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Edited by Captain Daniel M. Karcher, U. S. Navy
124 "Damn Exec”
By Lieutenant Commander Stuart D. Landersman,
U. S. Navy
127 Electronics Vulnerability
By Lieutenant Commander Richard C. Smith, U. S. Navy
129 Statens Sjohistoriska Museum
By Edward C. Fisher
131 The Industrial College of the Armed Forces
By Captain Douglas H. Lyness, SC, U. S. Navy
136 Notebook
The Norfolk wind was streaking the water of Hampton Roads as Commander Martin K. Speaks, U. S. Navy, Commanding Officer of the USS Bowens (DD-891), stepped from his car, slammed the door, and straightened his cap. As he approached the pier head a sailor stepped from the sentry hut and saluted.
“Good morning, Captain.”
“Good morning, Kowalski,” answered Commander Speaks. He took pleasure in the fact that he knew the sailor’s name. Kowalski was a good sailor. He had served his entire first cruise in the Bowens and did his work well- The Captain noticed that over his blues Kowalski wore a deck force foul weather jacket, faded, frayed, dirty, and spotted with red lead. “Little chilly this morning,” said the Captain as he walked by. “Yes sir, sure is,” replied the sailor with his usual grin.
As the Captain approached his quarterdeck there was the usual scurrying of people and four gongs sounded. “Bowens arriving,” spoke the loudspeaker system, and Lieutenant (j.g.) Henry Graven, U. S. Naval Reserve, gunnery officer and the day’s command duty officer, came running to the quarterdeck- Salutes and cheerful “good mornings” were exchanged, and the Captain continued to his cabin.
Lieutenant Graven looked over the quarterdeck and frowned. “Let’s get this brightwork polished, chief.”
“It’s already been done once this morning) sir,” replied the OOD.
“Well, better do it again. The Exec will have a fit if he sees it this way,” said Graven- “Yes sir,” answered the OOD.
As soon as Graven had left, the OOD turned to his messenger, “Go tell the duty boatswain’s mate that Mr. Graven wants the
fo;
brightwork done over again on the quarterdeck.”
Later that morning Captain Speaks was going over some charts with the ship’s Execu- tlve Officer, Lieutenant Commander Steven A- Lassiter, U. S. Navy. The Captain had just finished his coffee and lighted a cigarette.
Steve, I noticed our pier sentry in an odd outfit this morning. He had a foul weather Jacket on over his blues; it looked pretty bad.”
“Yes sir. Well, it gets cold out there, and Jhese deck force boys have mighty bad look- lng jackets,” the Exec said.
The Captain felt the Exec had missed his Point and said, “Oh, I realize they have to Wear a jacket, but for a military watch like 'Lat, I’d like to see them wear pea coats '''ben it’s cold.”
Lieutenant Graven was talking with a third ciass boatswain’s mate on the fantail when ibe quarterdeck messenger found him. When iold that the Executive Officer wanted to see "lrnj Graven ended his discussion with, There, hear that? He probably wants to see 1116 about that brightwork. I don’t care how uiany men it takes to do it, the Exec told me to be sure to get that brightwork polished every morning.”
The Executive Officer indicated a chair to ([raven and they both lighted up cigarettes, flow’s it going these days?” asked the Exec.
Lassiter had always liked Graven, but in the Past few months, since he had taken over as s<;nior watch officer, Graven seemed to have 'Uore problems than usual.
Okay, I guess,” Graven replied with a rced grin. He knew that things were not as they used to be. It seemed strange, too, ecause everyone on the ship had been so b ad to be rid of the previous senior watch officer, that “damn” Lieutenant Dumphy. ue junior officers even had a special little eer bust at the club to celebrate Dumphy’s eaving and Graven’s “fleeting up” to senior 'vatch officer. Now the Exec was always after un. The junior officers didn’t help much O'ther, always complaining about the Exec.
, aybe the Exec was taking over as “the eol now that Dumphy was gone.
That’s good,” said the Exec, “here’s a Utle thing that you might look into. These "'en that stand pier watches have to wear a jacket, but the foul weather jacket doesn’t look good for a military watch. I’d like to see them wear their pea coats when its cold.” Graven had expected something like this, more of the Exec’s picking on him. He responded properly, got up, and left.
Graven told his First Lieutenant: “The Exec says the pier head sentries can’t wear foul weather jackets anymore. If it’s cold they can wear pea coats,” he added.
“But the pea coats will get dirty and then what about personnel inspections?” asked the First Lieutenant.
“I don’t know,” Graven shook his head, “but if the Exec wants pea coats, we give him pea coats!”
“Pea coats!” said the chief boatswain’s mate, “Who says so?”
“That’s what the Exec wants,” said the First Lieutenant, “so let’s give him pea coats.” “The Exec says pea coats for the pier sentries when it’s cold,” announced the Chief to his boatswain’s mates.
A third class boatswain’s mate walked away from the group with a buddy, turned and said, “That Damn Exec, first I got to have all my men polish brightwork on the quarterdeck, now they got to wear pea coats on sentry duty ’stead of foul weather jackets!” Seaman Kowalski’s relief showed up at the sentry booth at 1150. “Roast beef today,” constituted the relieving ceremony.
“Good, I like roast beef,” was the reply. “Hey, how come the pea coat?”
“Damn Exec’s idea,” said the relief. “We can’t wear foul weather gear no more out here, only pea coats.”
“Damn Exec,” agreed Kowalski, “Captain didn’t say nothin’ when he came by.”
“The Captain’s okay, it’s just that Damn Exec. He’s the guy who fouls up everything,” complained the new sentry.
Seaman Kowalski had just gone aboard the ship when Captain Speaks stepped out on deck to look over his ship. The quarterdeck awning shielded the Captain from the view of those on the quarterdeck, but he could clearly hear the conversation.
“Roast beef today, Ski.”
“Yeah, I know, and we wear pea coats from now on.”
“Whaddaya mean, pea coats?”
“Yeah, pea coats on the pier, Damn Exec
“If we listed all of the nicely worded theories of leadership, studied them, memorized them, and took a test in them, we would all pass. But this would not improve our ability as leaders one bit. I can tell a story, containing none of these meaningless words that will improve your leadership.
“In 1943, I was secondary battery officer in a cruiser in the South Pacific. In my second battle, gun control was hit and I lost communications with everyone except my 5-inch mounts. I could see that the after main battery turret was badly damaged and two
says no more foul weather jackets.”
“Well that ain’t all, we got to polish this here brightwork ’til it shines every morning before quarters, Damn Exec says that too.” “Damn Exec.”
Captain Speaks was shocked. “Why ‘Damn Exec’ from these seamen?” he thought. It was easy to trace what had happened to the order the Captain gave the Executive Officer that morning. It was easy to see that the Executive Officer had passed it along in proper military manner. It was easy to see that the junior officers, leading petty officers, and lower petty officers were passing it along saying “The Exec wants . . .” That’s the way orders are passed along. Why? Because “it is easy.”
“All ship’s officers assemble in the wardroom,” the boatswain’s mate announced on the loud speaker system. Lieutenant Commander Lassiter escorted in the Captain. The junior officers took their seats when the Captain was seated. The Executive Officer remained standing. “Gentlemen, the Captain has a few words to say to us today.”
The Captain rose and looked around slowly. “Gentlemen, we are continually exposed to words like administration, leadership, management, capabilities, organization, responsibilities, authority, discipline, and cooperation. You use these words every day- You give lectures to your men and use them, but if I were to ask each of you for a definition of any of these words I would get such a wide variety of answers that an expert couldn’t tell what word we were defining. Some we probably couldn’t define at all. We still use them, and will continue to use them as they are used in the continually mounting number of articles, instructions, and books we must read.
“If I were to ask any of you how can we improve leadership I would get answers filled with these words—undefined and meaningless.
c°ming from you.
Giving orders the lazy way is like a drug. Gnce you start saying ‘the ops officer wants’ ) ou will find yourself doing it more and more Until you can’t get a thing done any other Way. Your men will pass along orders that Way, too, and it will become a part of your Organization right down to the lowest level. vhen some problem arises and you want action, you’ll get ‘who wants this’ or ‘why should we.’
Each of you ask yourself if you have given
enemy destroyers were closing us from astern.
the time my 5-inch mounts were shooting at airplanes. I ordered my two after 5-inch founts to use high capacity ammunition and shift targets to the two destroyers closing from astern. ‘But Mr. Speaks, we’re supposed to handle the air targets; who said to shift targets?’ my mount captain asked.
“There were noise and smoke and explosions that day, but the explosion that I heard and felt was not from a shell, but from those Words of the mount captain.
“Those attacking destroyers got a few shots lri at us before we beat them off. Maybe those shots found a target and some of my shipmates died. I never found out. There was l°o much other damage.
“I thought over the battle afterward and realized that this entire situation was my fault, not the mount captain’s. I may have been responsible for the death of some of my shipmates because up to that day I always Save orders to my subordinates by attaching the originator’s name to it.
“What does that mean? It means that it '''as the easy thing to do, to say, ‘the gunnery officer wants us to shift targets.’
“In this peacetime world you may say that We no longer have this struggle on a life or heath basis. Quick response does not mean hfe or death now, but it might tomorrow, or s°metime after we’ve all been transferred elsewhere and this ship is being fought by People we don’t know.
“Whether you’re cleaning boilers, standing Jr>dge watch or administering your training program, it’s easy to say ‘the exec wants’ or ^fr. Jones says.’ It’s the easy, lazy way; not (he right way. You can sometimes discuss or even argue with an order, but when you give to a subordinate, make him think it is an order today or yesterday in the lazy manner. I think almost all of us have. Now ask yourself if that order really originated with the person who gave it to you, or did they receive it from a higher level? We never really know, do we, but why should we even care?
“In almost every unit the ‘lazy’ ordering starts on a particular level. From personal experience I can tell you that this can be an exact measure of the unit’s effectiveness. If it starts at the department head level or higher it’s a relatively bad outfit, and if it starts at the chief’s level it’s a relatively good outfit. You can find the level below which it starts by hearing a new title preceding a primary billet. ‘Damn Exec’ means that the executive officer is the lowest level giving orders properly. ‘Damn division officer’ means that the division officers are taking the responsibility for the order.
“Here I am using some of those words, responsibility and authority, those undefined terms we want to avoid, but perhaps we have helped define them.
“To be more specific, every officer does some ‘lazy’ ordering, but we need to do it less and less. We must try to push the ‘damn’ title down as far as it will go.
“Let’s push the ‘damn officer’ down all the way to the chiefs and below, then we will have a Damn Good Ship.”
By Lieutenant Commander Richard C. Smith,
U. S. Navy,
Commanding Officer,
USS Thomas J. Gary (DER-326)
ELECTRONICS VULNERABILITY
The “black boxes” containing electronics and communications devices are being procured in steadily increasing numbers by the Navy. How will we find space in the ether for the development and operation of new and planned “black boxes” of the future? This question is real and very pressing. So far as the Navy can resolve this problem, action
is in the process of being taken. Additionally, the Secretary of Defense has approved a program aimed at achieving electromagnetic compatibility among military communica- tions-electronics devices within their operational environments.
In a naval operation it is frequently necessary to operate many types of equipment employing electromagnetic radiations in a single combat area. Under such conditions the selfjamming of equipment could produce serious reductions in the combat capability of the ship or ships using the electronic equipment. To determine whether equipment can operate in a given environment without degradation to other equipment or to itself is an extremely complex problem, particularly in a combat environment where the system configuration can change rapidly and the location and characteristics of the combat area may be unknown.
The Department of Defense Electromagnetic Compatability Program is a step toward providing better information for determining whether a system being developed can be expected to operate effectively in the environment in which it is to be used. This program has two areas: research and development, and operational (frequency management). The research and development area embraces many elements. Efforts are being made to prepare engineering standards to ensure that new equipment designs are up to the state of the art, and to revise and broaden measurement techniques and test procedures to encompass newly developed equipment. Contractors are being required to furnish more detailed technical data on equipment and system characteristics, with special emphasis on the equipment’s electromagnetic radiating and receiving characteristics. Procedures and methods for collecting these data are still largely in the embryonic stage. A priority list of equipment requiring spectrum signatures has been developed and the Bureau of Ships and Bureau of Naval Weapons are now collecting data.
In addition, an environmental file is being developed by the Navy Radio Frequency Spectrum Division in the Office of the Chief of Naval Operations. This file catalogs frequency allocation and operational information for naval transmitters and receivers, illustrating just how the equipment is installed and operationally employed. When one considers the many variables that must enter into the definition of a realistic environment, it is not difficult to appreciate the problems involved in the preparation of such an environmental file. Authorized power, frequency and type of emission, location, mobility, terrain features, and time factors are some of the parameters which must be considered. This must be done for every system in the environment when laying out even one representative picture of an operational situation.
The most important single activity included in the analysis portion of the program has been the establishment of a Joint Compatibility Analysis Center at Annapolis, Maryland. This center will provide a central library of environmental data and a means for obtaining prompt analysis of spectrum signatures and compatibility problems. By
automated analysis of the spectrum signature and environmental file inputs, the Joint Analysis Center will be able to predict when radio interference will occur. The Center will also possess the capability of recommending modifications to particular equipment to help reduce interference. This factor will cause a corresponding decrease in the vulnerability of naval electromagnetic capabilities in any selected operational environment.
With space exploration and satellite telecommunications on the horizon, the Navy will continue to rely heavily on electromagnetic devices in fulfilling operational responsibilities. It is hoped that this Electromagnetic Compatibility Program will help solve some of the vulnerability problems.
The Navy itself is in the process of devel- °Ping a system which will provide an improvement in high-frequency naval communications reliability and versatility. This system will obtain radio wave propagation data on an instantaneous basis. It will also Perform automatic correlation of factors affecting communications systems to permit lhe best possible use of radio frequencies.
This system will include equipment that can transmit signals suitable for reception and Interpretation in backscatter and oblique 'onospheric sounding modes. Backscatter reception is needed to provide the transmitting Nation with information concerning its area °f illumination and the signal amplitude at lf»e frequencies employed. Reception of the sarne transmission in the oblique mode by lhe receiving stations will provide informa- hon about the optimum frequency over a selected transmission path. For example, by backscatter techniques, naval broadcast sta- tl(ms can evaluate the adequacy of broadcast coverage in range and signal amplitude. With oblique ionospheric sounding techniques, recording mobile stations can ascertain the °ptimum frequency of the broadcast, and, in Edition, can obtain timely information concerning the optimum frequencies for use in Mobile ship-to-shore operations.
Ultimately, the system will include equipment for automatic correlation of operational requirements, radio wave propagation information, solar-geophysical parameters, communications equipment characteristics, and requency assignment factors. These frequency control centers will be geographically located on the basis of communications requirements and geophysical variables peculiar to specific regions of the earth.
The Navy has established programs for improvements in radio wave propagation prediction, ionospheric disturbance forecasting, and optimum frequency control. Active pursuit of these related programs should enable operating units to obtain more effective high- frequency spectrum use in the face of increasing spectrum congestion, ionospheric disturbances, and low solar activity.
By Edward C. Fisher
STATENS SJOHISTORISKA MUSEUM
The naval heritage of Sweden is a rich one going back to the days of the Norsemen. The Royal Swedish Navy enjoyed a “golden era” during the Gustavus III period when it was the predominant maritime power in northern Europe. Even after the passing of this era, Sweden’s Navy continued, as it does today, to play an important role in the nation’s defense. Because Sweden has been at peace since 1815, a study of the years of the 19th and 20th centuries can deal only with technical developments; the Navy has not been involved in combat since the fall of Napoleon. The Statens Sjohistoriska (National Maritime) Museum is dedicated to preserving the historic achievements of the past as well as fostering an interest in today’s Royal Swedish Navy and Merchant Marine.
Ground was broken for the Museum in 1933, and within two years the structure, designed by Ragnar Ostberg, was completed. After painstaking work to organize the displays the Museum was officially opened by the late King Gustavus V in 1938.
Situated in Stockholm, the Museum is housed in a two story structure with a central rotunda and hall flanked by large wings. The
Some of the more interesting exhibits in Sweden’s National Maritime Museum include: a model of the fight off Ordfordness on 28 July 1704, between the Swedish 50-gun ship Oland and a British squadron (right); the detailed sternwork of the warship Amar- anthe (far right); the diorama of the torpedo cruiser Psilander of 1900 taking on coal (lower right); and the partly-reconstructed stern- part of the warship Elefanten of 15 59 (below). At the bottom is an outside view of the Museum showing its unusual lines.
naval collections are housed on the first floor and those pertaining to the merchant marine on the second.
Like the famed Musee de la Marine in Paris, Sweden’s National Maritime Museum is plentifully endowed with beautiful and detailed models of historic warships of the past. [1] However, it is also the possessor of extensive, and effectively grouped, exhibits of naval equipment and weapons, paintings depicting naval warfare and leaders, and many full-size parts and sections of naval ships of the past. For the most part these comprehensive and
that most students have been in operational billets for many years preceding arrival, but there is also an awareness that they are a mature, experienced, and carefully selected group. Thus, the plunge into academic waters is immediate and designed to stimulate the students. There is also the problem of time; a running start is necessary to permit completion of a curriculum which is comprehensive in scope and world-wide in coverage.
Vice Admiral Rufus E. Rose, U. S. Navy, Commandant of the College from August 1961 to April 1964, has characterized the purpose of the College as that of being concerned “with the multiplicity of management problems generated by the varied and changing ‘worry sectors’ of national security affairs. We worry about—and study—the management of our great weapon systems, research and development programs, and support programs on which our deterrent capability is based, management of the manifold programs with which we wage the Cold War . . . management, now and in the future, of our own national economy in the various situations that can be envisaged . . . management of our accelerating space program, and, most recently, management of the programs by which we seek to forestall or combat Communist-inspired insurgent movements.”
Lieutenant General August Schomburg, U. S. Army, who succeeded Admiral Rose as commandant, has instituted modifications to the curriculum to enable graduates of the College to deal more effectively with current defense management problems. These changes will insure the College’s position as the apex of the military educational system in the field of defense management.
These wide horizons are a reflection of the newly defined mission of the College as recently approved by the Joint Chiefs of Staff, under whose direction the College operates. This mission calls for the College “to conduct courses of study in the economic and industrial aspects of national security and in the management of resources under all conditions giving due consideration to the interrelated military, political, and social factors affecting national security, and in the context of both national and world affairs, in order to enhance the preparation of selected military officers and key civilian personnel for important command, staff, and policy-making positions in the national and international security structure.”
The practical aim of this mission is to prepare at the most advanced level of formal education an important group of the nation’s future leaders and managers in national security affairs. The curriculum is accordingly broad and pitched at a high level of comprehension and interpretation designed to provide perspective and attitudes, rather than preparation for specific job assignments.
The current resident class at the College consists of 180 students: 49 Army officers, 49 Navy and Marine Corps officers, 49 Air Force officers, and 33 civilians from 21 governmental agencies and departments. Military students are generally in the grade of Army-Marine colonel or Navy captain with an average of 20 to 22 years of service. A relatively small number of lieutenant colonels and commanders attend. Civilian students are of a comparable grade and experience level. Those selected in both groups come from the most highly qualified in their respective organizations.
The lecture program during the fast week of the 1963-1964 course included:
The American Scene Today—A survey of the position at which the United States has arrived today; the people of the United States and their attitudes toward the domestic and the world situation; national strengths and weaknesses, and internal problems of the Nation; the interrelationship of all of these factors to the future well-being of the United States.
Western Political Heritage—A historical and topical survey of the great political traditions of Western civilization, emphasizing institutions, trends, and streams of thought from the Greek city-state to the unitary and pluralistic political structures of modern times; the major contributions of each principal era and cultural segment of Western civilization are analyzed in the perspective of the whole sweep of both Western political thought and experience.
The Social Environment of Governments—A study of governments as living complexes responsive to the characteristics, needs, desires, frustrations and purposes of human beings; the role of attitudes, traditions, and culture in
molding the institutions of the many divergent forms of government throughout the World; forms of government as reflections of social conditions and popular interests; and the value of comparisons of social fabrics in studying similarities and differences among forms of government.
The Theory of Power—A broad survey of Power as a social phenomenon, including its relationship to decision-making, sanctions, values, influence, coercion and force; com- roand and obedience as components of power and their impact on interpersonal and intergroup relations; political systems and the distribution of power and the role of government ln such distribution; the difference between Power and authority; the practical uses of conCepts of power; and the institutions through which power operates.
The American Political System—An analysis °f the philosophy and organizational conCepts underlying American democratic institutions with emphasis upon their legal framework; the political philosophies of the found- 'nS fathers and their relevance today; the re- atl°nship between theory and practice in the American political experience; current trends ln American political thought and action.
^Aith that as a first week offering, the academic diet gets even richer in the weeks ahead. The following partial list of lecture and discussion topics, selected from repre- Wntative weekly schedules, will provide a good “feel” for the subject matter covered.
Management—Management theories; management in an environment of accelerated science and technology; role of operations research in management; contribution of Mathematical concepts to management; intimation systems as an aid to management; ERT; Critical Path Method, and other modern techniques.
Economics—Foundations of political econ- °my and economic ideas; wage-price rela- honship; monetary and banking system; interpretation of economic indicators; institu- ll°nal structure of the free world economy; Potential of the American economy; main- enance of economic stability; U. S. eco- r,°mic policy and world trade.
^ Industry and Labor—Labor’s view of current ■ S. economic policy; management’s view current economic policy; role and responsi-
bility of management in the American economy; personnel management in industry; financial management in industry; problems of organized labor; federal government in labor-management relations.
National Security Management—National
security objectives; national defense requirements; Department of Defense and national security policy; the intelligence community and national security policy; the Joint Chiefs of Staff and national security policy; Congressional actions on national security policy and programs; defense budget; financing national security.
Department of Defense—Management of manpower; computer-based management logistics systems; logistics management; the Army; the Navy; the Air Force; the Marine Corps.
Science and Technology—Science and technology in the United States today; process of scientific creativity and innovation; modern warfare and the revolution in arms technology; impact of space technology on military strategy.
Human and Material Resources—U. S. foreign trade position; conservation of water and land resources; human relations and motivation; religion and national strength; world agricultural resources; role of electric power in national security; world demography.
U. S. Defense Programs Abroad—Foreign aid; military assistance; counter-insurgency; logistical support of U. S. forces; international weapon systems development.
In absorbing this heady dose of learning, the students are aided substantially by three tenets of the College.
• There are no graded exercises or examinations; motivation and desire for learning are presumed to be present. Thus, each student is able to sift and evaluate the tremendous amount of information received in terms of his own background and requirements, without academic pressure for retention of specific detail.
• “Texts,” for the most part, are the expressed opinions of the guest speakers and panelists—leaders of government, industry, science, labor and education. Approximately 250 prominent individuals appeared at the College during the 1963-1964 academic year —an array of ability, experience, and re-
sponsibility not available to any other group, student or otherwise, anywhere in the country. Lectures by these leaders are fully privileged, resulting in the fullest and frankest expressions of opinions. Equally important, students are permitted to question both lecturers and panelists in the same privileged (and frank) fashion following the lectures, in discussion groups, and at the luncheon table.
• The fullest cross-fertilization of student and faculty experience is obtained through the use of small committee and discussion groups of about 15 students. These groups are changed several times during the school year, thus putting every student in small- group contact with all of his classmates for at least one instruction unit. Special committee reports—both written and oral are also prepared with each group member contributing to the collective effort. These committee and discussion groups are among the liveliest and most valuable features of the course. As one officer student stated after several sessions: “These discussion sessions with you boys in other suits and our civilian compatriots have shaken all my prejudices.”
As the course proceeds, one other important element is added—that of individual research. Each student is required to write a thesis, a substantial research project on a subject of his own choosing but related to the mission of the College. This project runs concurrently with the regular course units for the greater part of the year, culminating in the submission of the completed written study in early spring.
The written thesis tests the student’s capacity to organize and carry out an individual study project, exploring a single problem area in depth, and casting the results in finished written form. Many of these theses are published by the College and are disseminated widely throughout the government.
A second individual research project by each student is a compact talk. The subjects of these talks are assigned topics, designed to supplement regular course material. The talks are given before the entire class and faculty.
The lecture and discussion sessions, the committee work, and the individual research are all fitted into an organizational framework of eight major instructional units which comprise the ten-month course. The units range in time allotted from one month to seven weeks.
Two of the units include field trips. In one, a week-long industrial area trip, the students are divided into small groups, each of which visits a major industrial region of the United States. There is also a three-week international field trip on which students visit industrial and government activities in various countries of Europe, Latin America, the Middle East, and Asia. Both the domestic and the overseas trips are taken by small groups of from six to eight students accompanied by one or two faculty members. On the overseas visits, for example, trips are divided so that students normally see one or two countries only, but see them in depth.
The ten-month resident course, described above, is considered the core of the College’s educational program. However, two other important programs also contribute significantly to accomplishment of the College’s mission.
In 1947 a two-week seminar program was inaugurated to provide selected senior reserve officers with a short course based on the material given in detail in the resident course. The program proved so popular that it was expanded to permit participation by selected industry executives, educators, civic leaders and other prominent civilians. The National Security Seminars, as they are now called, are presented each year in 14 cities by two teams of carefully trained officers representing all services. Each team visits seven cities. By the end of the 1963-1964 academic year more than 76,000 reserve officers and civilians had completed the 256 seminars that had been presented.
Since 1950 the College has also conducted a Correspondence Study Course, “The Economics of National Security.” This program is based on the resident course and is offered to officers of the regular and reserve components who cannot attend the resident school as well as to qualified civilians. In recent years this course has also been opened to selected foreign officers representing more than 100 countries. In the 14 years since its inception this course has been completed by approximately 18,000 individuals.
Notebook
U. S. Navy
S3 Underwater Range Plans (Missiles and Rockets, 19 October 1964): Management proposals from 10 companies are being evaluated by the Navy’s Bureau of Weapons as the first step in establishing a new underwater tactical range in the Pacific. To be located off the West coast of Lanai in the Hawaiian Islands, the range will be used to test naval weapons, such as Subroc, Asroc and torpedoes, over their full range in a three-dimensional, “nearreal-time” environment.
BuWeps initially solicited proposals from 68 companies for the estimated $10—15 million facility, but only 10 companies responded. After evaluation of the “methods and management” proposals, the Navy plans to solicit technical proposals from these companies— probably in January 1965—and to award a firm fixed-price contract for the range by next summer.
The underwater tactical range, according to the Navy, “will be used for fleet tactical training with underwater weapons and for evaluating the performance of various antisubmarine (ASW) weapons by tracking the targets, the launching vehicle and the weapons’ entire trajectory.” The range will cover an area of approximately 50 square miles with the water depth varying from 350 to 900 fathoms.
• Capabilities sought—requirements for the range include a continuous monitoring of the oceanographic environment, an underwater acoustic array, an in-air tracking capability and a central command-control center with requisite data-processing equipment into which all these subsystems can be tied.
The acoustic array—consisting of a minimum of 38 hydrophones, each placed 2,880 yds. from the other—must have a tracking accuracy, at a 95% confidence level, of +10 yards and be capable of being placed within 800 ft. of the bottom of the test range. It also must be able to track up to eight units simultaneously with 0.5-2 fixes per sec per unit being tracked and with a 30-knot destroyer interference.
• Air radar system—The in-air radar tracking system will consist of the Nike-Ajax Mod V radar for automatic infrared, radar (skin and beacon) and manual TV tracking while the Nike-Ajax acquisition radar will be used for air surveillance. Both of these items are government furnished equipment.
In addition to hydrophone and radar data, the data-processing system must be able to accept information from various other sensors, including internal torpedo tapes, theodolite film, sound measurement recordings, strip charts and data collected from sensors aboard ships.
Oceanographic data will be processed on a semi-real time basis, that is, the oceanographic data will be monitored continuously but will be processed only on a non-interference basis with test operations.
s Last F-8 Delivered (Naval Aviation News, November 1964): VF-124, commanded by Cdr. H. E. Camp, was selected recently to receive at NAS Miramar the last Crusader built for the U. S. Navy by Ling-Temco- Vought. The selection is appropriate since VF-124 is the largest Crusader squadron in the Navy. VF-124 has been training Pacific Fleet replacement pilots since 1958.
The first F-8 was delivered in 1955 and the last on September 3, 1964. This was the 1219th Crusader built for the Navy and the 286th F-8E.
0 F-m Details (Aviation Week & Space Technology, 19 October 1964): Briefings presented at the rollout ceremony by Air Force and industry officials, data contained in Senate subcommittee hearings, and information from other sources give this picture of the General Dynamics F-111A and B (H'X) tactical fighter:
Speed—Mach 2.5 at altitude; supersonic on the deck. Lands at under 150 mph.; takes off at 130 mph.
Altitude—over 60,000 ft.
Ferry range—in excess of the desired 3,300
Dimensions—F-111A fuselage length, 72 ft- 1.6, in.; height 17 ft. 1.4 in.; wing span, 63 ft. extended, 31 ft. 11.4 in. fully swept. P-111B fuselage length, 66 ft. 9 in.; height, 13 ft. 9 in.; wing span, 70 ft.
Weight—USAF F-111A target gross weight "'as 69,000 lb. First A version gross weight is about 77,000 lb. Empty target weight was 36,700 lb. Actual weight is slightly under “12,000 lb.
Navy’s F-111B original target weight was
35.0 lb. Defense Dept, raised this to 64,000 1ft. First few versions are expected to weigh
69.0 lb., and later ones about 67,000 lb. target F-111B empty weight was 39,000 lb. Actual empty weight of the first few will be
16.0 lb., with later models expected to Weigh 43,000 lb.
Wing characteristics—Variable sweep from an angle of 16 deg. at takeoff to the fully- sWept angle of 72.5 deg. for high speed. High ftft devices include variable wing camber, full leading edge slats and full span double-slotted flaps.
wi- with internal tanks; over 4,000 mi. with external tanks; about 5,000 mi. with droppable external tanks. Combat radius is about 1,000 mi.
Power plant—two Pratt & Whitney JTF10 A- 20 (TF30) turbofan engines with afterburner, each developing 19,000 lb. thrust. Twenty- 1Ve engines have been built and test time tQtals about 9,000 hr.
Armament—F-111A carries wide assortment of conventional and nuclear weapons.
-11 IB will carry six Hughes Phoenix air-to- air missiles—two under each wing and two "nder the belly. Air Force versions will carry me Philco Sidewinder.
Braking—spoiler brakes on the wing, no rag parachutes. Inflight thrust reversers were e°nsidered after Boeing proposed them for its 1 e X design but were not incorporated.
Unit cost—first F-111A, about $11 mil- l°n, with the production cost predicted to be Under $3 million on an order of 1,700 aircraft.
Development cost—fixed-price incentive contract with penalty and bonus clauses: $437.5 million for 18 USAF and 5 Navy F-llls.
Future milestones—F-111A to be flight tested in December, 1964, and enter Tactical Air Command inventory October, 1966. First Navy B version to be delivered next spring, and enter the fleet inventory in May, 1968. Air Force versions to be tested at Edwards AFB, and Navy version at Patuxent, Md.
Total order—still uncertain, but expected to be 1,700 aircraft, with Navy receiving 350 of the total for fleet and Marine Corps assignment. Some tactical reconnaissance versions of the Air Force and Navy F-llls are planned. •
Bomber potential—Strategic Air Command currently is studying this, but no decision has been made. General Dynamics studies included a stretched-fuselage version of the F-111A.
Australian purchase—Defense Dept, a year ago announced Australia had ordered 27 F-llls for delivery in 1967 at a cost of $125.4 million. Australia since has requested delivery in 1968 to assure that it will get refinements in the aircraft design.
Crew—two sitting side-by-side in ejection seats in first 14 F-lllAs. McDonnell escape pods will be built into later models.
Q Fresh-1 Accepted by Navy (Boeing Company Release, 19 November 1964): Fresh- 7, the world’s fastest hydrofoil, has been accepted by the United States Navy after completing a stringent series of dynamic test runs on Puget Sound, it was announced today by the Navy.
The craft, designed and built for the Bureau of Ships by the Boeing Company, now is receiving inspection and maintenance in preparation for future test programs. In its most recent tests, Fresh-1 underwent extensive exploration of its operating characteristics. This included electronic excitation of the craft’s control systems to simulate rough-water operating conditions.
Fresh-1 was delivered by Boeing to the Navy
on October 16 after concluding its summer series of underway trials on September 29. Captain R. E. Harris, Supervisor of Shipbuilding in Seattle, accepted the craft for the Navy.
Additional hydrofoil system-research programs are in progress here and elsewhere under the direction of the Bureau of Ships. Over the next several months, Fresh-1 will be modified to evaluate promising systems developed under these research programs. The initial trials in the latest series were to verify performance of the automatic control system and to investigate the speed and maneuverability of the craft.
The dynamic test series just concluded drew a finer line on Fresh-Vs capabilities. This was done by placing electronically generated demands upon the craft and then measuring the resulting performance. Results of these and other tests could play important roles in future hydrofoil development.
In tests to date, Fresh-1 has approached 100 miles an hour. The 15-ton, twin-hulled craft is designed to reach foilborne speeds in excess of 100 miles an hour and to test a variety of foil shapes and arrangements.
Ship Notes
g| United States: The following ships
have been placed in commission—Belknap (DLG-26) and Simon Lake (AS-33) on 7 November 1964.
The following ships have been launched— Horne (DLG-30) on 30 October 1964; Fox (DLG-33) on 21 November 1964; Davidson (DE-1045) on 2 October 1964; Lewis and Clark (SSBN-644) on 21 November 1964.
The following ships have been laid down Aspro (SSN-648) on 23 November 1964; Sun- fish (SSN-649) on 12 November 1964.
The Saipan (AVT-6, former CVL-48) will be completed as a major communications relay ship (AGMR-2). She had been undergoing conversion to a command ship (CC-3); however, work was halted on this project in February 1964. It has now been resumed and completion as AGMR-2 is scheduled for December 1965.
Si Australia: The four diesel-electric powered attack-type submarines being built in British shipyards for the Australian Navy will
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be named Oxley, Otway, Ovens and Onslow in the order that they are delivered between 1966 and 1969. While the names are distinctly Australian, they continue the “O” names begun with the first British submarine °f this type, the Oberon.
Ofl Ceylon: Ceylon’s Navy is reportedly down to a strength of one frigate following the Sale of the frigate Mahasena (ex-HMC Violetta) and the escort minesweeper Para- bama (ex-HMS Pickle). The only ship remaining in service is the Gajabahu (ex-HMCS Hallowell). She is a 1,445-ton, 301 j-foot frigate built in Canada during World War II. She served as the Israeli Misnak from 1950 to 1959.
0 Malaysia: The former HMS Loch Insh Vvas transferred to the Malaysian Navy on 2 October 1964. The 1,575 -ton, 307-foot frigate nas been renamed Hang Tuah and extensively modernized for her new service. She is the largest unit of the Malaysian Navy which consists primarily of mine and patrol craft.
0 Portugal: Orders have been placed in ranee for the construction of four escort ships and four submarines for the Portuguese hiavy. They will be near replicas of the French Commandant Riviere frigates (1,750 tons, 334 feet l.o.a.) and Daphne submarines (750 tons, 190| l.o.a.), respectively. These submarines are officially described as “remarkably silent” and capable of diving more than 820 feet.
Maritime General 0 U. S. Ship Industry Urged to Rebuild
■ r rom Werner Bamberger in The New York Cimes, 14 November 1964): American ship- Pmg
was urged yesterday to help restore nited States maritime capability and to put to practical use recent advances in maritime technical knowledge.
The plea for a renaissance of American sea- Power came from Adm. David L. McDonald, he Chief of Naval Operations.
Admiral McDonald, in an address before be 72d annual banquet of the Society of -''aval Architects and Marine Engineers at the (,»aldorf-Astoria Hotel, observed that United .teles shipping was “swamped in a many s*ded sea of troubles.”
“But the really disturbing thought,” he went on, “is that the plight of the merchant marine is a challenge to the American system itself—the system of private ownership of ships which transport the products of private manufacturers to the competitive markets of the world.”
In Admiral McDonald’s view American citizens must be awakened to the fact that some parts of the nation’s total seapower “are in trouble.”
“It seems that each generation of Americans takes a perverse delight in scuttling the merchant marine,” he said.
Seapower—which he defined as part of the ability to project military and economic strength to the place needed at the time needed—is one of the country’s greatest national resources, he said.
And to achieve sea power, he declared, “we must rekindle the awareness of our country’s needs,” and bring about “a unified determination of all segments of our security.”
0 Shipyards Set Record Pace (The New
York Times, 21 October 1964): Construction in the world’s shipyards has reached a record level, Lloyd’s Register of Shipping reported yesterday. It issued data on world shipbuilding returns at the end of the 1964 third quarter.
The British ship-classification society’s figures showed that shipyards had under construction a total of 1,563 vessels of 10,640,761 gross tons.
The previous peacetime record was set in the third quarter of 1958 when 1,563 ships totaling 10,205,000 gross tons were under construction.
Shipping observers cited the following two factors for the present activity:
Shipowners appear to be taking advantage of fierce international competition among shipbuilders and the extremely low prices that have resulted—as low as $91 a cargo ton for large tankers in Japan.
A great part of the world merchant fleet needs to be replaced with new tonnage. Lloyd’s statistics for 1963 showed that slightly more than 52.5 million gross tons, or 36 per cent of the world’s merchant fleet of 145.9 million tons, consisted of ships 15 years old and older.
Commenting on developments in the last
quarter, Lloyd’s noted that Japan, with 2,594,575 tons under construction, continued to be the leading shipbuilding nation.
Great Britain held second place with 1,767,341 tons under construction. Sweden, the only other nation exceeding 1 million tons, was third with 1,007,386 tons.
The United States remained in seventh place during the third quarter. On Oct. 1 United States shipyards were building 55 vessels totaling 471,207 tons, down slightly from the 487,082 tons under construction July 1.
West Germany made a comeback during the quarter, raising its work level from 775,288 tons on July 1 to 914,729 tons on Oct. 1.
Lloyd’s said that nearly 5 million tons were being constructed for export, or for registry in countries other than those in which the vessels were built. Japan, Sweden, West Germany and France were the leading builders of export tonnage.
Almost half of all tonnage under construction, or 5,193,488 tons, consisted of oil tankers, an increase of 226,638 tons from the July 1 figures. For all ships, the figure at Sept. 30 represented an increase of 966,798 tons from the previous quarter.
Of the tanker tonnage, 1,069,508 tons are scheduled to be registered in Norway, 988,960 tons in Liberia, 947,393 tons in Great Britain and 384,755 tons in Japan.
The Lloyd’s data cover merchant ships of 100 gross tons. All countries are represented, with the exception of Communist China, the Soviet Union and East Germany.
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S3 Soviet Ship Order ( The New York Times, 12 November 1964): Award of a contract for construction of 78 large seagoing vessels for the Soviet Union in Yugoslav shipyards was announced in Moscow yesterday.
According to Tass, the official Soviet news agency, the Soviet Union ordered vessels costing $250 million to be delivered over a five-year period.
Included are tankers, large motor cargo ships, tugs, dredges and floating docks.
Tass quoted Nikolai Patolichev, Soviet Minister of Foreign Trade, who signed the agreement for Russia, as saying that the agreement would “facilitate the equipment of the Soviet merchant marine with modern cargocarrying and technical means,” and at the same time provide steady work for Yugoslav shipyards.
The agreement was signed on behalf of Yugoslavia by Nikolo Juverovic, Secretary of Foreign Trade.
s Shipping Line Proposes Nuclear Merchant Fleet {Business Week, 31 October 1964): The U. S., with its ailing fleets and subsidized ship lines, was the first to build a nuclear- powered commercial vessel—but it hasn’t done much since. Now, American Export Isbrandtsen Lines, Inc., which operates the Savannah, wants to get a nuclear cargo fleet going, and is even offering to share the bill with the government.
In letters to the Atomic Energy Commission and the Maritime Administration this week, Isbrandtsen suggested several alternate plans for financing four 30-knot freighters to run from the Atlantic Coast to the Far East via the Panama Canal. Although the Savannah initially cost some $65-million, current estimates are that a 700-ft., 20,000-ton nuclear merchantman would cost about $20-million.
The line’s proposals, lacking specifics, left plenty of room for bargaining, and the drift in Washington was that the government might agree if Isbrandtsen foots 50%.
H CASL Is Quit by Ship Firm (From Helen Delich Bentley in Baltimore Sun, 3 November 1964): American Export-Isbrandtsen Lines today [2 November] became the first steamship line to break away from the organization set up in 1952 exclusively for subsidized
American steamship companies.
This means that as of December 31, when the resignation becomes effective, there will only be fourteen subsidized lines left as members of the Committee of American Steamship Lines—commonly referred to as “CASL.”
Some industry persons interpreted this setback to this particular trade body as perhaps Paving the way for the establishment of a strong single association representing all segments of the shipping industry in the nation.
In the letter of resignation sent by Admiral John M. Will, chairman of the board of American Export, to Worth B. Fowler, chairman of CASL, Will wrote that his company bad a “sincere conviction” that it should Participate in a program that would evolve a strong, permanent American merchant marine rather than for one segment thereof.
Will said that he felt the original purpose °f CASL “has been submerged and not attained. ” But he added that his company was as much at fault as any because it has been active within the organization and permitted this to happen.
In response to press inquiries regarding the resignation, Fowler, who also is president of American Mail Line and just took over the ehairmanship of the subsidized organization, said that American Export-Isbrandtsen’s decision was regrettable.
“CASL was established in 1952 to promote the welfare and common interests of the sub- S1dized segment of the American merchant marine,” Fowler stated. “These original purposes are being carried out. We have conducted successful ship replacement and opiating efficiency programs in cooperation Vv*th the Maritime Administration.
‘We have aggressively sought more cargoes f°r American-flag ships through promotional activities including visits by our line’s executes to major cities. The CASL committees til continue to work together for national maritime objectives called for in the Merchant Marine Act of 1936.
‘It is the purpose of the committee to con- t'nue to carry on its work which is to encourage full implementation of the objectives of lhe ’36 Act which provides operating differen- tlal subsidy payments to qualified American- flag steamship lines that agree to provide regularly-scheduled steamship services on essential trade routes and military auxiliary services in national emergencies.”
American Export is said to have contributed about $60,000 annually in fees to the organization. The amount is based on the size of the company, its fleet, and similar factors.
The steamship line offered to continue to work with the organization on contract matters with the Maritime Administration and the promotion of cargoes for American-flag ships.
0 Ship Losses in ’63 Set 12 Year High
(The New York Times, 9 November 1964): The casualty list of steamships and motorships in 1963 reached a 12-year high, with 254 ships totaling close to half a million gross tons lost, according to an annual report by Lloyd’s Register of Shipping.
Shipwrecks—vessels lost through stranding, or striking rocks or other sunken obstacles— proved to be the most wide-spread cause of losses, accounting for 116 ships totaling 297,503 tons.
Fire, the second most prevalent hazard, ac-
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The Greek merchant marine suffered the greatest number of casualties in 1963, with 22 ships totaling 89,273 gross tons lost.
Panama lost 13 ships with a total of 39,471 tons, Liberia nine vessels totaling 38,291 tons, Britain lost 16 ships amounting to 32,175 tons and the United States lost nine vessels totaling 28,680 tons.
Lloyd’s noted that 1963 was the second highest year since 1952 in terms of ship tonnage broken up for scrap. A total of 794 vessels, amounting to 3,296,733 tons, disappeared under the breaker’s hammer and torch.
Among the better-known vessels broken up that year were the 26,463-ton British passenger liner Dominion Monarch and the 8,723-ton hner Juan de Garay, which started her career in 1^28 as the Hamburg-American Line passen- §er ship Orinoco.
counted for 30 vessels totaling 69,287 tons in 1963.
Among the ships that fell victim to fire last year were the 20,314-ton Greek liner Lakonia, which burned Dec. 22 while on a cruise, and the 16,644-ton Greek liner Brittany, which burned out completely while undergoing conversion in a Greek shipyard.
The 1963 casualty report included what may prove to be one of the most mysterious ship disappearances—the loss in early February of the American liquid-sulphur carrier Narine Sulphur Queen. She disappeared with her entire crew of 39 on a voyage from Beaumont, Tex., to a North Atlantic port.
Extensive official inquiries into the ship’s disappearance have failed to come up with a Slngle clue on what may have happened to her. It has been surmised, however, that the vessel exploded because of a violent chemical reaction involving molten sulphur and sea Water.
53 Greek Line Buys the America (George t*°rne in The New York Times, 6 November 1964): A Federal shipping agency wrote an end yesterday to the saga of the popular 723- lb°t liner America.
Lhe Maritime Administration announced What everyone in the shipping industry knew 'vas an accomplished fact—that permission tad been given to United States Lines to sell *he 33,000-ton Atlantic carrier after 24 years
service, most of them unprofitable.
Shortly after the announcement was made at the agency’s office at 45 Broadway, United States Lines issued a statement saying the sale had been completed and that actual title would pass shortly to a Greek company, Okeania S.A. of Piraeus.
The price of the liner, which is old but in perfect condition, was $4.25 million.
The deal had been ready for several weeks, but the Maritime Administration held it up until after the national elections.
The Federal agency never said why, but in the shipping industry it was assumed that the Government did not want to arouse critical maritime labor officials who have complained that the country was abdicating its passenger fleet operations in favor of foreign-flag vessels.
There has been no talk of replacing the liner with another ship with her 1,000-passenger capacity or with a larger one. And it is generally accepted in the merchant marine that the growing sentiment against subsidies in Washington is a bad augury for such a trans-Atlantic liner in the future.
No major passenger ship can operate in competition with low-cost foreign-flag rivals without Federal aid under present economic conditions, mainly because crews here earn three to four times the wages on foreign-flag vessels.
The history of the America, a shipping man said yesterday, is a classic example in ocean transportation. Her old and outmoded engines consumed large quantities of fuel. Her maintenance costs were high.
Even when she sailed fairly well booked—• which was often because of her popularity— she sailed at a loss. According to unconfirmed but reliable reports, in one busy year the out-of-pocket costs including depreciation and allocated overhead was in excess of $1.5 million despite Federal aid in the neighborhood of $3 million.
The America is now in the yard of the Newport News Shipbuilding and Drydock Company in Virginia, where she was built, for survey and inventory, and title will be transferred there when details are completed.
Okeania S.A. is a new company set up by the Chandris group of Greece which is expected to operate the ship in the immigrant trade from Europe to New Zealand and Australia.
Under the terms of the Maritime Administration approval, as in similar sales of this kind in the past, the United States is entitled to ask that the liner be made available to this country in time of national emergency, unless at that time the Greek Government certifies that she is needed under Greece’s North Atlantic Treaty Organization obligations.
Foreign
S8 Indian Goodwill Cruise {Indian and Foreign Review, 1 November 1964): The interest and enthusiasm aroused by India’s naval cruiser, INS Mysore currently on a goodwill visit to friendly countries around the coast of West Asia and Africa, underlines the fund of friendliness existing in these countries for India and her people. INS Mysore commenced its cruise in July this year; and by the time it returns home, it would have visited Aden, Port Suez, Port Said, Alexandria, Tripoli, Tunis, Algiers, Casablanca, Dakar, Freetown, Monrovia, Accra, Lagos, Gibraltar, Malta, Odessa, Port Sudan and Massawa.
Wherever it has gone, the Indian ship and its crew have aroused a great deal of popular interest. Colourful ceremonial and courtesy calls were not the only feature of the cruise, which was marked by scenes of enthusiastic public participation in the special programmes put up at various ports of call. Among the important dignitaries who returned the courtesy calls during the ship’s visit to their respective countries were President Nkrumah of Ghana, Prime Minister Sir Abubakar Tafawa Balewa of Nigeria and Prime Minister Albert Margai of Sierra Leone.
The goodwill cruise of the INS Mysore brings to mind the many historic ties that bind India and her neighbours in West Asia and Africa. These ties have derived strength from the common struggle against colonialism, and the shared task of economic and social development in which the countries of Asia and Africa are engaged today.
Research and Development
0 Fuel Cells for Space and Under the Sea
{Business Week, 1 November 1964): The fuel cell, a device for converting chemical energy directly into electrical energy, has been known to science for nearly 300 years. But urgency to perfect it dates back only a decade, arising from the special needs of craft in space and under the sea.
General commercial use of fuel cells as a source of electricity still may be some years off, but great strides have been reported recently for a number of military and space uses:
• General Electric Co. announced successful operation of a production-model fuel cell battery, rated at 1,100-watt peak power, for 1,100 hours of on-and-off duty.
• Texas Instruments, Inc., delivered to the Army Mobility Command a 100-watt fuel cell able to sustain itself on a wide range of hydrocarbon fuels, including jet fuel, natural gas, and alcohol.
• Allis-Chalmers Mfg. Co. unveiled the latest result of its $5.2-million worth of federal contracts for research in the field—a 2,000- watt hydrogen-oxygen fuel cell for the National Aeronautics & Space Administration, designed to operate on a 30-day space flight.
Many problems remain in development of fuel cells. As with the internal combustion engine at the turn of the century, commercial production still is dogged by high costs and serious limitations in materials and fabrication. In low-pressure, low-temperature hydrocarbon fuel cells, the search goes on for cheaper and better materials; in high-pressure, high-temperature cells, safety and reliability are the prime goals of R&D.
Yet the first use of a fuel cell as a source of electricity on a manned space flight is now in
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sight. GE’s hydrogen-oxygen cell is scheduled to be installed in NASA’s third manned Gemini flight, in the third quarter of 1965. It will be expected to provide primary electric power for up to a 14-day flight by two astronauts.
According to reports, the GE cell that’s being tested at NASA’s Manned Spacecraft Center hasn’t lived up to test specifications, yet. But GE’s own tests show that the cell can function for more than six weeks—three times as long as any Gemini flight now planned and more than enough for five round trips to the moon.
NASA’s center is also testing a cell made by Pratt & Whitney Aircraft Div. of United Aircraft Corp. for use in the three-man Apollo sPacecraft in 1966 or 1967. After having problems operating under unpressurized conditions, the P&W fuel cell is now reported work- tog successfully under pressurized conditions.
There is no space assignment yet for Allis- Chalmers’ latest $2.48-million contract with NASA to build a low-temperature hydrogen- °xygen cell that will produce 2,000 watts. But 'f the cell can be tested and proved out within the 18-month contract time, it too could be available for service on the Apollo moon- craft.
Last July, Allis-Chalmers delivered a 750- t^att hydrazine-oxygen fuel cell for installation in General Dynamics Corp.’s one-man research submarine, Star I. It has also built a 45-watt hydrazine-oxygen cell, weighing less than 45 lb., for the Air Force, and is working °u another Air Force study contract involving the manned orbiting laboratory (MOL).
For down-to-earth commercial uses, Allis- Chalmers engineers concede, the goal of most ttel cell research is a hydrocarbon cell that tvill work at low temperature and low presSUre, operating efficiently and safely in nor- toal atmosphere.
„ Texas Instruments’ demonstration fuel cell Army, running on a wide variety of irbons, is regarded as a significant stop in this direction. For the expensive, easily contaminated electrodes, made from metals to the platinum group, it substitutes cheaper e ectrodes based on nickel and silver.
However, the industry feels fuel cells are °tov scratching the surface of their technical Potential. Gas producers are interested in the commercial possibilities of fuel cell packages that could supply homes with all their electric power needs; chemical companies are also pushing research in the field.
B3 Submarine Detection System (Stacy V. Jones in The New York Times, 10 October 1964): After waiting more than 21 years Robert H. Rines, a Boston lawyer, will receive a patent next week on his radar system for detecting submarines. He states that the Navy and other services are now using his invention.
The equipment, which is installed in an aircraft, bounces radio waves off the surface of the water. The echoes, when analyzed, show any vibrations from a submerged submarine.
Mr. Rines, a lecturer on patent law at Massachusetts Institute of Technology, filed his original application in June, 1943. For most of the intervening period it was held in secrecy.
As radio waves do not travel through water, submerged objects cannot be detected by radar. Moving objects, such as submarines, create modulations in the radio echoes sent back from the surface of the water. Vibrations caused by submarines are easily differentiated from those created by shrimp and other sea life.
Mr. Rines first noticed the modulation effect when he was a student at M.I.T. in 1941. Later, while a Signal Corps officer he continued the study on his own time.
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A patent was issued to him in 1951 for an antenna described in the original application. The Patient Office ordered that the submarine-detection device be separated and
IN HYDROGRAPHIC SURVEY CONTROL
Operational tests of the LORAC system by the U. S. Navy Hydrographic Office in various parts of the world during 1951 and 1952 established its suitability for hydrographic survey control. From 1952 to the present, numerous LORAC networks have been delivered to the U. S. Navy Hydrographic Office and have been used for world-wide operations supervised by Seiscor engineers.
The success of LORAC can be attributed to several factors. The accuracy achieved is greater than the specified requirement. The equipment is unitized and ruggedized to provide a high degree of portability. The units are of such size and weight as to be transportable by a small helicopter. Thus, with this equipment it is possible to set up shore-based transmitting stations at heretofore inaccessible points.
Because of its compactness and rapid installation time a network can be moved easily from one location to another and can be maintained with a minimum of trained personnel. The extensive coverage of a LORAC network reduces the total number of equipment moves required in surveying large areas.
In a recent LORAC-controlled survey more than 30,000 miles of soundings were completed in less than 2,400 hours of operation.
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treated as a single invention. The patent number will be 3,153,236.
The inventor holds about 40 other patents most of them for electronic inventions. He is a member of the National Inventors Council and the Department of Commerce Technical Advisory Board.
Navy in Satellite Field (Navy Times, 28 October 1964): The Navy is deep in classified work on using satellites—man-made as well as natural—to communicate with surface ships and submerged submarines.
The new gear, developed as a result of this program, will become standard soon and appear as part of an integrated communications system which will reach the fleet in 1970.
Some time this fiscal year—the Navy won’t say when—one of the first full-scale items of equipment, a shipboard terminal, will be tested. It is a product of the Microwave Space Relay (Miser) program.
The project was begun in 1961 to develop a ship-to-ship and ship-to-shore system for long-range relay using both passive reflectors, such as the earth’s moon and Echo-type space “balloons,” and repeater-type satellites, similar to Telstar and Syncom.
The Navy earlier completed tests on getting through to subs under the sea by use of Transit navigational satellites. This was Operation Pangloss.
The satellite communication equipment will be put in the advanced system known as Southern Cross. The main idea is to get all the “black boxes” into some sort of tidy arrangement. Practically every item in a ship’s communications section has been independently developed. This means some 260 unrelated bits of gear on some ships.
Southern Cross is attempting to cure this state of affairs by developing integrated blocks of equipment. It would reduce both space and personnel requirements. And it would be tied into both satellite communications and the strategic National Military Command System and Defense Communication System.
The Navy says it has completed all the studies but hardware development and tests are still going on. It is still on schedule to get the system into operation in 1970.
The Navy has had long experience in using
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satellites for communications. It began bouncing signals off the earth’s moon in 1950 and this resulted in an operational Communications Moon Relay System in 1959. It is still operational though in a stand-by state. But CMR is pressed into service to carry messages between Washington and Hawaii when sunspots disrupt long-range communications.
S3 A Nuclear Generator Aids Navigation
(Naval Research Reviews, October 1964): Late last July, the SNAP-7E isotopic generator, which was designed for use by the Navy as an undersea navigational aid, was placed on the floor of the Atlantic Ocean at a depth of 15,000 feet about 750 miles off the coast of Jackson- vflle, Florida. The device will provide about ^ watts of electrical power continuously for at least two years.
The letters SNAP stand for Systems for Nuclear Auxiliary Power, a series of power devices developed for sea, space, and land use by the Atomic Energy Commission. SNAP-7E titanate in a relatively insoluble compound. Heat produced by the spontaneous decay of the fuel is converted directly into electricity by 60 sets of thermocouples grouped around the fuel. The long life of the fuel and the absence of moving parts in the energy-conversion system insure long-term, maintenance- free operation.
The nuclear generator is carried in a 6- inch-thick, cast-iron cylinder covered by a plate of depleted uranium that serves as a biological shield. This container, in turn, is placed within a 2-inch-thick forged-steel vessel capable of withstanding extremely high pressures. Also carried in the pressure vessel are the energy storage system and electronic equipment. The pressure vessel is 31J inches in diameter, 64 inches high, and weighs about 6,000 pounds. The heavy shielding cuts external radiation to a minimum and contributes to the overall ruggedness of the device.
The entire unit is encased in a six-sided steel superstructure designed to absorb pressure while being placed on the ocean floor. The superstructure also supports the buoyancy tank. The total height of the unit, including superstructure, is about 10 feet.
While military elec- (JJJJPJ » tronics maintenance
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CREI can help improve the technical Qualifications of your electronics personnel by providing them with tech- n>cal knowledge beyond the scope of military courses. The military man enrolled in a CREI Program studies solid state physics, differential calculus, pulse techniques, probability and statistics, computers and instrumentation. Or, if his interest is in the nuclear field, reactor physics, heat and thermodynamics, reactor instrumentation and health-physics.
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Progress
New Look—The light cruiser Atlanta (CL-104) has been converted to » test ship to determine the effect on modern missile ships of shock waves from high-intensity explosions. In her new configuration, shown above, the Atlanta has two guided missile frigate deck houses (one made of special "blast-resistant” aluminum), radar antennas, "macks,” and rocket launchers similar to those found on new ships. Several hundred shock measurement devices have been mounted inside her hull. She has been redesignated JX-304 and will soon undergo explosive tests in the Pacific-
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Gassing Up—At left, an Army OV-1 Mohawk is shown while refueling in flight from a Marine Corps KC-130 Hercules tanker. The refueling was part of an Army-Marine Corps test to extend the range of the Army’s OV-1, a battlefield surveillance aircraft. The torpedo-like device under the Mohawk’s fuselage is side-looking radar. In the lower photo, a British Wessex 5 refuels a Wessex 1 while in flight. The Wessex 5 (the lower helicopter) trails a fuel hose streamed by small parachutes. The Wessex 1 then grapples the hose, retracts it, and attaches it to an internal fueling connection. The technique is being developed by the British firms of Westland Aircraft and Flight Refueling.
Chinese Construction—A recent addition to the Communist Chinese merchant fleet is the 6,000- ton SS Jian She, at left. She is a cargo-passenger ship built by Kiangnan Dockyard in Shanghai. An indication of her employment is in the photo service’s statement that the Jian She "can ship cargo from China to Africa without stopping for refueling.”
Eastfoto
[1] See R. S. Crenshaw, Jr., “Mus6e de la Marine,’ U. S. Naval Institute Proceedings, December I960, pp. 90-101.