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REFERENCES: 1) S. C. Zimmerman, et al, "Synthetic hosts by monomolecular imprinting inside dendrimers", Nature 418:399-403 (2002). 2) Celia M. Henry, ?Drug Delivery? Chemical & Engineering News, 80(34), August 26, 2002. 3) O.A. Matthews, A.N. Shipway, J.F. Stoddart, ?Dendrimers - Branching Out from Curiosities into New Technologies? Prog. Polym. Sci. 1998, 23, 1-56. KEYWORDS: dendrimer, materials, biological warfare agent, immune building, internal release, external release A03-135 TITLE: Urban Tactical Decision Aids TECHNOLOGY AREAS: Information Systems ACQUISITION PROGRAM: Combat Terrain Information Systems OBJECTIVE: Design and develop urban tactical decision aid (UTDA) software that can exploit three-dimensional (3-D) urban terrain data. Investigate urban combat lessons learned and be cognizant of emerging tactics, techniques and procedures to support urban combat. Demonstrate awareness of existing tactical decision aids (TDAs) and leverage existing capabilities. Where possible, adapt traditional terrain analysis tools, commercial geographic information systems (GIS), etc., so they are applicable to uniquely urban situations. The Army Topographic Engineering Center's (TEC?s) Urban Tactical Planner (UTP) and the Army?s Combat Terrain Information Systems (CTIS) program might provide sources of inspiration. Development paths might entail popular GIS products and their associated plug-ins and programming toolkits. Using such tools, adapt and expand CTIS-like functions to the urban milieu, resulting in automated urban terrain analysis and visualization capabilities to support decision making. These new UTDAs will ingest, analyze and visualize multiple layers of 3-D urban terrain data as well as 2-D data. The software will evaluate the impacts of urban terrain and help commanders make decisions regarding mobility, fields of fire/observation, obstacles, cover/concealment, fire hazards, command and control, etc. Possibilities include using available urban geometry data and information on building materials to facilitate selection and deployment of weapons, incorporating unique 3-D urban terrain data into troop mobility modeling, etc. DESCRIPTION: Urban warfare has been called 3-D warfare and the great equalizer. The U.S. military?s overwhelming technological advantages are to some extent stifled in cities, where buildings shelter enemy forces from reconnaissance, and the presence of civilians makes the use of even the smartest bombs much more difficult. Ground forces will need to address the associated challenges that the urban conflict environment includes, from decreasing standoff and minimized high-technology advantages to increasing difficulty in avoiding collateral damage. Urban warfare has been considered so potentially costly that U.S. tactical doctrine has advocated isolating and bypassing urban areas wherever possible. However, adherence to these precepts, though valid, is becoming increasingly difficult as inexorable urban sprawl continues to change the face of the battlefield. The U.S. military needs to minimize the equalizing effect of urban combat. The commander faced with urban combat will benefit greatly from TDAs that are designed specifically for urban situations. Terrain analysis has always been fundamental to offensive and defensive planning on any battlefield. Traditional TDAs help commanders to understand battlefield terrain and to make decisions based on operations such as line-of-sight calculations. However, it is likely that many - if not most - future military operations will have an urban component, as cities have become the primary sanctuaries of many of our contemporary and emerging threats. As a new terrain feature, the modern city tends to magnify the power of the defender and rob the attacker of advantages in firepower and mobility. Closely packed buildings, basements, alleyways and sewer systems offer cover, concealment and ready-made defensive positions to defenders. The urban setting is a complex and difficult environment in which to operate, and urban combat remains a special challenge. Tactical terrain analysis has traditionally considered some elements of the urban environment, but the focus has been on natural terrain elements. Increased awareness of the effects of manmade features on the overall tactical scheme is necessary. How urban terrain elements impact operations is an important consideration in determining tactical options. The physical layout of built-up areas and the structural characteristics of buildings represent critical planning considerations for the tactical commander. Manmade construction impacts the tactical options available to commanders. Thus, commanders must treat urban elements as terrain and know how this terrain affects the capabilities of their units and weapons. They must understand the advantages and disadvantages of urbanization, and its effects on tactical operations. Since urban operations might require that soldiers fight for every corner, set of stairs, vending machine and hallway, a UTDA should describe at a tactical scale the layout of a city, including information on buildings, roads, railroads, bridges, underground infrastructure, and other features typical of urban areas. UTDAs should address concerns such as urban mobility, cover/concealment, perimeter defense, vulnerability assessment, fire hazards, fields of fire/observation, obstacle avoidance, coordination of fire/maneuvers, battle damage assessment, etc. Urban operations require 3-D information (building heights, the presence of underground facilities, etc.); thus, UTDAs need to be able to consider and exploit 3-D information. For example, commanders face the challenge of line-of-sight limitations imposed by urban geometry, so UTDAs must assist the commander in understanding and overcoming these limitations. A UTDA could address issues such as weapon/munition selection, the effects of such selections on the urban environment, etc. It could identify types of buildings and help commanders understand the effects of weapons that might be used against these buildings. For example, masonry buildings tend to muffle the blast effect of the attacker?s artillery, and when destroyed, these buildings tend to choke the streets with rubble and broken glass. Urban commanders also need to be aware of public buildings such as hospitals, clinics, shelters, stadiums, parks, schools, etc. Which buildings, rooftops, intersections or other urban terrain provide observation and fields of fire? Which buildings pose fire hazards? A UTDA could identify key urban terrain and fields of fire, assist in developing movement plans toward objectives, provide locations of command and control nodes, recommend urban-specific supply items (ladders, knee and elbow pads, ropes with grappling hooks), etc. A UTDA could perform aperture analysis. This would enable a commander to determine the number of apertures (windows, doors, holes due to weapons effects, etc.) in a given building. Depending on the mission at hand, an aperture might need to be suppressed, or it might provide a point of entry or exit. Based on aperture information and building composition, a UTDA could assist the commander in choosing the type of weapon needed to suppress and breach a given aperture. An urban commander needs to know the streets, alleys, through-building routes, and subterranean passageways that can provide avenues of approach and mobility corridors. Subterranean passages provide covered and concealed routes of movement throughout urban areas. Ideally, a UTDA would provide information on the nature and location of subterranean features such as sewer systems, subway lines, underground garages, utility tunnels, etc. A UTDA could also identify elevated railways, mass transit routes, fuel and gas storage facilities, electric power stations, canals and waterways, airfields, etc. PHASE I: Create a design/framework for UTDA software and show feasibility. PHASE II: Develop and demonstrate prototype UTDAs for a range of urban environments, situations and conditions. PHASE III DUAL USE APPLICATIONS: This system could be used in a broad range of military and civilian security applications where consideration of urban terrain is necessary. These applications might include security planning, assessment, and training (facility vulnerability analysis, critical infrastructure protection, security for event planners); command center operations (police force asset management, emergency management and response, city-wide situational awareness); and urban and transportation planning (land use analysis, traffic flow simulation, urban renewal projects). REFERENCES: 1) U.S. Army, Military Operations on Urbanized Terrain, FM 90-10, August 1979. 2) U.S. Army, Combined Arms Operations in Urban Terrain, FM 3?06.11, February 2002. 3) Smith, Edwin P., Challenges of Urban Warfare as We Transform, Army Magazine, September 2002. KEYWORDS: Urban, tactical decision aid, 3-D, GIS, analysis, visualization A03-136 TITLE: A Device for Estimating Site Condition TECHNOLOGY AREAS: Sensors OBJECTIVE: The objective is to design, develop, fabricate, develop parameters, and demonstrate a portable device which will quickly and quantitatively determine the site condition in terms of Erosion Potential/Training Capacity/Trafficability. DESCRIPTION: Department of Defense (DoD) is responsible for administering over 25 Million acres of land. Mission activities vary greatly in their distribution and intensity across the landscape. Understanding mission related impacts is critical to assessing the potential for any particular activity to create a negative impact on the land, such as erosion contaminating water or air and decreasing the future capacity of the land to support training. DoD natural resource decision-making, modeling, and simulations technologies require a quantitative assessment of the lands character and capacity to sustain vehicle traffic. The ability to assess larger areas would be advantageous because training maneuver areas on Army installations are generally several thousand acres in size. The erosion potential of a site will vary with time of year, amount of vegetation, percent bare soil, slope, soil moisture, weather conditions, soil type, soil density as well as the type of vehicle, the speed, and the straightness of the path. Currently sites can be assessed with a variety of devices and trained personnel, but the process is time consuming, and difficult to compare between sites and among sampling personnel. While much research has been completed that documents erosion potential factors, a composite system of parameters and detection devices does not exist. The erosion potential/training capacity is equally matched by the trafficability or the ability of the land to sustain vehicular traffic. This area can also be important for military campaign planning and route selection on the battlefield. Sites with high trafficability typically have high training capacity and low erosion potential. The system of software and hardware should be a vehicle mounted or hand-held device for determining the erosion potential of a site. This device should be able to detect the green vegetation, the mulch layer, bare soil, soil roughness, and bulk density for use in either derived or a composite of existing algorithms for determining erosion/ carrying capacity/trafficability potential of a site approximately 100 square meters or more in size. PHASE I: Conduct an evaluation of existing and innovative commercial technologies for determining the properties of soil, vegetation and topography, as well as: the integration of these properties into an assessment of site condition, the miniaturization of components, and the transfer of data to the user. Prepare a preliminary design based on the technology evaluation and assessment of the available and/or derived parameters. Design should include, at a minimum, the specification of components, assembly, interface and control software, estimated costs, packaging, and estimated component size and weight. Design should include documentation of the trade-offs made during the design process and the parameters for translating device outputs to site condition. Develop appropriate software to estimate site condition and allow for output to a data-logging device. PHASE II: Prepare the final design and construct a full-scale prototype of the system. The prototype will be evaluated for its design, construction, efficiency, packaging, and overall system performance. The system will be demonstrated in land conditions determined by the monitoring agency. Demonstration environments will include several sites with widely varying conditions and extremes of vegetative cover, soil moisture, and topography. The prototype will be refined as deemed necessary based on the results of the field demonstrations. Documentation will be prepared to define the techniques, procedures, applications, and limitations of the developed system. PHASE III DUAL USE APPLICATIONS: This Small Business Innovative Research (SBIR) could aid in the assessment of public lands in whether to allow off-road travel. Companies that maintain remote sites could use it to assess the capability of unimproved roads to sustain travel. The environmental community could use it to estimate the potential for erosion from vehicular activities of many sorts. It could be used by high-end sport utility vehicle users to assess the advisability of off-road travel. Phase III consists of the commercialization of a system for military and commercial markets. OPERATING AND SUPPORT COST (OSCR) REDUCTION: The Army presently spends about $40 million per year on land rehabilitation and maintenance. Perhaps as much as 30% of these funds could be saved annually by avoiding vehicle traffic on the most susceptible/ least trafficable sites. REFERENCES: 1) Sullivan, P.M. and Anderson, A.B., A Methodology for Estimating Army Training and Testing Area Carrying Capacity (ATTACC) Vehicle Severity Factors and Local Condition Factors. Technical Report, 01 Jun 2000, U.S. Army, Corps of Engineers, CERL, Champaign, IL, Report Number ERDC TR-00-2. 2) Ayers, P.D., ?Environmental Damage from Tracked Vehicle Operation,? Journal of Terramechanics, vol. 31, no. 3 (1994), pp. 173 ? 183. 3) Grantham, W.P., Redente, E.F., Bagley, C.F., and Paschke, M.W., ?Tracked Vehicle Impacts to Vegetation Structure and Soil Erodibility,? Journal of Range Management, vol. 54, (2001), pp. 711-716. 4) Field Manual, No. 5-430-00-1; Air Force Joint Pamphlet No. 32-8013, Vol I, Planning and Design of Roads, Airfields, and Heliports in the Theater of Operations?Road Design ? Chapter 7 ? Soils Trafficability. http://www.adtdl.army.mil/cgi-bin/atdl.dll/fm/5-430-00-1/toc.htm KEYWORDS: land capacity, environmental impact, trafficability, erosion A03-137 TITLE: Void Detection and Stiffness Measurement System for Road and Airfield Pavements TECHNOLOGY AREAS: Materials/Processes Objective: Design and build the hardware and software components for a portable system capable of measuring pavement strength/stiffness from a moving platform. The measured stiffness would be used to: 1) locate areas with potentially hazardous voids, 2) identify weak sections of pavement that would pose a high risk for catastrophic failures, and 3) aide in the determination of the pavement load carrying capability. Description: Recently, several accidents have been reported involving aircraft punching through pavements on DoD airfields. An investigation also identified a number of additional pavement failures that would most probably have resulted in additional accidents had they not been visually detected. The predominant cause of these failures was determined to be the result of soil erosion along drainage structures beneath airfield and road pavements. The current state-of-the-practice for void detection involves the use of a heavy weight deflectometer (HWD) in combination with visual surveys and cone penetration tests. For testing, the trailer mounted HWD is positioned over a test point, a load plate is lowered to the surface, a weight is hydraulically lifted and released, and the resulting dynamic load and surface deflections are recorded. Only voids in very close proximity to the HWD load plate can be detected. Therefore, it is not feasible to conduct routine void detection assessments of entire airfields or road networks using these discrete measurement techniques. Recent developments in rolling deflection equipment have produced some equipment that may have potential, however, these devices are large, slow, and/or not fully validated with respect to accuracy. There is an urgent need to identify state-of-the-art testing technology with potential application to a continuous deflection measurement system from a moving platform. This system is needed to provide the technology necessary to periodically survey DoDs many thousands of square feet of aging horizontal infrastructure. This system is also needed in support of DoDs force projection/deployment missions into austere areas with extremely marginal pavement infrastructure. As we deploy, both our aerial ports of embarkation and host nation aerial ports of debarkation will be essential for rapid decisive operations of the Objective Force. These aerial ports of debarkation will be the intermediate staging points and will require large numbers of heavy cargo/transport aircraft. Our force projection requirements will far exceed many of the NATO/host nation day-to-day missions, both in magnitude of wheel loading and number of operations. The Navy reference summarizes some of the pavement failures in the U.S. that have been attributed to aging sub-surface drainage structures. Fortunately, these failures have not occurred during a critical deployment scenario. But, it illustrates the type of problems to anticipate with aging infrastructure. As we plan for future deployments, we must consider the aging infrastructure of the host nations. Because many of their airfields are not being subjected to large numbers of heavy transport aircraft, we may not see a problem until we deploy. Failures of the sub-surface drainage structures often result in a catastrophic punch through. There can be considerable damage to the aircraft and pavement repairs can result in lengthy closure of the facility. An assessment tool is needed to rapidly and reliably assess the structural integrity of these airfields and identify potentially hazardous or weak areas that would hinder deployment of the Objective Force. Phase I: The initial phase will consist of identifying innovative technology, conducting a feasibility investigation, and preparing a preliminary hardware/software design solution. Consideration should be given to accuracy, speed of testing, fieldability, and integration with existing military hardware/software for pavement assessment. The test equipment should be C-130 transportable and capable of operation in remote areas from a moving vehicle platform. The preliminary design must include an approximate cost of production, a description of any safety hazards, and an explanation of any availability issues related to equipment components. A final report documenting the design process and a formal presentation will be delivered to ERDC-APB upon completion of Phase I. Phase II: The second phase will include the preparation of a final design solution and construction of a working prototype. Mid-way through the phase II effort, the prototype will be demonstrated to the ERDC-APB. The demonstration should include comparisons with results from traditional equipment such as HWD and pavement mounted instrumentation (LVDTs, velocity transducers, accelerometers). Upon successful demonstration of the first prototype, the hardware and software will be refined based on ERDC-APB comments and recommendations. A working prototype system will be fabricated and delivered to the ERDC-APB for testing, evaluation, and validation. Two weeks of training will be provided to ERDC-APB upon delivery of the prototype measurement system. Phase III: A final prototype version of the measurement system will be fabricated based upon extensive evaluation by the ERDC-APB. All software, including source code, will be delivered to ERDC-APB for possible integration with existing DoD infrastructure assessment software applications. It is anticipated that the new technology will provide the DoD with a greatly enhanced measurement tool capable of reliably assessing (continuous measurement) the structural integrity of a pavement very rapidly from a moving platform. This equipment would be applicable for routine testing of roads and airfields in the DoD inventory and the expedient assessment of force projection platforms and road networks in the theater of operations. The highway community would also benefit from the successful implementation of this equipment. For highway testing, the continuous measurement capability is particularly desirable for safety reasons. Based upon the obvious dual use applications, a strong commercial potential is anticipated at the Federal, State, and local levels. KEYWORDS: Airfield Pavements, Roads, Pavement Voids, Pavement Stiffness A03-138 TITLE: High Temperature Matrices for Filament Wound Composites TECHNOLOGY AREAS: Materials/Processes, Weapons ACQUISITION PROGRAM: PEO Tactical Missiles/KEM Project Office OBJECTIVE: Develop a high temperature matrix for use in filament wound composites that is easily processed at room temperature. The matrix would be utilized in either “wet wind” or pre-preg form. The Army desires to have a high temperature matrix in order to reduce, and in some applications, eliminate the need for a thermal protective layer in flight weight missile and rocket applications. DESCRIPTION: In current applications, resin systems used in filament winding that are capable of being processed at room temperature, or near room temperature, do not exceed a glass transition temperature of 250 degrees Fahrenheit. This relatively low glass transition temperature requires a layer of thermal protection to be applied to the outside of filament wound vessels in many missile and rocket applications. Applying this thermal layer increases weight and introduces secondary processing to the manufacture of filament wound composite motor cases. Higher glass transition temperature matrices are available, however they require processing at high temperatures to obtain viscosities compatible with the filament winding process. High temperature processing incurs costly modifications to filament winding equipment currently available throughout the industry. The high temperature matrix must have a glass transition temperature equal to or greater than 500 degrees Fahrenheit and be compatible with current fibers, such as carbon, Kevlar, and glass. This matrix must be easily processed at or near room temperature. The matrix would be utilized in either a “wet wind” or in a pre-preg fiber. The attainment of the required glass transition temperature presents a significant technical challenge. PHASE I: Conduct a materials screening process to identify candidate matrix materials. Investigate compatibility of candidate materials with current processing techniques. Fabricate neat resin coupons for DMA testing and demonstrate target glass transition temperatures. Fabricate composite coupons and develop test method for demonstrating compatibility with commercial fiber sizings. PHASE II: Define a representative pressure vessel for Phase II demonstration. Fabricate composite pressure vessels utilizing candidate materials, demonstrate compatibility with current processing techniques, demonstrate target glass transition temperatures, and conduct burst tests. Fully document materials processing and application techniques. PHASE III DUAL USE APPLICATIONS: A high glass transition temperature matrix that is easily processed at room temperature would be beneficial in many defense applications such as high velocity tactical missiles, attitude control systems, and launch tubes. This technology would provide significant weight savings in launch boosters and satellite systems and commercial applications such as high-speed transport aircraft. The commercialization of this technology will result in significant inert weight savings, providing high payoffs in terms of system efficiency and size. REFERENCES: Directory: osbp -> sbir -> solicitations solicitations -> Army sbir 09. 1 Proposal submission instructions dod small Business Innovation (sbir) Program solicitations -> Navy sbir fy09. 1 Proposal submission instructions solicitations -> Army 16. 3 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Air force 12. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Army 14. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Navy small business innovation research program submitting Proposals on Navy Topics solicitations -> Navy small business innovation research program solicitations -> Armament research, development and engineering center solicitations -> Army 17. 1 Small Business Innovation Research (sbir) Proposal Submission Instructions solicitations -> Navy 11. 3 Small Business Innovation Research (sbir) Proposal Submission Instructions Download 1.85 Mb. 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