Fleet Maintenance Symposium 2001, San Diego, California

The Application of LaserNet Fines for the Detection of Mechanical Wear and Hydraulic Contamination for CBM Systems
J. Reintjes, J. E. Tucker, S. E. Thomas, A. V. Schultz, L. L. Tankersley, C. Lu, P. L. Howard, T. Sebok, and C. Holloway

Analysis of debris that is present in machinery lubricating systems has long had the potential to provide fault-specific information in a timely manner to support diagnostics and prognosis of machinery maintenance. This capability allows the avoidance of catastrophic failures and enables improved cost-effective asset-management philosophies, especially in the area of timely maintenance and reduction of maintenance induced failures. Essential to achieving these asset management and condition based maintenance goals, are technologies that can provide reliable early identification of fault or failure mechanisms and the degree of degradation of the machine's performance capability. These technologies must also assess the effect of the performance degradation with its impact on the machine's mission requirements, the system that it supports in a shipboard environment or the affected factory environment. The LaserNet Fines (LNF) instrument delivers a technology which has significant potential in these areas. Results of the LNF batch processor's analysis of a medium speed diesel study and helicopter and shipboard hydraulic systems are presented.

U.S. Navy Analysis of Submarine Maintenance Data and the Development of Age and Reliability Profiles
Timothy M. Allen

In 1961 a joint task force consisting of FFA and US airline company representatives reported its findings on the effect of scheduled maintenance and aircraft reliability. The report stated "In the past, a great deal of emphasis has been placed on the control of overhaul periods to provide a satisfactory level of reliability. After careful study, the Committee is convinced that reliability and overhaul time control are not necessarily directly associated topics." Further studies that also supported this precept led to a new discipline known as "Reliability Centered Maintenance". This RCM discussion shall focus on one of the principles of RCM - Hardware may wear out or have random failure - Random is more common - and the U.S. Navy's findings in regard to this principle. In 1998 Naval Sea Systems Command activity SUBMEPP (Submarine Maintenance Engineering, Planning and Procurement) developed the capability to generate age and reliability curves utilizing maintenance data imported from the Navy's 3-M OARS (Maintenance and Material Management Open Architecture Retrieval System). After three years of generating age and reliability curves, SUBMEPP is ready to report that the 1961 finding still holds true. In the majority of cases, there is no relationship between overhaul time and reliability.

Navy Submarine Automatic Machinery Vibration Analysis (AMVA)
Martin Milner and Fred Anderson

An Automatic Machinery Vibration Analysis (AMVA) system that accepts measured vibration spectra as input and provides formatted maintenance message as output is described. This system includes extensive data validity checking, pattern recognition processing (including temporal patterns) to detect and diagnose problems, and severity analysis to characterize problems as either "potential" requiring minor maintenance or "imminent" requiring immediate major maintenance. Configurable algorithms are described that format the results so that, messages virtually identical to the standard messages generated by human analysts are provided as output. Extensive performance quantification studies computing probability of correct diagnosis and probability of false alarm and an analysis of the cost benefit corresponding to the measured performance factors are described. The configuration process that uses prior machinery vibration spectra and appropriate thresholds to fully configure AMVA for new machines is described. If sufficient prior data and appropriate thresholds are not available for a new machine, a proposed method for transposing or converting the submarine machinery thresholds to comparable thresholds for other machines is addressed.

The Maintenance Requirements System: Risk-Based Resource Planning Comes of Age
Kenneth S. Jacobs and Robert L. Ceres, Jr.

The U.S. Navy Program Objective Memorandum (POM) development process is intended to program and fund future budgets that provide adequate ship maintenance resources while maintaining the proper balance between the force structure and force readiness. Budget planning and development can be only as good as the requirements information used in development. The Maintenance Requirements System (MRS) is the approved process that allows the U.S. Navy Surface Ship community to forecast and defend its depot maintenance requirements by building realistic requirements projections and by articulating the potential mission impact (risk) of funding constraints.

Risk is defined across many disciplines as the product of the severity of an outcome and the probability of an outcome. For maintenance, we define relative risk as the severity of system failure times the probability of system failure if a maintenance task is not performed.

Any limited budget carries some risk, since some maintenance tasks will not be funded. When funding for a future availability is constrained, MRS sorts the statistically projected maintenance tasks in descending order of risk and cuts the list based on funding available. MRS then identifies the mission impact of unfunded maintenance tasks. This method does not predict or dictate the specific maintenance performed on each ship in the future, but, using feedback, it does project the types and costs of required maintenance and provides an estimate of the impact of funding constraints.

This paper reviews the basic principles of risk-based decision making, discusses the evolution of an actual risk-based decision-making process (MRS), and suggests extension of these principles across the entire Planning, Programming, Budgeting System (PPBS) process.

United States Navy Dry-Dock Cost Decisions
Frank A. Virga III and Brad S. Harken

The U.S. Navy maintenance funding has seen constant reductions over the past four years, and the maintenance community is pressed to find better, faster and more economical ways to maintain their ships. Utilizing the Ships Proactive Maintenance (SPaM) Program and Reliability Centered (RCM) principles, the U.S. Atlantic Fleet is reducing the amount of maintenance over time by either eliminating maintenance tasks altogether or spreading out the time intervals between the tasks. In these endeavors, the Navy would like to extend their dry-docking intervals to twelve years, from the existing time directed task of once every five years, based on condition of the ship or system. Deferring a scheduled dry-docking can save maintenance dollars and return the ship to the fleet for operations. This decision involves a certain degree of risk; to minimize this risk, the decision must be made on knowledge based on specific conditions of systems normally worked on during dry-dock period.

Environmental Stewardship Will Enhance Readiness
Terry Waldenmaier and Brad Wroolie

The debate over whether to spend limited environmental dollars on ship maintenance that supports environmental stewardship should have an obvious answer. Waste disposal costs could be utilized in potential source reduction measures. This approach would increase readiness, manpower availability, and environmental stewardship.

The Navy's ability to balance needs and environmental compliance is increasingly difficult. Procurement of budgetary resources is becoming more challenging while maintenance needs remain constant. Additionally, compliance with increasingly stringent environmental regulations adds to an already strained relationship between environmental stewardship and operational readiness. The need for balance adds additional pressure for the Navy to find alternative methods to achieve both objectives.

This paper will demonstrate how disposal costs can be utilized in source reduction efforts through the use of actual disposal data and current manpower costs versus projections using theoretical data.

The Mariner Concept
Timothy Y. Gorder

This paper describes the Mariner concept, in which several types of modern Naval missions could be achieved by embarking modularized combat system and support components aboard containerized cargo vessels. The author identifies existing ships within the Military Sealift Command and a variety of containerized modules already on the market, and demonstrates how these or similar modules could be embarked under the Mariner concept to efficiently and responsively augment existing surface forces in a variety of missions world wide. The author describes a phased, low-risk implementation plan for the Mariner concept and outlines anticipated military and financial benefits to the United States.

Salvaging of USS LA MOURE COUNTY (LST 1194) in Cifuncho Bay, Chile
Gregg W. Baumann and Michael S. Dean

On September 12, 2000, USS La Moure County (LST 1194) ran aground in Cifuncho Bay, Chile, during a joint USMC amphibious assault exercies. While transiting to the intended anchorage site in the early morning hours, the ship struck an outcropping of rocks and was unable to free herself. Hard aground and in the surf zone, the ship pounded further onto the rocks and into a perilous situation. Fortunately for the crew, a Chilean AFT was in the vicinity and quickly pulled the vessel free and into a safe haven.

The damage that resulted from the initial impact and the subsequent pounding in the surf while aground was extremely serious. Numerous holes, dents, tears and areas of severe structural damage scattered the ship from the bow to amidships. Further aft, both propeller hubs each lost a blade while both rudders incurred impact damage with one completely inoperable. Flooding was rampant and affected 29 tanks and spaces. Thousands of gallons of diesel fuel spilled and polluted the waters of Cifuncho Bay. However, the worst and most serious damage was a 40' hole amidships which spanned from bilge radius to bilge radius and encompassed shell plating, all structural members, and numerous piping systems. With the hull in a critical hogging condition, the 4th deck was now the bottom most longitudinal strength structure amidships. USS La Moure County was definitely in need of immediate salvage assistance.

This paper summarizes the damage control and salvage efforts that took place after the ship was pulled from the rocks. It addresses some of the immediate damage control measures effected by ships force, the cooperative salvage actions of the U.S. Naval Fleet, the Naval Sea Systems Command Headquarters, and the Chilean Navy, and the joint Navy/Contractor repair and oil pollution abatement efforts. Additionally it addresses the logistic difficulties encountered in mobilizing and demobilizing personnel and equipment in the remote area off the Chilean coastline. Lastly, it discusses the requirements necessary to support a large-scale salvage crisis in a distant portion of the world, such as the USS La Moure County grounding in Cifuncho Bay, Chile.

Process-Oriented Integrated Data Environment
Mark J. Gillespie and Lee K. Rowbotham

The need to develop an IDE came about as a result to lowering costs, maintaining schedules, record management, record retention, automated software deliverable version control (library), and to reduce delivery time. The IDE is a key component for implementing process improvements as part of the electronic business environment we are evolving. The IDE stores technical data, provides access to the IETMs and other deliverables among a large number of different activities, including internal LM, customers and outside suppliers. Initial IDE development effort was focused on providing a structured, process-oriented electronic environment for IETM delivery. Over a year, the IDE has evolved to facilitate the research and development of technical manuals by external suppliers and government customers across the country. This paper discusses the design and development process, IDE growth and future upgrades, lessons learned, metrics and benefits.

How Sealless, Integrated, Permanent Magnet Motor Pumps Can Reduce Maintenance and Life Cycle Costs
Donald P. Sloteman, Gregory Brown, and Richard Steck

Improved pumping machinery is required to reduce the cost of ownership of many Navy ship fluid systems. The design and operation of Navy pumps is the number one contributor of the high ownership coswts of auxiliary fluid systems. While more robust pump designs may help reduce these life cycle costs, alternative pump designs that draw on maturing technologies can more dramatically affect the ownership costs of the equipment, system and ship. Such machines have been designed and built utilizing the following:

Work is ongoing to "militarize" these designs to make them suitable for the Navy shipboard environment.

Fiber Optic Sensor for Indication of Propulsion Bearing Wear
Stephen A. Mastro and John E. Reed

The recent application of fiber optic sensors to the monitoring and accurate measurement of wear in outboard water lubricated bearing staves in surface ships is presented. Current methods of determining the wear of bearing staves involve hands on visual inspection through the removal of or through access holes in the fairwater. This can be accomplished in drydock during an overhaul, or by divers while the ship is afloat. A scenario for embedding optical fiber in the bearing staves, and monitoring their wear remotely has been devised and patented by Naval Surface Warfare Center. Initial development efforts and testing have been completed to successfully embed the fiber in the bearing stave material, characterize its wear characteristics, devise the sensor opto-electronics, and measure any changes in the rubber wear surface properties due to manufacturing changes. These results, and future plans for testing and integration into an AEGIS Class destroyer platform are discussed.

New Technology Insertion
James Jennings and L. Burda

The introduction of New Technology occurs over a period of time. Some technologies change so rapidly, that the cycle is extremely short, matters of months, other technological changes are implemented over years. For that technology to be accepted by the end user a number of concerns have to be addressed. Among those concerns are the following:

The Superbolt® was initially introduced to the Navy market approximately five years ago. It was initially proposed as a solution to a engineering problem on the DDG-51 class ships. From that point, it has been through an extensive evaluation period in which the above questions have started to be answered. This paper will explore the implementation of the product and the issues raised by a change in the basic bolting concepts.

An Enterprise Solution for Navy Ship Maintenance
Harry Rucker, Bill Lynch, Jim Kamel, Robert Lyons, Jr., and Conrad Hedderich

The Navy, like other businesses, needs to continuously become more productive (more ship readiness for less total life cycle cost). Enterprise Resource Planning (ERP), a commercial business strategy, offers a solution. ERP is discussed and then applied to a total quality Continuous Maintenance strategy for ship platforms. The Navy is currently implementing an ERP solution and associated software in hopes of raising maintenance productivity. The status of implementation is provided.

Implementing ERP: Will It Work for Fleet Maintenance?
Kenneth R. Sydow

In 1998 then-Secretary of the Navy John H. Dalton launched an initiative to make the Navy's support infrastructure more efficient. Termed a "Revolution in Business Affairs," Mr. Dalton's stated intent was to "…apply world-class business practices so that the business side of the Department of the Navy is as focused and efficient as the operational side." By 1999 SECNAV's initiative had evolved to evaluation of the world-class business practices through a series of pilot projects under a private sector concept called Enterprise Resource Planning, or ERP. One of the pilot projects is Fleet Maintenance, which is under the joint sponsorship of the Commander in Chief of the U.S. Atlantic Fleet and the Commander of the Naval Sea Systems Command. This paper examines some of the key issues the Navy must confront in applying ERP to Fleet Maintenance and provides the author's views as to the possible outcomes.

Project Management On-Line
Gary R. Laughlin

While computers have become a necessary tool for a project manager, they are often restricted to a single user or limited to the project team members on the company's intranet. Outside team members such as subcontractors, design teams and suppliers must rely on email or team meetings to receive and transmit project data. New Internet resident project management tools are bringing new means of communication and collaboration to project teams. This paper will survey the Internet tools that are available, evaluate their suitability to ship maintenance projects, and review project management processes that can be improved by utilizing these tools. Features of the several online sites dedicated to project management will be compared for their suitability to the fast pace of ship repair. The paper will provide a reference for selecting the online site that best fits a ship maintenance project manager's future requirements.

Applied Maintenance and Logistics Options in the War Fighter's 21st Century Operational Engineering Environment
John E. Flynn and Russell E. Bryant

The new DoD 5000 series guidance continues the efforts to modernize and improve the process of how combat systems and weapons systems are developed, acquired, fielded, and supported. The new Joint Vision (JV) 2020 expands the precepts of JV 2010 by emphasizing the re-engineering and restructuring of our military forces and methods for engaging and countering threats to our national security as the 21st century unfolds. These documents highlight the opportunity for closer coordination and support between the military forces and the civilian work force. One of the critical interfaces is the maintenance and logistics support provided from the head quarters organizations to those in the field, the war fighters and CINCs. In this paper the authors will enlarge on the specific opportunities which they feel are available to the maintenance and logistics communities by evaluating the decisions and products provided to the war fighter through an evolved systems engineering environment - Operational Engineering (OE). [Bryant & Flynn, Naval Engineers Journal, July 2000.] Along with several other areas, logistics is a critical component in the maintenance and sustainment of high tempo, rapid decisive operations in the 21st century. The Operational Engineering environment includes this logistics support of developing and fielding systems and capabilities through the war fighters involvement in evaluating tactics, techniques, and procedures (TTPs), and concepts of operations (CONOPs) within their (the war fighters') operational requirements. (Please see the diagram below.)The improving and growing computer communications networks, coupled with the associated modeling and simulation capabilities, foreshadow improved coordination and decision making between the head quarters organizations and the war fighters and CINCs, and lend support to the Operational Engineering environment.

Supporting the 21st Century Platform Product Life Cycle Challenges with Performance Based Acquisition
Matthew O'Connor

The Navy needs to address two important acquisition challenges in order to efficiently develop effective platforms that successfully meet its 21St century tasking. First, the Navy must perform their tasks in an environment that includes new and modified activities driven by acquisition reform. Second, most of today's interoperability standards only address architectures, infrastructure and interfaces. Product Life Cycle activities need to take into account Commercial off the Shelf (COTS) and Non-Development Items (CANDI), system upgrades, technology insertions, rapidly changing market dynamics, and the military's focus on Network Centric Warfare's (NCW) application needs. This paper will provide insight into the new Department of Defense Acquisition Guidance, NCW Concepts, Vision 2020, and the 21st Century Navy. Additionally, it will discuss the on-going cooperative efforts between the government, industry, and academia and the challenges associated with system engineering in the face of acquisition reform, new requirements and rapidly changing CANDI.

Life Cycle Management, Acquisition Improvement, Publication, and Distribution of SGML Tagged Technical Data
Gerald McKernan and Bernard Coval

This paper describes the process currently used by NSWCCD to publish, distribute, and maintain technical manuals and the interactive electronic technical manual (IETM) products issued to date or under development. It also describes the evolving infrastructures and processes which will assist NSWCCD to meet the Navy IT 21 mandate to go "paperless" and outfit ships with electronic technical data. The paper discusses the ways in which NSWCCD is integrating with and leveraging from the Navy's existing information technology infrastructures. Lastly, the paper describes the benefits of conversion of technical data to a neutral electronic format.

System Operational Effectiveness: Assessment of "Cause-And-Effect" Dependencies Between System Design and System Support
Louis Kratz, Cliff Geiger, and Dr. Dinesh Verma

The increasing complexity of systems, realities of global competitiveness, focus on cost and profitability, and ever more challenging customer expectations have led premier organizations in defense and commercial sectors to assume the role of system integrators. These organizations are increasingly adopting an evolving business model. Instead of focusing on selling systems, system elements, and products, system integrators need to focus on selling, providing, and then sustaining a capability, a function, or a solution. Similarly, in the DOD there is a thrust towards Performance Based Contracting and a tenet of this thrust is to focus on contracting for a capability and a functionality, rather than a system or a system element. In this context, the system integrator is often responsible for managing physical, functional and operational baselines beyond the deployment phase and during system operational and support phases. While this role might and often does require the procurement of a significant percentage of the system's elements (hardware and software) from other vendors and partners, the system integrator often assumes ownership of the overall program and system risk (performance, schedule, and cost) for integrating these into the comprehensive system. Accordingly, system integration might then be defined as the progressive linking and testing of system elements to merge their functional and technical characteristics into an overall and interoperable system.

Information Management and Enhanced Decision-Making: The Advantage of the Fleet Assessment Process
Michael W. Harris and Martin L. Kirk

Information is the key to success in a digital world for a variety of endeavors and Fleet Maintenance is no different. Better management of information results in greater success; the more accurate and timely information is obtained and provided, the more informed and effective decision-making can be for maintenance issues that affect Fleet Readiness. The CNO policy on Navy Maintenance, which directs that Condition-Based Maintenance (CBM) be the manner for maintaining Navy ships, mandates 'objective evidence of need' for determining accomplishment of maintenance and repairs. Information is a critical resource for effective and efficient Fleet Maintenance. Implementing a significant portion of CBM for the U.S. Atlantic Fleet is the Fleet Assessment Visit Process executed by the Fleet Technical Support Center, Atlantic (FTSCLANT) and sponsored by the three Atlantic Fleet Type Commanders. Information management plays a key role in all six phases of the assessment visit process. Through objective and inter-active information management, the Fleet Assessment Visit Process confirms and validates configuration in NAVSEA and shipboard databases and on the deckplates, validates and documents actual material condition in shipboard CSMPs, and provides accurate and complete discrepancy information for maintenance managers to make timely and informed repair planning decisions. This paper will outline the information management efforts that occur in the Fleet Assessment Visit Process and how Fleet Maintenance is being improved and enhanced before, during, and after each visit through better information management.

Fleet Readiness and GIDEP
Robert A. Bennett

The Government Industry Data Exchange Program (GIDEP), designated as DoD's centralized database for managing Diminishing Manufacturing Sources and Material Shortages (DMSMS) information, made significant progress in supporting the services and their industrial partners by integrating tools and data to mitigate DMSMS problems. Several information services are available free to assist in maintaining Fleet readiness. The use of the Urgent Data Request has been greatly expanded in DoD activities primarily to locate obsolete or hard to find parts necessary to sustain systems.

Steering in the Wrong Direction
Mr. Brian Barry

Administrative, logistics and maintenance systems exhibit behavior that is dependent upon their design. These designs may be deliberately put in place, but are more frequently the unintended consequences of a series of decisions made by different people controlling related processes. Unlike engineering designs, most administrative, logistics and maintenance system designs have never been analyzed in a manner that permits their dynamic behavior to be studied. Using methods that stand in stark contrast with proven engineering principles, administrative, logistics and maintenance system designs are typically modified without experimentation or the benefit of underlying theory. In fact, most such modifications are made without understanding that experimentation using a dynamic model is even possible. Moreover, it is not unusual for managers to manipulate these systems in a manner that induces behavior that is opposite from what is intended. Administrative, logistics and maintenance systems don't work as their managers want them to work; rather, they work as they were designed to work.

The Non-Destructive Evaluation of Wire Ropes - Utilizing Acoustic Emission Techniques
Mr. G.R. Durmmong, Mr. J.F. Watson and Mr. R.M. Taylor

A series of wire ropes with induced flaws of known severity were subjected to a loading pattern intended to simulate a lifetime of normal working conditions and the Acoustic Emission monitored throughout. It was found that it is possible using a concept known as the Dunegan Corollary to periodically assess the condition of the wire rope and diagnose the severity of damage that had been induced.

Applied Reverse Engineering Gets the Fleet Out of Port On Time and Within Budget
Braxton P. Carter

Reverse engineering--the process of engineering backward to build a CAD model, geometrically identical to the original. Electronic measurements of points from a structure's surface are fed into CAD software, which turns the information into smooth mathematical surface models for manufacturing and dynamic computer simulation. While the concept of reverse engineering is not new, computer and software advances have made it a powerful tool. The technology is particularly useful for non-planar or curved surfaces. A complicated machine part can be copied with digital accuracy. And done quickly, with significant impact on cost savings and reducing project time.

ICAS: The Center of Diagnostics and Prognostics for the United States Navy
Brian Finley and Eric Schneider, PE

In it's past history, the United States Navy, has operated and performed maintenance utilizing either reactive or preventive maintenance philosophies. Recently, with the continual shrinking of resources, both monetary and personnel, the Navy has looked at various ways of reducing the workload and cumbersome work practices that it's personnel have to perform. However, this is to be accomplished while maintaining it's high level of readiness. [In fact, the CNO (ADM Vern Clark) has indicated the top five priorities for the Navy are manpower, current readiness, future readiness, quality of service, and Navy-wide alignment] Due to these two requirements, the Navy has mandated a shift from its present maintenance philosophy, i.e. the Planned Maintenance System (PMS), to one that utilizes Condition Based Maintenance (CBM) and Reliability Centered Maintenance (RCM) principles. Simply put, the Navy wants to shift from a calendar based maintenance system, i.e. performing maintenance every so many days / months, to a maintenance system that is based upon the condition, performance and operation, of the equipment in question. To meet this objective, the Navy needed to apply condition-monitoring strategies for its ships' engineering equipment. The Navy chose to apply the Integrated Condition Assessment System (ICAS) to fill this requirement. ICAS has multiple applications that can be and are used by the Navy to help reduce workloads. However one of the key requirements that ICAS fills to enable CBM is the ability to trend machinery performance and diagnose machinery health. These two areas are key to the enabling of CBM within the Navy. With these tools, ICAS has the ability to turn the operational data that the new Machinery Control Systems (MCS) and the new sensor information systems provide into useful and useable information. This information can be used for the diagnosis of failures and the indications of possible future fault conditions.

Integrated Condition Assessment System Maintenance Engineering Library Server (ICAS MELS)
Chris Savage and Kenneth L. Albright, Jr.

Since approximately 1995 the U.S. Navy has been installing the Integrated Condition Assessment System (ICAS) aboard ships to implement machinery monitoring and condition based maintenance. Currently installed on 80 ships, ICAS receives on-line sensor data for Hull, Mechanical and Electrical Systems and monitors, detects, and provides trending for the prognosis of machinery failure modes. Selected performance data and equipment vibration data is download into ICAS from portable hand-held units. The Navy has made a significant investment in the area of shipboard data collection, monitoring, and condition based maintenance. However, most of the return on investment has been seen at the ship level. Recent initiatives have concentrated on better distribution and utilization of the collected data at all shore side levels. This paper discusses the current processes available for shore based use and analysis of the ICAS collected data.

Electric Plant Integrated Shipboard Controls Test Process, Land Based to Shipboard Testing
Edward Rawls, Stephen Mounce, Johnson Varkey, and Matt Hanak

The Naval Surface Warfare Center Cardrock Division, Gas Turbine Electric Power Systems Section recently completed the first two CG 47 Class Electric Plant Integrated Shipboard Controls (ISC) Smart Ship Program upgrade installs. The ISC Smart Ship upgrade transformed the existing Engineering Control System Equipment (ECSE) and Man Machined Interface (MMI) with that of modernized Data Acquisition Equipment (DAE) and Data Acquisition Units (DAU) controlled from an Operating Station Unit (OSU) with a Human Machined Interface (HMI). Upon successful GTLBES SIM and live plant testing, software certification is granted and the software package is delivered and installed shipboard for Regression Tests. The Original Equipment Manufacture (Hardware / Software), NSWCCD ISC Test Engineers, along with Ships Force load the Software in order to follow a series of regression tests. Regression Tests serves the purpose of identifying and exterminating any software/hardware, CPU, Local Area Network (LAN) and shipboard equipment discrepancies for the Electric Plant in order to obtain a controls system that utilizes the benefits of up to date technologies.

Assessment of the Refueling Performance of DDG 51 Compensated Fuel/Ballast Tanks
Peter A. Chang, III, Wesley Wilson, Stephan Verosto, Jr., and Paisan Atsavapranee

Compensated fuel/ballast systems are used by the US Navy in three of its combatant classes, as well as LHD 7, to maintain uniform trim and draft. In such ships, when fuel is consumed, it is replaced by seawater which is discharged overboard during refueling. The discharged compensating water may contain concentrations of (fuel) oil in excess of applicable environmental regulations because the high refueling rates and internal structure within compensated fuel/ballast tanks promote fuel/water mixing and entrainment of fuel into the compensating water. In addition, water hideout, wherein water remains trapped in tanks when refueling is terminated, reduces fuel capacity significantly.

The US Navy has undertaken an extensive research and development effort at Carderock Division, Naval Surface Warfare Center (NSWCCD) to assess the current performance of compensated systems during refueling operations and to develop and propose improvements to their design which may be implemented in either existing or future ship classes. This paper describes the computational fluid dynamics (CFD) analyses used to assess the performance of the Arleigh Burke (DDG 51) class of US Navy guided missile destroyer mid-group compensated fuel/ballast tank 5-300-2-F. The amounts of water hideout, the times for the termination of re-fueling and mass fuel discharge, and two-fluid dynamics are compared for the baseline point-to-point, point-to-diffuser, and diffuser-to-diffuser inlet-outlet piping configurations commonly found in this tank.

Distance Support
Bruce Branham and Rob Joseph

In March 1999 CNO N86 message151339ZMAR 99 tasked NAVSEA to take the lead in the development and coordination of Distance Support efforts. The objective of Distance Support is to provide the Fleet with collaborative infrastructure support that leverages both Navy and Industry resources to improve readiness, reduce workload afloat, and improves the Sailors' quality of service. In the past, support efforts and new initiatives had been developed and implemented separately. Today's e-business technology provides the ability to consolidate both singular efforts and data into a cohesive support structure and a shared data environment. The Distance Support effort, coordinated by the Anchor Desk, is being developed through a phased implementation plan that utilizes existing support organizations, policies, and processes. When fully implemented, the Distance Support Concept will provide the Sailor with a single point-of-entry and process for all administrative, technical, and personal support. The shared data environment will provide the support infrastructure with the ability to proactively analyze and improve system and equipment operability/maintainability. Distance Support will be the cornerstone of the Navy for the 21st century providing a collaborative infrastructure and shared data environment. This initiative will leverage technological capabilities with the System Commands, Fleet resources, and Industry partners to improve Sailor quality of service and provide efficient, effective, and responsive support worldwide.

The Submersible Heavy Lift and Return of USS COLE Back Home
Rick Anderson, Robert Wasalaski, Gregon Gant, and Shannon Terhune

On October 12, 2000, terrorists bombed the USS COLE, an Arleigh Burke Class destroyer. The vessel was in the process of receiving fuel while moored alongside a dolphin in the middle of the harbor at Aden, Yemen. With no local repair facilities and a tense diplomatic situation, the badly-damaged, but stable vessel had to leave Aden for repairs at another site. After several intense days of weighing different options, frequently handicapped with limited information, the Navy decided on October 15 to heavy lift/dry transport the vessel to the United States with a contracted semi-submersible heavy lift ship. This paper will discuss a chronology of events and the associated engineering that culminated in the successful loading off the coast of Yemen and the safe transit home of this fully armed and badly-damaged warship. Detailed discussion will include the following: events leading up to the decision to heavy lift, preliminary and detailed engineering done in both Oslo, Norway, and aboard MV BLUE MARLIN, planning and execution of the loading operation, post loading and sea-fastening, the decision to fit a temporary patch, route planning, and the voyage home. The paper will also present the salient and unique characteristics of the MARLIN Class, currently the world's largest submersible heavy lift ships.

Heavy Lift / Dry Transport Method of Ship Transport: A Guide for the Heavy Lift Team
LT Shannon D. Terhune, USN

The heavy lift, dry transport method of transporting damaged ships has proven to be a viable alternative to towing. Heavy lift ship evolution has produced a generation of highly capable ships able to transport in excess of 30,000 tons safely and efficiently. The U.S. government does not own and operate this type of vessel, so the heavy lift is contracted with Navy technical oversight. The float on/float off procedure of loading and offloading heavy lift cargo is similar to the docking and undocking evolutions of a floating dry dock. Although the training and duties of docking officers at Naval Shipyards provides a relevant base of knowledge, the uniqueness of heavy lift calls for the Engineering Duty (ED) officer to have specific knowledge and experience with heavy lift operations. Because loading and unloading operations are usually performed in the open ocean, and the transit involves heavy seas, the blocking and sea fastening system is designed considering these dynamics of motion making the heavy lift a complex engineering task. This paper serves as a training and educational tool and as a guide to the heavy lift project team by using the heavy lift of the USS COLE on M/V BLUE MARLIN as an example.

NOT INCLUDED ON CD AND CURRENTLY NOT AVAILABLE IN ANY FORMAT

A Tough Plastic for Tough Navy Applications
Richard Paul Kole, Karl Lance Aschenbach, and Martin Dorner Davis

Since their introduction to the U.S. Navy 10 years ago, synthetic batterboards and decking panels have been the material of choice for replacing wood in the well decks of amphibious ships. This tough, UHMWPE material is formulated to provide high abrasion and impact resistance against abuse typically generated by landing craft, tanks, bulldozers, and other equipment, yet still maintains the flame-retarding, low smoke-generating, and chemical-resistance characteristics needed for shipboard applications. The exterior surface of this panel-shaped product can have a wide coefficient of friction range, depending on application needs. This paper provides an overview of the development and testing programs that established the performance requirements for synthetic batterboards and decking that eventually culminated in the generation of CID documents. Also explained are the design features and lessons-learned from previous installations that have dramatically reduced installation costs and improved quality.

New developments are now being investigated for applications outside the well deck area. Thin UHMWPE sheets (.25-inch thick) have been adhesively bonded to steel and aluminum on laboratory test plates. Potential applications are stair treads, passageways, antenna platforms, around gun emplacements, and other areas where nonskid material is used. Formed sheets of UHMWPE can be used on the interior surfaces of chocks or as a protective surface over a rubber-type scupper system. Magnetic attachment of UHMWPE sheets is also possible.

Capital Investment for Labor Initiatives (CILI)
CAPT William D. Needham

In the U.S. Navy, sailor labor has always been an undocumented, undervalued commodity. Recent personnel shortfalls and increasing technical requirements have changed the Navy's view of sailors' labor contribution, transforming it into a highly valuable resource. The Capital Investment for Labor (CI Labor) program is precisely that---the application of capital to reduce labor requirements for shipboard sailors. NAVSEA 05 has identified the most time-consuming shipboard tasks, measured them quantitatively, and evaluated them qualitatively. Upon this analysis, labor areas that would benefit from additional capital investment are noted and selected for inclusion in the CI Labor program. Most initiatives under the CI Labor program can be grouped in one of four categories: cleaning, painting, repairing, or monitoring. These represent the most time-consuming tasks and are also among the least satisfying. By reducing the requirements in each of these areas, sailors have more time for the work they're really interested in as well as more personal time, and ship systems operate more effectively and efficiently with the advanced materials, products, sensors, etc., that are the end-products of the CI Labor program. Specific initiatives addressed in these sessions of the CI Labor program are Coatings and Preservation, Watertight Door Improvements, Ventilation Improvements including Textile Ducting, Improved Mechanical Seals and finally, installation of Magnetic Couplings.

USS COLE (DDG 67) Restoration
CDR Stephen D. Metz

This paper addresses the preparation for and execution of the USS Cole (DDG 67) restoration. An overview will be presented that describes the events leading to the damage assessment and repairs required on the USS Cole due to damage suffered on 12 October 2000 from a bomb blast in the Port of Aden, Yemen. The feasibility studies, risk assessments and repair decisions made prior to the ship's arrival in Pascagoula, MS will be examined. The preparations required to support the ship prior to the start of the restoration will be discussed, including: temporary patch installation, undocking from the Blue Marlin, weapons and ammunition offload, dry-docking and translation to land. The contract process utilized that supported the legal issues, shipboard clean up problems, shipbuilder support to the ship's force, damage assessment and funding constraints will be discussed. The utilization of Integrated Process Assessment teams, made of government and industry personnel, to facilitate damage assessment up front in the process will be examined. The logistic issues dealing with material offload and reutilization decisions. The shipbuilder efforts in engineering and planning, pre-fabrication, scheduling and production will be looked at up through the early stages of the restoration.

Return to Proceedings for Sale