Challenges of the Naval Electromagnetic
Environment for the EMC Engineer
Lt Cdr KR Raghu
Naval EMC Centre. Mumhai
Abstract - A Naval ship has a dense electromagnetic
environment onhoard due to the presence of myriad
electrical, electronic and electromechanical systems
within a limited amount of space. These systems are
expected to perform to their design potential based on
which the ship’s roles and missions are decided. However,
mutual electromagnetic interference (EMI) between these
systems degrade equipment performance, sometimes to
such an extent that one or more of these systems are
rendered operationally unavailable. Such a reduction in
reliability and availability of mission-critical systems can
prove detrimental to the success of a mission. Therefore,
operational availability of the varied systems onboard at
optimum performance, will require containmentl control
of electromagnetic interference through achieving
electromagnetic compatibility (EMC) within and between
these systems.
The dense EM environment encountered by the
onboard systems is created, to a major extent, by these
systems themselves. The situation is compounded by the
rapidly changing trends, wherein, emitter powers are
increasing, while receivers are becoming more sensitive.
The cumulative frequency spectrum occupied by these
systems range right from DC to 40 GHz. And all these
equipment are installed in close proximity to each other
because of the inevitable space constraints onhoard
warships!
Achievement of EMC is a practical requirement, and
has to he ensured through correct EMC engineering
practices at all stages of a ship‘s design, production,
installation and operation. This paper discusses the
challenges faced by an EMC engineer due to the
peculiarities and daunting requirements imposed by the
Naval EM environment. It also highlights the need for
effective implementation of the various EMC practices
that are essential to ensurd enhance the operational
availability of the electricall electronic systems onboard,
in the EM environment in which they are made to
operate. It seeks to infer that reliable operational
performance of equipment onhoard in consonance with
other co-located equipment is inevitably linked to their
mutual electromagnetic Compatibility, and achieving the
latter goes a long way in ensuring the former.
Proceedings of INCEMIC - 2003
I. INTRODUCTION
A naval ship operating at sea, immaterial of its role or
its mission, has to carry out certain minimum and
essential tasks to just be operating at sea. These include
basic command and control, navigation,
communication, surveillance, machinery control, and
data distribution. Tasks specific to role and mission are
in addition to these minimum operational functions.
Specific tasks include electronic warfare activities, mine
sweeping operations, anti-air, anti surface-ship and anti-
sub-surface surveillance and tracking, and any other
classified missions that may he assigned to the specific
platform.
In order to accomplish these tasks, a naval ship
canies onboard a large array of highly sophisticated
electronic emitters and receivers, which use almost all
portions of the EM spectrum. This gives rise to a dense
electromagnetic environment onhoard, particularly due
to the presence of myriad equipment within a limited
amount of space. The dynamic nature of the naval EM
environment coupled with the need for concurrent
operation of these systems pose a formidable challenge
to the EMC engineer. The challenge stems from the
performance expected from these systems and their
inevitable inability to meet these expectations,
compromising the ship’s roles and missions. Such
compromise arising out of degraded equipment
performance due to mutual electromagnetic interference
(EMI) between these systems is unacceptable.
Therefore, there is a need to manage the varied
requirements of concurrent and optimal equipment
performance in the complex and dynamic EM
environment through containment of mutual
electromagnetic interference.
LI. COMPLEXITY OF NAVAL EM ENVIRONMENT
The naval EM environment is harsh and unforgiving.
Many factors contribute to making it so, amongst which
the important ones requiring consideration in the
present context are space availability on ships, spectrum
41
coverage, technology, corrosive marine environment
and indigenisation.
A. Space Availabiliiy
A typical naval frigate or a destroyer will be about
120 to 160 metres long and about 15 to 20 metres broad.
The middle one-third of the ship houses the super
structure decks and all the emitter/ receiver antennas are
located in this portion of the ship (about 40 to 50
metres). On an average, about 40 odd assorted antennas
can easily be spotted on a typical ship.
C. Advances in Technology
Advances in technology have ensured receiver
systems of higher and higher sensitivities. At the same
time, power output levels of transmitters have also
increased manifold. Component vulnerability thresholds
have reduced, and it does not take very high power
levels to cause their upset.
D. Unique Challenge
The navy has a unique challenge among the military
services, because navy command and control centres are
afloat assets with no direct access to commercial or
military communications systems via landline.
Communication is possible at sea only through wireless
networks. A broad range of the spectrum may be

+
Middle one-third,used for all
required to support the functions of even a small
collection of these communication networks. Spectrum
management becomes more complex as the number of
onboard sensor antennas
systems using it increases.
Figure 1. Typical ship antenna loeation
B. Frequency Spectrum E. Physical Environment
The operational frequency spectrum covered by these The harsh physical environment in which the navy
antennas on the top-deck range from VLF (KHz) to has to operate compounds the matter further. Moisture
SHF (GHz), as shown in table-]. Majority of these and salt spray in the marine environment can make an
antennas feed systems that are invariably required to otherwise non-conducting and innocuous nylon rope
operate simultaneously, even in peace time operations. into a conducting structure, capable of causing current
Collocated antennas, even if operating at different flow through it, and even distort radiation pattems.
frequency bands, can result in interference, Corrosion induced non-linearities on the upper decks of '
desensitisation or burnout, due to the sheer power out the ship have been identified as the main cause for inter-
put from either antenna. It is difficult to achieve modulation interference (IMI) and broadband noise
sufficient isolation between so many antennas within (BBN) in receivers.
such severe space constraints, and due care has to be
exercised in locating them. F. Indigenisation
Indigenisation has brought multifarious requirements
TABLE I and responsibilities upon a workforce hitherto carrying
SPECTRUM COVERAGE OF SHIP SYSTEMS out minimal repair and replacement work. Imported
ships were readymade packages produced as per the
System I Frequency Range
production and installation doctrines prevalent and
CO""niCati0" I VLF, MF,HF, VHF, UHF
Direction Finding (DFI Systems I MF,HF.v/uHF time-tested in the countries from where these ships were

I Surveillance Radars
Navigational Radars
Target Tracking Radars
Gun/ Missile Control Radars
ElecIzonic Suppart Measures ( E M )
Electronic Counter Measures (ECM
or Jammer) System
LBand (1 - 2 GHz)
S-Band (2 - 4 GHz)
C-Band (4- 8 GHz)
I imported. However reduced awareness, and to some
extent non-adherence to basic engineering practices in
indigenous ships have made the challenge much more
X-Band (8 - IO GHz) complicated.
X-Band (8 - 12 GHz)
Ku - Ka Bands (12 - 40 GHz) III. ELECTROMAGNETIC INTERFERENCE CONTROL
X-Band (8 - 12 GHz) MEASURES
Ku - Ka Bands (I2 -40 GHz)
1' 500 MHa - 40 GHz
There are innumerable instances of EM1 causing
equipment performance degradation, system failures,
Above I GHz (typical)
mission failures and outright disasters. The USS
Forrestal incident and sinking of HMS Sheffield are

42 Proceedings of INCEMIC - 2003

prime examples. There have also been many instances
of EM1 in our own navy, although with much lesser
severity. These examples have amply demonstrated the
costs that are likely if sufficient attention is not paid to
the prevailing EM environment and its effects. The key
to deriving maximum ‘punch’ from the ship’s systems
therefore lies in management of the very environment,
which is affected and in turn affects the performance of
these systems. Managing this electromagnetic
environment involves achieving EMC in design and
opting for the most appropriate trade-offs for EMC in
operations.

Control of EM1 and achievement of electromagnetic

compatibility (EMC) amongst the co-existent
equipment is a practical requirement to be implemented
at all stages of design, production, installation and
utilisation. The most effective method by means of
which most of the known electromagnetic interference
situations can he prevented is by achieving
electromagnetic compatibility through design. A system
designed for electromagnetic compatibility will be more
amenable to integration into a dense equipment
environment. Similarly during ship design, attention
should be paid to the location of various equipment and
systems so that they do not cause impediment to each
other’sperformance.

Ship design is a trade-off between many

requirements, including structural strength, stability,
equipment fit, radar cross-section and EMC. Since
absolute EMC is impractical, the best under the
circumstance should be attempted and incorporated in
ship design. Top-deck antenna layout, arrangement of
equipment below decks cable routing and power supply
arrangements are important in this regard. During top-
deck design, ESM antenna should be placed at topmost
location to ensure range advantage. But this location
should not be in the beam of onhoard radars that might
cause interference or burnout of the ESM receiver front-
end electronics. Pulse radars can provide blanking Shipboard
signals to the ESM receiver, however, CW radars EMU EMC
SUWeYS
cannot. Also, radar antenna location should consider
inter-radar interference, radiation pattern degradation, Induction I Refit
as well as blind sectors that may be caused due to their Surveys Special Surveys
Surveys
location v i s - h i s other radar antennas and super
structure elements. Communication antennas, and HF
I I
Pan-A Pan-B he-refit Post-refit
antennas in particular, need careful study before Survey Survey Surveys Surveys
finalising their location. Mathematical modelling, scale
model studies and computer modelling provide valuable

Proceedings of INCEMIC - 2003 43

 IV. FREQUENTLY OBSERVED DEFICIENCIES
During the course of the EMC surveys conducted so
far certain common shortcomings have been observed
that have caused equipment performance degradation.
However, after application of some simple EMC ‘fixes’,
the problems encountered were dramatically reduced, or
altogether eliminated. Some of the most commonly
observed deficiencies are enumerated in the succeeding
paragraphs.
A. Antenna Layout
The inevitable requirement of having to locate a wide
assortment of antennas, both in number and in size,
within a limited amount of space onboard a ship is a
daunting challenge for the EMC engineer and ship
designer. HF transmitter antennas, owing to co-location
with receiver antennas, cause interference to HF/ V/
UHF receivers, resulting in desensitisation, harmonic
interference, adjacent channel interference or broadband
noise. In-band radar antennas have also been observed
to be causing interference to each other. Common use of
easily available COTS (Commercial Off-The Shelf)
radars have compounded matters further. Sensitive
ESM antennas, located at the top-most location to gain
range advantage over distant radars, are vulnerable to
own-ship transmissions, as well as reflections from ship
structures. Blanking from own-ship radar remedies the
problem to some extent, but with the accompanying
problem of reduced ESM ‘look time.
B. Grounding and Bonding
Grounding of equipment is required primarily from
the point of view of personnel safety (to prevent
electrical shock hazards) and the requirement to provide
a reference for signals used to communicate between
equipment. A proper ground system will ensure
reduction of unwanted noise generated due to the effects
of common ground impedance. Bonding is the process
by which a low impedance path is established for the
flow of electric current between two or more
conductors, and if properly done, is one of the best EM1
control techniques available, particularly to suppress
top-deck generated EMI.
In many cases, waveguides, conduits, pipes, and other
such tubings on the top-decks, which penetrate the
weather deck or bulkhead, are not grounded at the
points of penetration through deck-heads and
bulkheads. These structures if not grounded properly,
44
are susceptible to radiated emissions on the top-deck
and get induced with small currents, which are carried
by these pipes or tubings to equipment below deck.
Ladders, stanchions and other similar structures on top-
deck form secondary or tertiary radiating antennas
distorting the radiation pattem of the primary radiator.
Their joints with the bulkheads/ deck-heads when
corroded form non-linear junctions causing mixed
products of incident EM energy (‘rusty-bolt’ effects) to
be received by onboard sensors as inter-modulation
interference (MI). Similarly, RF arcing due to
discontinuities to induced RF energy on top-deck
structures cause broadband noise. To prevent such
instances, ladders and all other structures on the top-
deck including doors and hatches are bonded to the
decks/ bulkheads using bond straps to ensure that they
form a conductive continuum with the ship’s hull.
Vertical metal
~ m c t u r ewith
~
Transmitter ______-------
antenna-2
Figure 3. IM products due to corraded non-linearilks on lopdeck
C. RF Feeder Cables
RF feeder cables are routed through conduits since
they carry high powers, and if not suitably conduited,
can cause induced currents in nearby cables due to
cable-to-cable energy coupling. Provision of conduits.
by itself does not assure immunity from energy
coupling to other sensitive cables. It is essential to
ensure that the conduit is electrically continuous
through out its run with no breaks in it. It should also he
properly grounded at both the ends. Excessive lengths
of RF feeder cables that are left loose on the decks can
lead to loop formations and loop-coupling effects,
making stray currents to flow in the loops thus formed.
It is therefore important to ensure that the RF feeder
cables are of the correct lengths and no unnecessary
extra lengths are available for formation of loops.
D. Cable-Shield Terminations
Most of the cables used in applications other than
power supply are normally shielded. These shields are
of various types. Regardless of the type of shield, it has
Proceedings of INCEMIC - 2003
to be properly and circumferentially terminated either
into the connector which forms the end of the cable or
to the deckheads or bulkheads where the cable
penetrates them. If such termination is not carried out,
the very purpose of providing shields around these
cables will be defeated. That is, instead of warding-off
extemal emissions from affecting the core carrying the
desired signal, an improperly terminated shield will
itself act as an antenna, re-radiating received energy.
E. Cat- 'A' Compartments
Compartments that house communication equipment,
radar and Electronic Support Measures (ESM)
equipment are classified category 'A' compartments.
The primary,attribute of such a compartment is that it
will be shielded from all external sources of emissions,
as also against emission-leakage from within. Such a
compartment will therefore have limited perforation on
its deckheads and bulkheads: These perforations, if
unavoidable, are provided with adequate shielding.
Cables that are not used by equipment within are not
routed within the compartment and those that are
required have external shields as well as requisite band-
filters at the points of their penetration into the
compartment. The door of such a compartment, being
an opening in the bulkhead, will therefore he an entity,
which can compromise shielding integrity. This is
overcome by one of several techniques available for
effective RF screening. The most common method is to
provide all-round metallic contact between the door and
its frame using beryllium-copper strips, such that when
the door is shut, it makes complete and firm contact
with corresponding strips provided on the doorframe,
making the entire compartment a conductive enclosure
and therefore a shielded one. However, in some ships
surveyed, undulations and deformations on the metallic
strips provided on the doors and their frames have made
it impossible to have proper metal-to-metal contact.
This is further compounded by layers of paint applied
on top of these metallic strips rendering them totally
ineffective. Cat 'A' compartments that house sensitive
receiver equipment are subjected to even more stringent
EM1 control regimes such as non-use of fluorescent
lamps that have wide band noise emission.
V. RECOMMENDED SOLUTIONS
Complete electromagnetic compatibility may be an
electro-utopian dream, which we can only strive to
achieve. However, with correct engineering practices
Proceedings of INCEMIC - 2003
and improved technologies, it will not be very difficult
to achieve realistic EMC goals onboard our ships.
Correct engineering practices to be adopted for the well
being of the ship and her equipment through out her
life-cycle, is a key to quality production and should he
augmented by timely infusion of ship production and
equipment installation standards. Improved
technologies include adoption of existing as well as new
technologies to prevent EM1 to the extent feasible. A
few such improvements for shipboard applications
which can contribute to better EMC hygiene onboard
ships are considered in the succeeding paragraphs.
A. Antennas
A major trend that may be observed world wide is to
keep the top-decks of ships 'clean' with minimum
number of antennas, notwithstanding the increase in
number of radar and communication systems onboard.
Short active antennas for HF communication
(transmission and reception) would reduce the number
and size of HF antennas onboard ships, as well as
reduce mutual EMI. Such antennas are already in use in
many navies. Similarly, sharing apertures for multiple
functions, like radar and communication will reduce the
number of antenna apertures. These apertures may he
integrated with Frequency Selective Surfaces (FSS),
which act as an electronic curtain that block frequencies
outside the frequency band of the aperture, reducing
vulnerability to out-of-band EM1 [I]. Plasma antennas
offer a new antenna paradigm for communication and
may be considered for future ships. Such an antenna
employs ionised gas enclosed in a tube as the
conducting element, where the gas is ionised (to plasma
state) only when RF signals are required to be
transmitted or received [2]. When the gas is not ionised,
the antenna element ceases to exist, making it ideal for
collocation with other antennas. Use of multi-use
antennas is another option wherein the function of many
antennas may be substituted by a single antenna. These
antennas are accompanied by their own complexities,
but their effectiveness in terms of EM compatibility
outweighs these other considerations.
B. Non-metallic stanchions, structures
Non-metallic stanchions for guard rails, non-metal
halyards, and use of similar nonmetallic structures on
top deck can reduce hull generated EM1 to a
considerable extent due to their ' non-conducting
characteristics. While their effect on radiation pattem is
similar to metal structures, they do help in radar cross-
45
section reduction of the ship. These should therefore be
considered as preferred options for future ships.
C. Multi-sensor Data Fusion
Multi sensor data fusion is the process of combining
diverse data from multiple sensors in such a way that
the result provides more information than the sum of the
individual sensors. By handling a variety of inputs, a
system employing data fusion becomes less vulnerable
to EM1 on one part of the overall system, since failure
to receive some data would not have a significant
debilitating impact on the system as a whole. In other
words, data fusion from multiple sensors makes it easier
to absorb fair accompli EM1 situations without loss of
overall information [3].
VI. CONCLUSIONS
As a result of the navy’s increasing emphasis on latest
technology and the resultant proliferation of diverse
systems that are simultaneously highly powerful and
extremely sensitive, the importance of electromagnetic
integrity between these systems has acquired great
significance. This has been further accentuated due to
concerted efforts at indigenisation, which has made it
mandatory that we evolve our own work processes
which are reliable, including EMC engineering
practices. This paper has attempted to bring out the
uniqueness of the environment in which the navy has to
function with its array of sophisticated, top-of-the-line
46
systems, and how their functioning is threatened by the
environment in which they are required to operate. In
order to meet the challenges posed by the complexity of
the naval EM environment, the EMC engineer has to be
equipped to deal with not only EM integrity problems,
but also co-ordinate with other engineers and agencies
responsible for ship design, structural engineering,
equipment selection, ship production and finally ship
maintenance and operation.
ACKNOWLEDGEMENT
The author gratefully acknowledges the invaluable
suggestions and encouragement provided by
Commodore Rahul K Shrawat, Director, and
Commander BD Pandey, Deputy Director, Naval EMC
Centre, Mumbai, during preparation of this paper.
REFERENCES
[ I ] Bas Dunneiber, ”Integrated Topside Design,” Naval
Technology, Naval Forces, pp. 88-94, May 2002.
[Z] RF Femsler, WM Manheimer, RA Merger, J Mathew, DP
Murphy, RE Pechacek and 1A Gregor, “Production of large-area
plasmas by electron beams”, Physics of P l a s m , pp 2137-2143,
1998.
[3] Lt Cdr KR Raghu. “Overcoming Effects of Electromagnetic
Interference in Warships through Multi-sensor Data Fusion”,
Proceedings of the International Conference on Electromagneric
Interference and Compatibility (INCEMIC)-ZM)l/OZ,pp 152-156.
Proceedings of INCEMIC - 2003