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Market Time MOTHER SHIP
148 Market Time MOTHER SHIP
By Lieutenant Commander William R. Harris,
U. S. Navy
151 Seabees in the
Diplomatic Service
By Raymond J. Barrett
153 Autovon/Autodin
By Captain J. J. Rowan,
U. S. Navy
156 New British Ocean Survey Ships
By Lieutenant Commander C. J. C. Wynne-Edwards, Royal Navy
161 Notebook
Operation market time is a most appropriate designation for the current activities of the USS Krishna (ARL-38). Market time is the effort to halt the infiltration of men, arms, and supplies to the Viet Cong by water. The Krishna serves as the base ship and as market—for the Navy and Coast Guard patrol boats on market time in the Gulf of Siam. In addition, all market time units in the area—including escort ships and minesweepers—are under the operational control of a task group commander and his staff embarked in the Krishna.
Begun as a tank landing ship (LST-1149), the Krishna was converted before completion to a landing craft repair ship (ARL) and commissioned on 3 December 1945. The conversion extended the ship’s deckhouse forward on the main deck to provide additional workshop and storage facilities. A 60-ton derrick, a 25- ton boom, and a 10-ton boom were added to the main deck forward to provide a hoist capability. The spacious tank deck became a well-equipped shop area containing electrical, instrument, and machinery repair facilities.
The assignment of the Krishna to Phu Quoc Island in the Gulf of Siam in the fall of 1965 required that the ship be modified to furnish a broad spectrum of support in an isolated area. To maintain adequate control of the different units in the Coastal Surveillance Force (Task Group 115.4), it was necessary to expand the ship’s existing CIC and communications facilities. The CIC was relocated in the space which had been the commanding officer’s sea cabin. This change made space available for the installation of an operational control center equipped with radios, a teletype, and seven major status and plot boards- These boards display information concerning units on patrol, movements of ships and junks, and intelligence data gathered from
market time surface units and patrol aircraft.
The operational control center is under the supervision of a watch officer who may be either a Coast Guard or a naval officer. His four-man watch team relays messages from one patrol unit to another, keeps the plot boards current, and controls the movements of the patrol craft. A typical night’s control operations might include sending a patrol craft to support a beleaguered Special Forces unit with mortar fire, providing gunfire support for amphibious operations, or evacuating wounded personnel from the beaches of Phu Quoc Island. The last is often necessary since most of the island as well as the adjacent southwest coast of South Vietnam is infiltrated by the Viet Cong.
The Khrishna has the communications guard for Commander Task Group 115.4 which is also the Coast Guard patrol boat commodore, as well as for the Navy Swift- boat commodore and commander of the Junk
Force Advisory Group. The last two are stationed ashore in nearby An Thoi village. To guard adequately all communications circuits assigned to the ship, an on-line transmitter, several crypto receiver components, as well as numerous UHF, AM, FM, and single side-band transmitters and receivers are installed in the control center and in radio central.
The support requirements imposed upon the ship brought the engineering department additional equipment and a modification of spaces. The ship’s ballast tanks, which normally provide an LST with a means of trimming ship in beaching operations, were converted to fuel and fresh water tanks. This tank conversion almost doubled the water and fuel capacity of the ship.
Despite the increased water tank capacity and the addition of a 4,000-gallons-per-day evaporator, fresh water remains in critical supply. The water required to supply all of the ship’s complement, the 16 supported patrol
The USS Krishna (ARL-38), the mother ship to a vital U. S. force in the Vietnamese War, tends to one of her brood while anchored off Phu Quoc Island in the Gulf of Siam. Above, the Krishna lifts the 22-ton Swift boat to allow an LCM to nudge a barge under the patrol boat; below, the patrol boat has been lowered onto the barge and Krishna specialists tend to the small craft’s ills.
Unlike the Coast Guard patrol boats, which must be dry-docked in a dock landing ship or ashore for bottom cleaning, the Navy Swift boats are light enough to be dry-docked by the Krishna. The ship’s 60-ton derrick is used to raise the Swift boats from the water by means of a bridle. Once the 22-ton Swift boat is clear of the water an LCM is used to bring a three-section barge outfitted with dry-dock skids under the suspended craft. The Swift is then lowered onto the skids and is ready for hull work to be performed.
craft, and the ship’s machinery imposes a stringent demand upon the evaporators. Since the ship does not go into “ports,” fresh water tanks are sustained principally through replenishment ships and imposition of periodic water hours.
Other additions of machinery include two 100-kw. AC generators to provide power to the communications and air conditioning units, and one additional 150-psi boiler to provide steam to the evaporators.
The repair department has been tailored to enable the ship to repair everything on, in, or under the patrol boats. This specialization required the removal of the optical shop, the typewriter shop, and the instrument shop. To test and repair fuel injectors, the fuel injector shop was expanded, Coast Guard personnel assigned, and fuel injector test sets installed. Storerooms were constructed to house the 43,000-dollar inventory of repair parts peculiar to patrol boats. Portable and fixed engine stands were installed to provide access to engines of the Navy and Coast Guard patrol craft. These engines are lifted from a patrol craft requiring overhaul and placed in a repair shop on the tank deck. Spare engines are then placed in the patrol craft so that they can return to station with a minimum of time alongside.
The Krishna can also raise patrol craft and junks that are-sunk in shallow water. This is done by anchoring fore and aft over the wreck and employing divers to attach flotation gear or a lifting bridle to the sunken craft. In one instance, a patrol craft had to be pulled along the ocean bottom by a Coast Guard patrol boat and an LCM so that the salvage operation could continue in deeper water, out of the range of hostile fire from the beach.
Fifteen Coast Guard personnel, including a warrant radio electrician, are integrated into the ship’s company to assist in repairing the boats. The common desire to keep the boats running has united the men into a single, wellfunctioning repair team. By combining Coast Guard personnel with Navy men, the electronic and engine repair of all boats is
Moored alongside the Krishna is the barracks ship APL-55 which provides living quarters for the six-man crews of the Swift boats. This view shows the helicopter platform atop the APL-55 with Swift boats and' a Coast Guard patrol boat alongside.
within the capability of the ship’s repair department. In all, there are 40 Coast Guard personnel in the ship’s company of 14 officers and 200 enlisted men.
The ship’s doctor, affectionately known as the “Phu Quoc Quack,” enjoys a heterogeneous clientele. His patients include Vietnamese natives, soldiers, militiamen, civilian workers, and an occasional Viet Cong; they suffer ills ranging from wounds to worms. The doctor works from a six-bed sickbay, which has been provided with X-ray, anesthesia, and suction machines. Once a week the doctor has sick call in the village of An Thoi for the benefit of the Vietnamese civilians.
Habitability in the Krishna has been a major factor in her modification for Vietnam duty. A well-appointed wardroom, not a necessity during the ship’s previous career when she was usually moored at the Naval Amphibious Base, Little Creek, Virginia, was constructed and fitted to provide a pleasant atmosphere for the ship’s officers and those of the supported patrol craft.
The requirements for additional berthing space were met by relocating the repair office and the carpenter shop on the tank deck. This provided berthing space for the two 11-man spare boat crews for the Coast Guard patrol boats and a junior officers’ bunk room for 18 officers. The crew’s lounge was also expanded. The habitability program was completed by dividing the mess deck area into four blue and gold rooms, thus breaking the monotony of the previously open space.
Eleven package-type air conditioners were installed to cool properly the living and communications spaces. The air conditioning enables the crew and the electronic equipment to function at maximum efficiency in the humid, tropical climate of the Gulf of Siam.
The Krishna, with her covey of patrol craft and her combined Navy-Coast Guard crew, is cast in a myriad of roles. To the replenishment ships that bring her fuel, water, and supplies she is a creature of insatiable appetite. To visitors, which include senior naval and military officers, reporters, and civilian officials, she is an oasis of good food and air conditioned comfort. To her men, who are on board for one year, she is both a home and a confine. But primarily, and most important, to the patrol boats in market time she is a loving mother ship.
SEABEES IN THE DIPLOMATIC SERVICE
The U. S. Navy is providing 155 Seabees to the Department of State to help protect U. S. diplomatic missions around the world against espionage. American diplomatic officials must have areas in their buildings in which they can discuss confidentially U. S. policies, developments in the country where they are stationed, and similar sensitive matters without the danger of being overheard. However, in several countries there is the problem of the local security forces possibly implanting listening devices during embassy construction or renovation. For example, hidden microphones have been discovered in the American embassies in Moscow and Warsaw. It thus became clear that there was a need for Americans who were experts in the construction trades and could therefore knowledgeably supervise construction work at U. S. diplomatic missions. The Navy’s Seabees filled the bill admirably, and arrangements were accordingly worked out between the Departments of State and Defense to make a number of Seabees available for this work. Their job is to help prevent “technical penetrations”—such as hidden microphones— while embassies or related structures are being built, remodelled or repaired.
The program is an outgrowth of the discovery of the hidden microphones in the embassies in Moscow and Warsaw. Following the disclosures, Seabees were used on an experimental basis in construction work at several posts in Eastern Europe. Earlier, the Seabees had helped with a special construction project at the American Embassy in Djakarta, Indonesia. This last post suffered perenially from water shortages, low water
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Prints Available
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pressure, electrical blackouts and many <
similar problems. A detail of 14 Seabees from Mobile Construction Battalion 11, based at 1
Camp Kinser, Okinawa, was sent to the <
embassy during the Spring of 1964. The i
Navy men completed the construction project «
in record time. 1
The Djakarta experiment was considered so <
successful that four Seabees—a builder, an t
electrician, a plumber, and a carpenter— 1
were assigned to the embassy for two-year t
tours. The strength of the Marine Corps 1
security guards at these posts is also being in- t
creased. Most American Foreign Service posts have Marines assigned to maintain surveil- I
lance over the premises during non-working <
hours. Additional Marines are being assigned t
to posts where major construction projects are in progress so that surveillance of the work t
sites can also be maintained during non- t
working hours. £
Each month ten Seabees attend a two-week 1
orientation course at the Department of State in Washington prior to their assignment overseas. The original groups were selected on the basis of the skills needed; most of those now entering the program have volunteered for the duty. The training includes briefings on the techniques of technical penetrations and the instruments used, security measures to protect against such efforts, Foreign Service organization and procedures, and overseas living conditions.
The Seabees are now being assigned to the Department of State’s four regional technical centers, which are located in Frankfurt,
Beirut, Manila, and Panama. There is a chief petty officer in charge of each group and he, in turn, is responsible to the officer-in-charge of the technical center. Quarters allowances are provided by the Department of State. The Seabees wear civilian clothing exclusively; each Seabee receives an allowance to enable him to obtain suitable clothing, this allowance being reimbursed to the Navy by the Department of State. Each ten-man group represents a composite of skills and with Seabees proficient in a wide variety of trades they provide expertise in virtually all aspects of construction work. Their tools are supplied by the Department of State.
At the regional technical centers the Seabees assist the Department of State’s security
engineers in the performance of more intensive security inspections of Foreign Service posts. Each of these centers is responsible for assisting the U. S. Foreign Service posts in a specific area of the world to maintain security against penetration. The security engineers periodically make expert examinations of each of these posts and make recommendations regarding desired improvements to increase security. In accordance with the particular problems or needs that arise at each post, Seabees proficient in the appropriate trades accompany and assist the engineers. They are also used, as occasions arise, to provide close surveillance of local workmen on minor renovation projects involving sensitive areas at the Foreign Service posts. These Seabees serving overseas have assisted appreciably in the complicated task of protecting the security of American diplomatic missions and have clearly demonstrated the value of this new program.
By Captain J. J. Rowan,
U. S. Navy, Chief,
Plans and Policies Branch,
C Communications-Electronics Division, Headquarters,
U. S. European Command
AUTOVON/ AUTODIN
The Defense Communications Agency (DCA) is well underway in implementing two automatic switching programs which will be completed within the next three years. Completion of these two programs, AUTOVON and AUTODIN, will cause important changes in the Navy’s operational and administrative Ways of life. These programs are providing improvements in the speed, type, and grade of service on telephones, teletypewriters, and data handling terminals in the affected military networks.
AUTOVON is the abbreviation for Automatic Voice Network and AUTODIN stands for Automatic Digital Network. The two automatic switching network systems have developed because of the need to interconnect and automate the extensive military communications systems. The current systems are basically manual systems made up in large measure of allocated special-purpose circuits or dedicated nets. Automation is required because the manual systems no longer satisfy national communications needs for responsiveness, survivability, and security. The importance of communications responsiveness is obvious with the realization that the entire U. S. command and control cycle from warning to weapon response may be 15 minutes or less. It is only through the switching networks that command and control personnel can have their requirement for instantaneous communications satisfied, achieve a high probability of maintaining communications because of the diversity of the transmission routes provided, and have a system capable of handling large volumes of traffic.
For telephone communications AUTOVON will be the automatic switched voice network consisting of switches, transmission media, and terminal facilities. It is intended to be the military’s single, world-wide, general-purpose, direct-distance dialing telephone system. It will be a common-user system providing communications for both operations and administration. AUTOVON now exists in the continental United States in a limited automatic voice switching network; additional military voice networks are being integrated. Within the next two to three years, numerous other overseas, military owned and operated voice switches will be added to the network. When the current program is completed there will be a total of 74 switches in the continental United States and another 23 switches overseas. Each of the three services will operate its proportionate share of these switches.
The long-distance dialing system of AUTOVON will be similar to the commercial systems in the United States. However, because of the military’s additional communication requirements for accuracy, speed, survivability, reliability, flexibility and responsiveness, AUTOVON will provide services to military subscribers and users that are not available in commercial systems.
An AUTOVON “subscriber” will have a special, four-wire telephone connected directly to an AUTOVON switch. A “user” will use a standard two-wire telephone connected to a local command switchboard which, in turn, will be connected to the
AUTOVON switch. “Subscribers” are primarily in the command and control category, whereas “users” are generally administrative activities. AUTOVON will provide to its subscribers/ users a precedence pre-emption capability, equivalent “hot line” service, automatic restoral of trunk lines between switches, conference and broadcast facilities.
Four levels of precedence pre-emption— flash, immediate, priority, and routine- will be available to subscribers/users, although for operational reasons some administrative and technical limitations must not be abused by mis-use of precedence. In the event all lines are in use at the time a call is placed, each of the three upper levels of precedence will pre-empt a line from a precedence of lower level.
Precedence for each call is achieved by the subscriber, or local switchboard operator, who pushes one of the four precedence level buttons on his phone. A precedence level button no higher than that authorized can be used by the person placing the call.
A full period hot-line or an “on demand” hot-line will be available in AUTOVON. The two phones will then be dedicated to this exclusive use; however, the interconnecting trunk line will be used only during the call, thus making the trunk line available for other calls when the hot-line phones are not in use. In addition, if the hot-line telephone conversation is interrupted, the call will be automatically restored on an alternate route.
The AUTOVON system has a conference capability for up to 30 participants in the overseas switches and up to 20 in the con- tinential United States. Conferences may be preset, generally by console push-button or they may be on a random call basis. If a random conference is desired, assistance from an operator is required. If a preset conference is desired, the subscriber need only dial the preset number for the conference.
A broadcast capability for a single authorized originator will be available for a preselected group of up to 100 other subscribers. Broadcasting, a one-way only conversation, is a useful military tool having a number of limited but important applications in military command functions.
AUTOVON will not be a secure voice network since it will not provide transmission
security. Limited secure service can be provided through encryption on a subscriber-to- subscriber basis, provided the subscribers have compatible cryptographic security equipment and, after making the telephone connection, flip their individual cryptographic equipment switches and talk in a secure mode.
Once an AUTOVON connection is established, it can be used not only for voice but for graphics, data, and teletype transmission as well, provided each subscriber is similarly equipped with the same type of device.
Ships at sea will not be direct subscribers of AUTOVON, primarily because of the numerous technical difficulties involved in making a radio linkup with AUTOVON. Ships will have an indirect or user access to AUTOVON through a Naval Operational Radiotelephone System (NORATS) switchboard which will be connected to the AUTOVON switch. A NORATS switchboard will be located at each naval communication station and will be the manual link between the ship making the radiotelephone call and AUTOVON. The switchboards of most naval bases and stations will be subscribers of AUTOVON so it follows that ships in port with telephones connected to the local base switchboard can, of course, become direct users of the worldwide AUTOVON system.
For teletypewriter and data handling terminals, AUTODIN will be the automatically switched, secure, digital network comprised of switches, transmission media, and terminal facilities which will accept and automatically relay traffic which is in digitalized form. (Digital signals are those whose electronic impulses are of equal length and which, in proper code combinations, provide information for teletypewriters and data machines.)
Subscribers with the following types of terminals, each automatically interchangeable for converting traffic from one form to another, may send traffic via AUTODIN:
Teletypewriters
Page printers
Punch card readers and punchers
Paper tape readers and punchers
Magnetic tape terminals
Digital computers
AUTODIN will also handle digitalized graphics and voice transmitters and receivers.
Subscriber terminal equipment will include devices for handling teletypewriter speeds up to 100 words per minute; page printers capable of printing 200, 400, 800 or 1,600 words per minute; paper tape punchers and readers capable of handling 200, 400, 800 or 1,600 words per minute; and card punchers and readers capable of 12, 25, 50, and 100 data-cards-per-minute operations.
The AUTODIN system will make it possible for each subscriber to have his teletypewriter and data traffic relayed automatically through switches to any other subscriber of the worldwide system. Thus, the terminal equipment high-speed capabilities, combined with the automatic switches, will facilitate the transmission of tremendous volumes of teletypewriter and data traffic from subscriber to subscriber in relatively short periods of time.
This system will satisfy the military’s requirement for the rapid interchange of tremendous volumes of data which will be gathered and exchanged in volumes hitherto unknown. Five automatic digital switches are already functioning within the United States. Data service to numerous data terminals overseas is also being provided on high-speed data trunks through East Coast and West Coast data gateway terminals. Within the next two to three years the AUTODIN system, in its final worldwide configuration, will have nine automatic switches in the continental United States and ten switches overseas.
The full range of service provided by AUTODIN will be available to subscribers of the system. However, those commands which do not require the full range of service in the data network may use the AUTOVON system on a dial-up basis to satisfy their data communications requirements. Once the connection is established, the data machines can then send and receive data traffic on the AUTOVON line.
Statements concerning volume of traffic may not make an impact on the reader until he realizes that the Bell Telephone Company estimates that by 1968 data handling machines will exchange a higher volume of information on telephone lines than will people. With the U. S. government, and more specifically, the military, far the biggest customer in the world for computer and data handling facilities, it can be seen readily that the vol-
ume of the military’s machine traffic, in a country that counts its telephones in the vicinity of 90 million, will be tremendous.
Completion of the AUTOVON and AUTODIN automatic switch systems will result in a significant strengthening and improvement of the strategic backbone of communications for the military services. Both networks are also designed to release channels and networks for a considerable savings in the cost of leased circuits which do not have full-time utilization. The mission of AUTODIN and AUTOVON are closely related in that their numerous automatic switches will facilitate a high degree of flexibility; they will increase responsiveness because of their speed; they will enhance survivability because of their diverse location; they will provide an improved grade of service because of their advanced techniques; and they will provide accuracy because of the integrated use of their facilities, uniform techniques, standards, and procedures. All of these improvements are sorely needed now for national authorities to cope with current world conditions.
By Lieutenant Commander C. J. C. Wynne-Edwards,
Royal Navy,
Hydrographic Department,
Ministry of Defence
NEW BRITISH OCEAN SURVEY SHIPS
With the ending of World War II, Great Britain, in common with other maritime countries, was faced with a large backlog of hydrographic tasks from the war years as well as an increasing demand for up-to-date charts resulting from the resumption and expansion of sea trade in the post-war era.
Depleted by war losses and with no new survey ship construction for ten years, the surveying service of the Royal Navy was ill equipped to meet these increased requirements. In consequence, a program was begun in 1948 to convert four uncompleted Bay- class frigate hulls into surveying ships. These ships—HMS Cook, Dampier, Dalrymple, and Owen—formed the backbone of the Royal
Navy’s post-war surveying fleet. The 1,800- ton ships were completed during 1948 and 1949. An addition to the surveying fleet came in early 1954 with the completion of HMS Vidal. Designed and built as a surveying ship but with a naval hull, many new features were incorporated in the Vidal including a printing press capable of chart production.
These five ships, together with smaller inshore vessels operating around the coasts of the British Isles, were restricted to hydrographic survey work. With the growth of oceanography and the increased requirement for ocean surveys, their limitations have become apparent. Although modifications and adaptations have increased their versatility, the highly sophisticated equipment used by oceanographers today requires virtually a built-for-the-purpose ship, tailored for the task. Accordingly, in 1964 a building program to replace the aging Dampier Class was commenced.
Designed and built by the Scottish shipbuilding firm of Yarrow & Company of Scotstoun, Glasgow, the first of the new class, HMS Hecla was completed in August of 1965. HMS Hecate followed in January 1966, and HMS Hydra was accepted into service in May of this year.
These 7/rr/a-class ships have been a logical development from the Royal Research Ship Discovery, constructed for the British National Institute of Oceanography and completed in 1962. Built to a commercial rather than naval specification, the Hecla and her sister ships exceed the highest Lloyds standards. Although designed primarily as ocean survey ships, they can be adapted with no modification to one of hydrographic survey, and special boats are carried to meet this requirement.
Coming under the professional control of the Hydrographer of the Navy, the new ocean survey ships are operated by a complement of 114. This includes 13 officers and 29 chief and petty officers. The captain, several officers, and ten of the enlisted men are specialists m hydrographic surveying. There is also accommodation for seven scientists in each ship-
With the ships’ main role being the execution of ocean surveys in any part of the world) attention has been given to ease of operation, endurance, and self-maintenance. The pr°" pulsion plant consists of three Paxman Ven-
tura diesel generators, of a new advanced design giving a high power-to-weight ratio, coupled to two electric motors yielding 2,000 h.p. to drive a single screw to provide a maximum speed of 14 knots. Endurance is approximately 28,000 miles.
The over-all length of the ships in this class is 260 feet, maximum beam 49 feet, and displacement 2,760 tons. Each ship has cost, with equipment fitted, just over 2J million dollars.
Several built-in navigational aids are provided. A Decca Lambda system, with a “master” station installed aboard including the 60- foot transmitting mast, is used in conjunction with two “slave” stations erected ashore. This system gives a highly accurate fixing facility, including a track plotter, up to 250 miles from the land. Additionally, Loran-C receivers are fitted for accurate ocean navigation.
One precision depth recorder and two standard, wide-beam echo sounders are fitted, together with a sonar set for sea-bottom examination and locating underwater objects.
Oceanographic equipment includes two large winch systems for lowering a coring wire, electric strain cable, or the standard four-millimeter oceanographic wire, to 33,000 feet. These are combined with a gallows and a centrally mounted hydraulic crane with a load capacity of two tons. Subsidiary winching positions allow for other observations to be made simultaneously. Specially fitted out wet and dry laboratories are situated adjacent to the winching positions. Bottom cores and Nansen bottles can be handled in the latter in a suitably scientific environment. The dry laboratory has facilities for a wide range of extra scientific equipment and is fitted with suitable standard racks and with permanent test benches.
Magnetic observations are obtained with a proton-processing, direct-reading magnetometer. The magnetometer is towed astern, and a screened cable leads from aft to the dry laboratory. Here a recorder registers continuous readout in gammas both graphically, on a
ten-inch open scale analogue recorder, and digitally, on a counter.
Mounted on the ship’s centerline and near the metacenter is a gyro-stabilized platform for an Askania sea gravity meter. The effect of the ship’s movements is minimized by heavy electric and magnetic damping. Capable of manual or automatic operation, readout is presented in the dry laboratory on two recorders, one showing the position of the beam, and the other the difference of gravity reading on a mini-computer. In the usual mode of automatic running the gravity value obtained on the chart is a measure of the electrical signal required to retain the beam in a horizontal position.
A flight deck is built aft, and one Westland Wasp, gas-turbine helicopter is carried in each ship. Capable of operating on diesel oil with the resulting low fire risk, and having a high load capability in relation to size, this small helicopter has already proved its worth in coastal survey operations.
Each ship has eight boats varying in size from a 14-foot recreational sailing dinghy, to two 35-foot, 8j-ton survey motor boats. These latter boats, built entirely of fiberglass, have a top speed of ten knots. They are fitted with a surveying echo sounder, special Decca survey receivers for position fixing, and a plotting compartment. A highly efficient “Kitchen” rudder-propeller arrangement gives the helmsman total control over the boat’s direction and speed. With sleeping accommodations and other facilities for a crew of four, and a range of nearly 400 miles, these boats are capable of carrying out inshore hydrographic survey work completely independent of the surveying ship herself.
Other features incorporated into this class of surveying ships include:
•Large, easily accessible internal stores for bulky survey equipment.
• A garage to house the ship’s truck.
•A bow-thruster propulsion unit for maintaining exact position while stopped on oceanographic stations.
•Air conditioning throughout all living spaces, offices, and work compartments.
•Stabilizer tanks to minimize roll, especially when stopped at sea.
•An internal waste disposal and sewage system.
•A large chartroom for survey plotting and computations.
•Photographic darkroom with extensive facilities including the reproduction of prints up to chart size.
•The latest radar equipment, giving an optional display with stabilized true-motion presentation if required. A ranging panel attachment used in conjunction with transponder beacons achieves survey ranges of great accuracy.
•A large range of recording meteorological instruments.
In spite of the amount of equipment mounted in these ships, accommodation and recreational facilities are of a high standard. A general impression of spaciousness is gained from wide passageways, large store rooms, and clean deck arrangement.
An integrated data logging and computer system is under development and should be installed during 1967. The system will log all navigational, gravity, magnetic, and meteorological parameters, process the raw data where necessary, and present both a readout for immediate use and a record for future analysis.
The Hecla undertook a highly successful, 15,000-mile proving cruise in January of 1966 from Plymouth to Cape Town and back. All three ships are currently engaged on ocean surveys in the North Atlantic.
The modernization of the Royal Navy’s surveying service will be continued over the next two years with the building of several coastal survey ships of about 900 tons. These ships are designed to work in pairs on hydrographic surveys anywhere in the world. They will incorporate the most modern survey equipment, and be capable of operating on detached duty for long periods.
These coastal ships together with the ocean survey ships now at sea, and reinforced by the existing smaller survey craft operating in British waters, will provide the Hydrographer of the Royal Navy with a balanced modern potential to meet his increased tasks, both oceanographic and hydrographic, for several years to come.
- *
Notebook
U. S. Navy
Q Navy Maps Automated Shipyard (San
Francisco Examiner & Chronicle, 11 September 1966): The Navy has set its long sights on building automated ships and automated shipyards that might enable the nation to compete in the maritime field as well as it does in the production of jet passenger planes.
The long-term prospect, it was disclosed yesterday, has grown from an original billion- dollar decision last year to build 15 to 40 “fast deployment” cargo vessels under a single-contract plan which takes into account operating costs over a 10-year period.
Three aerospace companies which also build ships, General Dynamics, Litton Industries, and Lockheed—are now competing for the “package” under $5 million design contracts.
Navy officials are now examining the results. They see these possibilities:
• On an assembly-line basis the man-hours spent in current ship construction may be reduced as much as two-thirds.
The size of the crew operating a vessel may be reduced even more, perhaps from 70 to 20 men.
• The average speed of merchantmen can be doubled and their turnaround time for loading and unloading can be halved.
“I’m hopeful that we can get our ships the way we get our aircraft,” the Navy’s assistant secretary for installations and logistics, Graeme C. Bannerman, said.
He added:
“But this can’t be accomplished by modernizing present shipyards. They have to be built from the ground up.”
The company which wins the big contract consequently will build an entirely new shipyard at a location yet to be selected, even though a shipyard already may be in operation there.
General Dynamics has the Electric Boat Go. plant at Groton, Conn., and the former Bethlehem yard at Quincy, Mass. Litton has Ingalls Shipbuilding Co. at Pascagoula, Miss. Lockheed owns the Puget Sound Bridge and
Dry Dock Co. facilities at Seattle, Wash.
The Navy’s prime evidence in support of its contention that dramatic results are possible is the Arendal shipyard at Goteborg, Sweden.
Wages at Goteborg average $2.50 an hour, but its highly automated plant is able to compete on a cost basis with Japanese yards paying 92 cents an hour. But even Goteborg is by no means the utimate in automation, according to Navy experts.
At present almost all U. S. shipbuilding is government-financed or subsidized, either by the Navy or the Maritime Commission. The U. S. merchant fleet has shrunk from 1500 to 1000 ships since the Korean War, and the bulk of U. S. foreign commerce is carried in foreign bottoms.
Harbor Clearance Unit 1 to Saigon
(Navy Times, 14 September 1966): The Navy’s new combat salvage group, Harbor Clearance Unit 1, has been sent to salvage the damaged SS Baton Rouge Victory aground in the river leading to Saigon.
The fully-loaded MSTS charter Victory ship en route to the Vietnamese capital via the Saigon River was severely damaged by an underwater explosion. The ship maneuvered to the side of the channel where she went aground, her forward holds and engineering spaces flooded.
Navy salvage forces from Harbor Clearance Unit 1 have already commenced efforts to refloat the 439-foot long ship.
The unit provides a mobile harbor and river clearance capability for the Navy in Southeast Asia. It insures that water routes remain open to naval and merchant traffic carrying supplies to U.S. and Allied forces.
The unit was activated in February at Subic Bay, R.P. Since then, teams of the unit have been quietly and effectively operating in support of Allied Forces in the combat theater.
In World War II similar units were used to clear blocked harbors at Bizerte, Tunisia;
Naples, Italy; Cherbourg, France; Manila, and Subic Bay.
Harbor Clearance Unit 1 has nearly 200 officers and men assigned. They operate a salvage tender, heavy and light lift craft and diving boats.
The men of today’s unit are hand-picked experienced Navy divers and salvage experts well-versed in the latest salvage techniques.
Based in Southeast Asia the unit has quick access to rivers and ports vulnerable to enemy efforts to impede military operations.
In its short existence the unit has already accomplished a number of successful salvage operations including the salvage of the 570- ton sunken ship Paul Bert. Over half the unit’s personnel and two heavy lift craft were committed to this task.
Next, teams from the unit were dispatched to salvage a gun-running trawler which had been run aground off the Mekong delta.
The trawler, heavily battered by gunfire and sinking, was salvaged by the unit.
Another gun-running trawler was sunk by a Coast Guard cutter near An Tho on the Ca Mau Peninsula in the southern part of the Republic of Vietnam.
Again, HCU-1 teams were immediately ordered to the scene, this time to retrieve a cargo of ordnance.
0 41st Polaris Christened (Robert Mc-
Clintic in Journal of the Armed Forces, 6 August 1966): The launching in Groton, Connecticut, of the USS Will Rogers (SSBN-659) marks the end of the Navy’s Polaris submarine construction program.
Mrs. Hubert H. Humphrey, wife of the Vice President, christened the 41st and final programmed nuclear-powered fleet ballistic missile sub. I
Secretary of the Navy Paul H. Nitze told the large gathering that the launching of the Will Rogers concludes “one of the proudest chapters in the history of American energy and ingenuity.”
The submarine is named after the late Oklahoma humorist, Will Rogers.
0 First A-4F Flight (Navy Times, 14 September 1966): The Navy-Douglas A-4F, newest of the small but rugged family of Sky- hawk attack bombers, made its initial flight
Acquiring meaningful data
from the seas
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By Rear Admiral George van Deurs, U. S. Navy (Retired). A narrative of Naval aviation’s early development, 1910-1916. The story of the trials, tragedies, and triumphs of the men who ventured into the air in the Navy’s first frail aircraft. They patched cooling systems with chewing gum, they lived by “crash, repair, and fly again,” but they succeeded in developing this new service into an effective arm of the Fleet. Over 100 photographs were selected from official and private sources to illustrate this book.
WINGS FOR THE FLEET
from the Palmdale Airport in California recently.
With Douglas Aircraft Co. test pilot Walter S. Smith at the controls, the A-4F streaked down the runway and climbed steeply into the blue desert sky.
The A-4F is the latest of the Skyhawk series of Navy and Marine aircraft noted for heavy- haul capability and high combat effectiveness as demonstrated in Vietnam. Maiden flight of the A-4F lasted for one hour as Smith checked out the aircraft’s principal systems and handling characteristics. He took the aircraft to an altitude of 40,000 feet and it attained a top speed of about Mach .95.
s First of A-7As Undergo Tests {Navy
Times, 14 September 1966): First deliveries of the new A-7A Corsair II light attack bomber have been made to the Navy. Ferry pilots flew them, one to the East Coast and one to New Mexico.
W. P. Thayer, president of LTV Aerospace Corp., builder of the new generation of attack planes, said the deliveries met Navy contract schedules and came less than a year after the first A-7A made its maiden flight.
One of the planes went to the Naval Air Test Center, Patuxent River, Md., the other to Naval Weapons Evaluation Facility, Albuquerque, N.M. Six more will be delivered to the Navy within the next two months. All eight will be assigned to the Board of Inspection and Survey for evaluation tests on land and at sea.
Tests will be conducted at both Patuxent River and Albuquerque and at the Naval Missile Center, Pt. Mugu, Calif., for the next several months. The first trial phase of 60 days will see the A-7As undergoing all types of operational tests, including bomb and mine dropping, firing of missiles and rockets and flying from the deck of an aircraft carrier off the Atlantic coast.
Company and military pilots have made more than 900 test flights since the first flight on September 27, 1965.
E Home Port for Aquanauts (Department of Defense News Release, 24 August 1966): A permanent home port and training facilities for Navy aquanauts assigned to the Man-in-the-Sea program will be activated in
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San Diego, California on September 1, 1966.
Known as the Deep Submergence Systems Project Technical Office, it will provide curricula, schedules, and facilities for training present and future Navy aquanauts. In addition, the new office will provide assistance during implementation of ocean engineering experiments. This will entail performance evaluation of ocean engineering hardware, such as diving suits and air breathing equipment for divers.
The requirements for training in surface supported deep diving procedures and the management of a saturation-decompression pressure complex will, for the present time, be accomplished in other existing facilities such as the Experimental Diving Unit in Washington, D. C.
It is estimated that complete diver training in all aspects of advanced diving techniques will be available at the new office in about twelve to eighteen months.
Staffing will initially include ten officers and thirty-three enlisted men, with a final complement of fifteen officers and forty-three
enlisted men. Captain Walter F. Mazzone, Medical Service Corps, U. S. Navy, of San Jose, California, has been named as Officer-inCharge. Captain Mazzone served as physiological control officer during both of the Navy’s previous SEALAB experiments.
Other U. S. Services
s Copter Shortage Squeezes War Effort
(From Richard Fryklund in Washington Star, 6 October 1966): The U. S. Army in Vietnam is heading into a squeeze on its favorite weapon, the helicopter.
The problem will grow steadily worse until early next year when production of new choppers will begin to catch up with the demand created by the shipment of more and more soldiers to Vietnam. Until then, fewer and fewer helicopters will be available for each combat unit, according to Army leaders.
Some top combat officers in South Vietnam believe that the shortage will slow the pace of the war.
They say that the mobility and firepower provided by the helicopters has become so vital to success that each battalion will lose some of its effectiveness as the competition for available lift becomes keener.
Officials prefer to point to the more positive side of the helicopter picture. No other army in history has had battlefield mobility even remotely approaching that of American ground units in South Vietnam.
There are about 1,700 choppers there, most of them available to the U. S. Army, the rest shared with the army of South Vietnam and other allies or used by the Marine Corps and Air Force.
A year from now almost twice that many helicopters will be in service in the country.
Pentagon officials contend that they were far-sighted enough in years past to encourage the Army to buy and use more helicopters, but that no one could foresee the demand of the current war. So while the production of the aircraft may not be rising as fast today as the demand, the Army really has never had it so good.
Actually the Army did ask for more helicopter production than Secretary of Defense Robert S. McNamara approved before the war, but it is true also that only a few of the
far-out Army theorists foresaw the immense value of choppers against a primitive enemy.
In Vietnam, where the quick movement of men and weapons is vital, there are few usable roads. Helicopters can go almost everywhere and carry men, guns and supplies.
They are vulnerable to gunfire, but the enemy is so ill-equipped with anti-aircraft weapons, and defensive tactics are so successful that on the average only one helicopter is lost in every 28,000 flights.
They are so valuable that a standard infantry division, like the First Infantry, owns about 100 helicopters, has up to 175 more on call from supporting units but needs at least another 100.
The First Air Cavalry Division, created in July 1965 just to take advantage of helicopter mobility, has 428 choppers and another 150 available, but its commanding officer has asked the Army for almost another hundred.
The choppers are never idle. Both the air cavalry and the standard divisions use every available aircraft every day, and the supporting choppers—the ones owned by independent aviation companies and made available to all customers—are carefully rationed to American and allied combat units for specific operations.
The ration is getting tighter. It takes from 18 months to two years from the time a new batch of choppers is ordered until it is delivered to the fighting men. Massive new orders were placed more than a year ago, but the jump in deliveries will not come until after the first of the year.
Then, if the war does not escalate faster than anticipated, the squeeze will begin to ease. A year from now, the divisions probably will have more and the supporting helicopter pools will be able to relax their present rationing.
Every American division in Vietnam lives and breathes helicopters. Most offensive operations are tailored to the availability of airlift.
When the Air Cavalry Division was formed out of a standard infantry division, it gave up its heavy tanks, armor and artillery and substituted helicopter lift and airborne firepower.
With helicopters, the Air Cav roams central South Vietnam with the sort of freedom that army divisions have only dreamed of
since the days of the Caesars.
When the division finds signs of an enemy unit, Maj. Gen. John Norton, the Air Cav’s commanding officer, orders part of his men into their choppers, and they pounce on the suspected area within minutes. He can move half of his nine infantry battalions at one time by helicopter.
If they need artillery, they bring in light guns slung under helicopters or use cannons and rockets mounted on the choppers. Air Force fighter-bombers provide heavier “artillery” on request from the division.
Supplies are dropped at each little front by airplane or copter. Casualties are evacuated by air.
Mountains, rivers and jungles, the traditional obstacles to fast infantry movement, are reduced to irritations.
The Air Cav is an expensive division. Visitors from other armies say that probably no other Western nation could afford it.
But the American investment obviously is worthwhile. The Air Cav is sweeping and destroying through an enemy area far larger than an ordinary infantry division could cover.
In the U. S. Army, however, there no longer are any ordinary infantry divisions.
The First, Fourth and 25th Infantry Divisions in South Vietnam also have unprecedented mobility provided by helicopters.
Foreign Military
H British A-Sub "Cracking Up” {World Journal Tribune, 23 September 1966): Britain’s newly launched Polaris submarine has dozens of hairline cracks in its hull.
The nuclear submarine, the 7,000-ton Resolution, was launched with great fanfare last week by Queen Mother Elizabeth.
Sources said numerous minute cracks were discovered on welds just as they were discovered a year ago on the nation’s first nuclear submarine, the Dreadnought. Another nuclear sub, the Valiant, also was found to have cracks this summer.
A spokesman for the Ministry of Defence said he was unable to “confirm or deny reports of the cracks in the new submarine.
“We did say recently that future nuclear submarines might be subject to cracks similar
DROP
FORGED
to those which have appeared in Dreadnought and Valiant,'" the spokesman said.
He said the cracks were not dangerous and denied reports they had reduced the Valiant's performance.
The spokesman said the cracks presented a maintenance problem rather than a safety hazard and would necessitate additional repairs each time the subs came in.
In regard to the cracks found on the other submarines, the ministry has said they were caused by British steel, which was not always capable of resisting the great strains imposed by welding.
Maritime General
E Japanese Get Order for 6 Giant Tankers
(The New York Times, 17 September 1966): Two Japanese shipyards announced today that they had been awarded contracts worth SI 20-million by an American company for six 276,000-ton supertankers. The ships would be the largest vessels ever built.
The contracts from the National Bulk Carriers, Inc., is the largest ship export deal ever obtained by Japan.
i Mitsubishi Heavy Industries, Ltd., and Ishikawajima-Harima Industries, Ltd., said the contracts were signed in New York.
The shipyards said the first two tankers would be delivered by the fall of 1968, the second pair by the spring of 1969 and the last two by the summer of 1969. The ships will be 1,130 feet long, 175 feet wide, 105 feet in depth and 72 feet in draft.
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s Business Men Urged to Aid U. S. Shipping (Helen Delich Bentley in Baltimore Sun, 28 September 1966): American business men today were accused of being partially responsible for “short changing” the American merchant marine by failing to route their cargoes on its ships.
As a result, American-flag ships today are carrying only 8 per cent of the nation’s ocean commerce—or 2 per cent less than in 1914—■ Representative Mailliard (R., Cal.) told the directors of the National Association of Manufacturers in San Francisco.
The ranking Republican on the House Merchant Marine and Fisheries Committee told the business men that when they shipped on an American-flag vessel, “about 77 cents of every dollar is retained in the American economy.”
The fact that more than 80 per cent of this country’s merchant fleet dates from World War II, in his opinion, is because it has been short-changed “both in Federal assistance and in patronage by American shippers.”
He cited the tie-ins between American manufacturers and American shipping as:
1. As customers, American manufacturers can promote and sell their products in foreign markets.
2. As sellers, they can benefit from the purchasing power of American shipping.
3. As producers, they can manufacture materials for the physical plants of American merchant ships.
Referring only in passing to the national defense role of the American-flag fleet over the years, he said this aspect had overshadowed its economic function—“the development of the commerce of the United States. This economic aspect, while less dramatic and frequently discounted, is fully as important to the welfare of the United States. ...”
Mailliard cited figures to support his statement that the business generated by the American merchant marine results in more money being repaid annually to the Treasury than the $300,000,000 plus included in the budget each year for shipping subsidies.
“ . . . The vessel operating-differential subsidy is directly offset by corporate and income tax revenues on the order of $90,000,000. Indirect offsets by material purchases, personal consumption expenditures, and outlays f°r
over 5,200 definitions of naval terms and phrases
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ancillary services accounts for another $235,000,000 or a total of about $325,000,000.
“The ship construction subsidy of $100,000,000 a year has been estimated to generate income of about $600,000,000, supporting the employment of some 80,000 workers.
“In addition, the Government’s recapture of its initial investment through increased tax revenues has been valued at 99 per cent of its original outlay.
“The maritime industry generally, including merchant shipbuilding generates about $1,500,000,000 in gross national product. Therefore, in no sense of the word can maritime subsidies be characterized as a nonproductive allocation of our national resources, or an investment without benefit to the overall American economy.”
After relating the decrepit condition of the American merchant marine, Mailliard declared that Russia, “our ‘cold war’ competitor, stands in sharp contrast.”
Research and Development
s New Submarine Topside Paint (Naval Research Reviews, July 1966): A combination of special paints that can be applied to the topsides of submarines at bases in cold, damp regions and still provide adequate protection for those surfaces for six months or longer has been developed by a Naval Research Laboratory chemist. One of the submarine bases at which trouble has been experienced in the application of standard paints is Holy Loch, Scotland. There, the temperature is near freezing most of the year, rain falls an average of 16 days per month, and most of the time the relative humidity is above 70 percent. Shortly after the application of standard paints under such conditions, the coatings deteriorate and separate from hull surfaces, thus failing to do their job.
The NRL chemist, D. E. Field, developed a moisture-cured urethane topside paint. When applied in cold, damp weather, this paint is dry to touch in 30 minutes and hard enough for minor traffic in less than eight hours. Three patrols, each lasting more than six months, made by submarines coated with the paint, have shown that the coatings remain hard, tenacious, and durable.
Notebook 175
The paint is supplied in two packages, which must be mixed at least an hour before use. Since the paints react with moisture, they should be applied within eight hours in damp climates. If the container is kept sealed, by pouring off only the amount needed for immediate application, the application life can be extended to 30 hours.
Although research in this area was directed originally toward the development of a flat black topcoat, it became necessary to develop a primer because those already available lacked adequate adhesion when applied under adverse weather conditions. A flat white paint that can be tinted to various shades of gray by addition of the black topcoat also has been developed.
H Undersea Detection Reports Big Strides
{The New York Times, 15 August 1966): An underwater sound detection system capable of locating a single codfish more than a mile away could result from research being done at Birmingham University in England.
Laboratory experiments there show that the technique, called “nonlinear acoustics,” could give a completely new meaning to undersea communications and research and to the exploration and exploitation of the ocean’s untapped riches.
Sound waves are now widely used to transmit signals under water, but the usable band- widths are said to be narrow. Another drawback is that the highly directional sound beams are easily produced.
To get a directional beam using relatively low frequencies, which are necessary to obtain ranges greater than a few thousand feet in water, large and expensive equipment is required. The research showed that what is needed for good communications is a pencillike beam of low frequencies with a wide available bandwidth.
The Birmingham scientists have discovered that they can produce the required highly directional sound beam by arranging for two “primary” trains of sound waves to impinge on each other.
0 Research Submarine Planned (From Naval Engineers Journal, August 1966): North American Aviation will build a deep-diving research submarine capable of work at depths to 2,000 feet.
Planned for launching by November 1967, the company-sponsored boat will be developed by North American’s newly-formed Ocean Systems Organization, head-quartered at the company’s Autonetics Division in Anaheim, California.
The research vehicle will be capable of many useful functions to depths of 2,000 feet with a mission endurance of eight hours, and will feature modular construction for flexibility, to accommodate advanced subsystems for test and study.
A diver lockout will be incorporated into the boat, which will be capable of quick modifications for a wide range of research and militarily and commercially related tasks such as man-in-the-sea experiments, rescue and salvage, oceanographic surveys, and offshore oil development.
Its normal complement is a two-man crew, plus two or more divers or scientific observers.
The boat will be 20 feet long, seven feet wide and nine feet high. Its pressure hull will be constructed of steel.
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