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Trouble with CO2 Cylinders

Recently the Supervisor of Diving received reports fromtwo Fleet diving activities that a high percentage of lifejacket CO2 cylinders, when weighed, had an insufficientCO2 charge. The difficulty centered on the 18 gramnon-magnetic CO2 cylinder (FSN 4220-287-3741) usedin the UDT inflatable life jacket and the 31 gramnon-magnetic CO2 cylinders (FSN 4220-965-0595) usedin the Mark III life jacket. In one case, 51 percent of theCO2 cylinders had an inadequate CO2 charge. NAVOP090004Z JAN 73 was issued to alert Fleet users to thiscondition. The NAVOP particularly requested that allusers and stock points inspect their CO2 cylinders forevidence of cracks and/or weight loss, with defectivecylinders to be disposed of locally.

The Diving Manual and the NAVSHIPS Tech Manualboth require that life jacket CO2 cylinders be rejectedwhen they weigh 3 grams or more below gross weightmarked on the cylinder. The NAVSHIPS Tech Manualfurther requires that the CO2 cylinders, for in-service lifejackets, be weighed every 6 months. But a careful reviewof the inspection procedures for CO2 inflatable lifejackets, now established in the Diving Manual andNAVSHIPS Tech Manual, shows that it is possible tofollow these procedures exactly and still issue a lifejacket to a diver without the CO2 cylinder having beenexamined or weighed. Furthermore, the Diving Manual,while requiring a life jacket for all SCUBA divers, doesnot specifically require a pre-dive inspection of the lifejacket, its CO2 cylinder, or its activation mechanism.However, a check of several Fleet units that routinelyengage in SCUBA diving operations revealed that manyof them already require the diving supervisor to conductsome form of visual pre-dive inspection of the life jacketCO2 cylinder for punctures or cracks.

In recognition of this potential safety hazard, and inaddition to the steps already recommended in theNAVOP, NAVSHIPS has initiated action to change theapplicable section of the NAVSHIPS Tech Manual torequire that life jacket CO2 cylinders be inspected andweighed when they are initially received on-board a useractivity. In addition, the new Diving Manual, now in the

final stages of preparation, will require a pre-dive visualinspection of the CO2 inflatable life jacket as well as theCO2 cylinder and its activation mechanism.

These procedures should insure that when a diver drawsa life jacket from stock, its CO2 cylinder will have beeninspected and weighed. As the diver uses his life jacket itwill get an inspection before every dive, including avisual check of its CO2 cylinder and activationmechanism. Any evidence of cracks or punctures in theCO2 cylinder would cause it to be discarded and a newone used for the dive. These steps coupled with thealready established requirement to weigh the CO2cylinder every 6 months should give the diver increasedconfidence in his life jacket.Deep View Christened in California

Deep View, (shown here) the world's first submersiblewith a pressure hull built with a 44-1/2-inch diameterglass hemisphere at the front, was recently christened atthe Naval Undersea Research and Development Center(NUC), San Diego, California. A 3-hour manned divein 20 feet of water near the NUC pier checked out thepropulsion, life support, communications, and weightand balance systems. The system is designed foroceanographic research to depths of 1,500 feet.Occupants normally ride in a prone position, but thehull is roomy enough to allow upright sitting fornote-taking.

The transparent glass hull of the Deep View will permitobservers a full view of their underwater surroundings atgreater depths than is now possible in similar hulls madeof acrylic plastic. Plastic-hulled submersibles arepresently limited to depths of 600 feet.

Navy certification of the Material and OperationsCapability of Deep View is pending. When this has beenreceived, the following test and operations arescheduled: Intermittent untethered operations at Cata-lina Island, using a marine railroad for launch andrecovery at depths of about 100 feet, and 20 days of seatrials at NUC, Hawaii, using the Launch and RecoveryPlatform.

Naval Heritage DisplayA new 14 million dollar Civic Center was recentlydedicated at Lake Charles, Louisiana. As part of theceremonies, a Naval Heritage Display, was designedand fabricated through the combined efforts of themilitary and the Public Works Center personnel ofthe Inactive Ship Shore Facility, Orange, Texas. Thework was supervised by CDR John H. Vosseller,Commanding Officer.

Diving Gas Sources

The Supervisor of Diving is compiling a list of commer-cial and military sources of diving gases, particularly he-lium and mixed gases, available throughout the world.The finished listing is intended to provide a referencefor diving activities which may require resupply ofdiving gases when away from their normal sources.Any activity, organization, or company having in-formation on availability of diving gases is requestedto send it to:

Supervisor of DivingNaval Ship Systems CommandWashington, D.C. 20360

Specific information desired includes:

—Name and address of supplier

—Types of gases available particularly premixed gasesand specifications to which mixed

—Quantities available

—Delivery Time

—Delivery Points

—Approximate Prices

All contributors will receive a copy of the completedlisting.

Anti-Fogging CompoundsAn in-depth test program, performed both in thelaboratory and during diving operations, has verified thefollowing substances as very effective anti-fog com-pounds: Lemon Fresh Joy, and Sun Fogproof. It isrecommended that either of these anti-fog compoundsbe an important item in every diving bag. For furtherinquiries concerning compounds tested and detailedresults, contact W.W. McCrory, Jr. at Naval CoastalSystems Laboratory, Panama City, Florida 32401.

More on the "Sea Cutter"

A new Navy Underwater Cutting Torch was recentlyissued to selected activities. See Soundings of the Winter'72 issue of FP for a description of the torch.

Comments to date have resulted in the following pointsto remember when using the torch:

• The electrical cable is designed as an adjustablewrist loop to be shaped around the diver's wrist asillustrated here. The wrist loop provides for ease ofhandling by freeing the diver's hand for other workwhen not cutting.

• The thumb screw requires approximately 1/2 turnby the THUMB to sufficiently loosen or tighten thetorch jaws when changing the electrode. Excessivetightening of the thumb screw is not required.

• The contact area of the electrode should be free ofcorrosion in order to obtain a proper fit between the rodand the torch jaws and to insure good electrical contact.

Users comments on the torch would be appreciated. Mailc/o FP address.

Proper position of wrist loop of "Sea Cutter':

The commissioning of USS BRUNS-WICK (ATS-3) on December 9, 1972,marked the third addition to the newauxiliary salvage tug class. This newtype of salvage ship is designed to pro-vide the Navy with the most advancedand comprehensive capabilities forsophisticated ship salvage, extensivediving, and emergency repairs. Rescueand firefighting assistance and long dis-tance towing services are also greatlyenhanced by these new vessels.

Most of BRUNSWICK's propulsion,auxiliary, and deck machinery are ofBritish manufacture-larger, morepowerful, and more sophisticated thanany presently found on commissionedU.S. Navy salvage vessels. The keel waslaid at Brooke Marine, Ltd, Lowes-toft, England on J une 5,1968; the hullwas launched October 14, 1969. Twinpropellers, twin rudders and a bowthruster unit enable USS BRUNS-WICK to attain greater maneuverabil-ity at the low speeds required by mostsalvage operations. Also, her propellersare of controllable pitch design, allow-ing her to adjust speed or power asrequired by a particular situation.

BRUNSWICK has a self-tensioningtowing winch capable of 70 tons staticpull and two large hydraulic deckcranes with 10 and 20 tons liftingcapacities, respectively, to handle sal-vage and beach gear stowed in thelarge storerooms. Her towing sternrollers are hydraulically raised andlowered, allowing them to be stowedout of the way when not in use. Bowrollers provide heavy lift capabilitiesrequired in many salvage operations,her auxiliary providing 60 tons ofdynamic lift while her main bow roll-ers can lift 150 tons dynamically, or300 tons by using the tide. BRUNS-WICK has the latest and most ad-vanced facilities for communicationand navigation, and also has under-water search capabilities.

The ship itself is 282 feet long and hasa beam of 50 feet. Its displacement,fully loaded, is 3,450 tons. The com-plement of BRUNSWICK includesnine officers and 93 enlisted men, withan average age of 23 years and with

experience ranging from severalmonths to 24 years. She is named aftertwo American cities - Brunswick,Georgia, located on St. Simons Sound,southwest of Savannah; and Bruns-wick, Maine, located at the falls of theAndroscoggin River, northeast of Port-land.

The first commanding officer of USSBRUNSWICK is LCDR John B.Haskins, USN, who is reporting fromduties as Head, Recall and Release and

TAD Orders Section in the Bureau ofNaval Personnel, Washington, D.C. Hiscareer includes serving as Operationsand Engineer Officer, USS VIGOR(MSO-473); Main Propulsion Assistant,USS HAMMERBERG (DE-1015); En-gineer and Operations Officer, USSS.N. MOORE (DD-747); CG-23 Advi-sor, Song Cau, Vietnam; CommandingOfficer, USS PATAPSCO (AOG-1) andUSS TOMBIGBEE (AOG-11). LCDRHaskins was graduated in June 1965from the Naval Destroyer School, andin June 1969 from the Naval Postgrad-uate School, with an MS Degree inManagement.

After an outfitting period at the Nor-folk Naval Shipyard, BRUNSWICKwill be attached to COMSERVRON-FIVE and homeport in Pearl Harbor,Hawaii. Her ability to provide the fleetwith better support from a single shipin a shorter period of time will en-hance fleet mobility by increasing itsendurance in a combat zone and re-ducing the time of exposure to enemyattack during salvage, diving, and tow-ing operations. Also, she will be partic-ularly well suited to humanitarianrescue and assistance tasks. Whethertowing disabled ships,salvagingground-ed vessels loaded with valuable cargo, orperforming a wide variety of other res-cue and salvage tasks, BRUNSWICKwill be a powerful and versatile addi-tion to the U.S. Navy fleet. jA

' • • '

NEWLIFE

JACKETSTESTED

Thomas Cetta Office of the Supervisor of DivingFour commercial ly available lifejackets and three U.S. Navy life jacketswere recently field tested to determineField condition buoyancy capability.Prior to this test each commercial vesthad at least one endorsement from oneor more Navy diving activities. The fol-lowing commercial life jackets arerecommended as interim replacementsfor the standard DOT life jacket: (1)Rubber Fabricator Inc — Supervest;(2) Rubber Fabricator Inc - 110669;(3) Buoee 70 or Fenzy M-3; (4) Nem-rod Scuba Vest.

The method of testing was simple andstraightforward. A padeye was fas-tened to the bottom of a 142-footrock quarry now completely flooded.Using 1-inch nylon line and a Welch100-pound spring scale, each jacketwas inflated at 130 feet and then

brought to the surface in steps, usingthe self-contained CO2 or air of thejacket. A total of 11 buoyancy mea-surements were taken for the U.S.N.Mark III, Buoee 70, and Nemrodjackets. A total of seven buoyancymeasurements were taken for theUDT, UDT MOD 1, Supervest and RFI110669. The data collected is shownin tabular form below. All of the jack-ets tested, except the standard UDT,provided enough buoyancy at 130 feetto be considered acceptable as emer-gency buoyancy devices.The recorded data was compared to amathematical model for each vestunder the test conditions, and wasfound to be within 10 percent of themathematical model values. Except forthe standard UDT jacket, each jackethas expansion valves with the relief

pressure set by the manufacturer.There are four variables that effect thebuoyancy that is provided. These vari-ables are water temperature, salinity ofwater, CO2 or air supply quantity, andexhaust valve setting. The aforemen-tioned tests were performed in verycool, fresh water, with lower limitCO-2 and air supplies and factory ex-haust valve settings. Environments thatwould produce lower buoyancy exist,but assuming that 32°F, fresh water isthe most severe, approximately 2 percent decrease of buoyancy would berealized with the CO2 inflated jacketsand less with the air inflated jackets.

For additional information concerningthe test described, contact Mr. T.Cetta of the Office of the Supervisorof Diving.

^\DEPTH

VEST~-^

STD. UDT

UDT MOD 1

SUPERVEST

R.F.I. 110669

USN Mark III

BUOEE' 70

NEMROD

BUOYANCY IN POUNDS

SURFACE

25

25

30

25

33

33

36

10

19

25

30

20

16

25

30

30

10

25

25

25

40

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6

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32

130

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22

Editor's Note: Several issues ago FP presented a listing of billet locations and the types of duty available.Anupdated version appears here to assist you in filling out your NAVPERS 1306/34-E7/E8/E9 Duty Historyand Preference Card. This is not a list of vacant or open billets!

TYPE DUTY BY NEC

GEOGRAPHICLOCATION

Philadelphia, PANewport, RlPortsmouth, VANorfolk, VAPanama City, FLKey West, FLOrange, TXSan Diego, CALong Beach, CAPort Hueneme, CAPoint Mugu,CASan Francisco, CAVallejo, CABremerton, WAKey port, WAAnnapolis, MDIndian Head, MDWashington, DCSolomons, MDQuantico, VAPensacola, FLDavisville, RlVietnam

5346 5341 5342 5311 5343

1,5

1

1,211,2

11,2,511,211,2

1,2,5 1,21 1,2

1,2

111,21,5

111

123

1,5

12,511,211,211,221,21111,21,51

5346 5341 5342 5311 5343

Guantanamo Bay, CubaNew London, CTQuonset Point, RlMayport, FLLittle Creek, VACharleston.SCGroton,CTGulfport, MSPearl Harbor, HIGuam, MlSubic Bay, PIAdak, AKMare Island, CACoronado, CANaples, ItalyHoly Loch, ScotlandRota, SpainRoosevelt Roads, PRPortsmouth, EnglandYokosuka, JapanSasebo, JapanTurkeyAustralia

1,2

21,222

31,2122,5222

2,6 2,64 3,43 3

32 2

24

4 44 4

6

6636

31,2122,52222,63,4331,22444

EXPLANATION OF DUTY TYPES

Type 1 - Shore duty for rotation purposes. IncludesCONUS shore duty, fleet shore duty andcertain fleet activities considered as shoreduty.

Type 2 — Sea duty for rotation purposes. Includesships or units which spend considerableperiods at sea away from their homeportduring local operations and which, whendeployed overseas, operate at seaextensively.

Type 3 - Overseas shore duty (sea duty for rotationpurposes) is defined as duty performedashore at activities outside CONUS wherethe prescribed DOD accompanied tours areless than 36 months.

Type 4 - Nonrotated sea duty (sea duty for rotationpurposes) is defined as sea duty performed

in nonrotated ships, staffs, or units home-ported outside CONUS (except Alaska andHawaii), or in 12 month unaccompaniedtour ships or staffs listed in OPNAVINST4600.16.

Type 5 — Neutral duty (neutral time for rotationpurposes) is defined as duty in ships,squadrons and staffs which normally remainin the assigned home port, or operate locallytherefrom only for brief periods.

Type 6 — Preferred Overseas Shore Duty (shore dutyfor rotation purposes) is defined as duty atshore-based overseas activities where thereare available suitable family accommoda-tions and the prescribed Department ofDefense accompanied tours are 36 to 48months in recognition of the desirability ofthis duty.

Artist's conception of testing underway in "wet-pot" ofbiomedical hyberbaric chamber complex. The diver issitting on an underwater pedal ergometer with one armextended through a watertight sleeve in the tank wall.

PHYSIOLOGICATESTINGPROGRAMAT NEDU

Successful diving at great depthsrequires that a diver be able to douseful work and still maintain suf-ficient physiological reserve todeal with emergencies. In order toplan and carry out satisfactoryopen-sea deep diving operations, itis necessary to know the limits tohuman function posed by the en-vironmental stress encountered andthe stress imposed by the under-water breathing apparatus. If anoperational program unknowingly

10

pushes divers into situations where the physiologicalstresses approach the limits, death or severe injury to thedivers can be expected.

Historically, the method of establishing that a givenenvironment was safe was to expose a few experimentalsubjects to that environment and see if they couldsurvive. The ability of a diver to function was assessedby some gross tests such as swimming ability or abilityto solve simple construction problems. These methodshave generally been useful. In past experiments diverswere easily rescued from the hostile environment whenthe limits of function (or physiology) were exceeded andpermanent injury was unusual. Now, however, thedecompression requirements of saturation divers at greatdepths make it impossible to quickly remove a diverfrom the hostile environment should he begin to failphysiologically. Therefore, a better method ofestablishing the biomedical safety of a given hyperbaricexposure is needed.

The medical staff at the Experimental Diving Unit,Washington, D.C., headed by CDR William H. Spaur, hasundertaken the development of a systematic program ofbiomedical research and underwater breathing apparatusevaluation designed to establish the limits of safety foreach system. The program is composed of a series ofstudies of well defined and progressively more stressfulundersea environments. The basic assumption behindthe program is that data from measurements of a physi-ological function at a series of increasing depths can beused to predict what that function would be at evengreater depths. This method should make it possible tosafely determine the maximum diving stresses that canbe tolerated by working divers using state-of-the-artdiving equipment.An original approach to the problem, this programdiffers from basic biomedical research in that it isdesigned to produce information applicable to therealistic requirements of working dives. For this reasonthe hyperbaric stresses studied consist of actual workunder water with currently available breathingapparatus. These studies can be considered physiologicalequipment testing rather than simply studies of basicphysiology. Physiological equipment testing shouldprovide the most useful information of any method ofevaluation of diving apparatus for use by man. It willalso provide valuable insight into those parameters whichmust be improved in the design of future underwaterbreathing apparatus.

In a normal experiment of this program, the diver,dressed in full diving gear, is completely immersed inwater in a specially constructed fiberglass tank. He sits

upright on an underwater pedal ergometer and has onearm protruding through a watertight sleeve in the wall ofthe tank,exposing his wrist to the dry chamber. As thediver pedals against various resistive loads, arterial bloodgases and direct blood pressures are sampled in the dryfrom a radial artery cannula in the exposed wrist. Also,breathing apparatus pressures, and O2, CO2, and Phlevels are measured. This underwater exercise system hasbeen installed in the "wet-pot" of the biomedicalhyperbaric chamber complex at EDU where thesestudies under pressure are being conducted.

Evaluation studies of the Navy's new prototype hard-hatdiving system (MK XII) (see FP Fall, 1972) were the firstto be conducted, from October, 1972 to January, 1973.Preliminary analysis of the data indicates that the MK XIIsystem functions adequately to support the divers'ventilatory requirements at sea level on air and HeO2.The system is generally adequate for air at 100 feet-deeper depths on HeO2- However, in somecircumstances as, for example, in the case of a diver witha short neck whose mouth falls below the normalventilatory gas stream of the helmet into the neck of thesuit, definite CO2 retention occurs at moderate andheavy work loads.

Future experimentation will include the MK X Mod 4UBA to be tested to a depth of 1000 feet at EDU, andsubsequently tested to a depth of 1600 feet at TaylorDiving and Salvage Company, New Orleans. It is alsointended thato// currently used underwater breathingapparatus will eventually be evaluated. Concurrentstudies on-going at EDU related to the same area includetremor studies, pulmonary mechanics, hearing,performance, and the study of vestibular and cerebellarfunctions.

The primary limiting system in diving is the underwaterbreathing apparatus, and it is the only system that hasthe potential for significant functional improvement.Most physiological investigations, while valuable in theirown right, ultimately become useful when they provideinformation needed for proper design of underwaterdiving systems. The medical staff at the ExperimentalDiving Unit is going one step further and using the toolsof physiology to evaluate the functional state of thediver-underwater breathing apparatus during controlledand graduated underwater stresses. They can therebydetermine the adequacy and safety of diving systemsbefore any diver is endangered. By using this system ofphysiological testing during the initial evaluations of a

. newly designed apparatus, information on the adequacyof this system is provided as is valuable feedback intothe design process itself. £$

11

Articles appearing in the summer and fall 1972 issues ofFP presented some recently published criteria relatingthe pressure and flow rate (SCFM) required to supportventilated diving systems. Included was a discussion ofsome of the characteristics of positive displacementreciprocating type compressors as applied to divingsystems. This concluding article on air compressors willbe directed toward the installation, operation andmaintenance of compressors used in diving systems. Thetopics addressed here include pertinent results from fieldinspection and evaluation of existing diving systems, orfrom on-going experimental or analytical programsperformed to improve current diving systems.

Attention should be given to the compressor intake,since it has been observed in system performancecontributing to the reduction of approximately 30percent in capacity of an installed system. The loss incapacity was the result of inadequate design of theducting and the limited intake filter area. Since the flowinto the intake of a compressor is both cyclic andintermittent, reasonable pressure loss can be obtainedwhich should be at or below 3—1/2 inches of H2O. Thechange in the intake volume of a typical 50 CFMcompressor is shown in figure below. The 50 CFM entersduring the first 30 seconds, and the air is compressed inthe second 30 seconds.

Also important is the change in volume or flow rate,which occurs during the stroke and which is related tothe ratio of the length of stroke (L) and the radius of thecrankshaft throw (r). Assuming (r) is infinite, a sinisoidalrate of change in the volume can be computed, and willprovide a maximum instantaneous flow rate equivalentto 3.14 X CFM or n X CFM. Using this flow to designthe inlet filter-ducting to the air compressor shouldeliminate the potential loss in capacity.

Richard HansenOffice of the Supervisor of Salvage

If the rated pressure and capacity of the selectedcompressor is adequate to support the projected divingmissions, the next item that should be investigated is thesize of the receiver. This can be done by determining theoptimum on-off time desired and the peak demandanticipated in the system. Relating quantity of air in andthe quantity out, relative to that existing between theupper and lower pressure switch limits, will provide the"on" time. "Off" time can be obtained by dividing thequantity existing between the upper and lower limit bythe flow requirement. In the following example, it isassumed that the upper limit is 200 psig, the lower limitis 1 50 psig, and the use rate is 25 SCFM from an air re-ceiver supplied by a 50 SCFM compressor. It is essentialthat the electric motor not be started more than 6 timesper hour. SCF available in the receiver between 150—200 psig is: 214J 164J_

14.7 14.7Difference between supply and use is 50—25 = 25 SCFMand the minimum off-on cycle is 60/min./6 cycles = 10minutes, so the volume must be recharged in 5minutes. The compressor will charge the receiver in 5minutes and the following 5 minutes the pressure willdecay 200 psig to 150 psig. Total flow in or out is 25SCFM x 5 min = 125 SCF; therefore, the receivervolume must be 125/3.4= 36.76 ft3. Other conditionscan be similarly analyzed to provide appropriate receivercapacity.

The installation of an adequate filtration unit isessential. It must be capable of eliminating the oil miststhat exist in air compressed by lubricated compressors.The aerosol particle sizes range from 0.1 micron to 10microns in diameter, necessitating staged filtration whichincludes settling, impaction, absorption and surfacecollection. The filtration system must also have acapacity capable of collecting up to 120 mg/M3 (inletconcentration) for an operating period of 200 hours.

RPM 450PISTON DIAM. 8"STROKE 3K

After installation, the system should be verified at thelower and upper pressure limits to ensure that therequired flow rate and pressure can be maintained at thediver station. Any inadequacies, such as the intake filterand ducting, can only be observed during flow-pressuretesting after installation. Operation of the system can beenhanced if pressure is maintained within the system ator above the lower pressure switch setting. This willprevent migration of unwanted condensate or oil wateremulsions into the diving system hose or apparatus.

12

A pressure profile of a system is shown in figure below,indicating an operating range between 150 and 200 psigand the minimum permissible pressure profile forsupplying ventilation to a diver at 190 feet.

A control of the pressure in the system through theintroduction of a back pressure control valve to effect a

step change will reduce the potential condensation in thediver's hose or will, at least, significantly reduce it.

It must be recognized that water vapor enters thecompressor with the intake air and as the air iscompressed and cooled the vapor condenses. Approxi-mately 13-1/2 gallons of water enter a 50 SCFM

13

PROBLEMS

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Compressor capacity inadequateSystem demand exceeds capacityDischarge pressure above ratingSystem leakage excessiveIntake filter clogged or too smallIntake ducting too small, too longRated pressure inadequateValve worn or brokenValve improperly seated or locatedGaskets leakUnload or control defectiveControl System AP too greatControl System AP too smallCylinder (piston) worn or scoredValves dirtyWorn valve on good seatNew Valve on worn seatDischarge check valve defectiveIntercooler air passages cloggedCylinder, head, intercooler vanes dirtyAir flow to cooling fan blockedOil level too highOil level too lowLubrication inadequateOil viscosity incorrectOil feed excessiveInfrequent drainage of condensate traps"Off" time insufficientDemand too steadySafety valve defectiveSafety valve set too lowBelts too tightAir filter defectiveSpeed too highSpeed lower than ratingExcessive number of startsPiston ring gaps not staggeredReceiver too smallInfrequent drainage of receiverRuns too littleAmbient temperature too highResonant pulsation (inlet or discharge)Liquid carry-over

H (in high pressure cylinder)L (in low pressure cylinder)

14

compressor during 24 hours of operation when the dewpoint is 80°F. It is condensed within a two stage systemoperating at 200 psig and 150 psig as follows:

Enteringcompressor

I ntercoolercondensation

Aftercoolercondensation

Remaining incompressor air

200 psig

13.66 gallons

10.19 gallons

2.44 gallons

1.03 gallons

150 psig

13. 66 gallons

9.59 gallons

2.85 gallons

1.22 gallons

This is based on a compressor with a balancedcompression ratio and one with the intercooler and aftercooler returning the compressed air to 80°F. It is.apparent that the lower operating pressure permitsmigration of more vapor into the succeeding stages orsystem components.

It should also be noted that the interstage pressures vary,relative to the operating pressure. Determining this

pressure relative to the outlet pressure will provide anoperational base that is essential in verifying theperformance of the compressor. It can also be used topin-point potential problems if operational logs aremaintained. Deviation from the operational norm inpressure in a compressor stage is indicative of such thingsas valve wear, breakage or piston ring wear.

Routine maintenance during compressor operationshould include careful elimination of the condensate,carried out every 2 to 4 hours of operation throughslightly opened needle valves. A quarter turn or less willallow the liquid to drain. This is extremely important forcompressors used in breathing air systems, because manyof the lubricating materials carried in the air emulsifywith the condensate providing a vehicle to carry themout of the system. The interstage pressure outletpressure together with the air and cooling watertemperatures should be recorded periodically, so thatvariances from the norm are observed. If changes inthese temperatures or pressure are evident, then theproblem may be associated with the cause using theProblem-Cause Matrix provided in figure at left, g^

15

TUCUmCARIWhile performing night operations on November16, 1972, TUCUMCARI (PGH-2) collided withand was stranded on Caballo Blanco Reef about2 miles north of Vieques Island, off the coast ofPuerto Rico and near the Naval Air Station,Roosevelt Roads. At 0100 hours, the ship struckthe coral reef while foilborne at a speed of 45knots and eventually came to rest in approxi-mately 3 feet of water. SUPSALV and SERV-RON 8 salvage officers immediately proceededto the scene with a salvage team from HCU-2 tosurvey damage and get the salvage operationsunderway.

The collision with the reef had rotated the for-ward foil and strut into the hull, causing thebow to drop and impact with the coral. Both thestarboard and the port main struts remainedintact "and thus prevented the after portion ofthe hull from coming in contact with the reef.The starboard main foil remained attached to itsstrut while the port foil was dislodged.

Further damage included a severely torn andpunctured lower forward portion of the ship,back to Frame 71/2 and up to the 4-foot water-

16

line. Also, the bow thruster, strut downlockfoundation, pin, and actuator were demolishedand were pushed up through the platform deck.Additional damages were extensive and werelater assessed as having been created by severalpossible causes—by initial stranding, duringrecovery operations, service induced prior tostranding, or a combination of these.

During subsequent recovery operations, the star-board foil became detached when the craft waspulled backward off the reef by means of linesattached to the aft struts. An attempt was madeto ease the port strut over the coral with aCH-53 helicopter; however, this plan failed whenthe after port lifting lug sheared and caused theship to roll momentarily onto its starboard side.

The contractor salvage ship RESCUE proceededto the scene and laid two legs of beach gear andrigged them to TUCUMCARI's after struts. Thisprocedure proved effective and the vessel wassuccessfully dragged and floated off the reef onNovember 21, 1972, and towed to the NavalStation Roosevelt Roads. At that point the shipwas loaded aboard USS FORT SNELLING (LSD30) in order for it to be transported to the NavalAmphibious Base at Little Creek, Virginia, forrepairs. , §

17

UNDERWATERSONAR DOME

CLEANINGMaintenance of SQS-26 Sonar Domes is a new andimportant task for repair ship and tender divers. BecauseNAVSEC has found that a thorough and periodic cleaningof these HY-80 domes helps to keep sonar operations atpeak efficiency, more than adozen pneumatic andhydraulic brushing systemsare already spotted ondestroyer tenders on bothcoasts.The Naval Civil EngineeringLaboratory, Port Hueneme,California, is supporting theSupervisor of Diving byevaluating existing domecleaning systems and modi-fying them to give betterperformance.

The evaluations includeexamining the hardwarecomponents for safety andreliability, as well asconducting field trialsinvolving light and heavy seagrowth. Modifications haveincluded replacement ofvarious components to obtain smoother operation andhigher reliability, and new brush designs of betterhandling and cutting performance.

The basic dome cleaning package consists of a powersource (diesel, gasoline, or electricity); an air compressoror hydraulic pump; flexible air or hydraulic hoses; an airor hydraulic motor in a watertight housing; and the brushhead. Both pneumatic and hydraulic units have beenevaluated at NCEL. Both types were found to besatisfactory for dome cleaning, but each withdisadvantages.

For pneumatic units, the ready availability of 100-125 psicompressed air aboard ships makes pneumatic toolsattractive. The brushes evaluated at NCEL drew

approximately 55 cfm at 125 psi with a diesel enginerunning the compressor. Maintenance of the brush motorwas reduced to a simple fresh water rinse by taking certainprecautions. The underwater motor housing was sealedagainst salt water intrusion by means of an "O" ring. Theexhaust air was led topside to prevent salt water fromentering the exhaust port and to make the tool more

comfortable for the diver. Amoisture separator and anair line lubricator wereinserted in the high pressurehose to keep the motor aswater free as possible.Before shutting down whenbrushing was completed, thelubricator setting wasincreased from 50 to 60drops per minute to aconstant stream. Thus,when oil became visible inthe exhaust air, adequate oilwas in the motor forstorage.

Since van-type motorsnormally run at a very highspeed, a gear reduction isused between the motor andthe output shaft. Thewatertight housing encloses

the van motor, the gear box, and the on-off valve.

Hydraulic power is extremely attractive if 125 psi air isnot readily available. It offers additional advantages insituations where mobility is a major consideration.

The power unit evaluated at NCEL weighs 205 poundsand is mounted on wheels. It consists of an. 8 HP gasolineengine coupled directly to a hydraulic pump which isimmersed in the hydraulic oil reservoir. The hydraulic oilis sent through the flexible hose to an underwater brush.The brush unit consists of a watertight housing enclosingan on-off valve and a hydraulic motor. No gear box isnecessary since the pump and motor are chosen for directcontrol of brush speed. Since the gear motor in theunderwater housing circulates oil, lubrication and salt

18

John MittlemanNaval Civil Engineering Laboratory

water intrusion are not major problems. Maintenance isminimal. Hydraulic brushes generally run at about 1000psi and 4-8 gpm.

Several varieties of brushes have been evaluated by NCEL.The best measure of a brush's value is how well it removesgrowth from a hull or dome. Additional factors whichwere considered include the degree of suction betweenbrush and hull, the smoothness of the ride for the diver,the lifetime of the brushes, and the hydrodynamic dragcreated by the brush. Syntheticbristles are applicable only to PNEUMATICvery light growth, such as thealgal scum that precedes heaviergrowth. Brushes with syntheticfibers tend to "buck" more thanwire brushes. Round wirebristles are used for lightseaweed and small barnacles.Even better results can usuallybe obtained with flatwire or acombination of round and flatwires. The ride is somewhatsmoother than with syntheticfibers, but this type of brush stillbucks in heavy growth. Flatwire(or so-called butcher wirebristles are most efficient inremoving growth and give thesmoothest ride. These bristlesalso produce the most evenedge-feathering of corrosion pitson HY-80 domes. One excellenttype of flatwire brush utilizes aspiral wire in the plywoodbacking. This wire holds flatwire "bobby pins" in thebrush. No bristles have ever come out with thisarrangement. Another flatwire brush uses epoxy to holdthe bristles in holes in the plywood backing. Bristlesusually crack off at the epoxy after about 1 hour ofuse.

On painted surfaces, considerable experience is necessaryto avoid marring the anti-fouling coating. Theanticorrosion layer below the anti-fouling paint isgenerally impervious to damage by the brush except onweld beads and similar surface protrusions. Protection ofthese areas which are susceptible to damage can be

restored with an anticorrosive epoxy paint developed byNCEL for underwater application.

Miscellaneous brush types evaluated include a "brush"composed of spur gears mounted on radial axles and usedprimarily on propeller blades. Another design consists ofradial blades instead of bristles affixed to the outer edgeof the circular backing plate. This brush is particularlyuseful on heavy growth but does not polish the surface aswell as the flatwire.

All of the brushes mentioned areavailable in various sizes.Generally, brushes 10 inches to 14inches in diameter are a goodcompromise between smallbrushes which do not ridesmoothly and large brushes havingexcessive drag. Bristles on allbrushes are 3/4 inch to 2 incheslong. Current work at NCELincludes the design of improvedbrushes for lower drag and bettercleaning.

Underwater brushing has alreadyproven its worth on both coasts

with jobs being done by civil-ian contractors. With therecent acquisition of brush-

ing hardware by the Navy,Navy divers will have to

be trained.

It normallya diver two to

three hours of brush-ing to be comfortable "̂ WW'' using a unit in goodvisibility. An additional 20 to 40 hours of practice shouldbe expected before the diver can operate well in zerovisibility. As Navy divers are trained in the brushingoperation, NCEL research will continue to identify,modify, and recommend the best tools for the job.

iFor further information contact:

John Mittleman (Code L43)Naval Civil Engineering Laboratory

Port Hueneme, CA 93043(805) 982-4642, A UTO VON 360-4642

19

OIL POLLUTION SCHOOLUNDERWAY

LCDR J. Ringelberg and an officer ofthe Calif. Dept. Fish and Game discussthe effectiveness of oil dispersants withD. E. Irons, SUPSALV oil specialist.

Mr. Joe Crilly (NCEL) demonstratesthe use of dispersants to LCDR W.Klorig and members of the U. S.Coast Guard National Strike Force.

In answer to the growing need for experience and competence in thearea of oil spills, a one-week pilot training course, held during the weekof .September 18, 1972, at Berkeley, California, was sponsored by theSupervisor of Salvage. Geared to provide maximum support to thoseactivities responsible for handling spills of oil and hazardous material,the course dealt with the command and control aspects of ship-salvage-related and open sea oil spills.

Attended primarily by Salvage Officers, the course covered the curricu-lum illustrated below. Many valuable comments were provided duringthe critique period that will be of considerable benefit to futurecourses.

CONTROL OF MAJOR OIL SPILLS

9-10 10-11 11-12 1-2 2-3 3-4

'IT

MON

TUE

WED

THUR

FRI

Introduction

Welcome

and Recovery;Introduction

The Comn

Nat'1 ContingencyPlan

Containment

and Post, Deployed FiePubl c Relations, Communic

L

(Lecture on oil, itsin exercise using c

Fi

aboratory Demon strati o

haractenstics and types

d Demonstration ExerUsing bio-degradable o<

Regional Pollution

Plans

Collection

(Skimmers)

d Activities,ation

Class participationiston film, etc.)

se

EnvironmentalProtectionAgency

Collection

(Absorbents, End-less Belts and On-

Scene Fabrication)

Case Histories

Beach Clean-upRestoration &

Disposal

Critigue

State and LocalAuthorities

CommercialTankers and ING

other thanOpen Sea Oil

Spills

s^atl

Oiscu

Navy Responsibili-

Control ofHazardous Material

Movement of OilSurveillance.

and Monitoring

Logistics

sion

LCDR Ringelberg tests the Navy'spiston film oil containment chemical.

Informative lectures were given by experienced members of the environ-mental community; i.e., U.S. Coast Guard, Environmental ProtectionAgency, California Fish and Game, National Wildlife Foundation andprivate industry. Mr. Joseph Crilly from the Naval Civil EngineeringLaboratory, Port Hueneme, California conducted a morning laboratorysession in which all the students had an opportunity to test the Navy'soil containment piston film and compare the effects of several oil emul-sifiers.

Because of the success of this pilot course, an additional course hasbeen scheduled for this fiscal year. It is planned to take place duringthe week of March 5,1973, with the intention of preceding the SalvageOfficers' Conference scheduled for the same week. Leading officers onthe Area Coordinator's and Fleet Commander's Staff are expected toattend both.

With the success of this program, future Supervisor of Salvage trainingprograms will be modified and expanded as more equipment becomesavailable and more experience is developed. j&

20

Cold-water Salvage Operations. Utiliz-ing their rapid response, fly-away teamconcept (with preplanned/palletizedequipment), a 6-man diving/salvageteam from Harbor Clearance UnitONE was recently dispatched toAlaska in answer to an urgent CoastGuard request for assistance for theUSCGC JARVIS. Use of this fly-awaytechnique has repeatedly proven that ateam of experienced salvage divers canbe fully ready for departure within 4hours of official notification and canprovide the early repairs that preventthe salvage operation from becomingcritical.

Of immediate concern to the teamupon their arrival was an L-shaped tearat the very bottom of the hull in themain engine room. This tear extendedapproximately 19 inches longitudinal-ly and 11 inches transversely with thehull plating at the intersection of thetear pushed in approximately 2 inches.Although covered with a temporaryconcrete patch which had slowed theflooding so that it could be controlledby a large battery of pumps, the patchwas not sufficient for the ship to getunderway in the open seas of thewintery North Pacific and proceed toa port for permanent repairs.

Working with the senior Coast GuardMarine Engineering Officer on thescene, the team spent their first daylaying in a properly drained concretepatch to reinforce the initial patchingattempt and to further reduce theflooding rate. Once the hull wassatisfactorily patched internally and

flooding reduced to a rate that couldbe controlled with minimum effort,the team commenced diving opera-tions to effect semi-permanent repairsthat would allow the ship to getunderway.

In order to stop the flooding com-pletely and eliminate stress against theconcrete patch once the ship wasunderway, it was decided to weld abox patch over the tear. In attemptingto template the damaged area of theseverely rippled hull, however, it wasdetermined that the simplest and mostexpeditious method of fitting thepatch would be to manufacture thepatch in sections. As each section wasmanufactured, it was positioned,marked, and brought back on boardfor modification. This process was re-peated until each section matched itsown area. The sections were thenwelded together to form a custom-made box patch.

Once the patch was properly fitted itwas positioned with hogging wires andthe underwater welding began. Thiswas a slow, laborious process becauseof the near freezing (40°F) watertemperature which limited the diverin-water time and made it extremelydifficult to obtain a satisfactory weld.The welding was finally accomplishedby the divers working in relays, witheach diver spending approximately 30minutes in the water during his dive,and using a high welder amperage.Another problem area encounteredduring the welding process was the

formation of gas bubbles inside thepatch. As these bubbles formed theyignited, producing miniature explo-sions. Although not of sufficientstrength to break the patch loose onceit was firmly seated, these explosionsdid have a disconcerting effect on thedivers.When the patching phase was com-plete, the ship was made ready for sea.The salvage crew set the patch hogginglines taut to provide a back-up for theweld, and a transit/escort/tow unit wasformed. When a forecast of goodtransit weather was received, the shipwas towed out of the harbor and castloose to proceed, escorted, under herown power. This transit, made on oneshaft, was without incident and thesalvage operation was terminated whenthe ship arrived safely at Pearl Harbor.

Lessons Learned:

1. Underwater welding in a coldclimate is extremely critical, time-consuming and requires extensiveheat.

2. A gas build-up with the resultantexplosions from continued heatapplication can be eliminated byinstalling air blow/vent valves.

70,000 Gallon Fuel Ammi. A regularammi pontoon, which was being usedas a fuel barge, was mined and sunk.Two of six major compartments wereholed, the major damage being a10-foot by 14-foot hole. The wreckwas quickly and successfully raised byshoring bulkheads, patching, andpumping operations. The wreck wasthen towed to port, secured to a riverbank and left unattended while otheroperations were in progress.

Swift river currents loosened thepatches, tore the ammi barge loosefrom its moorings, and it again sankrequiring a renewed salvage operation.

Lessons Relearned: The salvage opera-tion is not complete until ALL work iscompleted and the vessel/craft isreturned to its custodian in a safe,stable condition. H

21

The salvage and pollution abatement plan for the Dredge ATLANTIC included installation of an oil containmentboom, subsequent oil skimming and removal operations, internal and external hull surveys, stability and groundreaction calculations, and rigging of two legs of beach gear to facilitate raising the dredge. The operation also includedthe removal of a tug and fishing boat which had sunk alongside the A TLANTIC. Additional work was conducted inpumping and minor patching, using six 10-inch pumps and two 3-inch pumps, which eventually resulted in thesuccessful completion of the operation.

dredqeATLANTIC

salvaqedfrom theElizabethRiver

LENGTHDRPFTBEflm

DISPLRCEmENTCONSTRUCTION

12O feet9 feet4Ofeet12OOtonshull • woodsuperstructure • steel, woodrigging • steel

The U.S. Coast Guard (5th District) requested the assis-tance of the Supervisor of Salvage on August 11, 1972,in undertaking the salvage of the sunken DredgeATLANTIC and in eliminating the pollution hazardposed by the leaking vessel. In addition to the dredge,the tug MARQUETTE was sunk and resting on the sub-merged (starboard) side of the dredge and a small fishingboat was sunk and resting under the tug. Units ofCOMSERVRON 8, Harbor Clearance Unit 2, and theSupervisor of Salvage contractor proceeded to the sal-vage site, located at the junction of the southern andeastern branches of the Elizabeth River, Norfolk,Virginia.

The conditions as found were that Dredge ATLANTICwas heading 135° T, grounded on the starboard side, andlisting 18.5° starboard. Approximately 18,000 gallons ofBunker "C" fuel oil were aboard at the time of themishap and had since commenced leaking into the sur-rounding waters, making diving hazardous and un-usually foul.

During the months prior to the start of salvage efforts, aconsiderable amount of Bunker "C" oil had passed intothe Elizabeth River. However, by the end of the first dayof the operation, floating booms rigged across the mouthof the cove and around the dredge had halted furtherpollution. An absorbent material was liberally spread onthe water and throughout the dredge and subsequentlypicked up with nets, shovels and buckets, and depositedin 55-gallon drums for safe disposal. Also, double dia-phragm air pumps, discharging into a tanker truck, wereemployed to skim the water and eliminate pockets of oilwithin the dredge.

The initial stages of the operation began with an under-water hull survey of the dredge, tug,and fishing boat.

Hull damage and holes were measured and recorded;patches were manufactured and installed. The starboardside of the dredge deck house was patched to use as acofferdam. The salvage contractor's equipment arrivedon August 26 and two legs of beach gear were rigged aspreventers from the dredge to deadmen on the beach.The tug was righted and the portholes were patchedafter the fishing boat was pulled clear of the other twovessels to the opposite side of the cove.

Three 10-inch pumps were initially spotted on thedredge, but three additional pumps were ordered afterpreliminary test pumping revealed large quantities ofwater being drawn between the rotten hull and deckplanking of the dredge. Bunker "C" oil removal con-tinued on a round-the-clock basis with pumps and byhand.

The first major effort to dewater the dredge failed whena large patch covering the opening for a set of doubledoors carried away. A stronger patch was fabricated andinstalled over this opening, but a second pumping wasagain unsuccessful because of excessive leakage throughtwo winch accesses. Several days were spent removingthe two winches to allow the placement of two 6-footby 4-foot patches, fabricated from 1/4-inch mild steelplate with stiffeners. In addition, the dredge was com-pletely sheathed with heavy-gauge plastic sheeting tostop the hull leakage. A follow-up internal hull surveyfound no new hull penetrations.

The dredge was successfully raised on September 14,with the third major pumping effort. Oil removal wasthen directed at the previously inaccessible spaces, anddivers began caulking cracks to achieve a certain degreeof seaworthiness. On 25 September, the ATLANTIC wasmoved to Norfolk Shipbuilding and Drydock Companyfor dismantling and final disposition. 6|

23

New One-man ChamberDeveloped for SUPDIVE

A new type of one-man recompression chamber has beendeveloped for SUPDIVE. Operating on a semiclosed-circuit principle, it makes efficient, effective transporta-tion of a stricken diver to a recompression facilitypossible for the first time.

Although treatment of decompression sickness byrecompression is generally effective, it has its drawbacks.One of the most serious disadvantages of such treatmentis that the accident often occurs in an area that may be along way from a treatment chamber. Often a semicon-scious, suffering diver must be transported by the fastestmeans to reach the nearest recompression facility, withthe probability of permanent damage increasing withevery minute he remains untreated.

To provide means of protecting divers in remote work-sites, some small, portable recompression chambers havebeen developed and marketed. These chambers are ofvarious forms — some are cylindrical, some tapered,some telescoping. Entry may be head first or feet first.All chambers of this type are sized for one man and areintended to give immediate treatment to the sufferer,wherever he may be. Once the patient is under pressure,the chamber may be transported to the nearest recom-

byP.S. Riegel

BATTELLEColumbus Laboratories

pression facility for subsequent treatment of the occu-pant. During transportation, the atmosphere in thechamber is kept pure by continuous ventilation with air,which supplies oxygen and removes unwanted carbondioxide. However, one aspect of the problem that hasnot received much attention is that the air to supply thechamber must also be transported, and a one-manchamber uses a lot of air.

Partial pressure of carbon dioxide can be maintained at asafe level of less than 1/2 percent surface equivalent byventilation at a rate of 2 ACFM. However, to produce aflow of 2 ACFM at treatment depth of 165 feet requiresa flow of 12 SCFM of air. A typical commercial air flaskcontains about 240 cubic feet, or enough for less than20 minutes of operation. Efficient treatment and trans-portation would require that enough of these heavy,cumbersome bottles accompany the chamber to provideair for the entire duration of the trip. In some cases, thisis difficult or impossible either through weight or sizelimitations of the carrier or because not enough air isavailable.

SUPDIVE was one of the first to recognize this problemand to suspect that there might be a better way to do

Left: Chamber may beremoved from its supportingstructure to permit insertioninto a submarine.

Upper right: Side view ofassembled chamber.

24

the job. Rebreather SCUBA has been developed by theNavy to help reduce consumption of diving gases, andSUPDIVE felt that the same principles might well beapplied to the one-man chamber problem.

An examination of the problem was conducted byBattelle, and it was found that a semiclosed-circuitapproach, using air as the breathing gas, was indeedfeasible. To determine the value of the concept, SUP-DIVE contracted with Battelle to produce a prototypechamber to meet the Navy requirements. This was done,and testing at EDU has confirmed that the system per-forms well. The pressure shell is made of 5/32-inchrolled and welded aluminum with a semielliptical self-energizing hatch. The basic shape is a 22-inch-diametercylinder with an inside length of 84 inches. Total systemvolume, including piping and scrubber, is about 18.3cubic feet. Pressure capability permits treatment todepths of 165 feet of seawater. Two 4-inch viewportspermit observation of the patient.

To enter the chamber, the patient is placed on astretcher, strapped down, and slid in head first. Thehatch is closed and dogged, and the system is ready forpressurization. Water and food containers are placedwithin the patient's reach to keep him supplied for theduration of his stay. No medical lock is provided.

The chamber may be operated in two modes-open cir-cuit or semiclosed circuit. In locations where a largecompressed air supply is available, open-circuit operationcan be employed. During transportation and in placeswhere limited compressed air is available, semiclosed-circuit operation can be used. When operating in thesemiclosed-circuit mode, an ejector, or venturi, is used tocirculate the chamber air through a CO2 scrubber con-taining Baralyme. The operating principle is very similar

to that of a helium hard-hat deep sea diving rig.

A control console which contains all control valves,gages, and communications equipment is located at thehead end of the chamber. The gas scrubber is located atthe head end also, with isolation valves provided topermit changing Baralyme while the chamber is pres-surized. The entire system is mounted on skids to facili-tate handling. Total system weight is 320 pounds.

As built, the system permits pressurization to 165 feet,and subsequent operation for 2 hours, on a single set oftwin 90 SCUBA bottles. A second set of bottles providesair for another 5 hours of operation. Both sets of twin90's are mounted beneath the chamber and permit oper-ation for about 7 hours. Scrubber life is normally 8 to12 hours. At 165 feet, air consumption of the newchamber is only 26 cubic feet per hour, while a conven-tional chamber requires 720 cubic feet per hour, or 27times as much air. This large reduction of air requiredfor operation greatly increases the transportability of theone-man chamber, and makes possible its use in areaswhere it had previously been impossible.

Development of the new chamber is another step in theNavy's continuing progress toward diver safety.

Right: Scrubber beingloaded with Baralymecartridge. Cartridgeholds 10 pounds.

25

Editor's Note:Faceplate recently hadthe pleasure of touringthe Navy School ofDiving and Salvage, andinterviewing its newCommanding Officer.Much of the conversa-tion is of interest to allwho are in some wayconnected with Navydiving, and is recalledhere for your informa-tion and enjoyment.

LCDR ESAUDISCUSSESNEW POST

As the new commanding officer of theNavy School, Diving and Salvage,LCDR Anthony C. Esau, USN, con-siders one of his major objectives to bethat of continuing the progressivemodifications which his predecessor,LCDR Walter E. O'Shell, initiated.LCDR Esau assumed his new post inOctober, 1972, from duty as Com-manding Officer, USS SUNBIRD(ASR-15), where he had also previ-ously served Executive Officer andduring which time he qualified forcommand of submarines.

A 1961 graduate of the Naval Acad-emy, LCDR Esau first served aboardUSS LAKE CHAMPLAIN (CVS-39) asAssistant Navigator. He graduatedfrom the Submarine School at NewLondon, Connecticut, in July 1963.LCDR Esau has also served aboardUSS BARRACUDA (SST-3) and USSCARP (SS-338). After attending thePolaris Weapons Officers' Course inDam Neck, Virginia, he reported tothe USS GEORGE WASHINGTONCARVER (SSBN-656) for duty as amember of the commissioning detailand later as a member of the BlueCrew.

LCDR Esau graduated from the DivingSchool as a Helium Oxygen Deep SeaDiving Officer in March, 1969. Return-ing to the school now, he recognizesthe constructive changes which havetaken place since his own enrollmentand intends to expand this moderniza-tion policy.

In order to achieve his goal of "train-ing the best operational diver possi-ble," he is updating the trainingcurriculum by "gearing up" programs;i.e., acquiring new tools and divingequipment from SUPSALV, and byreorganizing the teaching system, toallow instructors to specialize in onearea of diving education. Establishingmore open communication betweenthe diving school and the fleet isanother central facet of a plan to im-prove the Diving and Salvage School'scapabilities. By traveling to divingsites, visiting ships which have receivedDiving and Salvage School graduates,and talking to the instructors anddivers themselves, LCDR Esau feels hecan better appreciate the Fleet's divingrequirements, and subsequently gearthe school to better meet these needs.

The largest and most advanced schoolof its type, the Naval School of Divingand Salvage of Washington, D.C., is theonly training command authorized toqualify officer and enlisted personnelin all phases of diving, ship salvage,and submarine rescue for the entireUnited States Navy, U.S. ArmedForces, and selected allied nations.Classes are available for deep sea(HeCb) diving officers, ship salvagediving officers, Diver-First Class, medi-cal deep sea diving technicians, andMaster Divers. In addition, the schoolprovides such special short courses ofinstruction as refresher training for allclasses of divers, training of Engineer-ing Duty Officers and Commanding/Executive Officers of diving ships,training for foreign officers and en-listed personnel under the MilitaryAssistance Program,- and training forNavy civilian industrial divers. Theseindustrial divers are instructed withparticular emphasis on the supervisionof diving operations and major under-water mechanics.

26

The Naval School is also assignedseveral special functions, as directedby the Chief of Naval Technical Train-ing. Providing emergency diving ser-vices to local, state, county and civilauthorities as requested is one of theseparticular tasks. In addition, theschool maintains liaison with the NavyExperimental Diving Unit in regard toimprovements in diving techniques andequipment. It is also responsible forkeeping a ready pool of qualifiedofficers and enlisted personnel experi-enced in deep diving, submarine res-cue, and salvage techniques in a readyreaction status in the event of a marineemergency.

Under LCDR Esau's direction, thestudents attending the school have thebenefit of 25 instructors presided overby 5 Master Divers. They cover in theircurriculum all phases of basic diving,salvage diving, and advanced diving.The school affords the benefits of twoYDT's.one YSD, and a refitted YRSTused for diving and classroom work.During the salvage training the diversand instructors travel by ship tonearby Oxon Cove where a sunkenvessel is salvaged by a process of patch-ing holes and pumping. Another arealocated near Dahlgren, Virginia is usedin the simulation of open-sea dives tocomplete that phase of the curriculum.Overall, the students' time is dividedapproximately in half between class-room instruction and practical train-ing.

In the Master Diver qualificationcourse, the standards are high. Gradu-ating an average of 4 qualified MasterDivers each term, the course lasts 5weeks and is given 5 times a year.When these candidates are tested, theCO and XO closely monitor the candi-dates during the practical portion ofthe qualification. A Master Diver quali-fication board consisting of the CO,XO, Staff Diving Officers and StaffMaster Divers then meets to review thewritten exams, and discuss observa-tions made while the candidates wereon station. Each candidate is fullyevaluated, and voted upon by the qual-ification board to ensure uncompro-mising standards.

The Navy School of Diving and Sal-vage occupies a unique spot in theeducational structure of the UnitedStates Navy. Because the quality andskill of all Navy diving rests with thisgroup, it is imperative, LCDR Esaufeels, for the training programs, equip-ment, and efficiency of the school tobe superior. By this thinking, LCDREsau has formulated a policy he in-tends to make a reality, "To train aman so that he would be welcome onany diving ship." &

27

(Left) The new Canadiansubmersible, SDL-1, readyfor use in depths up to2,000 feet.

Today's increasing concern over the possible loss orabuse of natural resources on the continental shelf hascaused the Canadian Government to place greater em-phasis on activities relating to offshore waters and theseabed. Recently, it has led to the acquisition of a diverlock-out submersible for seabed exploration and surveil-lance by the Canadian Forces. The submersible, SDL-1,was purchased from International Hydrodynamics ofNorth Vancouver and delivered to the Maritime Com-mand in December, 1970.

The SDL-1 is well suited for this undersea role since itcan perform both as a submersible and a diver lock-outvehicle. The SDL-1 operates from a surface supportvessel without a tether and descends independently todepths as great as 2,000 feet. At depth, the two pilotsand an observer can investigate the ocean floor throughten large viewports or perform simple tasks by utilizingthe submersible's two mechanical arms. When more com-plex tasks are encountered on the bottom, three lock-out divers are able to exit the vehicle to carry out thework. The divers are accommodated within the submer-sible's rear lock-out compartment, which is designed tosupport lock-out diving to a maximum depth of 1,000feet. Because of a delayed procurement of supportequipment for helium-oxygen diving and a mate-uprecompression chamber, lock-out operations aretemporarily limited to depths of 150 feet on compressedair.

SDL-1EXPANDS

DEEP DIVEThe pressure hull of SDL-1 lends itself very easily todeep diving. The hull is fabricated from HY-100 steeland is composed of two spheres interconnected by acylindrical tube. The forward sphere is 7 feet in diameterand serves as the command station. The after sphere isthe lock-out compartment and measures 5-1/2 feet in di-ameter.The interconnecting tube, 6 feet in length and 25inches in diameter, joins both of these spheres andallows personnel to transfer between spheres at depth.This design enables the command sphere to remain atnormal atmospheric pressure, while divers compress ordecompress in the after sphere.Overall, the SDL-1 measures 20 feet in length, 10 feet inwidth, 12 feet in height, and weighs 30,000 poundswhen manned. With these compact dimensions, the sub-mersible is transported easily by road, sea and air. Thisfeature enhances the versatility of SDL-1 because the

28

(Above) SDL-1 beside 7-tonAvenger aircraft recoveredfrom the bottom of BedfordBasin, near Halifax, N.S.

(Right) CDR J.J. Coleman,NAVSHI PS Supervisor ofDiving, receives his SDL-1Deep Dive Card from LTBruce Martin, Assist. O-in-C of SDL-1, after a 3-hourdemonstration at 250 feet.

CANADIANCAPABILITY

vehicle can be readily deployed to search and work inmost of Canada's waters.

The submersible is powered throughout by lead acidbatteries. Eighty 2.2-volt cells are arranged in threebanks of 120 volts, 28 volts, and 12 volts respectively, tomeet the various power requirements of equipmentwithin SDL-1. These cells are carried externally to thepressure hull and provide the vehicle with sufficientpower to operate submerged for periods up to 8 hours.Much of this power is used to operate two independentthrusters mounted on either side of SDL-1, which propelthe vehicle at varying speeds of 2 knots or less. To assistthe crew in navigating the SDL-1 safely at depth, thesubmersible also is equipped with underwater lights,sonar, echo sounders, acoustic interrogators and anunderwater telephone.

Two major advantages of SDL-1 are its transportabilityand its capability of employing either mechanical armsor divers at deep depths. These features enhance thesubmersible's effectiveness in a variety of tasks in remoteareas, both inland and offshore. It could, for example,be used to retrieve experimental weapons for the mili-tary or gather geological samples for scientific research.Recently, the SDL-1 has been employed in recoveringintact a 7-ton Avenger aircraft from the bottom of the240-foot-deep Bedford Basin, near Halifax, N.S. Othercompleted tasks include the salvage of an S2F Trackeraircraft and an investigation of marine life on the conti-nental shelf for the Department of Fisheries.

To support the SDL-1, the Canadian government in-tends to acquire a surface vessel specifically for that pur-pose. It is planned that the submersible tender will becapable of supporting SDL-1 and lock-out diving to thedesigned limits. The tender will utilize an 'A' frame tolaunch/recover the submersible and will include a deckdecompression complex with mate-up capability to sup-port saturation diving. The vessel will be of sufficientsize to conduct independent operations in remoteregions for prolonged periods. The Canadian Forces deepdiving capability is proudly coming of age with theacquisition of SDL-1 and associated equipment. &

29

H1MHONORS

CITED FOR DIVING TECHNOLOGY-Admiral IsaacKidd, Chief of Naval Material, pins the coveted Navy'sSuperior Civilian Service Award Medal on Tom Odum,Head of the Development Division of the Ocean Tech-nology Department of the Naval Coastal Systems Lab-oratory. Admiral Kidd made the presentation toOdum during his visit to NCSL earlier this week.Odum received the award for his outstanding con-tributions over the years to the advancement of divingtechnology. (Official U. S. Navy Photograph)

In a ceremony held during his visit to the Naval CoastalSystems Laboratory, Chief of Naval Material AdmiralKidd made a special award presentation of the Navy'sSuperior Civilian Service Award to Mr. William T. Odum,Head of the Development Division of the Laboratory.Odum was presented the award, one of the highest avail-able to an employee of the U.S. Navy, in recognition ofhis exceptional contributions to the advancement ofNavy diving technology, equipment, and techniques forthe past 17 years.

In developing a first-hand appreciation and knowledge ofthe problems of diving, Odum was one of the first civil-ians to become a qualified Navy diver. He graduallycreated an awareness of the great need for improvedequipment and diving development programs and wasinstrumental in gaining support for the continuance ofprogress in these areas.

Odum was assigned the task of drafting the initial struc-ture of the organization of hardware and equipment ofthe Underwater Demolition Teams (UDT) and Sea-Air-Land (SEAL) teams into an integrated system. His initialconcept laid the groundwork for the ensuing develop-ment of various swimmer-delivery vehicles (SDV's),hand-held navigation and sonar equipment, underwaterdiver communications equipment, and various explosiveordnance disposal (EOD) equipment.

Shortly after the concept of saturation diving wasproven feasible, Odum played a key role working withthe Office of Naval Research in the design, construction,and test of the first U.S. Navy undersea habitat. Thesuccess of this operation, known as SEALAB I, wasresponsible for launching the Navy's saturation divingprogram and is regarded as one of the "most significantand successful undersea experiments of the pastdecade."

During the escalation of the conflict in Southeast Asia,he became the first laboratory representative in the div-ing area under the Vietnam Laboratory AssistanceProgram. Mr. Odum spent four months in Vietnam andon his return, succeeded in applying his first-hand infor-mation to the requirements used for developing new andmore applicable equipment for the operating forces.

More recently, Odum's division has expanded its in-terests to include the area of ship salvage and recovery.He was instrumental in the development and testing ofthe Large Object Salvage System (LOSS) (see FT Fall'72), a new approach to the salvage of large objects fromthe bottom of the sea. In the words of Mr. Odum's letterfrom the Chief of Naval Material, "The professionalismwith which you consistently carry out your responsi-bilities is very much appreciated, and you are deservingof the Navy Superior Civilian Service Award. WellDone!"

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the Old Master saysoo o

The BUD/S diving locker at the Naval Amphibious School, Coronado, was recently the scene of afire and explosion causing several thousands of dollars worth of damage. The trouble occured while

cascading oxygen into 200-cubic-foot bottles to achieve a 60 percent oxygen, 40 percent nitrogenmixture. Investigation into the fire did not reveal a specific cause, but did determine that the design

of the mixed gas system contained some features that should be avoided in oxygen and high pres-sure mixed gas systems. Specific items to be avoided are:

1. Ferrous Metals. Ferrous metals are susceptible to rusting and flaking which creates particulatematter. This particulate matter may be accelerated in the gas flow and impinge on other componentsof the system causing local hot spots. Monel (70/30 nickel-copper) is the most desirable material for

piping valves and fittings. Pure copper or 70/30 copper-nickel may be used. If it is not possible touse any of these materials, 316 stainless steel may be used.

2. Quick Acting Valves. Opening of a quick acting valve can cause a shock wave to be set up in thegas flow with adiabatic heating of the gas. Quick acting valves should be used for emergency shutoff

only. Needle or globe type valves should be used for normal flow control.

3. Buna-N Elastomeric Hose. Buna-N should not be used in oxygen systems, since Buna-N is notcompatible with oxygen because of its high flammability. Viton should be used for all O-rings.

Teflon-lined hose is most desirable; nylon-lined hose is acceptable.

4. Uncovered Couplings and Disconnect Fittings. Uncovered couplings and fittings allow oil andparticulate matter to enter the system. Plastic caps or attached quick disconnect caps should be used

on all disconnect fittings and couplings.

All electrical items should be located in positions where their probable exposure to high oxygen con-centrations will be minimized, and 200-cubic-foot gas bottles should be so mounted as to prevent

unwanted movement during charging.

Activities having questions concerning design of oxygen or mixed gas fittings may contactMr. R. Hansen, Office of the Supervisor of Salvage, 202-692-3615 or AUTOVON 222-692-3615.

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