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Contributions to Advancement of Underwater Technology |
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Introduction Over the past 35 years, I have been involved with a number of research and development projects that have advanced the state of underwater technology. I will briefly describe the main features of each project, my role and modest contributions. NR-1 NR-1 is a nuclear powered underwater research and ocean engineering vehicle, a mini submarine. It was conceived in the early 60’s by the famous Admiral Hyman Rickover, who is the father of the US Nuclear Submarine Navy. He wanted to develop a small compact reactor, less than 200 kw, and operate in a small, deep submergence submarine. Rickover was a very strict leader and demanded perfection, and got it. In 1964, I was at Sperry Rand Corp., Long Island, New York, in their Deep Submergence Systems Division. Rickover decided to invite Electric Boat Division, of General Dynamics and Sperry Rand Corp. to design and build NR-1. In 1965,I was responsible for preparing the system requirements document, and then headed the NR-1 Program Office responsible for the NR-1 electronic command and control system. Electric Boat was responsible for the hull and submarine structure. NR-1 has a ring-stiffened cylinder hull structure, 12 ft. in diameter and made of HY-80 steel, 1.3 inches thick. Overall length is 137.5 ft., and coincidentally cost approximately $137.5 million, at time of launch. The major subsystems include:
NR-1 requires a support ship for other than coastal deployment. She cruises at 5 knots and can hover like a helicopter holding a position within a one meter sphere. NR-1 was launched in 1969, and it was believed by some, that NR-1 was, perhaps, as much as 20 years ahead of its time. I believe it’s still ahead. TRIESTE & DSRV Other deep submergence projects at Sperry Rand included the electronic systems of TRIESTE II and the Deep Submergence Rescue Vehicle (DSRV). The original TRIESTE bathyscaphe was developed by Jacques Piccard, and, in 1960, he and Don Walsh descended to 35,800 ft. in the Marianna Trench (Challenger Deep). The record still holds. In 1964, the TRIESTE was reconstructed (for 20,000 ft capability) as TRIESTE II, and Sperry developed the electronic command & Control system and a duplicate system for simulation and training. The system was arranged in a wrap-around configuration to fit the pressure sphere, and contained the usual instrumentation common to manned submersibles. TRIESTE II was used on many dives operating vertically like an underwater balloon, with slow horizontal maneuverability. In 1963, the submarine USS THRESHER accidentally sank in the Atlantic to a depth of 8400 Ft., and TRIESTE II was used later to survey the wreck site and retrieved pieces of debris for analysis. DSRV The Deep Submergence Rescue Vehicle (DSRV), was initiated soon after the loss of the SSN Thresher submarine. DSRV is capable of 2000 meters depth for mating with a special escape hatch of a submarine, that has sunken above its crush depth. After mating, the crew is transferred from the sub to the DSRV. It is highly maneuverable, to facilitate mating using computer-controlled cross thrusters and a high resolution docking sonar. It has a very sophisticated navigation, guidance and control system. Sperry added instrumentation to enable DSRV to perform alternate missions, such as ocean survey, when not rescuing. Submarine Radar Admiral Rickover was also interested in the Submarine USS DOLPHIN AGS 555. a diesel-powered deep submergence test platform. Rickover didn’t like to have any rotating shafts through the hull (NR-1 has none). However, the DOLPHIN radar had a rotating microwave joint through the hull. Using my earlier radar experience, I designed a radar without a hull penetrating joint. Instead, a glass-filled coaxial cable passed through the hull to the antenna level, with the center conductor stub of the coax serving as the feed to the rotating antenna. In order to redirect the omnidirectional pattern of the “stub”, a small reflector was mounted so as to direct the microwave energy toward the main antenna reflector. The small reflector and the main antenna reflector rotate concentrically around the coax stub to produce a narrow vertical surveillance beam. The system was tested at sea and performed as expected, with a small sacrifice to increased side lobes. WORK SUB Since unmanned vehicles began receiving increased attention in the late 60’s, Sperry invested in developing a demonstration vehicle called “WORK SUB”. It was built as an experimental model and tested in the Sperry Lab’s pool. It was controlled in three axis like a small underwater helicopter, and was used as an underwater technology test platform. It should be noted that the three landing pods are actually bowling balls. It was an early remotely controlled vehicle. ROV’s In the early 70’s, there was a family of remotely controlled vehicles (RCV) developed by Hydroproducts Inc. In 1976, I initiated the first comprehensive study of the world’s remotely controlled undersea vehicles, with the assistance of F. Busby Associates. The report needed a tile, and it could not be remotely controlled vehicles (RCV), because RCV was a trademark belonging to Hydroproducts Inc. So, ROV was introduced and has since become a globally accepted term. The US government doesn’t impose trademarks on projects using public funds, so, now everyone can use the term ROV. AUV’s At the late 60’s, at Sperry, I became interested in autonomous undersea vehicles, based on applying available deep submergence technology and instrumentation. I was able to design a basic survey vehicle that could go to 20,000 ft., navigate with an inertial-doppler system and a small 3 kw radio isotope power source. It seemed like the ideal solution, until they said I would not be permitted to operate an unmanned nuclear powered vehicle, because of obvious risks and safety if the unmanned vehicle is lost. The design was still valid, but for a much lower capacity, non nuclear, power source. Power still remains as one of the greatest shortcoming of AUV’s. At NOAA, I supported the continued development
of the Slocum Profiler, which was started at the Office of Naval
Research. This vehicle uses gravity and buoyancy to propel the vehicle
in a cyclic manner, diving by gravity, collecting oceanographic
data and then reversing direction by a passive technique that increases
buoyancy. The vehicle then rises to the surface where it can transmit
data collected and GPS position to the Argos satellite. It can operate
over long distances, not being limited by power. GATOR At Sperry, around 1970, I developed a new concept for an amphibious vehicle for the US Marine Corps. It was called GATOR, because it could travel on the surface and underwater like a submersible, and crawl on the seafloor, through the surf and move inland. In essence, it’s a lockout submersible with tracks. The design and model received a lot of attention from the Marine Corps as a reconnaissance vehicle; for army riverine warfare and the Navy as a swimmer delivery vehicle. Because of joint service interest the proposal was handled by the Advanced Research Project Agency (ARPA), but funds were not available. So, I quit Sperry and joined the Government. A year or two later, Sperry noted that a vehicle similar to Gator was built by the Soviet Union, deployed from a submarine, with tracks observed on Sweden’s coastal sea floor. Manned Undersea Science & Technology In 1972, at NOAA’s Manned Undersea Science
& Technology (MUST) Office I managed projects related to underwater
vehicles and underwater habitats. One interesting project was IGUANA
(Intergovernmental Undersea Atomic Neutron Activation). The BEAVER
submersible was instrumented with passive and active neutron activation
analysis systems to assay the surficial sediments for heavy metal
pollutants and mineral deposits using Raleigh back scattering techniques.
Special procedures were required for handling radioactive material
and loading the manipulator with a canister of Californium 252.
The stern was equipped with passive Sodium Iodide sensors to make
passive measurements. BEAVER was deployed in Long Island Sound and
data on heavy metal pollutants were documented. These measurement
techniques, using X-ray fluorescence, were applied in a new surficial
sediment sampling system developed at the University of Georgia,
and used in several estuary surveys. NOAA’s Manned Undersea Science & Technology
(MUST) Office operated a modest underwater habitat called HYDROLAB
in the Bahama Islands and was used for hundreds of saturation dives,
that required living on the seafloor. In 1974,The MUST office became
partners with the German Government in using their underwater habitat
called Underwater Lab HELGOLAND in the North Sea and Baltic Sea
with an international team of aquanauts. In 1975, it was shipped
to Boston and then deployed off Rockport, MA for in situ fisheries
experiments. Ocean Energy Technology At NOAA, from 1979-1985, I managed the Ocean Energy Technology Development Program. Ocean Thermal Energy Conversion (OTEC) required many advances in underwater technology including: large scale cold water pipes to 3000 ft. depth, deep ocean mooring and station keeping; and underwater inspection, maintenance and repair, using dedicated ROV’s. There are technical reports of all the research, design, test and evaluation that were completed. Current energy conversion was considered for the Gulf Stream. Design studies were completed and experiments were conducted with flexible rim mounted turbine blades. Advanced Ocean Development Test Project (AODTP) Vehicle
RMS TITANIC Discovery At NOAA, from 1980-1995, I served as U.S.Leader for Marine Technology in cooperation with France. One of the cooperative marine technology projects involved evaluation of deep ocean survey systems at 6000 meters depth. These were: Woods Hole’s Argo System (2 metric ton) and France’s (IFREMER) SAR System (2.4 metric ton). ARGO was equipped with sidelooker and an array of lights and cameras (video and high speed photographic). SAR (System Acoustique Remorque), was a towed instrumented platform with a sidelooking sonar The tests were planned in Toulon, France in 1984, and intended for evaluation near the Canary Islands in the eastern Atlantic at depths on the order of 6000 meters. The test site was later changed to the approximate location of the RMS TITANIC (230 mi south of Nova Scotia), sunk on April 15, 1912. In the summer of 1985, at sea tests were conducted jointly with ARGO on Wood’s Hole’s ship Knorr and SAR on IFREMER’s ship Le Suroit. On September 1, 1985, the TITANIC was discovered at a depth of 4000 meters by the ARGO System. Later surveys were made using manned submersibles Alvin, Nautille and the Russian MIRS vehicles. Conclusions I am grateful for having the opportunity to participate in some very interesting underwater projects over a 35-year period, and adding to the body of knowledge. At the present time, you are making even greater contributions in advancing underwater technology, and I am greatly impressed with your accomplishments. Many were reported in the Underwater Technology 2002 Symposium (UT ‘02) in Tokyo; and others reported here, in this UT 2002 Workshop in Taipei. Well done.
Joseph Vadus presenting his paper at the UT 02 workshop in National Taiwan University, Taipei. |
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