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Dr. John Pazik
I am really encouraged to be on this panel today because as
Rear Admiral Philip Cullom said, if we want to make changes in
Navy culture, acquisition, and operations, all the participants have
Dr. John Pazik is the Director of the Ship Systems and Engineering
Science and Technology Division at the Office of Naval Research (ONR)
and leads a group of scientists and engineers involved in the development of technologies for advanced naval power systems, platform survivability, advanced platform concepts, and sea base enablers. Dr. Pazik
is responsible for a portfolio of basic, applied, and advanced technology
development programs that range from topics in nanotechnology to aircraft carrier technologies. Dr. Pazik is currently engaged in development
of science and technology strategy for incorporation into the Navy’s
Next Generation Integrated Power Systems (NGIPS) master plan. As the
Navy’s Science and Technology Advanced Naval Power and Energy lead,
he has worked extensively with the Office of the Secretary of Defense
and the services to coordinate and plan power and energy programs.
Dr. Pazik was promoted to Senior Executive Service in December 2002.
Previously, Dr. Pazik was Director of the Physical Sciences Division at
ONR. As Director of Physical Sciences, Dr. Pazik focused resources on
power and energy transfer and environmental quality to address future
Naval needs in these areas. Prior to his selection to the Senior Executive
Service, Dr. Pazik was a program officer at ONR where he developed
and managed programs in nanotechnology, solid state chemistry, electronic materials, and thermoelectric materials and devices. As a program officer at ONR, he developed and managed joint programs with
DARPA. From 1989 to 1992, Dr. Pazik was a member of the technical staff at the Naval Research Laboratory. Dr. Pazik received a bachelor’s degree in chemistry from the State University College of New
York (SUNY) at Fredonia in May 1982. He received his doctorate degree
from the SUNY Buffalo in the area of inorganic chemistry in May 1987.
He was an American Society for Engineering Education postdoctoral
fellow at the Naval Research Laboratory in June 1987.
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to come to the table. I think this panel brings the right participants
together. We have the warfighting customer, we have the acquisition procurement officer, and we have industry—the ultimate
source for the products we need to buy. And I represent the science and technology (S&T) enabler who puts forward the underlying concepts that we are going to want to rely on in the future.
Let me begin by briefly reviewing the history of electric power
aboard U.S. Navy ships and the approach for managing how we
use that power. Electric power is clearly one of our critical enablers.
Starting at the bottom then, the USS New Mexico was actually the
first capital ship that really had an integrated power system associated with it (Figure 1). We started our processes prior to that with
the USS Jupiter, a bulk cargo carrier. We tend to get our feet wet
by using our logistics platforms as experimentation laboratories for
many of the new technologies that we look at. The USS Trenton
was the first ship that had electric lights installed on board—238
light sockets. It was also one of the first hybrid ships. It obviously
had sails, and in the middle of the deck, you can see the exhaust
for the steam engine. That exhaust stack actually could be raised or
lowered depending on whether or not the steam engine was being
used for power.
Figure 1. History of U.S. Navy Electric Ships
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I wanted to stop at the Trenton because it also brings together
climate change and energy in a different way, but probably not one
of the more positive ways: the USS Trenton was lost in a hurricane
off Samoa. I say that in a way that is a little bit tongue in cheek, but
part of what we are doing outside of the energy areas in terms of
climate change is looking at what the conditions are in the areas
where we are going to be operating. As we have heard, within a
few decades we will no longer have year-round ice in the Arctic.
How is that going to affect weather conditions and sea states? How
is that going to affect ice coverage and other issues associated with
our platforms?
The operational conditions that we expect to encounter affect
how we design a platform, not just from the electrical perspective, but also from the perspective of structures and mechanical
systems. Moving on to today (Figure 2), LHD-8 is a great example
of a hybrid electric drive that is achieving $2 million in fuel savings
relative to a modern steam plant. We first got our feet wet in these
areas with T-AKE 1 and now are moving on to the DDG-1000,
which is going to be an integrated power system with 78 megawatts of power.
Figure 2. Today’s U.S. Navy Electric Ships
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Let me just quickly remind you what the Office of Naval
Research (ONR) does. When it comes to energy, the Navy, and the
DoD’s use for energy, we have an app for that. So for anything that
you want to put energy on, we have a way to do that. What we
are trying to do at ONR, and within the S&T community across the
department, is to look at programs that solve those applications,
either by providing a variety of energy sources for us to use or by
increasing the efficiency of our platforms and thereby reducing our
demand for the fuels that we have (Figure 3).
Figure 3. Naval S&T Strategic Plan [1]
So we go from supporting development of quick enabling technologies, like solid-state lighting, through fundamental work that
looks, for example, at new materials for exhaust heat recovery. We
look at fuels and other energy sources and at how we take that fuel
and generate electricity in some form or another (Figure 4). We
also look at the types of energy storage media that are available.
And, we look at the different types of radars and weapons that we
are going to have aboard ship. We know that we are going to have
some baseline load and that we are going to have to handle peak
loads as well. So the storage piece is going to be a critical component. Then we have to have the distribution and control network
because, as I will show you in a few moments, it is not just about
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installing a generator and hooking it up to our propulsor. It is about
integrating it into the platform and getting the right power at the
right time at the right place, and electrical distribution is key to that.
Figure 4. Power and Energy Technologies
Ultimately, the S&T community has to address the loads piece.
What can we do to enable our designers to create more energy
efficient ships? Whether it is a new hull form, whether it is stern
flaps, or whether it is a new coating that reduces bio-fouling, which
causes a significant amount of drag, all these things add up.
Said another way, we look at both the near term and the far
term (Figure 5). We are planning ahead for a Navy that is going
to have more electric weapons and that is going to have highpower radars. But, we cannot just continue to add energy sources
to our ships. The rules that we have in front of us now are different.
We need to have an increasing amount of capability; we will have
greater loads due to our use of advanced radars and advanced
electric weapon systems, but we have to reduce the amount of
fuel we use. That is the challenge that has been put in front of the
S&T community, the research and development community, and
the United States as a whole: how do we use less and still increase
our capability?
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Figure 5. S&T Energy Investments
One of the things that we are talking about is the Next
Generation Integrated Power System (Figure 6). We are looking at
this because we do not want the radar system to bring its own generator set with it, and we do not want the rail gun to bring its own
generator set with it. We do not have room. So we have to be able
to figure out the layout of the platform that meets those needs while
satisfying design constraints on ship volume and center of gravity.
Figure 6. Advanced Electric Warship Next Generation
Integrated Power System (NGIPS)
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The Next Generation Integrated Power System is a way of
ensuring that we use a given amount of installed energy most efficiently. Regardless of whatever level of installed power we have—
say it is 78 megawatts like on a DDG-1000—that power is not
going to be directed in only one direction. We need to be able to
direct it in multiple directions. We need to be able to add different
timescales, and that means we are going to have to have energy
storage capabilities on the platform. That storage will not just be in
the fuel; it might be batteries, capacitors, and flywheels. We are
going to have to direct the energy from our generators into our
propulsion system at one point, a millisecond later we are going to
have to be able to fire an electric weapon, and at the same time
we are going to have to have broadband radar coverage with our
advanced radar systems. We are going to have to be able to move
that energy around, and the power electronics and distribution and
control systems necessary to do that are some of the S&T thrusts
that we are now working on.
What can we do to make sure we achieve our goals in
these areas? Our approach is to apply the design paradigm that
Mr. Howard Fireman described earlier. Let us take a quick look at
designing the electrical architecture for a ship, admittedly a very
difficult task. We know we are going to need power for weapons
and for radar systems. We know we would like to avoid bringing separate power sources for those capabilities, and we want
to have an integrated activity. How do we do that within the
design constraints and spaces that we have for a platform given
its requirements for speed, range, and payload? Right now we
effectively create a rough specification for the ship and then we
think in detail about the machinery, the intakes, the uptakes, and
the mission spaces and how we set those out to actually have an
effective platform.
Currently, we do not have a great tool that allows us to determine whether, if we use this architecture with these components
aboard, it is going to fit in this platform, it is going to be able to
make this speed, and it is going to be able to have this mission set
aboard (Figure 7). We need to have an iterative process so that
we can iterate the design as many times as needed and thereby
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optimize the solution space that we have between what the warfighter needs and what our acquisition community can afford. That
design tool is going to be a crucial piece, and it is one of the things
that we are looking at from the S&T perspective. So, our job is not
just about developing the hardware and the components, it is also
about bringing the right design tools to the table so that we can
take those components and put them into a platform and then take
those platforms and put them into an overall scenario that includes
energy and power and how we operate as a Navy and as a DoD.
Figure 7. Today, We Have No Reliable Method or Tool
The Ship Smart-System Design (S3D) is one of our tools that
we are working on, primarily with the university community and
with an industrial partnership associated with that community.
We ultimately want to bring that design capability to the electrical
architecture and its interfaces with combat systems. We also want
to address manning requirements and the platform’s operational
capabilities as well as construction, testing, training, and finally
ship delivery and service life to include maintenance and future
upgrades (Figure 8).
One of the things that we have embarked upon is an electric
ship research and development consortium that includes a number
of universities partnered with an advisory board from industry
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(Figure 9). That latter element is critical for ensuring that the academic community understands what industry wants to be able to
do but also for providing the connections so that industry knows
what is coming out of the design community.
Figure 8. Future Vision of Shipboard Electrical Design
Development Process
Figure 9. Electric Ship Research and Development Consortium
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One of the things the consortium is doing is creating a center
for incorporating hardware-in-the-loop capabilities into our design
models and simulations. This is particularly important given the
cost associated with the actual testing all of the individual components that we have to do before we can assure that they are safe
for use aboard ship. If we can create models and verify that those
models truly represent what those systems do, then we can reduce
the cost of our testing activities.
In addition to the things that I have already discussed, ONR is
also looking at some far-out things (Figure 10), including the variable acquisition motor system for unmanned aircraft mentioned
by Rear Admiral Cullom. We are also looking at the whole spectrum of unmanned vehicles. We want to have unmanned capability undersea. We want to extend the range and the lifetime of our
unmanned vehicles. The power system and the control system are
key to making that happen.
Figure 10. Other Power and Energy Considerations
There are also a number of secondary things that we need to
look at that impact efficiency and affordability. These range from
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hull husbandry to the type of cabling that we install aboard the
ship. All these things factor into the energy needs, the cost, and
the efficiency of the platform. It is getting down that user demand.
So in summary, I think from an S&T perspective, we are at a good
place with this power and energy portfolio right now, and I think
it is a good paradigm for where we need to go in the future. We
need to partner across our various constituencies, understand what
the needs are, and also inform them about the capabilities that we
are developing.
As Rear Admiral Cullom stated, we need strong partnerships.
At the ARPA-E Energy Innovation Summit a couple of weeks ago,
the Secretary of the Navy announced that the Navy was establishing a partnership activity with ARPA-E in hybrid energy storage.
It is important that we continue to establish these types of collaborations, because none of us can do it alone. It has to be a U.S.
government effort, and we have to look at what all our partner
agencies are doing. We have to take a holistic approach to efficiency 1% at a time. At the same time, we have to understand that
the key aspects are at that front end. Sixty percent is the greatest
efficiency you are going to get from a gas turbine generator on a
good day. Then, when you look at where that energy goes, you
discover that 99% is lost in drag and other activities at the end of
the cycle. So we have to attack the back end of the process as well.
The Navy’s S&T community is working well with the acquisition community to develop hybrid electric drive, to deploy the
Green Fleet, and to conduct the Green Strike Group demo. In short,
we have those essential close partnerships with our colleagues at
Naval Sea Systems Command and the Office of the Chief of Naval
Operations.
REFERENCE
1. Office of Naval Research, Naval Science & Technology Strategic
Plan,  http://www.onr.navy.mil/en/About-ONR/sciencetechnology-strategic-plan.aspx.