Friday, June 28, 2013

HII Awarded $745 Million Contract to Inactivate USS Enterprise (CVN 65)


Newport News June 28, 2013 - Huntington Ingalls Industries announced today that the company has received a $745 million cost-plus-incentive fee contract for the inactivation of the aircraft carrier USS Enterprise (CVN 65). The work will be done at HII's Newport News Shipbuilding (NNS) division.
The ship was towed from Naval Station Norfolk to NNS on June 20 under the existing planning contract. NNS will defuel the ship's eight reactors and prepare Enterprise for its eventual transit to Puget Sound Naval Shipyard and Intermediate Maintenance Facility. The work is scheduled to complete in August 2016. More than 1,000 employees will support her inactivation.
"Although Newport News Shipbuilding has defueled and refueled many ships, including Enterprise, this is the first inactivation of a nuclear-powered aircraft carrier," said Chris Miner, NNS' vice president, in-service aircraft carrier programs. "Our shipbuilders know Enterprise well and have enjoyed working on her over her decades of service. We are extremely proud of her great legacy, so it is with heavy hearts that we will work to retire this one-of-a-kind ship."
Built by Newport News shipbuilders and launched in September 1960, Enterprise served a record 51 consecutive years. The ship was the world's first nuclear-powered aircraft carrier and the only one in her class. Enterprise aided in the Cuban Missile Crisis and operations Enduring Freedom and New Dawn, as well as naval maritime security operations.

Wasp Passes Aviation Certification



Helicopters and AV-8B Harrier jets roared to life on the flight deck of the amphibious assault ship USS Wasp (LHD 1) June 24-27 as crew members went to work qualifying and passing the Afloat Training Group (ATG) Atlantic Aviation Certification (AVCERT) 1.4 Bravo. 
A large portion of the crew tasked with major parts of the graded AVCERT are fresh from boot camp or newly transferred making the process even harder than normal, but Wasp Sailors were ready for the challenge. 
"When the ATG staff came aboard Wasp for the AVCERT they came to a ship whose crew was fully prepared," said Chief Aviation Boatswain's Mate (Handling) Steven Vlasich, flight deck leading chief petty officer. "We knew from the last underway when ATG was aboard our crew had a good grasp on the operating and safety procedures for aircraft." 
To prepare for the upcoming AVCERT Air Department Sailors spent their time between USS Bataan (LHD 5) and numerous training courses to reacquaint themselves with the different types of aircraft slated to land. 
"More than 45 percent of the Air Department Sailors are new, and do not have hands on experience dealing with aircraft," said Master Chief Aviation Boatswain's Mate Jimmie Gardner, Air Department leading chief petty officer. "Our Crash and Salvage team had a scored above the fleet average in the firefighting team trainer and they were all new Sailors who took it, so I did not worry much when this assessment was taking place because I knew we had the best of the best in the fleet on this ship. These guys knew the importance of this assessment and they put their best foot forward."
Day and night, AV-8B Harrier jets, MV-22B Ospreys, MH-60S Seahawk and CH-53E Super Stallion helicopters launched and landed on deck working with flight deck personnel and practicing night vision operations using aided and unaided methods.
"During night time flight quarters the flight deck crew and pilots use night vision goggles to safely land on the ship, and since the ship has to dim its lights to avoid blinding the pilots, this is the aided method," said Aviation Boatswain's Mate 1st Class Jesse Seagrave. "The unaided method is landing aircraft without night vision goggles. Performing both methods gets the flight deck crew and pilots comfortable with landing aircraft in any situation." 
Sailors below decks worked hard before and during AVCERT including air traffic controllers who went to team trainers in preparation for the assessment and were instrumental in landing aircraft safely.
"Our job for this mission was to control the Harriers to perform different landing approaches aboard Wasp," said Air Traffic Controller 1st Class Nathaniel Alspaugh. "To make sure we were prepared for AVCERT we went to Pensacola, Fl., and the training we received allowed us to simulate controlling aircraft and perform landing approaches on the flight deck during day and night flight quarters. The majority of the Sailors in my division are new and the fact that they were able to complete this evolution with no problems is truly an amazing accomplishment and I am proud of them."
Wasp passed AVCERT with flying colors and is one step closer to Joint Strike Fighter Developmental Testing Phase II schedule to occur later this summer.

SM-3s protect US and allies from ballistic missile attack

RMS Product SM-3 Masthead

Tucson June 27, 2013 - Raytheon Company was awarded a sole-source, cost-plus-incentive-fee contract valued at $126,000,000. The SM-3 missile is designed to destroy incoming short-, medium-, and intermediate-range ballistic missile threats by colliding with them in space, a concept sometimes described as "hitting a bullet with a bullet."
This contract modification is to procure the material required to manufacture up to 29 SM-3 Block IB missiles. Work will be performed in Tucson, Ariz., with an estimated completion date of Sept. 30, 2016. 

USS Fort Worth Completes Camouflage Painting

Workers put the finishing touches on the camouflage paint for the littoral combat ship USS Fort Worth (LCS 3) as the ship prepares to leave dry dock during its selected restricted availability.
Workers put the finishing touches on the camouflage paint for the littoral combat ship USS Fort Worth (LCS 3) as the ship prepares to leave dry dock during its selected restricted availability. Fort Worth was painted with a pattern intended to meet two principal objectives: to conceal hull exhaust ports, to reduce detection and exterior maintenance of the ship when compared to a uniform haze gray paint job. The paint scheme utilizes gradient paints and contrasting angles to match the maritime environment and to make detection more difficult. Fort Worth is the second of the Freedom-variant of Littoral Combat Ship and is expected to deploy next year. (U.S. Navy photo by Lt. Kurt Draper/Released)
The camouflage painting of USS Fort Worth (LCS 3) was completed at Naval Base San Diego graving dock June 28. 
Workers applied a paint scheme that differs from that used on Fort Worth's sister ship USS Freedom (LCS 1). 
Freedom was painted earlier this year using a pattern based on a World War II-era design prior to her current deployment to Singapore.
"For a commanding officer of the Navy's newest class ship, seeing Fort Worth with her new paint scheme is gratifying and exciting," said Cmdr. Hank Kim, commanding officer of Fort Worth. "Fort Worth is proud to be part of those evolutionary - and revolutionary - concepts that bring LCS closer to full fleet integration. The crew is ready to return to sea and put the paint design to the test."
The paints used are currently within the Navy's supply system. Fort Worth's paint job cost an estimated $1.41 million, compared to the cost for painting Freedom, which was $1.64 million.
The paint design for Fort Worth includes dark shaded paints nearer the waterline of the ship to contrast against the sea surface, and gets progressively lighter further up the ship and above the water's surface to contrast against the area of sky just above horizon. The camouflage paint also uses contrasting angles and slopes to make the ship more difficult to detect visually. Additionally, this paint scheme is designed to be simpler in construct than the paint scheme used on Freedom, easier to apply, and visually appealing.

Thursday, June 27, 2013

Lockheed Martin-Led Team Lays Keel on Nation's Ninth Littoral Combat Ship


A Lockheed Martin-led industry team officially laid the keel for the U.S. Navy's ninth Littoral Combat Ship (LCS), the future USS Little Rock, in a ceremony held at Marinette Marine Corporation.
The industry team is building the Freedom-variant LCS for the U.S. Navy on budget, has delivered two ships with four others under construction and two in the early material procurement stages. With the nation's first LCS, USS Freedom, currently on its maiden deployment to Southeast Asia, the Lockheed Martin-led team is addressing the Navy's need for an affordable, highly-networked and modular ship unlike any other in the world, designed to conduct a variety of missions including anti-surface, mine and submarine warfare. 
In keeping with a time-honored tradition, ship sponsor Janée Bonner authenticated the keel by having her initials welded into a sheet of the ship's steel. She was assisted by Marinette Marine Corporation's President and CEO Chuck Goddard.
"It is an honor to serve as the sponsor of the future USS Little Rock, the ninth ship in a class that's so vital to our national defense strategy," said Janée Bonner. "This marks the beginning of my commitment to support her, as well as the brave crews that will serve on the ship to defend our country."
The Lockheed Martin-led LCS team includes ship builder Marinette Marine Corporation, a Fincantieri company, naval architect Gibbs & Cox, as well as nearly 900 suppliers in 43 states, including approximately 30 small businesses in Wisconsin and Michigan. 
"This is a great milestone for the U.S. Navy's future USS Little Rock and for the program as we continue to deliver ships," said Joe North, vice president of Littoral Ship Systems at Lockheed Martin Mission Systems and Training. "As we transition into serial production, we're applying lessons-learned to the construction process that our team has learned from supporting the U.S. Navy in maintaining the team's first and second ships."

Lay the keel is a shipbuilding term that marks the beginning of the module erection process, which is a significant undertaking that signifies the ship coming to life. Modern warships are now largely built in a series of pre-fabricated, complete hull sections rather than a single keel, so the actual start of the shipbuilding process is now considered to be when the first sheet of steel is cut and is often marked with a ceremonial event. 

NDLO and Navantia sign a life cycle support contract

On 26th. June, NDLO and Navantia have signed in Bergen a “Follow on Technical Support” for the maintaining and life support works of the F-310 class frigates built by Navantia, during the next 3 years.
The contract has been signed by the Head of NDLO Naval Systems, Rear Admiral Morten Jacobesen and the Chairman of Navantia, José Manuel Revuelta.
The F-310 class frigates contract, signed on 23rd. June 2000, has been a technological and operational success. The ships, equipped with the AEGIS Combat System, have proven their capabilities in international missions integrated with other first class Navies and have provided the Royal Norwegian Navy with the antisubmarine and anti-air warfare, according to high requirements from NDLO.
The program of construction is considered successfully ended and the offset program is totally accomplished, which means this contract has generated positive industrial and commercial exchange that has enforced the relationship between Norway and Spain, and especially between Navantia and NDLO. The positive closure of the building contract and the excellent relationship has been essential for the formalization of this contract.
With the signing of this long term contract, Navantia will put at the disposal of NDLO and RnoN all its knowledge, capacity, resources and the experience accumulated in the design and maintenance of this type of vessels for the Spanish Navy and other Navies around the world.

Charleston, S.C., harbor becomes 23rd to use NOAA PORTS® data system

June 27, 2013
Charleston, S.C. harbor becomes 23rd to use NOAA PORTS  data system®


Charleston, S.C. harbor becomes 23rd to use NOAA PORTS® data system
A CO-OPS employee installs an air gap sensor which measures bridge clearance on the Don Holt Bridge in Charleston, South Carolina. The sensor is part of the Charleston Harbor Physical Oceanographic Real-Time System (or PORTS®). Information from the sensor is critical for under bridge clearance, as ships continue to maximize channel depths and widths while, at the same time, push the bounds of bridge heights. NOAA Photos.
Officials from NOAA’s National Ocean Service and the South Carolina State Ports Authority will officially dedicate a new system to increase safety for ships in the harbor of Charleston, S.C. today.
The system, called Physical Oceanographic Real-Time System (PORTS®), provides real-time information that determines bridge clearance measurements from special air gap sensors, as well as water level and meteorological information from long-term tide stations, providing users with critical data when transiting the harbor. Charleston will become the 23rd U.S. harbor to use the system.
“By providing integrated real-time tide, weather and bridge clearance information, the Charleston PORTS will help reduce the chances for accidents,” said Richard Edwing, director ofNOAA’s Center for Operational Oceanographic Products and Services (CO-OPS). “For instance, the new sensors on the Don Holt Bridge in the harbor will provide crucial information for ships trying to pass under it. Also, enhanced marine information can increase the amount of cargo moved through a port and harbor by enabling mariners to safely use every inch of dredged channel depth and bridge clearance.”
Tailored to the specific requirements of each seaport, PORTS is a decision support tool that improves the safety and efficiency of maritime commerce and coastal resource management through the integration of real-time environmental observations, forecasts, and other geospatial information.
Knowledge of the currents, water levels, winds, and density of the water can increase the amount of cargo moved through a port and harbor by enabling mariners to safely utilize every inch of dredged channel depth. One additional foot of draft can increase profit per transit depending on the type of cargo transported.
The Port of Charleston is the fourth largest port on the East Coast handling commerce valued at more than $58 billion a year. It is a major economic driver of the region and state, facilitating 260,800 jobs in South Carolina. More than 20,000 companies in two dozen states use the Port of Charleston, including major global brands like Michelin, BMW, Adidas, Starbucks and Boeing.
“We consider the PORTS air gap system’s capability to provide real-time data as absolutely necessary for both navigation safety and the continued business development and job creation at our port facility,” said Stevenson E. Kemp Jr., Vice President, Terminal Operations, Port of Charleston.
In addition to providing useful information for maritime transportation, the use of the water temperature and tidal data can be used by fishers to improve their catch, while recreational boating excursions can occur more often and be safer through better real-time information available through PORTS.
Two major studies of the economic benefits of the PORTS system have shown that it can provide significant annual economic benefits in both cost-savings and in higher direct income. A 2007 study of PORTS operations in the Houston/Galveston areas showed benefits ranging between $14.1 and $15.6 million annually. An earlier study for the system operated in Tampa/St.Petersburg showed that the Tampa Bay economy receives more than $7 million a year in savings and direct income from NOAA PORTS.
CO-OPS, as part of NOAA’s National Ocean Service, is an organization of experts in understanding tides, currents and water levels, turning operational oceanographic data into meaningful information, products and services for the nation.

Russian Statement on Tartus

Unknown Olkema Class oiler in Tartus

Google translation - Common on the eve of a number of media reports on the withdrawal of Russian personnel point of logistics / E & P / fleet from the Syrian port of Tartus is not true.

Among the employees of E & P in the Syrian port of Tartus no troops, as his service has long been carried out exclusively by Russian civilian personnel.

Experts point logistics fleet currently working as usual. There are no events for their evacuation from the Syrian port of Tartus was conducted.

New Generation of Terma Radar Operational on Frigate Iver Huitfeldt



The frigate was deployed to the Gulf of Aden as part of NATO’s Operation Ocean Shield to prevent vessels from being hijacked and their crews being taken hostage. It returned to Denmark on Thursday, 23 May.
According to the Royal Danish Navy, the boarding teams of IVER HUITFELDT during the operation in total visited 113 ships and minor vessels. The crew was in contact with 666 merchant vessels to advise them about the risk of attack from pirates in the region. Above all, two Danes and four Filipinos, who were held hostage in Somalia for more than two years, were released and rescued aboard IVER HUITFELDT.
The SCANTER 6000 radar was installed and prepared for operation on the frigate in late 2011.
The main task of the SCANTER 6000 radar is to serve as a multi-role sensor system to meet requirements for tactical surface surveillance, search and rescue, and helicopter control.
It is a coherent X-band 2D solid state radar developed by Terma to address market requirements for improved surface and low airspace situational awareness. It has been specifically designed as an affordable all-weather sensor solution to plug the gap between standard marine navigation radars and more expensive military surveillance radar systems.
The SCANTER 6000 delivers exceptional resolution through the application of advanced hardware design and intelligent processing. The result is a state-of-the-art radar sensor that overcomes the limitations of previous generation radars so as to reliably detect very small targets in high sea and weather clutter backgrounds.
In addition, the SCANTER 6000 is the only radar in its class capable of providing simultaneous small target detection, helicopter guidance, and large and small target detection at close and maximum range. Furthermore, it maintains exceptional performance against non-cooperative targets in harsh weather.
Due to their unique ability to detect small targets at large distances under severe weather conditions, Terma radars are in high demand in the fight against smugglers, illegal immigrants, pirates, terrorists, and other illegal activities.
Terma's SCANTER 6000 naval surveillance radar is already installed on the U.S. Navy's Stiletto vessel and installed on the French navy’s cutting edge Offshore Patrol Vessel (OPV) “L’Adroit”. The advanced naval radar is also supplied to the navies of Germany and UAE and for new OPV programs as well as update programs.
Previously, Terma has supplied radar systems for the Danish Navy vessels. The deliveries comprise the SCANTER 2001 for the ABSALON Class and the SCANTER 4100 which has been installed on the OPV of the »KNUD RASMUSSEN« class. In 2012, the DALO ordered the SCANTER 4100 for the four OPVs of The THETIS class as part of a midlife update program.

Lockheed Martin-Built MUOS Satellite Encapsulated In Launch Vehicle Payload Fairing

muos_6.8.2010_s460
The second Mobile User Objective System (MUOS) satellite built by Lockheed Martin for the U.S. Navy was encapsulated into its payload fairing yesterday. It is scheduled to launch July 19 aboard a United Launch Alliance Atlas V launch vehicle.
The MUOS constellation replaces the legacy Ultra High Frequency (UHF) Follow-On system and delivers secure, prioritized voice and data communications, a first for mobile users who need high-speed mission data on the go.
The first MUOS satellite, launched in 2012, has been providing high quality legacy voice communications for users, and terminals are already testing using the advanced payload that enables data exchanges. More than 20,000 existing terminals are compatible with and can access the MUOS legacy UHF payload, and with the release of the new waveform developed for increased data-handling capacity, many of these terminals could be retro-fitted to access the Wideband Code Division Multiple Access (WCDMA) payload.
This advanced WCDMA payload incorporates commercial technology designed to provide 16 times the number of accesses as the legacy UHF Follow-On system that it replaces.
The geosynchronous constellation consists of four satellites and one on-orbit spare, which are expected to achieve full operational capability in 2015, extending UHF narrowband communications availability well past 2025.
Lockheed Martin Space Systems, Sunnyvale, Calif., is the MUOS prime contractor and system integrator. The Navy's Program Executive Office for Space Systems, Chantilly, Va., and its Communications Satellite Program Office, San Diego, Calif., are responsible for the MUOS program.

Wednesday, June 26, 2013

Sparton Corporation and Ultra Electronics - USSI Joint Venture (ERAPSCO) Awarded $5.8 Million for U.S. Navy Sonobuoy Contracts

Sparton Corporation (NYSE: SPA) and Ultra Electronics - USSI, a subsidiary of Ultra Electronics Holdings plc (ULE) announce the award of subcontracts valued at $5.8 million to their ERAPSCO joint venture, for the manufacture of sonobuoys for the United States NavyERAPSCO will provide production subcontracts in the amount of $2.8 million and $3.0 million to Sparton Electronics Florida, Inc. and USSI respectively. Production will take place at Sparton’s DeLeon Springs, FL facility as well as USSI’s Columbia City, IN facility and is expected to be completed by January 2015.
“Approved for public release; distribution is unlimited”
ERAPSCO was awarded a contract for the AN/SSQ-53F, a passive acoustic sensor used for detection, classification, and localization of adversary submarines during peacetime and combat operations and the AN/SSQ-62E DICASS sonobuoy, an active acoustic sensor used in the final localization and attack phase of submarine prosecutions.
The Q53F and Q62E sonobuoys are used to support the United States Naval Antisubmarine Forces. The primary purpose of a sonobuoy is to detect acoustic emissions or reflections from potentially hostile submarines and transmit these signals to US Navy airborne antisubmarine warfare forces.
ERAPSCO is firmly committed to the development of innovative technology in supplying the U.S. Navy with quality products that help secure U.S. borders, and proud to continue in its role as a technology partner for the U.S. Navy.

This Week in Naval History

27 JUN 1861: First U.S. Navy officer killed druing the Civil War

1861 – While commanding a gunboat flotilla, Commander James Harmon Ward was mortally wounded by a musket ball while on board flagship USS Thomas Freeborn. At the time of action at Mathias Point, Virginia, he was sighting Freeborn’s bow gun. Ward was the first U.S. Naval officer casualty of the Civil War.

28 June 1814: USS Wasp captured and burned HMS Reindeer
On 28 June 1814, the sloop of war Wasp commanded by Johnston Blakeley, came across HMS Reindeer, commanded by William Manners, off Plymouth, England, and brought her to battle. The battle lasted approximately nineteen minutes long. Wasp eventually captured Reindeer, took her crew as prisoners, and burned her at sea. On 4 July, Wasp captured and burned the British brig Regulator. Two days later, she captured and scuttled the British ship Jenny.

29 JUN 1862: Steam sloop Susquehanna captured British steamer
On 29 June 1862, during the Civil War, the steam sloop Susquehanna, commanded by Cdr Hitchcock, captured the blockade-running British steamer Anna near Mobile, Alabama.

30 JUN 1815: Last naval action of the War of 1812
On 30 June 1815, in the last naval action of the War of 1812, the sloop of war Peacock, commanded by Captain Lewis Warrington, came across the British cruiser Nautilus in the Straits of Sundra. The cruiser’s crew informed Warrington of the Treaty of Ghent. Suspicious, he wanted her to strike colors. Refusing to do so, Peacock broadsided her, killing or wounding fifteen. Boarding the vessel, Warrington then found out peace had been signed and freed the prize. Subsquently, Warrington repaired Nautilus and set her free. Note, just two days prior, Peacock captured and burned the British merchant ship Brio de Mar.

1 Jul 1801: US Navy to protect against Barbary Pirates
On 1 July 1801, Commodore Richard Dale’s squadron arrived at Gibraltar for the protection of American interests and to strike at the Barbary Pirates in the Mediterranean. Squadron ships were USS President, USS Philadelphia, USS Essex, and USS Enterprise, which had arrived 5 days earlier. The squadron was dispatched on 20 May. To read about Commodore Dale, please click here: http://www.history.navy.mil/photos/pers-us/uspers-d/r-dale.htm

2 Jul 1926: Distinguished Flying Cross was authorized
2 Jul 1926: Distinguished Flying Cross was authorized

3 Jul 1898: Battle of Santiago – Spanish-American War

On 3 July 1898, during the Spanish American War, when Rear Admiral Cervera’s Spanish fleet attempted to flee from the harbor at Santiago, Cuba, the US Navy’s Atlantic Squadron successfully pursued, attacked, and systematically destroyed the Spanish vessels. With the loss of the fleet, the Spanish ships en route to the Philippines turned about in the Red Sea to protect Spain, which was now open to attack by the US Navy. Troop landings on Cuba were now more feasible against unsupported troops and Rear Admiral Dewey didn’t have to defend his position in the Pacific. To read an eyewitness account from a crewmember serving on board USS Iowa, please click here for the Navy Library’s Online Reading Room: http://www.history.navy.mil/library/manuscript/santiagobattle.htm

Tuesday, June 25, 2013

UANI Launches MINERVA Iranian Vessel Tracking System





New York June 21, 2013 - Today, United Against Nuclear Iran (UANI) announced the launch of its Maritime Intelligence Network and Rogue Vessel Analysis (MINERVA) system. MINERVA is a new UANI initiative that tracks Iranian vessels and identifies and exposes the Iranian regime's efforts to smuggle oil and cargo in circumvention of international sanctions.
Through MINERVA, UANI conducts 24-hour real-time tracking and course prediction of Iranian and Iran-related vessels, including clandestine vessels, anywhere in the world. MINERVA analysts are located in New York, London and Hong Kong, allowing for around-the-clock monitoring. MINERVA is able to detect nefarious Iranian shipping activities as they occur, and UANI in turn notifies relevant authorities of illicit actions occurring in their jurisdictions.
MINERVA collects, processes, and analyzes raw vessel data such as speed, heading, identity, draught, and destination information. The system then correlates this shipping data with supplementary data from maritime industry sources, and employs algorithmic analysis to create distinct vessel and shipping route profiles and predict the courses and destinations of otherwise undetectable vessels of the Iranian regime.
MINERVA is the next phase of UANI's Shipping Campaign. The campaign has resulted in dozens of shipping and maritime-related companies including all thirteen of the world's major classification societies, multiple shipping lines, and numerous countries ending their provision of services to the Iranian shipping industry.
UANI developed MINERVA in response to the Iranian regime's increasing efforts to make vessels "dark," and avoid being detected by traditional vessel-tracking systems. For example, vessels of Iran's National Iranian Tanker Company (NITC) and Islamic Republic of Iran Shipping Lines (IRISL) are now regularly disabling their on-board location-transmissions systems, or "spoofing" their locations, destinations, and/or identities by inputting false identifying information.
MINERVA's unique capabilities allow UANI to monitor such vessels, and take relevant action to halt illegal Iran-sponsored shipping schemes.
Said UANI CEO, Ambassador Mark D. Wallace:
Iran's smuggling schemes thrive on deception and disguise. Our analysts are now on watch, 24 hours a day, to uncover the clandestine activities of Iranian vessels and identify the regime's unscrupulous partners in the international shipping industry.
When the regime's smuggling schemes are identified and exposed, maritime and port authorities can no longer deny knowledge of the origins of illicit Iranian vessels, shipments, and cargoes in their respective jurisdictions. The moment Iran's shipping schemes are brought to light is the same moment maritime and port authorities begin to turn the vessels away.
UANI has long highlighted the shipping industry as an area where the international community can further pressure Iran. In a 2012 Wall Street Journal Op-Ed, six UANI board members wrote that "the world must deny Iran's access to international shipping, a move that would severely affect the regime given its dependence on global trade and seaborne crude oil exports."
Last year, all thirteen of the world's major classification societies stopped certifying Iranian vessels following UANI's campaign, including Bureau Veritas, Germanischer Lloyd, the Russian Maritime Register of Shipping, Korean Register of Shipping, China Classification Society, and ClassNK. UANI has also announced that Barbados, Hong Kong, Moldova and Mongolia have stopped their reflagging of Iranian vessels.

Kockums AB has changed it's corporate name to ThyssenKrupp Marine Systems AB



June 25, 2013 - The new name doeas not imply any other change to the company; our owner, staff, locations, products, organization and corporate identification number are intact. 
The new name will gradually be implemented in all public and internal communications, for example at this web site which at the same time will be enhanced both in terms of content and design.

Monday, June 24, 2013

OSI Maritime Systems of Vancouver Signs Agreement With Malaysian Shipyard On Malaysian Corvettes



OSI Maritime Systems (OSI) is pleased to announce the signing of a Letter of Award with Boustead Naval Shipyard (BNS), Malaysia.  Under the Littoral Combat Ship (LCS) program, BNS will build six Gowind-class corvettes for the Royal Malaysian Navy. Under the terms of this agreement, OSI will deliver six Integrated Navigation and Tactical Systems (INTS); included are the company’s world leading ECPINS-W and Warship-AIS products, specifically designed for naval operations.

Panama Canal Reinforces Tug Fleet for Expansion

Panama City, Panama, June 19, 2013 - The Panama Canal has increased its tugboat fleet with the arrival of the first two of 14 tugboats that will improve the waterway's resources to offer a safer and more efficient service to the global shipping industry. These tugboats will strengthen the Canal's capacity for the operation of the Third Set of Locks.
"These new tugboats will allow the Panama Canal to continue offering a world-class service," Panama Canal Administrator Jorge L. Quiijano said. "They will help us prepare to face the challenge of operating the new set of locks with the same efficiency."
Cerro Itamut and Cerro Picacho are part of the new fleet of 14 tractor tugs that will be arriving within the next 12 months from Spain. Astilleros Armon, S.A., a Spanish ship-building company, was awarded the contract in September 2011, after an open tender with the participation of 20 companies from different countries in South America, Europe and Asia.
Quijano explained that the update to the Panama Canal tugboat fleet began in 2001, when the waterway had 20 tugs. Currently, the Panama Canal has 39.
According to the Panama Canal Administrator, towards the end of next year and after retiring those tugs reaching the end of their lifespan, the Panama Canal will have a fleet of 44 tugboats to face the operational demands of the current and expanded Canal.
The additional capacity will allow assisting Post-Panamax vessels that will be transiting the expanded Canal, which will not require the use of locomotives used in the existing locks.
The new tugs Cerro Itamut and Cerro Picacho were incorporated to the Panama Canal fleet today in a christening ceremony in the Gatun Landing, Colon Province, together with the ferry 5 de noviembre and the tugboats Estí and Rio Bayano I, that are part of a previous generation.
The names of these new boats are taken from different landmarks around Panama.
Boat christening is a tradition in the Panama Canal and among the shipping industry to ensure the good fortune of each new vessel and its crew.

Rockwell Collins RTK SAASM and autopilot pivotal in ship-based recovery of U.S. Navy RQ-21A UAS

The RQ-21A STUAS completed its first flight at sea in the Gulf of Mexico from the San Antonio-class amphibious transport dock USS Mesa Verde (LPD 19). The Rockwell Collins Athena® 111m Flight Control System and Real Time Kinematic (RTK) Selective Availability Anti-Spoofing Module (SAASM) technology solution for secure GPS receivers recently enabled the successful shipboard flight tests. 
The Rockwell Collins Athena® 111m Flight Control System and Real Time Kinematic (RTK) Selective Availability Anti-Spoofing Module (SAASM) technology solution for secure GPS receivers recently enabled successful shipboard flight tests of the U.S. Navy’s RQ-21A Small Tactical Unmanned Aircraft System (STUAS). The U.S. Navy’s RQ-21A “Integrator” is manufactured by Insitu, a division of The Boeing Company and a customer of Rockwell Collins.
“With the launch of this first ever SAASM RTK solution, military operations that require centimeter-level GPS navigation accuracy can utilize a more secure alternative to commercial RTK GPS receivers,” said Dave Schreck, director of UAS and Control Technologies for Rockwell Collins. “Today, platforms such as Insitu’s RQ-21A can have that navigation accuracy for autonomous capture, landing, or other operations, while benefiting from the high-security features of the SAASM GPS receiver.”
High levels of security and precise navigation are critically important for naval shipboard operations. The Rockwell Collins solution enabled the RQ-21A STUAS to remain secure and stable during flight operations and recovery even in rapidly moving, high sea state situations.
Schreck added that the RTK SAASM technology also enables cost-effective, miniaturized solutions for many other applications including targeting and North-finding solutions.
The RQ-21A STUAS completed its first flight at sea in the Gulf of Mexico from the San Antonio-class amphibious transport dock USS Mesa Verde (LPD 19). The system completed three months of land-based trial flights at Naval Air Warfare Center Weapons Division in China Lake, Calif., before launching from a LPD-class ship.
The Rockwell Collins SAASM device is a single, tamper-resistant multi-chip security module that can be combined with other components and software into a complete GPS receiver. RTK SAASM utilizes a miniature, low power SAASM GPS receiver. Rockwell Collins is the first in the industry to receive security approval for production of the SAASM GPS that incorporates a next-generation Precise Positioning Service (PPS) security module.

Russian Navy Changes FRUKUS Participant



Russian Navy Project 20380 corvette Steregushchiy departed Den Helder today, after participating in Dutch Navy Days, for Brest to be the national representative in the annual FRUKUS exercise. She will be joined by French destroyer Primauguet and as yet unkown US and UK ships. Official Russian Navy photo.

Saturday, June 22, 2013

Navy Receives First F-35C Lightning II


An informational graphic depicting tje F-35C Lighting II Joint Strike Fighter.


The U.S. Navy's Strike Fighter Squadron (VFA) 101 received the Navy's first F-35C Lightning II carrier variant aircraft from Lockheed Martin today at the squadron's home at Eglin Air Force Base, Fla.
The F-35C is a fifth generation fighter, combining advanced stealth with fighter speed and agility, fully fused sensor information, network-enabled operations and advanced sustainment.
The F-35C will enhance the flexibility, power projection, and strike capabilities of carrier air wings and joint task forces and will complement the capabilities of the F/A-18E/F Super Hornet, which currently serves as the Navy's premier strike fighter.
By 2025, the Navy's aircraft carrier-based air wings will consist of a mix of F-35C, F/A-18E/F Super Hornets, EA-18G Growlers electronic attack aircraft, E-2D Hawkeye battle management and control aircraft, Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) air vehicles, MH-60R/S helicopters and Carrier Onboard Delivery logistics aircraft.
VFA 101, based at Eglin Air Force Base, will serve as the F-35C Fleet Replacement Squadron, training both aircrew and maintenance personnel to fly and repair the F-35C.

Former Workers at Los Alamos National Laboratory Plead Guilty to Atomic Energy Act Violations

Pedro Leonardo Mascheroni photo by Heather Clark/Associated Pres
Washington June 21, 2013 - The Justice Department today announced that a scientist and his wife, who both previously worked as contractors at the Los Alamos National Laboratory (LANL) in New Mexico, have pleaded guilty to charges under the Atomic Energy Act and other charges relating to their communication of classified nuclear weapons data to a person they believed to be a Venezuelan government official.
The guilty pleas, which were entered today by Pedro Leonardo Mascheroni, 77, a naturalized U.S. citizen from Argentina, and Marjorie Roxby Mascheroni, 70, a U.S. citizen, in the U.S. District Court for the District of New Mexico, were announced by John Carlin, Acting Assistant Attorney General for National Security; Kenneth J. Gonzales, U.S. Attorney for the District of New Mexico and Carol K.O. Lee, Special Agent in Charge of the FBI’s Albuquerque Division.
According to court filings, Mascheroni, a Ph.D. physicist, worked as a scientist at LANL from 1979 to 1988 and held a security clearance that allowed him access to certain classified information, including “Restricted Data.”  Roxby Mascheroni worked at LANL between 1981 and 2010, where her duties included technical writing and editing.  She also held a security clearance at LANL that allowed her access to certain classified information, including “Restricted Data.”  As defined under the Atomic Energy Act, “Restricted Data” is classified information concerning the design, manufacture or use of atomic weapons; the production of special nuclear material; or the use of special nuclear material in the production of energy.
Mascheroni and Roxby Mascheroni were indicted in Sept. 2010, and charged with conspiracy to communicate and communicating Restricted Data to an individual with the intent to secure to an advantage to a foreign nation.  The indictment also charged the couple with conspiracy to convey and conveying classified Restricted Data.  The indictment also charged Mascheroni with concealing and retaining U.S. records with the intent to convert them to his own use and gain, and both defendants with making false statements. 
Today, Mascheroni pleaded guilty to Counts 7 and 8 of the indictment, charging him with conversion of government property, and Counts 10 through 15, charging him with making false statements.  Mascheroni also pleaded guilty to an information charging him with two counts of communication of Restricted Data and one count of retention of national defense information.  Mascheroni admitted that in Nov. 2008 and July 2009, he unlawfully communicated Restricted Data to another individual with reason to believe that the data would be utilized to secure an advantage to Venezuela.  He also admitted unlawfully converting Department of Energy information to his own use and selling the information in Nov. 2008 and July 2009, and failing to deliver classified information relating to the United States’ national defense to appropriate authorities and instead unlawfully retaining the information in his home.  Finally, Mascheroni admitted making materially false statements to the FBI when he was interviewed in Oct. 2009. 
Roxby Mascheroni pleaded guilty to Count 6 of the indictment, charging her with conspiracy, and Counts 16 through 22, charging her with making false statements.  She also pleaded guilty to an information charging her with conspiracy to communicate Restricted Data.  In entering her guilty plea, Roxby Mascheroni admitted that between Oct. 2007 and Oct. 2009, she conspired with Mascheroni to convey Restricted Data belonging to the United States to another person with reason to believe that the information would be used to secure an advantage to Venezuela. She also admitted making materially false statements to the FBI when she was interviewed in Oct. 2009.Under the terms of the plea agreements, which are subject to court approval, Mascheroni will be sentenced to a prison term within the range of 24 to 66 months followed by ten years of supervised release, and Roxby Mascheroni will be sentenced to a prison term of 12 to 24 months followed by nine years of supervised release.  The couple’s sentencing hearings have yet to be scheduled.
The indictment in this case did not allege that the government of Venezuela or anyone acting on its behalf sought or was passed any classified information, nor did it charge any Venezuelan government officials or anyone acting on their behalf with wrongdoing.  The indictment also did not allege any wrongdoing by other individuals working at LANL.
 This investigation was conducted by the FBI’s Albuquerque Division with assistance from the Department of Energy and LANL.  The prosecution is being handled by Assistant U.S. Attorneys Fred J. Federici, Dean Tuckman and Holland S. Kastrin of the U.S. Attorney’s Office for the District of New Mexico, and Trial Attorneys Kathleen Kedian and David Recker of the Counterespionage Section of the Justice Department’s National Security Division.

Friday, June 21, 2013

HMAS Tingira

HMAS
 
Tingira

HMAS Tingira
Type
Training Ship
Builder
Alexander Hall & Co, Aberdeen, Scotland
Commissioned
25 April 1912
Decommissioned
30 June 1927
Dimensions and weights
Displacement2132 tons (2169 tonnes)
Length317 feet (96.62 meters) overall
Beam40 feet (12.19 meters)
Draught16 feet (4.87 meters)
Complement
CrewUp to 250 boy trainees plus training staff
HMAS Tingira: EX-Sobraon
The training ship Tingira was originally laid down as the Sobraon for the shipping firm Lowther, Maxton and Co. The original design provided for composite sail and steam propulsion, however, the latter was not incorporated and the ship was completed as a three masted clipper relying solely on sail.
After carrying cargo and passengers between the United Kingdom and Australia for many years she was purchased by the New South Wales government in 1891. Moored off Cockatoo Island and under the control of the New South Wales State Welfare Department she was used as a reformatory or Nautical School Ship for wayward boys until 1911.
Tingira moored in Rose Bay, her permanent home as a boy’s training ship.
Tingira moored in Rose Bay, her permanent home as a boy’s training ship.
In 1911 Sobraon was purchased by the Commonwealth Government for £15 000 and fitted out as a boy’s training ship at Mort’s Dock Balmain. The name chosen for her was an aboriginal word meaning ‘open sea’ and she commissioned into the RANas HMAS Tingira on 25 April 1912. Tingirabecame a well known sight in Sydney harbour at her permanent mooring in Rose Bay. There she was supported by shore facilities in Kent Hall on New South Head Road. Nearby Lyne Park was also used for the purpose of parade, rifle and field gun training.
Nearby Lyne Park was used for parade, rifle drill and field gun training.
Nearby Lyne Park was used for parade, rifle drill and field gun training.
On 1 June 1912 the first batch of 37 boys recruited from New South Wales joined Tingira. Drafts from other States quickly followed, completing the first intake of 100. Entry was limited to boys between the ages of 14 and a half and 16 years who were bound to serve for seven years following their eighteenth birthday.
Arriving on board Tingira, the boys were immediately assigned an official number which remained with them throughout their naval service. They were then placed in either the 'port' or 'starboard' watch and kitted up in what was termed casual clothing. This was an interim naval kit consisting of: a cap, duck (coarse white material) suit, towel, soap, hammock and blankets. Shoes were only ever worn when undertaking parade or gunnery training or when going ashore for Sunday divine service. A more complete kit-up usually followed a week later.
Boys aloft in Tingira’s rigging. Scaling it was a daily event for most boys.
Boys aloft in Tingira’s rigging. Scaling it was a daily event for most boys.
Boys were placed in classes of about 12 and for the first four months they received comprehensive instruction in seamanship. On completion, they would sit an examination before beginning their gunnery training. This was where discipline reportedly came into its own. Everything was done at 'the double' and failure to carry out correct drill or any order with alacrity was severely dealt with.
Boys and crew of Tingira circa 1922.
Boys and crew of Tingira circa 1922.
A typical day's routine for a Tingira boy saw them turn out at 0530 and 'lash and stow' their hammocks before mustering for baths and showers. After bathing, each boy would receive a cup of cocoa, known as 'ki', before 'turning to' and cleaning ship. Boats would then be turned out and on completion the boys would fall in for physical training. The last boy to fall in would be sent over the ship's rigging half a dozen times which was never a pleasant prospect, particularly with no footwear on a cold, frosty morning.
After a vigorous half an hour of physical training all of the boys would be ordered over the ships rigging three times before mustering for breakfast. Grace was said before all meals which were overseen by the ship’s padre. On completion of breakfast the day’s classroom and practical instruction began, continuing until 1600 at which time the boys turned their attention to domestic duties or compulsory organised sport.
At 1900, on completion of supper, the boys were allowed to write letters or participate in voluntary games until 2030 when they were fallen in before being ordered to ‘turn in’. Lights out occurred promptly at 2100.
During her 15 years in commission 3158 boys were trained in Tingira and most took their place as sailors in the fleet. Many served in the RAN during the two World Wars and some, such as Signalman J.W. Varcoe, DSM and PO J.T. Humphries, GM were decorated for individual acts of gallantry during those conflicts.
The last draft of the Tingira boys began their training in 1926 and in August that year recruiting of boys ceased. On 30 June 1927 Tingira paid off and after passing through the hands of a number of different owners she was broken up in Sydney in 1941.

Thursday, June 20, 2013

Enterprise Makes Final Trip to Newport News Shipyard

Tugboats move the aircraft carrier USS Enterprise (CVN 65) away from the pier at Naval Station Norfolk for Newport News Shipbuilding.
NORFOLK (June 20, 2013) Tugboats move the aircraft carrier USS Enterprise (CVN 65) away from the pier at Naval Station Norfolk for Newport News Shipbuilding. Enterprise will be dismantled at the shipyard prior to the scheduled commissioning of the next aircraft carrier Enterprise (CVN 80). (U.S. Navy photo by Mass Communication Specialist Seaman Scott Barnes/Released)
USS Enterprise (CVN 65) made her final voyage to the Newport News Shipyard June 20. 

The ship, nearly six months into her dismantling process, was moved by tugboat on the James River to Newport News Shipyard with almost 150 Newport News Shipbuilding and Huntington Ingalls Industries shipbuilders aboard. 

"The main purpose of bringing the Enterprise up here is to defuel and deactivate her. This is the only shipyard capable of this," said Denis Geary, who works in the radiological controls department at Newport News. 

The move marks one of Enterprise's final trips underway and is expected to be the last opportunity for shipbuilders and crew to ride the ship. 

Shirley Langston was part of the original planning for the ship.

"I worked on the 'Big E' from the beginning- it was my first project 55 years ago. It's sad to see her go, but we are all proud of what she's done."

Throughout Enterprise's 51-years in service, many of the career shipbuilders riding the ship worked on Enterprise during her scheduled maintenance periods. 

Henry Deese, an engineering analyst at the shipyard, talked about his time working on Enterprise. "Working on the ship from the beginning and following it throughout its life had been rewarding. I was part if the team that started it and I'm part of the team that will finish it. It's sad to see Enterprise go when it's the first, last, and only one of its kind, but that's life."

Captain William C. Hamilton, Jr., Enterprise's commanding officer, monitored the ship's progress from the navigation bridge. "It's sad to see a ship with such a history taken apart and the Sailors leave, but we are looking forward to commissioning the next Enterprise. Right now our focus is the safety of our Sailors and shipyard workers as we take the ship on this underway and continue the dismantling process."

Enterprise's keel was laid at Newport News Shipbuilding in 1958 and she was commissioned November 25, 1961. The ship was formally inactivated at a ceremony held at Naval Station Norfolk December 1, 2012. The announcement that the next nuclear-powered aircraft carrier, CVN-80, will be called Enterprise was made at this ceremony.

Tuesday, June 18, 2013

Volunteers connect USS Iowa, the “Battleship of Presidents,” to city utilities

LIUNA volunteers excavating a trench to connect the USS Iowa to city utilities. (Photo: Business Wire)
LIUNA volunteers excavating a trench to connect the USS Iowa to city utilities.
Los Angeles June 18, 2013 - Laborers’ International Union of North America (LIUNA) Local Union 802 and the Engineering Contractors Association (ECA) coordinated the volunteer efforts of several groups to connect the battleship to the sewer utilities of the city of Los Angeles. The vessel, known as the Battleship of Presidents, was donated to the Pacific Battleship Center to become a museum and tourist attraction docked at the Port of Los Angeles. Prior, visitors to the USS Iowa, a storied battleship that served our country for 50 years and is now a museum, had to use portable toilets in a parking lot whenever needing restroom facilities. Recognizing that this was both uncomfortable for visitors and undignified for the ship herself, the volunteers set out to fix the problem.
“The Pacific Battleship Center truly wants to thank all of the organizations and volunteers that helped us create a more enjoyable experience for our visitors”
LIUNA, the contractors and the ECA worked with Los Angeles City Councilman Joe Buscaino’s office and the Pacific Battleship Center to develop the construction plans, expedite permits, and set the construction schedule. By permanently connecting the ship to the city’s water and sewer utilities, the project enables visitors to use comfortable restroom facilities on board the Iowa herself.
LIUNA Local 802 Business Manager Debbie Baker called these efforts, and the construction work that followed, “a labor of love and respect, not only in honor of the USS Iowa, but also in honor of the brave men and women who served on her. We hope that this will encourage and enable more people to visit the USS Iowa and learn about the important role she played in U.S. history.”
During the course of the project, volunteers set up control traffic, cut asphalt, excavated and shored a trench, installed sewer pipe, backfilled the trench, and repaved the parking lot. The following organizations volunteered manpower or donated equipment and materials:
  • LIUNA members and staff
  • The Engineering Contractors’ Association
  • Mike Bubalo Construction Company
  • Penhall Company
  • Herzog Contracting Corporation
  • E-Nor Innovations
  • ARB, Inc.
  • Pascal & Ludwig Constructors
  • Colich Construction
  • Williams Pipeline
  • All American Asphalt
  • Guzman Paving
  • Murray Company
“The Pacific Battleship Center truly wants to thank all of the organizations and volunteers that helped us create a more enjoyable experience for our visitors,” says the Pacific Battleship Center’s Chief Operating Officer Jonathan Williams.
First commissioned in 1943, the USS Iowa served in World War II, the Korean War, and the Cold War. The ship also carried three U.S. Presidents, more than any other battleship, earning her the designation “Battleship of Presidents.” Taken out of service in 1990, the 887-foot, 45,000-ton battleship was donated by the U.S. Navy to the Pacific Battleship Center, and became a floating museum on July 7th, 2012.

RFS Moskva Deployment Scheduled for July 2, 2013

RFS Moskva is currently undergoing workups in the Black Sea for a deployment scheduled to begin July 2, 2013. Port visits in Portugal, Cuba, Nicaragua, Venezuela and Cape Verde are planned. No word yet if the usual oiler and salvage tug will accompany Moskva. Russian Navy photo.

Monday, June 17, 2013

Ex-USS Enterprise Returns to Newport News Thursday

Enterprise Sunset
With a famous 50-year career as the Navy's first nuclear-powered aircraft carrier, ex-USS Enterprise (CVN 65) will come full circle, returning June 20th to the shipyard that built her for the first inactivation of an aircraft carrier. About 100 shipbuilders who helped construct and maintain the ship over her lifetime will ride aboard for her final voyage, and the whistles and horns of docked ships and NNS will blow to honor "Big E's" return.


Navy Historical Research, Writing Academic Award Winners Announced

Naval History and Heritage Command

Washington June 17, 2013 - Navy History and Heritage Command (NHHC) recognized four individuals for works they are proposing to publish that will further the understanding and application of current U.S. Navy strategy through historical context. They will receive research and writing grants to help them continue their efforts on behalf of the U.S. Navy.
The Navy supports this research is because of the advantages it presents the service.
"These scholars and the critical thinking they offer our Navy are an incredible benefit to Navy leadership," said Capt. Henry Hendrix, Ph.D., command director. "The history of the Navy is rich and complex, and researching different aspects of our history can be an epic undertaking. These scholars are helping Navy leadership place today's missions in context. This allows our Navy - and really our nation - to make smarter decisions."
"Recipients of the grants produce dissertations, books, and essays that advance our knowledge and understanding of the nation's naval history," Michael Crawford, Ph.D., command senior historian. "The fellowship, scholarship, and pre- and post-doctoral grants that NHHC provides encourage scholars unaffiliated with the Naval History and Heritage Command to create new knowledge and understanding of U.S. naval history and thus advance the command's mission. "
The four persons recognized included:
The Rear Adm. John D. Hayes Predoctoral Fellowship in U.S. Navy History, named in honor of the Hayes for his enthusiastic encouragement of naval scholars and his own significant contributions to the field, was awarded to Alan M. Anderson, a doctoral candidate at King's College, London. Anderson received the fellowship for a study analyzing the impact of laws of war on naval strategy in Great Britain and the United States, 1899-1909. His dissertation shows a deeper understanding of interrelationships between new technologies and the laws of war, particularly regarding autonomous attack systems. NHHC will provide Anderson $10,000 aid for dissertation research and writing. 
The Rear Adm. Ernest M. Eller Graduate Research Grant, named in honor of a former Director of Naval History, for his contributions to U.S. naval history, was awarded to Steven T. Wills, doctoral student, Ohio University. Wills proposes to study of the effects of the 1980's naval grand strategy on the Reagan Administration. The NHHC committee was impressed by the quality of Mr. Wills' select list of key individuals he will interview. NHHC awarded Wills a stipend in an amount up to $2,500. 
Vice Adm. Edwin B. Hooper Research Grant, named in honor of a former Director of Naval History, for his great contributions to U. S. naval history, was awarded to William F. Althoff, for a history of lighter-than-air aircraft in the U.S. Navy during the early Cold War (1945-1962). Althoff's study proposes to examine the research and development of the aircraft in the nuclear age, as well as the challenges of operation and command experienced by Navy personnel. An understanding of why the Navy abandoned this technology during the Cold War could be useful to Navy planners considering its future potential. Althoff will be paid up to $2,500 by NHHC after commencement of research.
The Samuel Eliot Morison Supplemental Scholarship, named after Rear Adm. Samuel Eliot Morison, USNR, an eminent naval and maritime historian and winner of the Pulitzer Prize, was awarded to Lt. Cmdr. Benjamin F. Armstrong, USN. Armstrong will receive the scholarship to support research on his doctoral dissertation, examining in tactical detail case studies of irregular warfare by the U.S. Navy in the age of sail. With the increase in the proportion of littoral combat ships and other small combatants in the fleet -- portending greater responsibility at lower levels of command -- irregular warfare is likely to retain its relevance. Armstrong's study looks to give junior officers knowledge of the Navy's heritage in the types of operations for which they will have responsibility, and help contextualize the Navy's experience in recent small wars. Armstrong was awarded the scholarship by NHHC up to $2,500.
Hendrix, having been awarded the Morison scholarship twice and the Hayes fellowship once, has insight into the process. For scholars wishing to get a fellowship he advises to keep the topics current.
"Keep your topic relevant," Hendrix explained. "The best way to impress the judges of the fellowships is to answer the 'so what?' question. Why is it important for Sailors today to know about your research? If you can answer that, you are bound to be one of the finalists, if not the winner, of the fellowship."
The fellowships are available from NHHC through its website and other channels targeting candidates in the academic community in early April.
"Interested individuals apply by submitting a completed application form that describes their project and details their qualifications, sending in their college and university transcripts, and asking those familiar with their abilities to write letters of recommendation," said Michael Crawford, Ph.D., NHHC senior historian. 
After the deadline passes, the senior historian convenes a committee of naval scholars to evaluate the applications based on the criteria of the originality of the proposed contribution to history, the qualifications of the applicants to produce works of high quality, and the potential value of the studies to the Navy.
For those unsuccessful at receiving a fellowship or scholarship, the committee can advise them on their work.
"We offer feedback to unsuccessful applicants when members of the committee believe they have something of particular value to recommend regarding the proposed project," said Crawford.