extent, removable stanchion-mounted shelves, provide efficient, reconfigurable stowage, their use is limited. Pre-outfitted parts cabinets are excellent for well-defined inventories of small parts, but are not practical for general stowage. Stanchion-mounted shelves are not efficient for small or narrow spaces, or where periphery stowage is desired, and require tools and numerous fasteners for installation.

For smaller ships and for confined spaces on larger ships, general stowage is limited in flexibility, costly to install and modify, and, as the ships age and missions change, often inadequate for the purpose intended. Often observed is the "stack-and-lash" method of securing stowage items along bulkheads in areas such as hangars and machinery spaces. Stack-and-lash is cheap and expedient but not always lending itself to easy accessibility, and more seriously, is potentially hazardous to mission equipment and personnel in heavy seas and shock events.

The Naval Surface Warfare Center Carderock Division has developed an open architecture, bulkhead-mounted, stowage system that is fully modular, and reconfigurable without the use of tools. A store room can be totally reconfigured or even converted into an office, a library or other desired space in a matter of less than an hour, using off-the-shelf components. This inherent flexibility allows for fully responsive, safe, efficient stowage to meet rapidly changing mission requirements of today's and future ships.

The backbone of the system is vertically-mounted ISO 7166 slot-and-hole track, similar to that used on airliners to mount seats to the floor. Various fixtures fitted with integral mounting locks, have been produced to fit the track, including shelves and brackets of varying sizes, padeyes, hooks, desktops and book cases. The major components have been shock qualified for use on combatants. More items, including hose racks, lockers and junction boxes are being developed. Packup Kit containers could be designed to lock directly onto the tracks rather than requiring shelves as they now do.

Government and Industry, working in VSCWUs (Very Small Coordinated Working Units) developed this system from concept, to design, to prototyping, to at-sea and shock testing, to inclusion in a class Shipalt, as a production item, in 2 ½ years. The first system is scheduled to be installed on twenty-one CG 47 Class cruisers as part of their midlife conversion. The sharing of development responsibility with industry, resulted in a total development cost to the navy of under $100,000.

Extension of the concept could see future ships built with spaces largely empty except for ISO track on the bulkheads, decks and overheads and with universal utility panels available to rapidly install pre-fabricated suites of equipment and furnishings to suit missions as required. Cost savings, both capital and life-cycle, as well as mission versatility could be significant.

Overview of Naval Open Systems: The Plans, The Approach, The Promise
CAPT Thomas J. Strei, USN

This document is intended to provide Navy programs with an introduction to the key tenets of the Navy's Open Architecture (OA) effort. This document also introduces the functional and technical architecture requirements that will be levied upon selected programs that fall under the umbrella of OA and the rationale behind those requirements.

The OA warfighting and financial rationales are presented, as well as a description of OA. OA is a common warfare system architecture and business model intended to allow reusable software components through the use of OA architecture precepts.

The Assistant Secretary of the Navy for Research, Development and Acquisition (ASN [RDA]) has directed the OA effort to be a Navy Enterprise-wide effort. Therefore, the OA domain will include Navy surface, air, and submarines.

The OA concept calls for the development of an OA Functional Architecture (OAFA) defining common/standard components and interfaces, a Technical Architecture defining the Standards and Guidance for the OA Computing Environment (OACE), an approach for the acquisition and management of reusable software components, and the infrastructure to support reuse. The OA approach also calls for taking advantage of standards-based computing technologies from the Commercial Off-the-Shelf (COTS) market place. The objective is to buy and build reusable software applications once and use them across surface, air, and subsurface platforms throughout the Navy.

There are four approaches or categories identified for tactical systems to work with/ within an OA infrastructure: Hardware Adapter (Category 1), OACE Interface (Category 2), OACE Standards (Category 3), and OA Common Functions (Category 4).

While the acquisition strategy for OA is still evolving, the initial system targets of OA Category 3 are SSDS MK 2 and Aegis; the initial system targets of OA Category 4 are CEC/Joint Track Manager and DDX. It is believed that the migration of these systems will not only provide the biggest payoff but also lay the groundwork for other systems that must interface with them.

An Open Technical Architecture for the U.S. Navy
Michael W. Masters, Philip Irey, Leslie Madden, and Antonio Samuel

The U.S. Navy confronts the challenge of modernizing its warfighting systems to meet 21st Century threats within available funding. In addition to new missions and threats, the cost of upgrading systems is driven by rapidly changing commercial-off-the-shelf (COTS) computing technology, inherent system complexity and the fact that many legacy systems are based on outdated computing technology and outmoded point solution designs. In late 2002, Assistant Secretary of the Navy for Research, Development and Acquisition John Young responded to this challenge by creating a new Navy acquisition initiative called Open Architecture (OA). OA employs an enterprise and product line business approach to system development and integration. OA consists of two major technical initiatives: a system architecture that defines common warfighting functions to be used across multiple platforms, and a technical architecture that provides standards-based computing solutions. This paper describes key aspects of the technical architecture. The first aspect is a physical network and computing resources view. Second is an operating system and middleware view. In addition, methods for legacy capture and application integration are discussed. Also described are design approaches that capitalize on modern productivity enhancing technologies such as middleware and object oriented programming while preserving real-time performance. An approach to managing computing resources in real-time for maximum flexibility is presented, and key factors involved in certifying such systems are covered. Finally, a cooperative Navy/industry approach for testing the suitability of this new approach is introduced.

Open Architecture, The Critical Network Centric Warfare Enabler
CAPT Richard T. Rushton, USN

A tremendous amount of ink as been expended over the past several years, describing Information Technology (IT) based warfare concepts. Predominately, the debate has been aimed at the technology or business drivers that reflect the enhancements that IT technology offers. When the argument does wander into the lexicon of warfare, it is mostly in the context of top level notions of the Global Information Grid (GIG) and FORCEnet. Most military leaders in general, and naval warriors particularly, exhibit little patience grappling with the acronym laden, technical jargon used in IT. This paper describes the imperatives of the modern battlefield that demand Network Centric Warfare (NCW) and why Open Architecture (OA) is the most critical enabler. It attempts to place the architectural constructs of GIG and FORCEnet into warrior context and terms that relate. Finally, a significant effort is made to describe how the current family of integrated combat systems the U.S. Navy is being transformed so they can be maintained and improved with the flexibility required in an uncertain world.

An Introduction to DDS and Data-Centric Communications
Dr. Gerardo Pardo-Castellote

This presentation will provide an overview of the transformational use of industry standard data distribution middleware for Open Architecture. The presentation will focus on the role of the new Data Distributed Service (DDS) for Real-Time Systems standard finalized by the Object Management Group (OMG), and industry standards organization. The first commercial-off-the-shelf (COTS) implementation of the standard, NDDS, will be described as well as its current use as an Open Architecture Computing Environment (OACE) middleware on Navy OA compliant systems.

This paper will introduce the OMG DDS specification, and describes the main aspects of the model. This includes the practical uses and benefits of real-time publish-subscribe, as well as the common application-level interface which the standard provides. The specification describes the service using UML, a platform-independent model that has been mapped into a variety of concrete platforms and programming languages. Quality of Service (QoS) settings used to configure the service, as well as high-availability benefits to Navy Open Architecture like automatic failover and bandwidth control will also be described. The talk will draw from recent Navy OA experiences at several locations.

Real Time-Data Distribution Services (RT-DDS) Solutions for Navy Open Architecture
Paul R. Work

Naval C2 and Combat Systems continue to move towards complex network centric architectures that will leverage commercial standards and products to meet the needs of future Navy C2 and Combat Systems. The major thrust in network centric systems is the introduction of commercially based software infrastructures that provides a common framework for integrated information and services. These infrastructures provide a common abstract foundation in an analogous way to computer operating system developed in the 80's and 90's. The DoD has been effective in developing technology and influencing software standards, such as the POSIX operating system standard and Real-time CORBA. This real-time middleware technology is a critical step towards providing commercial a Real-Time Data Distribution Services (RT-DDS) solution based on Quality of Service (QoS) for network-centric environments. Emerging network centric warfare systems are dynamic and thus have complex intertwined QoS and data distribution requirements that include real-time performance, security, fault-tolerance, accuracy, and importance. The dynamic nature of these systems precludes static approaches, such as those currently deployed in today's Combat Systems. Instead, new dynamic techniques that allow Combat Systems to adapt to varying data distribution and QoS requirements are needed to fully support next generation war fighting systems.

AEGIS Open Architecture - The Transformation of the AEGIS Weapon System
Rick Scharadin and Frank Boyle

Background
The Aegis Weapon System (AWS) is the core of the Surface fleet's AAW defense capability and will continue to be so for at least the next 20 to 30 years. The key to the outstanding performance record that Aegis has enjoyed since its inception has been the ability of the system to evolve and adapt as necessary to support the insertion of critical warfighting improvements, thereby pacing the threat. For the past few years the control elements of the AWS have been evolving from a proprietary military environment to a commercial standards-based COTS computing infrastructure.

In AEGIS B/L 7 Phase I the AEGIS Weapon System (AWS) is being re-hosted to Commercial-off-the-Shelf (COTS) processing systems and networks. However, the existing AWS software architecture reflects a design that was driven by the characteristics and limitations of the MIL-STD UYK-7/43 computing environment. For the AWS to successfully support planned warfighting improvements such as Joint Track Manager, Common C2 and Sea Based Missile Defense (SBMD), an open standards, component based, software architecture must be implemented.

Aegis Open Architecture
At the direction of the Aegis Program Office (PEO IWS), Lockheed Martin, in collaboration with its Navy partners, is transforming the SPY Radar Control, Weapons Control and Display subsystems of the AWS to an open, component-based software architecture. This effort is known as the Aegis Open Architecture (AOA) program. AOA will provide the architecture that enables scaling of system resources to support the expected very stressful requirements that future missions, such as Sea Based Missile Defense (SBMD), will impose on the AWS. AOA will also be a cornerstone of the Navy's Open Architecture (NOA) Program. NOA has as its primary objectives: 1) Defining and implementing a common Open Architecture Functional and Technical Architecture across all Surface Combatants and 2) promoting the use of common software components.

This presentation will provide an overview of the on-going transformation of the Aegis Weapon System to a component Open Architecture and how it supports the PEO IWS - sponsored Navy Open Architecture (NOA) initiative. Projections of the benefits that OA is expected to bring to the Radar, Weapons Control and Displays functional areas of the system will be discussed including the ability of AOA to support future AAW and BMD multi-mission capabilities.

OACE Middleware for SSDS Mk2
Ronald W. Townsen, Mark Hodge, and Daniel Neumann

SSDS MK2 received funding to demonstrate the ability to transition to OA Category 3 in a 6 month period. The demonstration consisted of porting key software components (C++ and Ada 95) from the current Power PC, Vxworks, UDP communications system design to a system based on Intel X86, LynxOS, and NDDS communications using the OACE publish/subscribe middleware API. The demonstration also covered the movement of CORBA communications and transition to a NDDS modified version of the Sun-based Q70 operator console. This presentation covers the results of this risk mitigation effort, including design decisions made and some of the difficulties which had to be overcome. The effort required to migrate the remaining SSDS components to the OACE environment is minimal, with the bulk of the effort focused on packaging the OACE processors in ruggedized enclosures and taking the system through the Navy T&E/Certification process. Lessons learned from this activity should be considered by the OACE community.

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